The Turbine Pilot's Flight Manual

Gregory N. Brown, Mark J. Holt

• Éditeur: Aviation Supplies & Academics, Inc.
• Année: 2020
• ISBN:
  9781619549203
• Édition: 4
• Sujet: Technology & Engineering
• Sous-sujet: Aviation

Hiring airlines recommended reading this book prior to your airline interview! Whether you're preparing for turbine ground school, priming for a corporate or airline interview—or even if you're upgrading into your first personal jet or turboprop—"The Turbine Pilot's Flight Manual" is designed for you. With precision and a sense of humor, authors Greg Brown and Mark Holt cover all the basics for turbine pilot operations, clearly explaining the differences between turbine aircraft and their piston engine counterparts.This manual clarifies the complex topics of turbine aircraft engines and all major power and airframe systems, subjects that are pertinent to flying bigger, faster, and more advanced aircraft. Discussions on high-speed aerodynamics, wake turbulence, coordinating multi-pilot crews, and navigating in high-altitude weather are all here, plus state-of-the-art cockpit instrumentation such as flight management systems (FMS), global navigation (GPS), and headup guidance systems (HGS or HUD). You'll also learn the operating principles of hazard avoidance systems including weather radar, ground proximity warning systems (GPWS) and predictive wind shear systems (PWS). This Fourth Edition includes guidance regarding the FAA's ATP-CTP training program. The textbook details the concepts and operational principles of the latest-generation cockpit instrumentation, navigation (RNAV/RNP), and communication procedures and equipment (datalink and ADS-B). Included are a glossary, index, plus a turbine pilot rules-of-thumb and turbine aircraft "Spotter's Guide." Additional information is available online where readers can access narrated color animations that make these systems easier than ever to understand.

Chapter 1

Introduction

HOW TO USE THIS MANUAL

This manual is designed for both comprehensive reading and quick reference. We recognize that some readers will want to familiarize themselves with turbine operations and will read it from beginning to end. At the same time, we feel that the manual should be in a form that allows easy access to information in order to answer a question or review a system.

Pilots will immediately notice the familiar sections of an aircraft Pilot’s Operating Handbook or Pilot’s Information Manual, so they should find it easy to access reference information. While most sections of the book correspond to those found in aircraft manuals, we have rearranged the order of the sections in order to make logical reading for straight-through readers.

Concurrently, check out The Turbine Pilot’s Flight Manual—Aircraft Systems online resource site. While reading this manual and examining relevant figures, you can simultaneously reference narrated color animations to enhance your understanding of complex devices and systems. Access the “Aircraft Systems” online resource site at www.asa2fly.com/reader/tpfm.

We have tried our best to minimize specific references to federal aviation regulations (FARs) due to their constant state of change. (Holding speeds changed at least twice during the writing of this manual.)

In general, procedures discussed in this book are based on commercial operations conducted under 14 CFR Parts 135 and 121. This is because the largest percentage of turbine aircraft and pilots operate commercially. Many corporate flight departments also elect to operate under more conservative commercial rules, and in any case most of our readers are already familiar with less-stringent Part 91 operations.

One of the most exciting aspects of a flying career is the continuing personal growth that comes from mastering new knowledge. We’ve tried our best to convey turbine aircraft information in a manner that’s as enjoyable and interesting for you as it is for us. We hope you’ll agree.

TRANSITIONING PISTON PILOTS

You’ve earned your commercial pilot certificate, perhaps your CFI, and even an ATP. You’re over the hump and off to a good start on your professional aviation career.

Now is a good time to reflect upon the knowledge and experience you’ve gained to date. You’re an expert on piston aircraft operations and systems, sectional charts, basic aerodynamics, pilot certification requirements, low-altitude weather, and the basics of instrument flying. But there’s a lot more to learn as you transition to ever more sophisticated aircraft. The hours you’ve invested in learning the system probably have been spent flying at slow airspeeds at altitudes below 12,000 feet. Chances are that you’ll soon be operating faster equipment at higher altitudes. Looking up the career ladder you probably won’t be flying those piston aircraft you’ve mastered for long. Turbine engines power the airplanes at the next levels. Their mechanical and electrical systems vary considerably from the aircraft you’ve trained in. You’ll be dealing with big-time hydraulic systems, additional flight controls, and computerized flight management systems. Some interesting new aerodynamic issues also arise with the move into turbine aircraft—when did you last worry about the sound barrier? The terminology is also different. There is no VNE in turbine-powered aircraft. Maximum operating speeds are instead defined in terms of VMO and MMO. Approaches are conducted relative to VREF.

Even your psyche as a pilot must change. As part of a two- or three-pilot crew, you’ll have to master careful and precise team coordination.

Why should you care? Employers will expect at least rudimentary knowledge of turbine systems and operations at your interviews. Your first turbine ground schools will be a heck of a challenge, and plenty of pilots are waiting to fill the shoes of any washouts. You’ll want to prepare as much as possible ahead of time. Finally, knowledge will help get you hired. How can you network with a friendly corporate or airline captain if you don’t know what kind of jet he or she is flying?

Where does a pilot learn about these things? Most entry-level turbine jobs require a commercial pilot’s certificate with multiengine and instrument ratings. The FAA doesn’t require any turbine aircraft knowledge or experience to earn any of those ratings. And many private flight schools don’t even address turbine topics since graduates are still 1,000 hours away from their ATPs. Graduates of university flight programs are sometimes introduced to turbine operations and systems, but years may pass before the knowledge is applied.

“I want a turbine job, but I don’t know anything about it. Somewhere there must be a straightforward book that explains this stuff in general terms!” This book is designed to do just that: introduce you to the basic concepts and terminology of multipilot turbine aircraft.

We recommend that you read the book from front to back, with an eye toward picking up the principles and the terminology. If you have a ground school scheduled, follow up by seriously reviewing topics that directly relate to your upcoming job. Then go back to the training section in Chapter 2. You’ll be able to prepare a specific study program for yourself by following the suggestions there.

Obviously, we can’t cover every aspect of every turbine aircraft in one book. Our goal, rather, is to familiarize the upgrading pilot with turbine aircraft in a broad introductory manner. You won’t be ready to fly a turboprop or jet after reading this book, but you will know what they’re talking about in ground school.

TRANSITIONING MILITARY AVIATORS

Among our target readers are current or ex-military pilots interested in pursuing civilian flying careers. Military fliers have always been rated among the best candidates for civilian jobs. However, some aspects of civilian flying are markedly different from what military pilots may be used to. Military pilots, while having received excellent training, often lack exposure to certain topics that civilian employers expect them to know. Throughout the book, we have made a thorough effort to point out issues of special interest to you, the military pilot. Based on the comments of military pilots who’ve already transitioned to civilian aviation, we especially encourage you to concentrate on certain topics as you proceed through this book. Even minimal understanding of the following areas should pay off at interview time, in ground school, and on the flight line.

Crew Resource Management

If there is a single, most important topic impacting your success in today’s civilian aviation market, it is “CRM”: “crew resource management” (also known as “cockpit resource management”). This term refers to the latest procedures for interaction and coordination of multipilot crews. At interviews, on your simulator checkride, during flight training, and on line you can expect constant evaluation of your performance in this context.

Crew resource management skills become virtually a state of mind among multipilot crews. Your career may be heavily impacted based on whether employers perceive you as part of the CRM process or as a lone-wolf pilot. (See “Crew Resource Management” in Chapter 8.)

If you’ve been flying single-pilot operations, pay particular attention to CRM issues in your reading. It would also be well worth your time to take one of the excellent CRM workshops offered around the country.

A related topic is checklist procedures. These vary significantly between civilian and some military operations, especially if you’ve been flying single-pilot aircraft. We recommend covering that section (Chapter 8, also) in some depth and perhaps practicing checklist procedures with friends who’ve already made the civilian transition.

Training by Civilian Employers

Once hired by a civilian employer, you’ll probably enjoy your training. While often challenging and intensive, civilian ground and flight training is generally based on the concept of “train to proficiency.” The intent is to train all hired pilots until they’re sharp, rather than wash people out. Standard training procedures and preparation suggestions are covered in Chapter 2.

If there’s anything to be careful of in civilian training, it’s to avoid coasting, due to the relaxed and supportive nature of classes. Pilots do flunk out of training. Participants need to be self-motivated because there are plenty of other applicants waiting if anyone drops out. (It’s not uncommon for outside pilots to show up uninvited at smaller operations on the first day of ground school, with hopes of filling any unexpected slots.)

Civilian Aircraft and Civilian Aviation Terminology

As a military pilot, you probably haven’t spent much time around regional or corporate aircraft or the latest airline equipment. You may be familiar with the Boeing 747s and the Airbus A-320s operated by the majors. But can you tell the difference between an Airbus A-330 and a Boeing 767? How about the forty or so most common commuter and corporate aircraft?

You may lump civilian aircraft identification skills into the “nice to know but not really important” file. However, it takes only one detailed taxi clearance at a major airport to prove that civilian aircraft identification skills are a necessity (for example, “American 71, wait for the A-330, then taxi via the inner, hold short of K, wait for the Embraer RJ145, then transition to the outer behind, and follow the Falcon Jet to 25R”).

Review the Airline, Regional, and Corporate Aircraft Spotter’s Guide (see Appendix 2) to improve your civilian aircraft identification skills. Spend some time at the airport checking out these aircraft. The knowledge will pay off for you on the line. Aircraft familiarity is also important when deciding where to appl...