1. Mission Aircrew Course Chapter 2: Aircraft Familiarization (May 2006)

2. Aircrew Tasks O-2015 DEMONSTRATE GROUND OPERATIONS AND SAFETY (S)
P-2016 IDENTIFY AND DISCUSS MAJOR AIRCRAFT CONTROLS (S)
P-2017 IDENTIFY AND DISCUSS MAJOR AIRCRAFT INSTRUMENTS (S)
P-2018 DISCUSS AIRCRAFT WEIGHT AND BALANCE (S)
P-2019 IDENTIFY ITEMS CHECKED DURING AN AIRCRAFT PRE-FLIGHT INSPECTION (S)
P-2020 DISCUSS THE DANGER OF WAKE TURBULENCE (S)
P-2119 DEMONSTRATE HOW TO COMPLETE A CAP AIRCRAFT INSPECTION (P)

3. Objectives
State the basic function of the aircraft ailerons, elevator, rudder, trim tabs and fuel selector. {S; 2.1}
Discuss the relationship between the magnetic compass and heading indicator. {S; & 2.2.2}
State the basic function of the airspeed indicator, attitude indicator, GPS, nav/comm radios, audio panel, and transponder. {S; }
Discuss the consequences of exceeding the gross weight limit. {S; 2.3.1}

4. Objectives (con’t)
Discuss the importance of maintaining proper balance (c.g.), and factors in computing weight & balance {S; 2.3.2}
State the purpose of the pre-flight inspection, and discuss the items checked during the pre-flight inspection. {S; 2.4}
Discuss ground operations and safety, including: {S; 2.5}
Ramp safety
Moving and loading an aircraft
Entry and egress
Fuel management
Taxiing, including airport signs and markings
Discuss wake turbulence, including where it is most likely to be encountered. {S; 2.6}

5. Aircraft Familiarization
Why do I need to know this stuff anyway?
Structure
Instrumentation
Weight & Balance
Pre-flight inspection
Safety
Ground operations
Wake turbulence
Flightline signals
So you know when to feel comfortable and when to panic.
So you can be helpful and safe on the ground and in the air.

6. The Airplane CAP typically uses C172 and C182.
Cessna 172 (180 hp), Cessna 182 (230 hp) – 3- and 4-place utility aircraft.
Aircraft may be equipped with HF and VHF radios, direction finding equipment, GPS, ILS and VOR/DME.
Aircraft-specific equipment should be listed in the aircraft publications under Special Equipment List (SEL).
Propeller (pilot’s fan), engine/cowling, wing, fuselage/empennage, horizontal stabilizer, vertical stabilizer, landing gear, windows, fuel tanks, etc. Control surfaces on next slides.
Pilot controls: Yolk, rudder pedals, brakes, throttle, etc.
Three Axes: Longitudinal (roll - ailerons), Lateral (pitch - elevator), Vertical (yaw - rudder)

7. Basic components
2.1
Objective 2.1 – Demonstrate a basic knowledge of the aircraft structure: ailerons, elevator, rudder, trim tabs, fuel selector

8. Ailerons provide roll control
Ailerons are on the trailing edge of wing near the tip, outboard of the flaps.
As yoke is turned right, the right aileron moves up and the left aileron moves down. The right wing drops and the left wing rises.
As yoke is turned left, the right aileron moves down and the left aileron moves up. The right wing rises and the left wing drops.
Ailerons control roll about the longitudinal axis. **
Flaps are on the trailing edge of the wing near the root.
Flaps increase the lift and drag.

9. Elevators provide pitch control
Elevator provides pitch control by creating lift to raise or lower the tail around the center of gravity, not by building up force and pushing the tail up or down. It becomes an increasingly cambered airfoil as control inputs are increased.
As yoke is pushed forward, elevator goes down, lift is increased and the tail rises.
As yoke is pulled back, elevator goes up, lift is decreased and the tail drops.
Elevator provides pitch about the lateral axis. **

10. The rudder controls yaw
Creates lift just like the elevator, but to one side or the other pulling the tail around the center of gravity, not pushing it.
Rudder controls yaw about the vertical axis.
Tops of the rudder pedals are the brakes.
Directional Control of the Aircraft on the ground is by the rudder peddles and linkages to the nose gear.

11. Trim tabs neutralize control pressures
The trim tab moves in the opposite direction of the control surface and holds it in position. This neutralizes the force required to control the aircraft (i.e. lessens the workload on the pilot’s muscles). Therefore, a plane may be trimmed wings level, in a turn, in a climb, or in a dive.
C172 may not have rudder trim that is adjustable from the cockpit.

12. Fuel selector
Overview.

13. Typical Instrument Panel
Overview.
DO NOT reposition any aircraft instrument's settings or controls without first asking the pilot.

14. Engine Quadrant Need to add:
P 2016, Demonstrate and discuss how the pilot increases or decreases engine power.
Overview.

15. Magnetic Compass Primary Doesn’t require any power Used to set HI (DG)
Installation problems
Bank angles and speed changes can cause a compass to show the wrong heading
2.2.1 & 2.2.2
Objective 2.2 – Discuss the relationship between the magnetic compass and heading indicator.
Points to magnetic north. Do not store metallic items (e.g., a kneeboard or flashlight) on the glare shield near the compass.
Placard (not shown) shows corrections for installation/instrument effects.

16. Heading Indicator Vacuum gyro (Directional gyro) Stable indications
Quick response to turns
Electrical or vacuum-driven
Will drift, requires periodic re-alignment
2.2.1 & 2.2.2
Objective 2.2 – Discuss the relationship between the magnetic compass and heading indicator.
Gyro precesses; needs to be aligned periodically with the magnetic compass (particularly after steep turns).

17. Altimeter Static pressure
Usually set to show pressure altitude above Mean Sea Level (MSL)
Accurate altitude is dependent on the altimeter setting.
2.2.3 –
Objective 2.3 – Demonstrate a basic knowledge of the altimeter, airspeed indicator, attitude indicator, GPS, nav/comm radios, audio panel, and transponder.
Connected to the Static Port. Senses the differential between outside static air pressure and pressure in sealed aneroid inside instrument case.
Longest hand indicates hundreds of feet, second hand indicated thousands of feet, shortest hand indicates ten thousands of feet
QNH - most commonly used - altimeter shows altitude above mean sea level - Amarillo International Airport is at 3640 feet above sea level.
You must set the current local pressure reading in the window to get accurate MSL indications.
AGL must be calculated by subtracting known terrain elevation from altimeter reading.

18. Turn Coordinator Electric Really two instruments
Miniature aircraft shows turn rate only - does not show bank angle
Inclinometer shows quality of turn - Coordinated, slip, skid
A standard rate turn is 3 degrees per second. At 100 mph, approximately 15 degrees of bank will produce a standard rate turn.
If aircraft is not in coordinated flight, the ball will not be centered. The correction is to “step on the ball.”
A skid is to much rudder for the aileron input, and will be indicated by the ball displaced to the outside of the turn.
Conversely, a slip is not enough rudder for the aileron input, and will be indicated by the ball displaced to the inside of the turn.

19. Attitude Indicator Vacuum gyro Highly reliable & useful
Provides a horizon reference
Hash marks indicate bank angle
Climb/descent marks
Artificial Horizon. Indicates pitch and roll.
Keep the blue over the brown.
Dot is the propeller, two horizontal bars are the wings.
Hash marks indicate bank angles.

20. Airspeed Indicator Static & Ram pressure Knots (and/or MPH)
Colored markings show ranges
Shows aircraft speed through the air
Depends on both Static Port AND Pitot Tube. Most aircraft have an alternate static switch.
“Knot” is a nautical mile per hour. Nautical miles are 15% greater than statute miles. (6008 ft vs ft)
White arc is flap extension speed.
Green arc is normal operating speed.
Yellow arc is caution area - smooth air only.
Red line shows “never exceed” speed (Vne).

21. Vertical Speed Indicator
Static pressure rate of change
Climb or descent rate
Has a lag due to design
Use with altimeter
Depends on Static Port.
Shows rate of climb or descent in feet per minute.

22. Tachometer RPM Markings — green arc Indicates power
During run up, used for magneto and carburetor heat checks. Tach indication decreases.
Used to set power settings and to lean the engine at cruise.

23. Other Instruments Gauges Fuel (accurate at empty) Manifold pressure
Fuel flow
Oil Temperature and Pressure
Vacuum and Generator
Exhaust Gas Temperature
Instruments vary from aircraft to aircraft
Other instruments include Oil Pressure, Fuel Flow, Ammeter, Vacuum, Pressure, Temperature, EGT.

24. Nav/Comm Primary and Standby Frequencies (flip-flop) Navigation
Communications
Navigation
Aviation radios and navigational instruments (VOR). VHF (AM) for short-range communications; military also uses UHF (AM).
Primary and Standby Frequencies (flip-flop)

25. Comm Antennas Normally mounted on top One for each radio
Know for your aircraft, if they are on top or on the bottom

26. Nav Antennas “Cat whisker” style One for each nav
Oldest type is the “towel bar.”
“Cat whisker” style
One for each nav
May be dual blade (Bonanza)

27. Static “wicks” Mitigate buildup of static electricity
Also look for continuity of the associated grounding straps during the walk around.
Mitigate buildup of static electricity
(interferes with comm)
Wings, elevators, vertical stabilizer
Take care when walking around

28. Other Antennas
Loop
(directional)
ADF
Marker
Beacon

29. GPS Apollo GX55 ARNAV Star 5000
The Apollo is replacing the ARNAV Star 5000, and has a moving map.
Apollo GX55
ARNAV Star 5000

30. GPS Antenna Line of sight, so mounted at the very top
Comm antennas can interfere with the weak signals, so they are tested for interference

31. Audio Panel
Check this carefully, and don’t push buttons or move the switch without the PIC knowing.

32. Transponder
Same comments as for the audio panel. When you reposition the numbers, do not pass thru the “7xxx” series.

33. UHF Antenna Blade type (may be spike) Transponder & DME
[If mounted up front, may interfere with DF]

34. Navigation Instruments
VOR
ADF
VHF Omnidirectional Range (VOR-DME, VORTAC)
Indicates direction to/from ground transmitter relative to magnetic North
Automatic Direction Finder (NDB)
Direction toward ground transmitter relative to airplane nose

35. QUESTIONS?

36. Weight and Balance The wings generate a limited amount of lift
Maximum weight for an aircraft is set by the manufacturer
Pitch stability is affected by the location of the center of gravity
The pilot computes weight and balance and controls it by loading the aircraft correctly
Weight management is critical to safe flying.
Accurate estimate of your weight and the weight of your flight equipment is essential since the amount of weight the aircraft can carry is limited.

37. Weight and Balance Excessive weight adversely impacts performance:
Longer take off and landing distance
Reduced climb performance
Reduced ability to withstand turbulence and wind shear forces
Out of Forward C.G. limits can cause:
Reduced up-elevator authority (ability to raise the nose)
Can eliminate the ability to flare for landing
Out of Rear C.G. limits can cause:
Reduced down-elevator authority (ability to lower the nose)
Can make stall recovery difficult or impossible
2.3.1 & 2.3.2
Objective 2.4 – Discuss the consequences of exceeding the gross weight limit.
Objective 2.5 – Discuss the importance of maintaining proper balance (c.g.), and factors in computing W&B.

38. Aircraft Pre-flight WALK AROUND WINGS FUSELAGE PROPELLER CONTROLS
LIGHTS
TIRES
OIL
FUEL
COWLING
TIE DOWNS
CHOCKS
2.4
Objective 2.6 – State the purpose of the pre-flight inspection, and discuss the items checked during the pre-flight inspection. Stress checking the fuel (full, to the tabs, or other; include how to measure less-than-full tanks) and not throwing sumped fuel onto the ramp (environmental procedure).
Never omit.
Pilot is responsible for proper preflight inspection. However, you are in the aircraft, too. Follow the checklist.
Observer/scanner may be asked to help.
Some control surfaces should not be moved by hand. If you are not familiar with the preflight of a specific aircraft, don’t touch anything.

39. Safety — Three Rules NEVER sacrifice safety to save time
Use established procedures and checklists
You may have to deviate from common procedures — if you do, use common sense and prudent judgment (see Rule #1)
The most dangerous part of a mission is driving to and from the airport or mission base!
2.5
Objective 2.7 – Discuss ground operations and safety.
Remember - each of us is ultimately responsible for a safe aviating environment. If something doesn’t look right or feel right, or the little hairs stand up on the back of your neck, then make your concerns known to the rest of the crew. Even crewmembers with thousands of hours of flight experience make mistakes, so don’t be intimidated by experience. It takes teamwork to fly safely!

40. Safety In/Around Aircraft
No smoking
Keep clear
Fire on the ground
Moving and loading the aircraft
Entry/Egress - normal and emergency
Seat belts and shoulder harnesses (<1,000’)
Fuel management – you have an interest in making sure you don’t run out of fuel. The pilot should brief the crew on how much fuel will be needed and where you’ll refuel, if necessary.
2.5
Objective 2.7 – Discuss ground operations and safety, including the no smoking rule, operating around aircraft on the ground, fire, moving and loading, entry/egress, and how to help ensure you have enough fuel for the flight (Observers get more on this in Chapter 13).

41. Emergency Egress At

42. Aircraft Refueling Procedures
GROUND WIRE
FUEL CAPS
FUEL SUMP DRAINS
CHOCKS
Aviation fuels are color coded; 100LL is blue.
Fuel sumps are lowest part of the fuel tanks, and samples are taken here to check for water. Water appears clear at the bottom of a fuel sample tube.
Don’t throw sampled fuel onto the ground; put in an approved container.
Loose fuel caps are a critical pre-flight item.
General aviation fuel gauges are not extremely accurate. Fuel levels should be visually confirmed during preflight inspection and verified against the fuel slip. Collapsed fuel bladders may only be identified by the fuel slip check.
Safety Note: Insure aircraft is properly grounded using grounding strap to minimize static discharge. Both fuel source and aircraft should be grounded.

43. Safety during Taxiing Taxiing – all crewmembers looking for obstacles
Obstacle within six feet – get out and push
Obstacle within 6 to 10 feet – get a marshaller or “wing walker”
No unnecessary talk (sterile cockpit)
Obey flightline hand signals
But use common sense – many linemen are inexperienced
2.5
Objective 2.7 – Discuss basic safety around the aircraft, including taxiing and flightline hand signals.

44. Signalman’s Position

45. Flightline hand signals
2.5
Objective 2.7 – Discuss basic safety around the aircraft, including flightline hand signals.
Back up the pilot. If you see someone giving these signals and the pilot doesn’t see them, say something! [More signals in MART Chapter 2 and the Flight Guide.]
Outward motion with thumbs
PULL CHOCKS
Hands out making a pulling motion
COME AHEAD
Inward motion with thumbs
INSERT CHOCKS
Circle with hand
START ENGINE

46. Flightline hand signals
Motion forward, pointing left
TURN LEFT
Motion forward, pointing right
TURN RIGHT
Thumb up
ALL CLEAR - O.K.
Downward motion with palms
SLOW DOWN

47. Flightline hand signals
Crossing hands over head
EMERGENCY STOP
Hands crossed above head
STOP
Slash throat with finger
CUT ENGINE

48. Flightline
Watch for cadets and seniors in orange vests – this may be their first time on the flightline!

49. Safety during Taxiing Taxiing – all crewmembers assist the pilot
Prevent collisions with other aircraft and vehicles
Help the pilot find and stay on the taxiway (bad weather, low visibility, night on an unlighted airport)
Be familiar with airport signs and markings
Runway markings are white and taxiway markings are yellow
2.5
Objective 2.7 – Discuss basic safety around the aircraft, including taxiing and airport signs and markings.
CRM - aircrew should assist the pilot anytime the aircraft is moving.

50. Airport Signs and Markings
Follow the yellow lines
Stay behind the
dashed lines
Follow the yellow lines (may have black border). Boundaries: two solid lines (if dashed, may cross). Also blue lights or blue cones.
Holding position marking - Do not cross solid line without ATC permission; clear the solid lines when exiting runway before stopping. May have yellow clearance bar lights embedded in the pavement to mark hold points, or yellow runway guard lights, elevated or in-pavement, at runway holding positions.
Need ATC permission
to cross the solid lines

51. Airport Signs and Markings
Mandatory signs have a red background with a white inscription
May have a row of red stop bar lights embedded in the pavement.
When illuminated, do not cross (even if given permission by ATC)
Location boundary signs have a yellow background with a black inscription
Mandatory signs – Do not cross holding position signs without ATC permission!
Location boundary signs are visible from the runway and aid the pilot in determining when clear
Visible from the runway
Visual clues to determine when you’re clear of the runway

52. Airport Signs and Markings
Location signs have a black background with a yellow inscription
Direction signs have a yellow background with a black inscription

53. Airport-related ATC Clearances
Be familiar with ATC ground clearances that involve the airport signs and markings
Back up the pilot when taxiing
Controllers are required to get acknowledgement of all “hold short” instructions
Pilot/Observer should read back all clearances
“Cleared to taxi” or “Taxi” (implied clearance)
“Cleared for takeoff runway 22”
CRM – aircrew should back up the pilot while maneuvering on the airport.
Distractions can cause the pilot to miss a clearance and low visibility can make it difficult to see taxiway markings and signs.

54. Airport-related ATC Clearances
Meaning of clearances:
“Taxi to …” Cleared to taxi to any point other than assigned takeoff runway. Cleared to cross all runways that intersect the taxi route. Does not authorize taxiing onto or crossing assigned runway.
“Taxi to … hold short of …” Cleared to taxi, but enroute to taxi clearance limit must hold short of another taxiway or crossing runway.

55. Airport-related ATC Clearances
Meaning of clearances:
“Cross runway …” Cleared to cross the runway crossing your taxi route and continue to taxi clearance limit.
“Hold short …” Do not enter or cross the taxiway or runway specified by the controller. If there is a painted hold line, do not cross it.
“Report position” Identify your location on the airport.

56. Wake turbulence
Caused by aircraft moving through the air generating lift (proportional to weight)
Settle 500 to 800 feet below the flight path
Drift out slowly (5 mph) on the ground
Takeoff before, land after other aircraft
2.6
Objective 2.8 – Demonstrate a basic knowledge of wake turbulence, including where it is most likely to be encountered.
Vortices begin as the nosewheel lifts off during takeoff and ends when nosewheel is lowered on landing.
Worst when the aircraft is large, heavy and slow.
Air rolling off the wingtips circulates behind and below the aircraft.
XB70 accident was caused when an F-104 was rolled into the larger aircraft.
A light crosswind will cause the upwind vortice to remain near the runway centerline. Always use caution when operating in the vicinity of large aircraft.
Departing behind a large aircraft, become airborne before the point at which his nosewheel left the ground. Land beyond the point at which a large aircraft touches down. If crossing flight paths enroute, try to be above his altitude.

57. Wake turbulence At
Enough said.

58. QUESTIONS?