Few ATP Oral Questions

[your_dreamguy]

Hello,

I had a few questions I needed clarification on.

1) ELT inspections. I have ELTs must be inspected every 12 months. Some people say that ELTs must be inspected 1/2 batter life or 1 hour cum use. However, I thought 1/2 bat life and 1 hour cum use was for BATTERY REPLACEMENT, not INSPECTION...can someone clarify?

2) When on an instrument approach down to mins (in IMC), a descent from MDA or DH can be made w/ runway environ, approach lights, etc. and NORMAL POSITION to land. Does anyone have a def for NORMAL POSITION? For example, if you're doing a VOR-A or LDA approach are you in a NORMAL POSITION to land at the end of the apch?

3) Just wanted to verify that on light twins, when you move the prop controls into the feather detent that...what you are doing is overriding the locking pins that prevent the props from feathering.

4) When you fly light twins, do you keep your traffic pattern (if not specifically listed) at 1000 or 1500 AGL? I use 1000 AGL for light twins.

Your help is appreciated.

 

[stillaboo]

Hello,

I had a few questions I needed clarification on.

1) ELT inspections. I have ELTs must be inspected every 12 months. Some people say that ELTs must be inspected 1/2 batter life or 1 hour cum use. However, I thought 1/2 bat life and 1 hour cum use was for BATTERY REPLACEMENT, not INSPECTION...can someone clarify?

2) When on an instrument approach down to mins (in IMC), a descent from MDA or DH can be made w/ runway environ, approach lights, etc. and NORMAL POSITION to land. Does anyone have a def for NORMAL POSITION? For example, if you're doing a VOR-A or LDA approach are you in a NORMAL POSITION to land at the end of the apch?

3) Just wanted to verify that on light twins, when you move the prop controls into the feather detent that...what you are doing is overriding the locking pins that prevent the props from feathering.

4) When you fly light twins, do you keep your traffic pattern (if not specifically listed) at 1000 or 1500 AGL? I use 1000 AGL for light twins.

Your help is appreciated.

1. I THINK you're right. ELT once every 12 cal. months, battery replacement w/ 1 hour or less than 1/2 life.

2. Don't descend below the MDA or DH unless "the aircraft is continiously in a position from which a descent to landing on the intended runway can be made at a NORMAL RATE OF DESCENT using NORMAL MANEUVERS." Not sure where you got 'normal position' from, but I'd say it's a FAA catch-all phrase. There's no exact definition of normal (that I know of), but, if you have to go into details, I'd say no 'chop-and-drops', no slipping, and no more than 5 degree descent rate (if an ILS is 3, than give yourself 66% more, but not 6, since that's the false GS above the real one, and too much). Don't go into detail on the oral, and you won't have to site specifics.

3. Depends on the mechanicals of the specific airplane, but in general, yeah, you're disengaging the lock pins.

4. 1000 AGL

You should post questions like this in the FARS section of flightinfo (then again, look at all the 'interview' boards here. Not much interview info these days)

-Boo!

 

[Wiggums]

3) Just wanted to verify that on light twins, when you move the prop controls into the feather detent that...what you are doing is overriding the locking pins that prevent the props from feathering.

On the Seminole the feather locks come out at 950 rpm. If you move the props into the feather detent below 950 rpm nothing will happen, the feather locks cannot be overidden. What actually happens, atleast in the Seminole, is that a feather rod lifts the pilot valve in the governer which dumps the oil presure in the hub. Then nitrogen in the hub pushs the prop into feather.