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Fifteen years ago, I was asked to fly and old Queen Air from Florida to Puerto Rico for a friend. When I arrived in Florida the day before the trip I thought that I should give the old bird a short hop around the patch to check it out. I had limited experience with autopilots. A friend of mine asked to ride along, which was okay with me. As we taxied out and went through the runup, things were fine. I ignored the autopilot as always. The takeoff went well and the old bird performed as expected. We climbed out to about 5,000 ft and played with props and power settings, etc. I gave the Queen Air a good checkout, and the old bird checked out as I was told it would. So, after about an hour I headed for home port. For some reason as we were flying back I had the urge to turn the autopilot on. Which I did (first mistake). At first the autopilot worked perfectly. First a left bank, then right then I set the heading bug for dead ahead to the airport and me and my passenger settled into a little idle conversation. Yeah, right. With no warning the Queen Air nose over. I had not touched anything. So I took hold of the yoke and applied back pressure. The more I applied, the more noses - over we became. By now my passenger (who is a pilot also) was pulling on the yoke too, trying to help, to no avail. I had no idea about how the autopilot system worked. All I knew was that I was in trouble and needed to do something fast. My airspeed was climbing and I was looking at a part of Florida that I would rather be looking at out the side window. How and just why I＇ll never know, but I caught a glimpse of the trim running wild nose - down. I told my now - copilot to disconnect the autopilot as I reached for the trim to try and stop it. The autopilot was turned off but the trim was still trying to run. Not until my friend unplugged the monster and I re - trimmed by hand did we gain control of the air plane. When we finally leveled off, we were only about 500 ft above terra firma. I＇m sure I don＇t need to tell you just what had been scared out of me and my friend. The rest of trip back was uneventful. When we were back on the ground I inquired about the autopilot. Not a soul knew how it worked or anything about it，But I didn＇t give up. I found an old salt who knew autopilot systems inside and out and got a very well- need ed ground school. I learned that the pitch trim is the most powerful force an autopilot can muster and that if you pull or push the control wheel against the movements of the autopilot the trim will turn in the opposite direction. The autopilot itself can＇t overpower the weakest pilot, but if allowed to run away, the pitch trim can＇t be overcome by the strongest pilot. I was very lucky, had my friend not been with me that day I don＇t think that I would be here now. I bet there are a lot of pilots who don＇t have a clue about the real workings of autopilots, let alone how to preflight one or to identify a trim runaway. Now I make sure that I understand everything there is to know about the autopilot I am flying.4. The trouble was resulted from （ ） .
Fifteen years ago, I was asked to fly and old Queen Air from Florida to Puerto Rico for a friend. When I arrived in Florida the day before the trip I thought that I should give the old bird a short hop around the patch to check it out. I had limited experience with autopilots. A friend of mine asked to ride along, which was okay with me. As we taxied out and went through the runup, things were fine. I ignored the autopilot as always. The takeoff went well and the old bird performed as expected. We climbed out to about 5,000 ft and played with props and power settings, etc. I gave the Queen Air a good checkout, and the old bird checked out as I was told it would. So, after about an hour I headed for home port. For some reason as we were flying back I had the urge to turn the autopilot on. Which I did (first mistake). At first the autopilot worked perfectly. First a left bank, then right then I set the heading bug for dead ahead to the airport and me and my passenger settled into a little idle conversation. Yeah, right. With no warning the Queen Air nose over. I had not touched anything. So I took hold of the yoke and applied back pressure. The more I applied, the more noses - over we became. By now my passenger (who is a pilot also) was pulling on the yoke too, trying to help, to no avail. I had no idea about how the autopilot system worked. All I knew was that I was in trouble and needed to do something fast. My airspeed was climbing and I was looking at a part of Florida that I would rather be looking at out the side window. How and just why I＇ll never know, but I caught a glimpse of the trim running wild nose - down. I told my now - copilot to disconnect the autopilot as I reached for the trim to try and stop it. The autopilot was turned off but the trim was still trying to run. Not until my friend unplugged the monster and I re - trimmed by hand did we gain control of the air plane. When we finally leveled off, we were only about 500 ft above terra firma. I＇m sure I don＇t need to tell you just what had been scared out of me and my friend. The rest of trip back was uneventful. When we were back on the ground I inquired about the autopilot. Not a soul knew how it worked or anything about it，But I didn＇t give up. I found an old salt who knew autopilot systems inside and out and got a very well- need ed ground school. I learned that the pitch trim is the most powerful force an autopilot can muster and that if you pull or push the control wheel against the movements of the autopilot the trim will turn in the opposite direction. The autopilot itself can＇t overpower the weakest pilot, but if allowed to run away, the pitch trim can＇t be overcome by the strongest pilot. I was very lucky, had my friend not been with me that day I don＇t think that I would be here now. I bet there are a lot of pilots who don＇t have a clue about the real workings of autopilots, let alone how to preflight one or to identify a trim runaway. Now I make sure that I understand everything there is to know about the autopilot I am flying.3. On their way to the home airport, they were scared just because （ ） .
Fifteen years ago, I was asked to fly and old Queen Air from Florida to Puerto Rico for a friend. When I arrived in Florida the day before the trip I thought that I should give the old bird a short hop around the patch to check it out. I had limited experience with autopilots. A friend of mine asked to ride along, which was okay with me. As we taxied out and went through the runup, things were fine. I ignored the autopilot as always. The takeoff went well and the old bird performed as expected. We climbed out to about 5,000 ft and played with props and power settings, etc. I gave the Queen Air a good checkout, and the old bird checked out as I was told it would. So, after about an hour I headed for home port. For some reason as we were flying back I had the urge to turn the autopilot on. Which I did (first mistake). At first the autopilot worked perfectly. First a left bank, then right then I set the heading bug for dead ahead to the airport and me and my passenger settled into a little idle conversation. Yeah, right. With no warning the Queen Air nose over. I had not touched anything. So I took hold of the yoke and applied back pressure. The more I applied, the more noses - over we became. By now my passenger (who is a pilot also) was pulling on the yoke too, trying to help, to no avail. I had no idea about how the autopilot system worked. All I knew was that I was in trouble and needed to do something fast. My airspeed was climbing and I was looking at a part of Florida that I would rather be looking at out the side window. How and just why I＇ll never know, but I caught a glimpse of the trim running wild nose - down. I told my now - copilot to disconnect the autopilot as I reached for the trim to try and stop it. The autopilot was turned off but the trim was still trying to run. Not until my friend unplugged the monster and I re - trimmed by hand did we gain control of the air plane. When we finally leveled off, we were only about 500 ft above terra firma. I＇m sure I don＇t need to tell you just what had been scared out of me and my friend. The rest of trip back was uneventful. When we were back on the ground I inquired about the autopilot. Not a soul knew how it worked or anything about it，But I didn＇t give up. I found an old salt who knew autopilot systems inside and out and got a very well- need ed ground school. I learned that the pitch trim is the most powerful force an autopilot can muster and that if you pull or push the control wheel against the movements of the autopilot the trim will turn in the opposite direction. The autopilot itself can＇t overpower the weakest pilot, but if allowed to run away, the pitch trim can＇t be overcome by the strongest pilot. I was very lucky, had my friend not been with me that day I don＇t think that I would be here now. I bet there are a lot of pilots who don＇t have a clue about the real workings of autopilots, let alone how to preflight one or to identify a trim runaway. Now I make sure that I understand everything there is to know about the autopilot I am flying.2. During the check out, the autopilot （ ） .
Fifteen years ago, I was asked to fly and old Queen Air from Florida to Puerto Rico for a friend. When I arrived in Florida the day before the trip I thought that I should give the old bird a short hop around the patch to check it out. I had limited experience with autopilots. A friend of mine asked to ride along, which was okay with me. As we taxied out and went through the runup, things were fine. I ignored the autopilot as always. The takeoff went well and the old bird performed as expected. We climbed out to about 5,000 ft and played with props and power settings, etc. I gave the Queen Air a good checkout, and the old bird checked out as I was told it would. So, after about an hour I headed for home port. For some reason as we were flying back I had the urge to turn the autopilot on. Which I did (first mistake). At first the autopilot worked perfectly. First a left bank, then right then I set the heading bug for dead ahead to the airport and me and my passenger settled into a little idle conversation. Yeah, right. With no warning the Queen Air nose over. I had not touched anything. So I took hold of the yoke and applied back pressure. The more I applied, the more noses - over we became. By now my passenger (who is a pilot also) was pulling on the yoke too, trying to help, to no avail. I had no idea about how the autopilot system worked. All I knew was that I was in trouble and needed to do something fast. My airspeed was climbing and I was looking at a part of Florida that I would rather be looking at out the side window. How and just why I＇ll never know, but I caught a glimpse of the trim running wild nose - down. I told my now - copilot to disconnect the autopilot as I reached for the trim to try and stop it. The autopilot was turned off but the trim was still trying to run. Not until my friend unplugged the monster and I re - trimmed by hand did we gain control of the air plane. When we finally leveled off, we were only about 500 ft above terra firma. I＇m sure I don＇t need to tell you just what had been scared out of me and my friend. The rest of trip back was uneventful. When we were back on the ground I inquired about the autopilot. Not a soul knew how it worked or anything about it，But I didn＇t give up. I found an old salt who knew autopilot systems inside and out and got a very well- need ed ground school. I learned that the pitch trim is the most powerful force an autopilot can muster and that if you pull or push the control wheel against the movements of the autopilot the trim will turn in the opposite direction. The autopilot itself can＇t overpower the weakest pilot, but if allowed to run away, the pitch trim can＇t be overcome by the strongest pilot. I was very lucky, had my friend not been with me that day I don＇t think that I would be here now. I bet there are a lot of pilots who don＇t have a clue about the real workings of autopilots, let alone how to preflight one or to identify a trim runaway. Now I make sure that I understand everything there is to know about the autopilot I am flying.1. friend of the writer＇s was asked to ride along because （ ） .
If First Officers are new to an airline, their first jet aircraft will probably be a Boeing 737, BA146, Fellowship, or MD80 variant. These all being relatively short-range ma chines, there will be plenty of handling practice during and after checkout which may be zero flight time so that their first takeoff and landing are on service. F/Os have the second best job in the world and often the youth and income to make the most of it. As they become more experienced they feel comfortable with the higher speed at which they are now flying and enjoy flying over most of the weather instead of through it. The job is very satisfying to deliver people safely without fuss or bother while on the flight deck every flight is different enough to be interesting. The challenge for a co-pilot is to always do their best. If you don’t try to do your best how can you be satisfied with the result. Many years may be spent in the right-hand seat and to some pilots, this becomes frustrating. The fact, is that we cannot control the promo tion rate, and aviation is a cyclical business, so enjoy the position you are holding and try not to spend your time thinking about being somebody else. It’s a losing battle like trying to change the past. After one of my first commercial jet flights an old friend gave me some good advice I have never forgotten. We were discussing Captains and how to get on with the obvi ously handicapped old gentlemen. A favorite and traditional topic for F/Os especially as the stack of cans grows higher and the evening wears on. His advice was toroll with the punch es. If Captains are casual it’s fine to be casual. If they want to be formal then play the formal game. There is a different routine for every player and every trip should be a pleasure to be on. It doesn＇t mean be subservient or lose your personality, just relax and go with the flow where it＇s reasonable to do so. The F/O is always an understudy for the Captain, and often is ready for the job long be fore it is available. There are still no partically good captaincy courses that I know of so it re mains a puzzle for the F/O to know what will be expected of them. One of the best ways to estimate this is to select two or three Captains who are well respected professionally and analyses what it is that they do differently, and then emulate that in your own duties. It is not possible to change overnight when the rows of braid on your sleeve increase. By practicing and observing the effects, one learns effective methods of leadership and command. Every one’s personality is different so it is neither possible nor desirable to pick up someone else’s personality. Rather the best commander’s features should be adapted to fit your own personal style. If practised, these features will then come back to you naturally when you need them. They must be natural or you will come across as insincere and that is death to leadership as you will no doubt already have noticed. There will be days when the Captain is having a bit of an off day, so when this occurs to be able to lift your game and pick up the extra load.5. How can the First Officer be in the position of the Captain?
If First Officers are new to an airline, their first jet aircraft will probably be a Boeing 737, BA146, Fellowship, or MD80 variant. These all being relatively short-range ma chines, there will be plenty of handling practice during and after checkout which may be zero flight time so that their first takeoff and landing are on service. F/Os have the second best job in the world and often the youth and income to make the most of it. As they become more experienced they feel comfortable with the higher speed at which they are now flying and enjoy flying over most of the weather instead of through it. The job is very satisfying to deliver people safely without fuss or bother while on the flight deck every flight is different enough to be interesting. The challenge for a co-pilot is to always do their best. If you don’t try to do your best how can you be satisfied with the result. Many years may be spent in the right-hand seat and to some pilots, this becomes frustrating. The fact, is that we cannot control the promo tion rate, and aviation is a cyclical business, so enjoy the position you are holding and try not to spend your time thinking about being somebody else. It’s a losing battle like trying to change the past. After one of my first commercial jet flights an old friend gave me some good advice I have never forgotten. We were discussing Captains and how to get on with the obvi ously handicapped old gentlemen. A favorite and traditional topic for F/Os especially as the stack of cans grows higher and the evening wears on. His advice was toroll with the punch es. If Captains are casual it’s fine to be casual. If they want to be formal then play the formal game. There is a different routine for every player and every trip should be a pleasure to be on. It doesn＇t mean be subservient or lose your personality, just relax and go with the flow where it＇s reasonable to do so. The F/O is always an understudy for the Captain, and often is ready for the job long be fore it is available. There are still no partically good captaincy courses that I know of so it re mains a puzzle for the F/O to know what will be expected of them. One of the best ways to estimate this is to select two or three Captains who are well respected professionally and analyses what it is that they do differently, and then emulate that in your own duties. It is not possible to change overnight when the rows of braid on your sleeve increase. By practicing and observing the effects, one learns effective methods of leadership and command. Every one’s personality is different so it is neither possible nor desirable to pick up someone else’s personality. Rather the best commander’s features should be adapted to fit your own personal style. If practised, these features will then come back to you naturally when you need them. They must be natural or you will come across as insincere and that is death to leadership as you will no doubt already have noticed. There will be days when the Captain is having a bit of an off day, so when this occurs to be able to lift your game and pick up the extra load.4. How does the First Officer learn to become a qualified Captain?
If First Officers are new to an airline, their first jet aircraft will probably be a Boeing 737, BA146, Fellowship, or MD80 variant. These all being relatively short-range ma chines, there will be plenty of handling practice during and after checkout which may be zero flight time so that their first takeoff and landing are on service. F/Os have the second best job in the world and often the youth and income to make the most of it. As they become more experienced they feel comfortable with the higher speed at which they are now flying and enjoy flying over most of the weather instead of through it. The job is very satisfying to deliver people safely without fuss or bother while on the flight deck every flight is different enough to be interesting. The challenge for a co-pilot is to always do their best. If you don’t try to do your best how can you be satisfied with the result. Many years may be spent in the right-hand seat and to some pilots, this becomes frustrating. The fact, is that we cannot control the promo tion rate, and aviation is a cyclical business, so enjoy the position you are holding and try not to spend your time thinking about being somebody else. It’s a losing battle like trying to change the past. After one of my first commercial jet flights an old friend gave me some good advice I have never forgotten. We were discussing Captains and how to get on with the obvi ously handicapped old gentlemen. A favorite and traditional topic for F/Os especially as the stack of cans grows higher and the evening wears on. His advice was toroll with the punch es. If Captains are casual it’s fine to be casual. If they want to be formal then play the formal game. There is a different routine for every player and every trip should be a pleasure to be on. It doesn＇t mean be subservient or lose your personality, just relax and go with the flow where it＇s reasonable to do so. The F/O is always an understudy for the Captain, and often is ready for the job long be fore it is available. There are still no partically good captaincy courses that I know of so it re mains a puzzle for the F/O to know what will be expected of them. One of the best ways to estimate this is to select two or three Captains who are well respected professionally and analyses what it is that they do differently, and then emulate that in your own duties. It is not possible to change overnight when the rows of braid on your sleeve increase. By practicing and observing the effects, one learns effective methods of leadership and command. Every one’s personality is different so it is neither possible nor desirable to pick up someone else’s personality. Rather the best commander’s features should be adapted to fit your own personal style. If practised, these features will then come back to you naturally when you need them. They must be natural or you will come across as insincere and that is death to leadership as you will no doubt already have noticed. There will be days when the Captain is having a bit of an off day, so when this occurs to be able to lift your game and pick up the extra load.3. Why may some pilots become frustrating?
If First Officers are new to an airline, their first jet aircraft will probably be a Boeing 737, BA146, Fellowship, or MD80 variant. These all being relatively short-range ma chines, there will be plenty of handling practice during and after checkout which may be zero flight time so that their first takeoff and landing are on service. F/Os have the second best job in the world and often the youth and income to make the most of it. As they become more experienced they feel comfortable with the higher speed at which they are now flying and enjoy flying over most of the weather instead of through it. The job is very satisfying to deliver people safely without fuss or bother while on the flight deck every flight is different enough to be interesting. The challenge for a co-pilot is to always do their best. If you don’t try to do your best how can you be satisfied with the result. Many years may be spent in the right-hand seat and to some pilots, this becomes frustrating. The fact, is that we cannot control the promo tion rate, and aviation is a cyclical business, so enjoy the position you are holding and try not to spend your time thinking about being somebody else. It’s a losing battle like trying to change the past. After one of my first commercial jet flights an old friend gave me some good advice I have never forgotten. We were discussing Captains and how to get on with the obvi ously handicapped old gentlemen. A favorite and traditional topic for F/Os especially as the stack of cans grows higher and the evening wears on. His advice was toroll with the punch es. If Captains are casual it’s fine to be casual. If they want to be formal then play the formal game. There is a different routine for every player and every trip should be a pleasure to be on. It doesn＇t mean be subservient or lose your personality, just relax and go with the flow where it＇s reasonable to do so. The F/O is always an understudy for the Captain, and often is ready for the job long be fore it is available. There are still no partically good captaincy courses that I know of so it re mains a puzzle for the F/O to know what will be expected of them. One of the best ways to estimate this is to select two or three Captains who are well respected professionally and analyses what it is that they do differently, and then emulate that in your own duties. It is not possible to change overnight when the rows of braid on your sleeve increase. By practicing and observing the effects, one learns effective methods of leadership and command. Every one’s personality is different so it is neither possible nor desirable to pick up someone else’s personality. Rather the best commander’s features should be adapted to fit your own personal style. If practised, these features will then come back to you naturally when you need them. They must be natural or you will come across as insincere and that is death to leadership as you will no doubt already have noticed. There will be days when the Captain is having a bit of an off day, so when this occurs to be able to lift your game and pick up the extra load.2. How does the First Officer cooperate with a tiresome captain?
If First Officers are new to an airline, their first jet aircraft will probably be a Boeing 737, BA146, Fellowship, or MD80 variant. These all being relatively short-range ma chines, there will be plenty of handling practice during and after checkout which may be zero flight time so that their first takeoff and landing are on service. F/Os have the second best job in the world and often the youth and income to make the most of it. As they become more experienced they feel comfortable with the higher speed at which they are now flying and enjoy flying over most of the weather instead of through it. The job is very satisfying to deliver people safely without fuss or bother while on the flight deck every flight is different enough to be interesting. The challenge for a co-pilot is to always do their best. If you don’t try to do your best how can you be satisfied with the result. Many years may be spent in the right-hand seat and to some pilots, this becomes frustrating. The fact, is that we cannot control the promo tion rate, and aviation is a cyclical business, so enjoy the position you are holding and try not to spend your time thinking about being somebody else. It’s a losing battle like trying to change the past. After one of my first commercial jet flights an old friend gave me some good advice I have never forgotten. We were discussing Captains and how to get on with the obvi ously handicapped old gentlemen. A favorite and traditional topic for F/Os especially as the stack of cans grows higher and the evening wears on. His advice was toroll with the punch es. If Captains are casual it’s fine to be casual. If they want to be formal then play the formal game. There is a different routine for every player and every trip should be a pleasure to be on. It doesn＇t mean be subservient or lose your personality, just relax and go with the flow where it＇s reasonable to do so. The F/O is always an understudy for the Captain, and often is ready for the job long be fore it is available. There are still no partically good captaincy courses that I know of so it re mains a puzzle for the F/O to know what will be expected of them. One of the best ways to estimate this is to select two or three Captains who are well respected professionally and analyses what it is that they do differently, and then emulate that in your own duties. It is not possible to change overnight when the rows of braid on your sleeve increase. By practicing and observing the effects, one learns effective methods of leadership and command. Every one’s personality is different so it is neither possible nor desirable to pick up someone else’s personality. Rather the best commander’s features should be adapted to fit your own personal style. If practised, these features will then come back to you naturally when you need them. They must be natural or you will come across as insincere and that is death to leadership as you will no doubt already have noticed. There will be days when the Captain is having a bit of an off day, so when this occurs to be able to lift your game and pick up the extra load.1. Why is it beneficial for First Officer to serve in medium aircraft?
There are two basic types of approach procedures:precision and non-precision. Simply stated, the non-precision approach is a standard instrument procedure that does not use an electronic glide slope. Three precision approaches use a glide slope: instrument landing sys tem (ILS), microwave landing system (MLS), and the precision approach radar (PAR). Im plementation of the MLS has stagnated as a disappointment and will be disregarded in this discussion. PAR approaches are few and far between；they will also be disregarded because the ground controller talks the pilot in. and about all the pilot can do is listen and do what the controller says. Several components are necessary for an approach to be classified as an ILS. The ground components are a localizer, glide slope, outer marker, middle marker, and approach lights. If a procedure specifies a visibility minimum based on runway visual range (RVR), it will al so need high intensity runway lights (HIRL), touchdown zone lighting (TDZL), centerline lighting (RCLS) and markings, and, naturally, the RVR transmissometers for that runway. Of course, before the pilot can accept an ILS approach, her aircraft must have the airborne equipment necessary to receive the ground components. A few variations exist. The regulations do allow a compass locator or precision radar to be substituted for the outer marker (OM) or middle marker (MM), and an airport surveil lance radar (ASR) can usually be substituted for the outer marker. All other approaches are non-precision. These primarily consist of the localizer, back course, VOR，NDB (ADF), ASR, and the newest of all, GPS approaches - although be fore long you will see both precision and non-precision GPS approaches. The VOR and NDB (ADF) approach are, in effect, designed to bring the aircraft down to, the overall airport environment, while all other approaches will bring you right down to the runway.5. If the pilots desire an ILS approach, which of the following items may not be necessary?
