AI.X.F.K4
KnowledgeEntry procedure and minimum entry altitude.
From the FAA library
- Chapter 4: Energy Management: Mastering Altitude and Airspeed Control › Rules of Energy Control › Three Basic Rules of Energy Control
energy-control map helping to visualize the basic energy control rules. Thus, transitioning to a higher altitude at a constant speed (1-to-2) requires increased throttle and up-elevator to stay on speed, while transitioning to a faster airspeed ... constant altitude (1-to-3) demands increased throttle and (gradual) down-elevator to stay on path, re-trimming as needed to relieve elevator control pressures. Transitioning to a lower altitude at a constant speed (1-to-4) requires decreased throttle…
- Appendix B: Acronyms, Abbreviations, and NOTAM Contractions
Corps air station MCC—maintenance control center MCL—middle compass locater MCS—maintenance and control system MDA—minimum descent altitude MDT—maintenance data terminal MEA—minimum en route altitude MED—medium METI—meteorological information MF—middle frequency MFJ—modified final ... judgment MFT—meter fix crossing time/slot time MHA—minimum holding altitude Mhg—Meghertz MIA—minimum IFR altitudes MIDO—Manufacturing Inspection District Office MIN—minute MIRL—medium intensity runway lights MIS—Meteorological Impact Statement MISC—miscellaneous MISO—Manufacturing Inspection Satellite Office…
- Chapter 4: Energy Management: Mastering Altitude and Airspeed Control › Rules of Energy Control › Visualizing the Airplane’s Ability to “Move” Between Energy States
switch from one energy state to another. In other words, how does an airplane “move” from an initial altitude and airspeed to any other target altitude and airspeed within its flight envelope, and how does the pilot control the process ... sectional chart, the geographic position of an airplane is determined by two variables— latitude and longitude. Likewise, in an “altitude-airspeed” or “energy” map the energy position of an airplane, its energy state, is defined by two variables—altitude…
- Chapter 2: Personal Minimums › Personal Minimums › Step 5—Adjust for Specific Conditions
Here are several important cautions regarding personal minimums. The pilot should: 1. Not adjust personal minimums to complete a specific flight. The time to consider adjustments is not while under pressure to fly, but rather when time and objectivity permits ... Make adjustments to one variable at a time. For example, if the goal is to lower baseline personal minimums for visibility; the ceiling, wind, or other values should not change at the same time. 3. Seek training and consult with…
- Chapter 12: Transition to Complex Airplanes › Turbocharging › Ground Boosting Versus Altitude Turbocharging
control: the throttle. Once the desired manifold pressure is set, virtually no throttle adjustment is required with changes in altitude. The controller senses compressor discharge requirements for various altitudes and controls the oil pressure to the waste gate actuator, which ... gate accordingly. Thus the turbocharger will maintain the manifold pressure called for by the throttle setting. Ground Boosting Versus Altitude Turbocharging Altitude turbocharging (sometimes called “normalizing”) is accomplished by using a turbocharger that maintains maximum allowable sea level manifold pressure…
- Chapter 8: Flight Instruments › Altimeter Operation
altimeter indicates an altitude above the actual field elevation. If the barometric pressure setting is reset to the current altimeter setting of 29.68 "Hg, then the field elevation is again indicated on the altimeter. This pressure change ... easily noticed in flight since aircraft fly at specific altitudes. The aircraft steadily decreases true altitude while the altimeter is held constant through pilot action as discussed in the previous section. Knowing the aircraft’s altitude is vitally important…