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Cessna 8RC now has a DMEOct 07 2012
We have added a DME (Distance Measuring Equipment) unit to Cessna 968RC (one of our Cesna 172P planes in Salinas).
So what, you may ask. It turns out that a DME allows a huge number of instrument approaches to be flown that cannot be flown with just two NAV radios and ADF. For example Monterey LOC/DME 28L which is the most commonly used approach into Monterey. Other approaches can be flown more accurately with a DME and sometimes to lower minima. Yet unlike most GPS navigators, a DME is simple to configure and simple to use.
New Avionics Bus and Master Switch for Cessna 637 (plus a couple of other improvements)Sep 14 2012
We recently did a number of improvements to N61637, our 1975 Cessna 172M.
The most immediately noticeable to pilots is the installation of an avionics master switch. This may sound a simple thing, but it is not. To do it, the electric bus had to be split in two and all avionics connected to the second one, behind the new switch. Many hours of work, hanging upside down under the panel, was needed.
Pilots now just need to turn the avionics master on and off, it is no longer necessary or even recomended to turn each radio on and off separately.
Please remember, NEVER turn the avionics master on before the engine is started, and ALWAYS turn it off before the engine is shut down! See also the article on alternator problems.
In addition to the avionic work, we took the opportunity to rebuild the nosewheel strut assembly and also to install a new flap motor.
A big “Thank you” to Victory Aero for doing the work so quickly.
As always, do remember to check the AeroDynamic Aviation web site regularly. We recently added more Pilot Operating Handbooks to our “Useful Documents” section
Air France 447 – Plane or Pilots?Jun 03 2011
Much has been said about how the pilots of AF reacted incorrectly to an impending stall, but did they really? It would appear that initially maybe they did raise the nose, but it also seems the plane’s autotrim then kept the nose up despite efforts to get it back down. However, there should have been plenty of time and altitude to recover. As has been mentioned elsewhere, the plane was not in a departure from controlled flight, it held the nose up accurately and the wings responded to roll inputs. So why did it stay nose up for what must have been a terrifying three minutes? Why, even after the Captain entered the cockpit and commanded nose down, did the nose stay up?
Here’s an analysis from Der Spiegel that raises disturbing questions about the airplane’s control systems. I thought it was interesting enough to post the whole article rather than just a link, but you can also click on image above to go to Der Spiegel web site: