Pilots are allowed to perform simple or minor maintenance on their aircraft – what the FAA refers to as preventive maintenance. Appendix A to Part 43 contains a list of tasks that meet the preventive maintenance definition. If a task or maintenance function does not appear in the list, it is not preventive maintenance.
Pilots are allowed to perform simple or minor maintenance on their aircraft.
Also, because of differences in aircraft, a function may be preventive maintenance on one aircraft and not on another. To provide for this, the regulation contains the limitation, “provided it does not involve complex assembly operations,” on the aircraft involved so pilots must use good judgment when determining whether the task meets the spirit of the definition.
It is also permissible under § 43.3 for a person working under the supervision of a licensed mechanic to perform maintenance, preventive maintenance, and alterations that his supervisor is authorized to perform, if the supervisor personally observes the work being done to the extent necessary to ensure that it is being done properly and if the supervisor is readily available, in person, for consultation. This exception does not apply to required inspections however.
Preventive maintenance can only be performed by the holder of at least a private pilot certificate who is a registered owner of the aircraft. The nature of the work, and the name, certificate number, and type of certificate of the person performing the work must be entered in the maintenance records.
If work is done that substantially affects an airplane’s operation in flight, or if it has been altered in a manner that may have appreciably changed its flight characteristics, the airplane must be flight tested by a pilot with at least a Private pilot certificate and approved for return to service prior to being operated with passengers on board.
https://media.flighttrainingcentral.com/wp-content/uploads/2017/04/05180034/engine-no-cowl.jpg7201280Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2023-08-18 08:55:192023-08-17 10:35:27Can a pilot perform maintenance on an aircraft?
Declared distances for the Naples Municipal Airport located in the Chart Supplement.
In the Chart Supplement entry for many airports, especially those frequented by jet aircraft, you’ll see a collection of runway distance information that may differ from the runway length information published on the airport diagram. These declared distances represent the maximum distances available and suitable for meeting takeoff, rejected takeoff, and landing distance performance requirements. The airport owner provides the declared distances for inclusion in the Airport Master Record and the Chart Supplement for each operational runway.
While the declared distances formally apply to the certification and operation of turbine aircraft, it is valuable information to all pilots.
Declared distance information includes:
TORA (Takeoff Run Available);
TODA (Takeoff Distance Available);
ASDA (Accelerate Stop Distance Available);
LDA (Landing Distance Available).
For runways without published declared distances, the declared distances are equal to the physical length of the runway unless there is a displaced threshold which would shorten the distance available for landing by the length of the displaced threshold.
Declared distances can also increase runway use. Declared distances that use a clearway or stopway can increase TODA or ASDA can provide turbine aircraft additional performance capability and increased maximum allowable takeoff weights.
TORA (TakeOff Run Available)
The TORA is the length of runway available for takeoff run requirements. When the full runway beyond the start of takeoff is available for the takeoff run, the departure end of the TORA is located at the departure end of the runway. A reduced TORA can be used to mitigate incompatible land uses in the departure runway protection zone (RPZ) or to mitigate environmental impacts.
Example of a shortened TORA.
TODA (TakeOff Distance Available)
The TODA is equal to the TORA plus the length of any remaining runway or clearway beyond the departure end of the TORA available for satisfying takeoff distance requirements. A clearway is a rectangular area beyond the end of a runway cleared or suitable for use in lieu of a runway to satisfy takeoff distance requirements; however, any portion of the runway extending into the clearway cannot be used for takeoff run calculations.
Example of a standard TODA at the departure end of the runway.
Example of an extended TODA.
ASDA (Accelerate Stop Distance Available)
The ASDA is the length of runway plus stopway available for satisfying accelerate-stop distance requirements for a rejected takeoff. A stopway is an area beyond the takeoff runway which is able to support the airplane during an aborted takeoff without causing structural damage. A stopway also has to be designated by the airport for use.
LDA (Landing Distance Available)
The LDA is the length of runway available for satisfying landing distance requirements. The LDA begins at the threshold. A stopway cannot be part of the LDA.
Example of ASDA extending beyond the LDA.
https://media.flighttrainingcentral.com/wp-content/uploads/2018/01/05164557/RobRV7Landing-1.jpg5631000Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2023-08-14 08:55:312023-06-23 11:32:40Do you really have the available runway distance published?
A typical jet engine consists of an intake or fan section that accelerates air like a propeller. While a lot of the accelerated air bypasses the core of the engine, some of the accelerated air enters the compressor section of the engine where it is compressed or squeezed by blades spinning at a high rate of speed.
After entering the combustion chamber, the compressed air is then sprayed with fuel and ignited by igniter plugs. The expanding gases are directed reward to the turbine section of the engine. The spinning turbines extract enough energy to, in turn, drive the compressor section of the engine and also power various engine accessories. The combination of primary exhaust from the combustion process and the bypassed air routed around the engine from the fan section, create the total propulsion.
Pratt & Whitney JT15D-4B Turbofan Engine
While the basics of jet engine operation are relatively simple, just how do you start the engine to accelerate a large amount of air to get the process moving?
Smaller jet engines are started using electrical power, either from a battery or an external power unit. Upon initiating the start, generally with the push of a button, the battery powers the starter motor which begins rotating the engine just like a piston-powered airplane or your car. Once the engine rotation reaches a minimum speed, ignition is introduced to begin the combustion process. As the engine continues to accelerate, the start sequence is terminated.
Larger jet engines require a dedicated source of air to initiate engine rotation (battery power is not enough) which is generally provided by an auxiliary power unit (APU). Certain ground support equipment (huffer cart) can also provide the necessary air for engine start in the case of an inoperative APU. The APU is a smaller turbine engine that is started using a traditional battery start as described above. Once the APU is up and running, when the main engine start sequence is initiated, air is extracted from the APU to drive an air turbine starter to rotate the engine and begin the start sequence.
Watch the electric engine start of a Pratt & Whitney, JT15D-4B turbofan engine on a Cessna Citation.
https://media.flighttrainingcentral.com/wp-content/uploads/2020/03/05162326/citation-705sp-scaled-2.jpg17072560Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2023-08-11 08:55:052023-08-09 11:20:34How do you start a jet engine?
The pitot-static system is the source of valuable flight information for the pilot. But how does it work and what instruments are affected? Take this quiz to find out if you have mastered the finer details of the pitot-static system.
1. Which instrument(s) will become inoperative if the static vents become clogged?
Correct!Wrong!
2. If a flight is made from an area of low pressure into an area of high pressure without the altimeter setting being adjusted, the altimeter will indicate
Correct!Wrong!
3. What does the red line on an airspeed indicator represent?
Correct!Wrong!
4. What altitude does the altimeter indicate?
Correct!Wrong!
5. Which instrument will become inoperative if the pitot tube becomes clogged?
Correct!Wrong!
6. The pitot system provides impact pressure for which instrument(s)?
Correct!Wrong!
7. Altimeter setting is the value to which the barometric pressure scale of the altimeter is set so the altimeter indicates
Correct!Wrong!
8. Which condition would cause the altimeter to indicate a lower altitude than true altitude?
Correct!Wrong!
9. If, while in level flight, it becomes necessary to use an alternate source of static pressure vented inside the airplane, which of the following should the pilot expect?
Want to learn more about airplane flight instruments? Check out Sporty’s Learn To Fly Course for in-depth training on this subject.
https://media.flighttrainingcentral.com/wp-content/uploads/2017/09/05165100/pitot-feature-1.jpg7201280Chris Clarkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngChris Clarke2023-08-07 09:30:402023-08-07 10:31:41Quiz: Understanding the airplane Pitot-Static System
The moment: capturing Navy Pier and the Chicago skyline
The place: Chicago, IL
The pilot: Chris Clarke
The aircraft: Cessna 172
The memory: Another memorable trip to EAA AirVenture in Oshkosh and this time in my own airplane. The perfect ending was capturing the beauty of Navy Pier and the Chicago skyline while headed home.
Want to share your Friday Photo? Send your photo and description (using the format above) to: [email protected]
https://media.flighttrainingcentral.com/wp-content/uploads/2023/08/04090521/chicago.jpg20491536Chris Clarkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngChris Clarke2023-08-04 09:06:082023-08-09 11:13:43Friday photo: Navy Pier and Chicago Skyline
A left hand pattern is considered standard and should be used unless specified otherwise for an airport. It is important to fly standard traffic pattern procedures to ensure the safe and orderly flow of aircraft to and from an airport.
To enter a left-hand traffic pattern, establish the aircraft on a 45° ground track toward the midpoint of the downwind leg. Pattern altitude (1,000′ AGL) and pattern airspeed should be established approximately two miles out.
Complete the Before Landing Checklist, verifying that the landing gear is down and locked. Perform an initial GUMPSS check (Gas-fullest tank/on/both, Undercarriage-down and locked, Mixture-rich/as required, Props – high rpm/as required/defer for final check, Seatbelts-secure, Switches-on as required).
Turn the aircraft onto the downwind leg approximately 1/2 to 3/4 mile out from the active runway. Pattern altitude will be maintained unless traffic separation or air traffic control dictate something else. Opposite the point of intended landing, reduce power, set flaps to the first setting and establish initial approach airspeed.
Commence a turn to the base leg when at proper position and traffic permits. Set flaps to the second setting. Coordinate the pitch and power to maintain initial approach airspeed and the desired approach angle. Complete an intermediate GUMPSS check.
Visually clear the area before turning onto final, then commence your turn to final so as to rollout with the aircraft aligned with the extended centerline of the landing runway.
Set the flaps as necessary (normally full flaps by 300’ AGL and landing assured). Complete a final GUMPSS safety check and ensure the runway is clear. Coordinate pitch and power to maintain the desired final approach airspeed and approach angle for the appropriate landing procedure.
When it comes time to depart the pattern, first climb on the departure leg straight ahead. After reaching pattern altitude during the climb, you can then continue to fly straight ahead, or make a 45 degree turn in the direction of the pattern to depart the area, which would be left for standard traffic patterns. Continue climb and maintain ground track until well clear of the pattern traffic, at least 1.5 miles.
https://media.flighttrainingcentral.com/wp-content/uploads/2017/01/05180439/charlieTwinPattern.jpg10801920Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2023-07-31 08:55:532023-06-16 09:57:45How to fly a standard airport traffic pattern
Can a pilot perform maintenance on an aircraft?
/in Regulations/by Eric RadtkePilots are allowed to perform simple or minor maintenance on their aircraft – what the FAA refers to as preventive maintenance. Appendix A to Part 43 contains a list of tasks that meet the preventive maintenance definition. If a task or maintenance function does not appear in the list, it is not preventive maintenance.
Pilots are allowed to perform simple or minor maintenance on their aircraft.
Also, because of differences in aircraft, a function may be preventive maintenance on one aircraft and not on another. To provide for this, the regulation contains the limitation, “provided it does not involve complex assembly operations,” on the aircraft involved so pilots must use good judgment when determining whether the task meets the spirit of the definition.
It is also permissible under § 43.3 for a person working under the supervision of a licensed mechanic to perform maintenance, preventive maintenance, and alterations that his supervisor is authorized to perform, if the supervisor personally observes the work being done to the extent necessary to ensure that it is being done properly and if the supervisor is readily available, in person, for consultation. This exception does not apply to required inspections however.
Preventive maintenance can only be performed by the holder of at least a private pilot certificate who is a registered owner of the aircraft. The nature of the work, and the name, certificate number, and type of certificate of the person performing the work must be entered in the maintenance records.
If work is done that substantially affects an airplane’s operation in flight, or if it has been altered in a manner that may have appreciably changed its flight characteristics, the airplane must be flight tested by a pilot with at least a Private pilot certificate and approved for return to service prior to being operated with passengers on board.
Do you really have the available runway distance published?
/in Tips and technique/by Eric RadtkeDeclared distances for the Naples Municipal Airport located in the Chart Supplement.
In the Chart Supplement entry for many airports, especially those frequented by jet aircraft, you’ll see a collection of runway distance information that may differ from the runway length information published on the airport diagram. These declared distances represent the maximum distances available and suitable for meeting takeoff, rejected takeoff, and landing distance performance requirements. The airport owner provides the declared distances for inclusion in the Airport Master Record and the Chart Supplement for each operational runway.
While the declared distances formally apply to the certification and operation of turbine aircraft, it is valuable information to all pilots.
Declared distance information includes:
For runways without published declared distances, the declared distances are equal to the physical length of the runway unless there is a displaced threshold which would shorten the distance available for landing by the length of the displaced threshold.
Declared distances can also increase runway use. Declared distances that use a clearway or stopway can increase TODA or ASDA can provide turbine aircraft additional performance capability and increased maximum allowable takeoff weights.
TORA (TakeOff Run Available)
The TORA is the length of runway available for takeoff run requirements. When the full runway beyond the start of takeoff is available for the takeoff run, the departure end of the TORA is located at the departure end of the runway. A reduced TORA can be used to mitigate incompatible land uses in the departure runway protection zone (RPZ) or to mitigate environmental impacts.
Example of a shortened TORA.
TODA (TakeOff Distance Available)
The TODA is equal to the TORA plus the length of any remaining runway or clearway beyond the departure end of the TORA available for satisfying takeoff distance requirements. A clearway is a rectangular area beyond the end of a runway cleared or suitable for use in lieu of a runway to satisfy takeoff distance requirements; however, any portion of the runway extending into the clearway cannot be used for takeoff run calculations.
Example of a standard TODA at the departure end of the runway.
Example of an extended TODA.
ASDA (Accelerate Stop Distance Available)
The ASDA is the length of runway plus stopway available for satisfying accelerate-stop distance requirements for a rejected takeoff. A stopway is an area beyond the takeoff runway which is able to support the airplane during an aborted takeoff without causing structural damage. A stopway also has to be designated by the airport for use.
LDA (Landing Distance Available)
The LDA is the length of runway available for satisfying landing distance requirements. The LDA begins at the threshold. A stopway cannot be part of the LDA.
Example of ASDA extending beyond the LDA.
How do you start a jet engine?
/in Tips and technique/by Eric RadtkeA typical jet engine consists of an intake or fan section that accelerates air like a propeller. While a lot of the accelerated air bypasses the core of the engine, some of the accelerated air enters the compressor section of the engine where it is compressed or squeezed by blades spinning at a high rate of speed.
After entering the combustion chamber, the compressed air is then sprayed with fuel and ignited by igniter plugs. The expanding gases are directed reward to the turbine section of the engine. The spinning turbines extract enough energy to, in turn, drive the compressor section of the engine and also power various engine accessories. The combination of primary exhaust from the combustion process and the bypassed air routed around the engine from the fan section, create the total propulsion.
Pratt & Whitney JT15D-4B Turbofan Engine
While the basics of jet engine operation are relatively simple, just how do you start the engine to accelerate a large amount of air to get the process moving?
Smaller jet engines are started using electrical power, either from a battery or an external power unit. Upon initiating the start, generally with the push of a button, the battery powers the starter motor which begins rotating the engine just like a piston-powered airplane or your car. Once the engine rotation reaches a minimum speed, ignition is introduced to begin the combustion process. As the engine continues to accelerate, the start sequence is terminated.
Larger jet engines require a dedicated source of air to initiate engine rotation (battery power is not enough) which is generally provided by an auxiliary power unit (APU). Certain ground support equipment (huffer cart) can also provide the necessary air for engine start in the case of an inoperative APU. The APU is a smaller turbine engine that is started using a traditional battery start as described above. Once the APU is up and running, when the main engine start sequence is initiated, air is extracted from the APU to drive an air turbine starter to rotate the engine and begin the start sequence.
Watch the electric engine start of a Pratt & Whitney, JT15D-4B turbofan engine on a Cessna Citation.
Quiz: Understanding the airplane Pitot-Static System
/in Quiz/by Chris ClarkeThe pitot-static system is the source of valuable flight information for the pilot. But how does it work and what instruments are affected? Take this quiz to find out if you have mastered the finer details of the pitot-static system.
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Still have more answers? Take our other pilot training quizzes.
Want to learn more about airplane flight instruments? Check out Sporty’s Learn To Fly Course for in-depth training on this subject.
Friday photo: Navy Pier and Chicago Skyline
/in Friday Photo/by Chris ClarkeThe moment: capturing Navy Pier and the Chicago skyline
The place: Chicago, IL
The pilot: Chris Clarke
The aircraft: Cessna 172
The memory: Another memorable trip to EAA AirVenture in Oshkosh and this time in my own airplane. The perfect ending was capturing the beauty of Navy Pier and the Chicago skyline while headed home.
Want to share your Friday Photo? Send your photo and description (using the format above) to: [email protected]
How to fly a standard airport traffic pattern
/in Tips and technique/by Eric RadtkeA left hand pattern is considered standard and should be used unless specified otherwise for an airport. It is important to fly standard traffic pattern procedures to ensure the safe and orderly flow of aircraft to and from an airport.
To enter a left-hand traffic pattern, establish the aircraft on a 45° ground track toward the midpoint of the downwind leg. Pattern altitude (1,000′ AGL) and pattern airspeed should be established approximately two miles out.
Complete the Before Landing Checklist, verifying that the landing gear is down and locked. Perform an initial GUMPSS check (Gas-fullest tank/on/both, Undercarriage-down and locked, Mixture-rich/as required, Props – high rpm/as required/defer for final check, Seatbelts-secure, Switches-on as required).
Turn the aircraft onto the downwind leg approximately 1/2 to 3/4 mile out from the active runway. Pattern altitude will be maintained unless traffic separation or air traffic control dictate something else. Opposite the point of intended landing, reduce power, set flaps to the first setting and establish initial approach airspeed.
Commence a turn to the base leg when at proper position and traffic permits. Set flaps to the second setting. Coordinate the pitch and power to maintain initial approach airspeed and the desired approach angle. Complete an intermediate GUMPSS check.
Visually clear the area before turning onto final, then commence your turn to final so as to rollout with the aircraft aligned with the extended centerline of the landing runway.
Set the flaps as necessary (normally full flaps by 300’ AGL and landing assured). Complete a final GUMPSS safety check and ensure the runway is clear. Coordinate pitch and power to maintain the desired final approach airspeed and approach angle for the appropriate landing procedure.
When it comes time to depart the pattern, first climb on the departure leg straight ahead. After reaching pattern altitude during the climb, you can then continue to fly straight ahead, or make a 45 degree turn in the direction of the pattern to depart the area, which would be left for standard traffic patterns. Continue climb and maintain ground track until well clear of the pattern traffic, at least 1.5 miles.