**************************RADIATIONS:************************************************************************************************************************************************************************************************************************** Radiations are of concern in airplaine only in flying real high(FL 650 FOR EXEMPLE) for a long cruise assuming that you fligh at those lofty height then taking a stellar (sun)activity report may be zise some star flare produce a lot of high energy electron,proton,ion,ETC.They are concern mainly for space craft some produce gama rays when slowing down in shield high(energetic electrons)some are more easily stoped an some other are byproduct of energy source (ex. ion thermic nuclear engine)the flux produced get traped in van allen belts and comback to ship poluting astronomy sensors.This is of no concern out of planetary magnetosphere.If there is a report of abnormal star activity with flux that might produce doses of exposure over the duration of cruise that exess pupblished limites then a lower flight level should be used. *************************************************************************************************************************************************************************************************************************************************************** **************************REFERENCES:************************************************************************************************************************************************************************************************************************** Here is non restritive list of books and schools that you may find useful if you're involved in homebuilt,if training as strudent pilot,or a pilot wiling to improve his knowledge.Some of those books may go prety deep in math and physic. /////BOOKS://////// Theory of wing sections ================================================>This one is a must have for the homebuilder.It is tough on math.But even if math is a probleme this book contain a lot of airfoil reference info. By ira H.Abbott and Albert E.Von Doenhoff Dover Publications,inc.New York 180 Varick Street New York,N.Y 10014 Fluid dynamics ================================================>For university studients starting at undergraduate level going al the way up to hypersonic flow and magnetohydrodynamics. SCHAUM'S OUTLINE SERIES IN ENGINEERING By W.F.Hugues and J.A.Brighton Mc GRAW-HILL BOOK COMPANY. The illustrated guide to================================================>Good initiation book math reduced to ultra minimum good homework for high school student. AERODYNAMICS By Hubert"Skip" Smith Tab Books inc. Blue Ridge Sumit,PA 17214-9988 LA MECANIQUE DU VOL =================================================>Well.....this one is writen in french!!!Is also really tough on math!But if you can get one,it is a real gold mine of infos.French test pilot and engineers have used this one during PERFORMANCES DES AVIONS ET DES ENGINS their studys. By J.-F Vernet L.George J.-C. Wanner DUNOD Paris AERODINAMICS FOR =================================================>This one is a must have for the homebuilder it present elements of both theory and application to flying field evry pilot Naval aviators should read this one because of emphasis on safety. By H.H Hurt,Jr University of Southern California flightshops St.Petersburg-Clearwater Airport Clearwater,Florida 33520 (813)530-1415 AIRCRAFT GAS ==================================================>This on is for those willing to understand how gas turbine powerplant work this is a very good book. turbine powerplants By Charles E.Otis,M.Ed. IAP,Inc 7383 6WN Road,Casper, WY 82604-1835 FLYING THE BIG JETS ==================================================>Very good book for those interested by(knowing all about the jumbos)despite the fact that the book goes prety deep in the subject absolutly no school background is nesseary to read Stanley Stewart it.The author have a way to explain complicated things in simple manner that is fantastic!Even commercial pilots interested by airline career will find valuable informations. Arco publishing,inc 215 Park avenue South,New York, NY 10003 PILOT SAFETY AND WARNING================================================>For those flying on cessna airplanes good small book.Litle flying background may help but with a little attention evrybody can read it. SUPPLEMENTS (Cessna) Cessna aircraft compagny Wichita,Kansas USA FLIGHT TRAINING HADNBOOK================================================>Very good book,no background reauired.Faa do also make safety seminar all the country these are very interesting and well organised.Anytime a pilot do have a question about U.S department of transportation regulation or safety operation it's the FAA he should ask. Federal aviation administration flight standards service reprinted by asa publications FLIGHT INSTRUCTOR MANUAL================================================>For Certified Flight Instructor or students CFI's.Jeppsen is famous among pilot community for their very high publication quality,they also make aproach plate wich pilots rely on for Jeppsen sanderson,inc. safe instrument landing. 55 inverness drive east Englewood,CO 80112-5498 SPACE PLANNERS GUIDE ================================================>This one is old (1965)it should be declassified now and available for public use however availability at book shop is questionable but if you can have one and are interested by UNITED STATES AIR FORCE what's behind a space mision you will find this one fantastic! AIR FORCE SYSTEMS COMMAND AOPA.PILOT (magazine) ================================================>It's not only a magazine.It's mainly a real good association whith lots of services such as aopa on line (compuserve)legal service plan,and much more evry pilot should read one of Aircraft Owners and pilots association these magazines to judge by himself. 421 Aviation Way Frederick,Maryland 21701 301/695-2000 or 800/USA-AOPA *************************************************************************************************************************************************************************************************************************************************************** *********************************AIR-SICKNESS****************************************************************************************************************************************************************************************************************** Air sickness(motion sickness)is due to continual stimulation of the inner ear which fore a partof it is a sense of balance organ for human body.When it is constently stimulated with constantly changing informations or not stimulated at all(weightlessness) the brain cannot adapt and produce air sickness or motion sickness symptomes.Those symptomes are:first desire of food is lost,saliva collect in mouth,the person perspire freely,becomes nauseated,and there may be a tendency to vomit.If suspecting airsickness among pasengers or yourself two different actions must be taken.If your are sick you must!Do anything you know to feel beter if safety is engaged discontinue the flight.Now if a pasenger is sick try to open up air vents,loosen his her clothing ,have him her use oxigen and tell him or her to fix a point out of airplane.You as a pilot try to smoothen the ride and make your judgment about the gravity of the situation you may consider a landing at a suitable airport.Do all that but not to the extant that it may become an attention diverter to your flying activity.As pilot never take preventive drug,for pasenger they are very efficient but may procure some sleepines depending on drug,people,altitude,and other factors. *************************************************************************************************************************************************************************************************************************************************************** ********************************ALARM-INDICATORS*************************************************************************************************************************************************************************************************************** LDG:Landing gear indicator red mean gear in transfert or unsafe green mean gear extanted and locked grey mean gear retracted and transfert terminated.Here left an right weel extanded and locked but nose gear is unsafe.When a critical situation arise an alarm will be display here. FUEL(burn-rem):This is total fuel burn and remain on this airplane it is expresed in gallon. *************************************************************************************************************************************************************************************************************************************************************** ********************************ALTIMETER********************************************************************************************************************************************************************************************************************** Principle of operation.Ambiant pressure is taken from static lines then directed into altimeter body where it exerts a pressure(altitude dependent)on a stack of flat hollow elastic metal cylinder(filled of vacume)wich expends more or less depending on pressure those cylinders are caled aneroid wafers their expansion or contration is amplified through a shaft and gearing linkage and then rotate pointers on the dial of the instrument. IN-HG:pressure set window ISA set at altitude=0 is 29.92 in-HG. HPA:pressure set window ISA set at altitude=0 is 1013 HPA. The long narrow nedle displays Hundred feets.The short fat nedle displays thousand feets.The smal triangle displays ten thousand feets,this altimeter display 12,910 feets.Note:(910 because the long nedle point one tenth above the 9 number).There is no tenth marks on low resolution monitors(640,480). *************************************************************************************************************************************************************************************************************************************************************** *******************************AIR SPEED INDICATOR************************************************************************************************************************************************************************************************************* Principle of operation.Ambiant pressure is taken from static lines then directed into air speed indicator air tight body where.It exerts a pressure on a diaphragm.Dynamic pressure (pilot pressure)is taken from pilot line then directed in the diaphragm. The diaphragm expand more or less depending on pressure differential within and around diaphragm expansion or contration is amplified through a shaft and gearing linkage and then rotate pointer on the dial of the instrument.It is important to note that indicated air speed is afected by error such as position error due to static ports sensing erroneous static pressure density error introduced by changes in altitude,temperature for wich instrument cannot adjust.Or compressibility error caused by the packing of air into the pilot tube below 180 knots at low altitudes the error is negligible,above 180 kts the instrument displays higher than normal readings. *************************************************************************************************************************************************************************************************************************************************************** *******************************APPROACH PLATE****************************************************************************************************************************************************************************************************************** This plate permit to select appropriate approach or departure map.This is done by clicking ON actual map then type first letters of map name then enter.To change from approach to departure or vice versa type app or dep then enter.Actual computer time is displayed on top of plate.By deffault plate is NOT visible,the (F6)key call it (F6)again will erase the plate but not it's memory(the next call will display the same map). *************************************************************************************************************************************************************************************************************************************************************** *******************************CARBON MONOXIDE CO************************************************************************************************************************************************************************************************************** Carbon Monoxide is a by-product of combustion of gas in internal combustion engines using hydrocarbon fuel.It is toxic,colorless,tasteless,odorless the danger is that it's presence may go unnoticed.However a tip of it's presence may be a smell of exhaust. CO poisoning symptoms are:Headaches,Dizziness,uneasiness,Mental confusion.This gas fix on red cells of hemoglobin and then block oxigen transfert from lung to where it is needed in body to perform living activities(brain muscle etc).Because of this ability to saturate hemoglobin it's effects can be cumulative,even exposure to minute quantites but over long time may have serious consequences.Exposure to cleen air WILL NOT provide good relief the body need to produce new hemoglobin,this may take sevral days.On most general aviation aircraft CO come from leaky heather using heat of exhaust gases. ===>If suspecting co poisoning actions to be taken are shut off the cabin heather ventilate the cabin to the maximum extent possible descend to lower altitude(no heat neded and more oxigen)land as soon as possible.It may be a good idea to consult a doctor ,if you had paseger on that flight seek doctor help for them,have a mechanic check the source of the trouble. *************************************************************************************************************************************************************************************************************************************************************** *******************************CARBON DIOXIDE CO2************************************************************************************************************************************************************************************************************** Carbon Dioxide is not a poison such as carbon monoxid it is somewhat(the exhaust gas of human body).It is present in the blood and serve to regulate the breathing process hyperventilation is a matter of breathing to rapidly somtime because of stress a lot of hyperventilation symptoms are common to hypoxia and some to airsickness.Hyperventilation symptoms are:nausea,dizziness,tingling of extremities,hot and cold feeling,sleepiness,and at the end unconsciousness. ===>Hyperventilation can be cured by breathing into a bag to restore carbon dioxide that will effectively slow the breathing rate.If you pilot in command it may be wise to descend to a safe altitude because of the risk of misjudging an hipoxia breathing into a bag will increase an hypoxia!Dont forget always discontinue a flight if you feel bad and safety is at risk. *************************************************************************************************************************************************************************************************************************************************************** *******************************ALCOHOL,DRUG,TOBACO************************************************************************************************************************************************************************************************************* There is only one way to combine usage of drug and or alcool with flying DONT!!The side effects due to medication drug and alcohol are oftenly compounded by altitude.The fact of flying in a general aviation airplane may seem easier to do than driving a car but this is an illusion.If anything unusual hapen,you will have to deal with a 3D space and to sort out all the priorty by order of importance.You can possibly(pull on the side of the road).Tobaco is less of a probleme;it decrase tolerance to lack of oxigen ,it may impair night vision because low night vision is a symptom of lack of oxigen in blood.Any people acting as crew member of an airplaine within 8 hours after drinking alcohol.Or perfoming his duty while uder influence of alcohol or drug affecting his faculties in any.Way contrary to safety,is in VIOLATION of federal aviation regulations. ===>Remenber NEVER EVER MIX smoking and oxigen use.Anyway smoking in an airplane represent a FIRE HAZARD!!Much more dificult to cope with than in a car. *************************************************************************************************************************************************************************************************************************************************************** *******************************EGT-GAUGE*********************************************************************************************************************************************************************************************************************** Principle of operation:a probe placed in the exhaust nozzle (for jet engine)or in the exhaust pipe(for reciprocting engine)convert gas temperature in volt(potential)or amp(current).Those electical informations are then converted and displayed by the Exhaust Gas Temperature Gauge.With piston airplane EGT is mainly used to fine tune mixture controle during stabilized cruise.For jet airplane(including all turbine engines)EGT is mainly used to show limiting factors such as max continuous cruise temp or on some engines max take of power limited by temp and by time eg.Max tkf 890degre for 5 min then ascent cruise 850degre continuous if time or temp are exceeded will need to be checked on ground. *************************************************************************************************************************************************************************************************************************************************************** *******************************CONTROL LEVERS****************************************************************************************************************************************************************************************************************** airbrakes+spoilers airbrakes work by increasing the equivalant flate late drag aera while spoiler work mainly by"spoiling lift".There is a match limit for use of airbrke or spoiler on some aircraft because of apparition of shock wawe disturbing aircraft controlabity this limit depend of aircraft design.Dual power knob left power knob is actuated with left mouse buton right power knob is actuated with right mouse buton pressing both button at the same time will cause moving both knobat same time. Flap work by increasing lift therfore decreasing landing speed or in combat at small deflection they permit to thighten turns without stalling this is automaticly done if the wing is adaptative like F16's flap also add drag depending on flap angle. The knob must be placed under the targeted reference value here the flaps are set to 45ø and the engines are set to flight idl.Flaps reference set are 0ø,5ø,10ø,25øs,45øs,there are degree and "s" is for slat deployment.Air brake reference sets are IN no airbrake.If this mark is above air brke knob they are out and take of in unsafe air brake deployment is proportional to knob displacement.Engine reference set are:F st(flight start),FI(flight idl),GI(ground idl),GS(ground start),OFF(idl cut off). *************************************************************************************************************************************************************************************************************************************************************** *******************************EPR GAUGE*********************************************************************************************************************************************************************************************************************** PRINCIPLE OF OPERATION:Two probes working like pilot antena pickup total pressure into engine intake and total pressure into turbine discharge location.Then the ratio of turbine discharge total pressure and intake total pressure is computed and displayed by Engine Pressure Ratio gauge.EPR is used only on jet engine mostly as performance(trust)setting or sometime as a condition monitoring instrument on some engines using N1(fan speed) as their performance controle.since epr=pt out/pt in when engine is not working epr=1pt out=ambiant pressure and pt in=ambiant pressure at rest.If flying a high speed descent with idle set pt in may be higher than pt out resulting in epr being smaller than one.On some piston airplane there is a somewhat similar device called Manifold Air Pressure gauge displaying manifold pressure. *************************************************************************************************************************************************************************************************************************************************************** *******************************FUEL FLOW*********************************************************************************************************************************************************************************************************************** Fuel flow gauge on most of jet airplane the unit is ponds per hour or metric unit of mass.On some airplanes ther may be some volume units such as gallons per hour or liters per hour.This fuel flow indicator is using volume unit(gallons*100 per hour)here the read out is 175 gallons per hour.With jet engine fuel flow will greatly decrease with altitude hence relative high altitude cruise for jet compared to piston airplane.Fore a jet aiplane asuming is a atmosphere the fuel flow will be about 40 percent of its sea level value if cruise is a36,000FT the same airplane will also cruise much more faster at this altitude. *************************************************************************************************************************************************************************************************************************************************************** *******************************GYROSCOPE BASICS**************************************************************************************************************************************************************************************************************** A gyroscope is a spining mass mounted on suporting frame with some freedom of move,on pitch,roll,yaw axis.Gyroscope have two important characeristics: 1 RIGIDITY: ---------- rigidity is the result of gyroscopic inertia.Because inertia is mass and velocity proportional in order to acheive high inertia and low mass a fast spining weel will be used.Because of gyroscopics rigidity once the gyroscope axis is set pointing in one direction it will keep this direction and resist against parasit forces such as bearing friction on gyroscope universal mount(3 axis free mount). 2 GYROSCOPIC PRECESSION: ------------------------ Assuming a vertical spining weel if a force is applied to the weel about horizontal axis as shown above this force will meet some resistance and the weel will turn about its vertical axis like if the force aplication point had moved 90 degree with the weel rotation.This is called precession and is used in gyroscope erection devices,turn and bank coordinators and turn indicators. *************************************************************************************************************************************************************************************************************************************************************** *******************************ARTIFICIAL HORIZON************************************************************************************************************************************************************************************************************** On this exemple the altitude indicator (A.I.)display:no pitch,a right bank of 30 degrees and a slight skid (if the ball is into the turn there is a slip(rate of turn to low for actual bank))need more rudder into the turn. (if the ball is out of the turn there is a skid (rate of turn to high for actual bank))need lees rudder into the turn.An airplane can be held banking and not turning by using diferencial trust and or rudder (see engine out operations). *************************************************************************************************************************************************************************************************************************************************************** *******************************IGN,STARTER,GEAR**************************************************************************************************************************************************************************************************************** In order to start the jet engine cycle an ignition system is needed some of them use different units for starting engine(short time periode unit) and to give protection against flame out during critical part of the flight such as takoff aproach and landing (continuous or long time period unit).The starter is used to accelerate engine from zero to the rotation speed where engine can self accelerate to idl speed.The landing gear switch select gear either retracted or extanted transition from one state to the other may take some time depending on the gear technology used.Most ignition unit are time limited on ground start(main system)because of heat buildup witch may damage exiter units.This system usualy fire two plugs at a time.While ignition is turned on protection set(secondary system)there may or may not be a limit time however,spark plug life limit is in the range of one to two hundred hours,so most pilots turn ignition off if not needed for safety in order to increase plug service life. The secondary system usualy fire only one plug at a time so if a flameout occur a relight will be executed on main system in order to increaserelight efficiency.If air speed cannot be held within relight range starter will be used.Usualy landing gear do have retraction extension and extanted airspeed limit because of air load on landing gear doors. *************************************************************************************************************************************************************************************************************************************************************** *******************************LOAD FACTOR********************************************************************************************************************************************************************************************************************* When an object seem to weigh twice more during an abrupt maneuver than at rest it is said to be under a load factor of 2G(twice the weight at rest an earth).Load factor is an effect of acceleration on earth if you drop an object it will be pulled toward the center of the planet by a force due to the planet gravity field this force will accelerate the objet and this acceleration is called G.During freetal acceleration is 32.185;two sec 32.185+32.185=64.37;and third sec 64.37+32.185=96.555 if you tru to accelerate somthing it tend to resist and stay at the same speed this is inertia.Acceleration and decceleration are the same thing:changing a speed or direction.When a big ad fast Boeing 747 land on a rather short runway it have to use all the power of its brakes and ENGINE using reverse trust to overcome inertia such a boing have a max take-off weight of somwhere around 800,000LBS so if you whant to decelerate this airplane horizontaly (braking on runway) under a 1G deceleration you will need to provide a revers trust equivalent to weight 800,000LBS and under a 2G deceleration you will need to provide a revers trust equivalent to twice the weight 16,000,000LBS.Such highnumber are du to the fact that inertia is proportional to 2 formula speed rate of change AND mass when load factor is only speed rate of change proportional if braking under a 1G load factor a passenger will be restained by the safety belt with a force equal to his weight.It is intersting to note that if each passenger weight 160LBS all the 600 peoples will(pull the boing forward)with force of 600*160=96 000LBS. During a steady turn vertical component of lift have to be equal to weight if not equal there will be an acceleration either up or down(vertical axis).Assuming no slip no skid the horizontal component of lift have to be equal to the centrifugal force if not equal there will be a change of rate of turn and turn radius (horizontal plane). From a simple trigonometric relationships it can be seen that an other definition a load factor: lift 1 is that G=--------- or mor commonly G=--------- cos=cosine of bank angle(phi) weight cos G is also caled somtimes n Human heart is actualy a pump witch permit to pump hemoglobine to carry oxigen where its needed.This pump is a muscle with a limited force so there is a pressure limit and flow limit that it cant exceed.Any mechanic pump do have a height force back limit writen on it if you exceed this height limit the pump will not work it will not wawe enough force.This is due to the fact that the higher is the water columm above the pump the heavyer it is.Now if we change water fo mercury (much more heavyer)the same pump will never be able to force back mercury at the same height than water it will go a way lower.The only way that the mercury could go up to water level would be to make it lighter .Since load factor is aparent weight bload can be aparently lighter or heavyer depending on signe(negative or positive)and intansity of load factor.If the heart doesent have enough force(high positiv G's pilot sit upright)the symptomes will be a decrease in field of view,greying or darkening vision and at last loss of consiousness.If the load is at too much of a high pressure (negative G's)redish vision will ocure with headach if increasing more the load factor damage to brain may ocure. --->There is different ways of fighting load factor effects:using a reclined seat reducing height between heart and brain,contracting muscle of lower body to push up the bload,using a G suit:sort of automatic inflating pants that compress legs during maneuvers.If you feel to close of your limit the only solution is to reduce load factor else a loss of consiousness may ocure decrease of load factor does bring imediate relief. *************************************************************************************************************************************************************************************************************************************************************** *******************************MOUSE*************************************************************************************************************************************************************************************************************************** Most of mousse operations are performed with left button but some simultaneous actions requires left,right and some time center button.Exemple:twin engines operations require left plus right.Three engines operations require left,center and right button. For four-engined operations outboard engines number(1 and 4)are controled via left and right mouse buttons,inboard engines are controled via center button.When failed engine is secured the three remaining engines are controled through the three mouse butons in the same order as three engine operations. *************************************************************************************************************************************************************************************************************************************************************** *******************************OXIGEN O2*********************************************************************************************************************************************************************************************************************** Total quantity(molecul number) pressure dependent of two factors: 1-number of molecules or atoms in a given volume 2-temperature wich reflect the speed of molecules or atoms moving around in a given volume temperature pressure variation is negligible for living temperature range. 1-human body and a lot but not al living beings need a certain amount of oxigen to perform some tasks such as basic living function or more specific tasks like flying an airplane.If pressure decrease the number of oxigen molecule will decrease eventualy to a point where there is not anymore engough to perform all the tasks a pilot might be willing to carry out .If oxigen is deficient some tasks will not be performed.Nature have a(built in safety priority sorting of tasks to bypass) usualy the first to be affected is usage of locomotion muscles this one goes pretty unnoticed in an airplane but ask a montain climber!The second one is night vision not easy to percive but definitely present even at rather low altitude it can be checked flying hight enough with a second pilot using oxigen as a backup for safety,to stay legal and to have a comparaison reference.Some people will have night vision impaired even a way under ten thousand feets,especialy heavy smokers. Total quantity(molecul number) some other such as thinking or reflex will be afected also.If oxigen is real critical the brain will go on(sleep mode)like somme lap top computer on low batery condition but for brain this is called loss of consciousness and is the last thing a pilot whant.Lack or excess of oxigen symptoms are somewhat difficult to discern,lack=Hipoxia three may be some unusual fatigue;headeach;confused thinking;euphoria;excess:three may be some.Euphoria;confused thinking. --->If suspecting a lack of oxigen imediatly goes down to a level where no oxigen is needed and stop using oxigen masks take slow deep breaths.Never ever mix oxigen and sources of ignition or grease because of fire hazard.If suspecting an excess of oxigen check oxigen flow indicator and indication is within standards it may be wise to go down to an altitude where no oxigen is needed it may be that the oxigen gauge doesent work properly and hypoxia is difficult to judge. Partial pressure:assume that at sea level pressure we take one cubic foot of a gas call it A then assume that at sea level pressure we take one cubic foot of an other gas call it B if we miw those two gases in a volume of 2 cubic foot we still have ambiant pressure and each gases contributr for 50% of the pressure.Now let assume that we compress the mix of A and B by diminishing ocupied volume let say we descend volume from the above 2cu ft to 0.5cu ft the contribution of the total 100%pressure of A and B will not be any more of 50% for each gases but may be 75% for A and 25% for B note A+B still make 100% we will says that partial pressure of A as increased this is what hapen to scuba divers.Now if we expand a lot the mix of A and B like when going to altitude we may obtain 20% partial for A and 80% partial for B we will says that partil pressure of A decrease with altitude.Gaseous exchange in human body are based on partial pressure so if partial pressure is changed then exchange will be disturbed. *************************************************************************************************************************************************************************************************************************************************************** ******************************LOW AIR PRESSURE***************************************************************************************************************************************************************************************************************** Air pressure decrease with altitude,oxigen partial pressure and quantity also decrease with altitude,so to provide enough oxigene to human body the air breathed need to be enriched with oxigen using oxigen masks or space suits.The lower the pressure is the lower is water temperature ebulition point.When this point goes down to 37øc(human temperature)the low pressure survival limit is reached.Under this pressure plus safety margin a space suit must be used.However to keep freedom of move space suits are pressurized with a very low pressure and pure oxigen or real rich oxigen air to compensate for low pressurization(working with one of them can be compared to working on mont evrest summit with an armor,folding an arm is about as difficult to do as to fold from the inside a tyre tube inflated at 0.5 atm on eath this is due to soft suit volume variations with move).Most pilots only use oxigen masks or pressurized airplane only some speciel mission to very hight altitude require pressure suit in the event of accidental decompression of airplane .There are three danger with oxigen:lack of it;excess of it;fire hazard.There may also be some middle ear pain due to pressure imbalance on either side of eardrum this ocure mainly during fast descent in unpressurised airplane sensitive people may be affected in airline flight since pressurization in only partial,sensitive is any body suffering of flu or similar pain.Some people have dificulty to balance pressure even in good health.If suffering of middle ear disconfort try swallowing,wawning,if it dosent help try to go back to your precedent altitude and decrease rate of climb or descent. *************************************************************************************************************************************************************************************************************************************************************** ******************************RADIO**************************************************************************************************************************************************************************************************************************** COMM 1:range approx=1.23 *altitude ft vhf comm operate within the 108.00 to 135.00mhz frequancy band. NAV 1:range approx=1.23 *altitude ft vor facilities operate within the 108.00 to 117.95mhz frequany band frequancy assignment between 108.00 and 112.00 is even tenth decimal to preclude any conflict with ils localizer frequancy.From 112.00 to 117.95 frequancy may be eiyher odd or even tenth decimals.There is also a mors code identifier each 5 sec,or each 15 sec mors+voice,it may be used either with RMI or HSI. NAV 2:The same as nav l but may be used with different frequancy,it may be used either with RMI or HSI. ADF:Non Directional Beacon(NDB)range varies from up to 500n.m overs sea to 150n.m over land.Lower power NDBs called locators with range of 10n.m are used as marker beacon,on final approaches at airports.ADF operate within around 200 KHZ to 800 KHZ frequancy band.The range of the beacon is proportinal to power(to double the range one need to quadruple the power). *************************************************************************************************************************************************************************************************************************************************************** ******************************AFS QUICK REFERENCE CARD********************************************************************************************************************************************************************************************************* Simulator Options Keys: ESC=quit * TAKEOFF: * DESCENT: F1=help * Select tkf power(98%N1) * reduce trust to flight idle F2=toggle recording on,off * maintain runway centerline * let airplane descend at cruise F3=view recorded flight * (joystc.left or right corrections) * vel or lower F4=? * at or above Vr(90Kts)pitch up 15ø * use of airbrakes flaps F5=toggle IFR,VFR view * (pull joystc for pitch up) * and landing gear is F6=toggle approach plate on,off * maintain pitch=15ø until lift-off * allowed to slow down F7=select approach plate * maintain pitch=20ø until vel=180 KTS * F8=? * increase pitch to maintain vel=180 KTS * APPROACH: F9=auto pilot mode on,off * * extend landing gear F10=stabilizer mode on,off * CRUISE: * extend flaps F11=navigator mode on,off * Push stick to stay at desired altitude * adjust trust to maintain PAUSE=pause simulator * (altimeter ON desired altitude) * vel=180 Kts * let vel increase to desired vel * * (keep pushing joystc) * LANDING: up * reduce trust to maintain vel * adjust trust and : * trim pitch axis to cancel joystc effort * pitch to maintain <----:----> =trim(if not available * (using joystc trim) * vel= 150 Kts and :down on joystic.This trim * use Artificial horizon to maintain * Vsi= 1000 Ft/min do not suport fine adjust * pitch and roll attitude * at altitude= 100Ft option like joystic's) * * begin flare(VSI=<500Ft/min) *************************************************************************************************************************************************************************************************************************************************************** *******************************TACHOMETER********************************************************************************************************************************************************************************************************************** The N1 indicator is actualy a simple tachometer.Usualy the redout is in percent of Rotation Per Minute.The N1 is for fan tach,with large engine N2 is for core tach with large engine and triplespool system. N1=fan tach N2=low pressure core tach N3=high pressure core tach The percent rpm is also a trust indicator on centrifugal flow engines and som single spool axial flow engines.It is also used to monitor rpm during starting sequence.Assuming a flameout as ocured during flightpercent rpm can be used to check if rmp is within engine relight range. *************************************************************************************************************************************************************************************************************************************************************** *******************************VERTIGO************************************************************************************************************************************************************************************************************************* Vertigo ocure when the senses of balance(inner ear,muscle sense)are in conflict with what is belived to be seen it may hapen while flying(vfr on tops)close of frontal activity the clouds layers and tops that usualy form a prety good horizon may be slightly canted and the brain tend to percive them as horizontal which is not true.The same effect ocure at night with line of road lights witch tend to be percived as horizon this ilusion is coumpounded if a lots of lights are placed between the plane and road lights and none farther than the road.Of course this effect is amplified a lot during instruments conditions,the brain tend to take as refference the big picture out side if none some time it make its own idea from false clue such as sense of balance during uncoordinated flight(engine out)accelerations,maneuvers,etc.We saiy that there is spacial disorientation(vertigo)when sombody is unable to presisely say wich way is up!Cure lies in training disipline and reflection you must trust your instruments you must be able to instantely judge if they are acurate by cross checking one against the other and do that during all instrument flight you need perfectly know your instrument an theire weeknees this is a matter of life!!!Non trained people have an estimated survival meantime of 137 secondes in instrument conditions (Statistics from FRENCH). *************************************************************************************************************************************************************************************************************************************************************** *******************************VERTICAL SPEED INDICATOR******************************************************************************************************************************************************************************************************** PRINCIPLE OF OPERATION:Ambiant pressure is taken from statics lines then directed into V.S.I. body where it exerts a pressure on a diaphragm fited with a calibred leak,the diaphragm expand more or less depending on pressure differential within and around diaphragme expansion or contraction is amplified through a shaft and gearing linkage and then rotate pointer on the dial of the instrument.The nedle displays Hundred feets altitude change per minute this V.S.I. display 1200 ft min note that on most vsi there is a 6 to 9 secondes lag to equalize or stabilize the pressures and thus the instrument displayed rate-of-climb. ***************************************************************************************************************************************************************************************************************************************************************