Cessna 172 Aircool 4 cylinders Lycoming engine

 

The Cessna 172 is powered by either a Lycoming IO-360-L2A or a Lycoming O-320 engine. The IO-360-L2A is used in the Cessna 172S, while the O-320 is used in other models of the Cessna 172.

 

Lycoming IO-360-L2A 

A four-cylinder, air-cooled, fuel-injected engine with 360 cubic inches of displacement

• Produces 180 horsepower
• Has a maximum engine rpm of 2,700
• Has a direct drive, meaning the crankshaft is connected directly to the propeller

Lycoming O-320

• A four-cylinder, air-cooled, naturally aspirated engine with 320 cubic inches of displacement
• Available in variants rated for 150 or 160 horsepower 
• A horizontally-opposed engine, meaning the pistons oppose each other 
• A direct drive engine, meaning the crankshaft is connected directly to the propeller

Turning an Aircraft

 

How do airplanes change directions?

Aileron ("little wing" or "fin") - a moving element of the wing on its trailing edge, which allows you to change the lift force created by the wing. Typically, one aileron is located on each wing. Ailerons move synchronously, but in different directions. 

Ailerons are used to tilt the aircraft along the longitudinal axis (that is, the angle of roll is changed with the help of the aileron). When the ailerons are in a neutral position, they form the back of the wing and have no effect.

When moving a control stick or joystick is tilted to the left, the left aileron rises, causing the air flow to create a upward force on the left wing. At the same time, the right aileron lowers, decreasing the lift on the right wing. 

The cumulative effect makes the plane tilt to the left. The aircraft will continue to roll to the left until you return the handle to its original state. 

When you tilt the handle to the right, the exact opposite happens - the plane begins to roll to the right.

On some airplanes exist two types of ailerons, so 2 of them on each wing.
1. Outboard Aileron
2. Inboard Aileron

The outboard aileron is situated at the trailing edge closer to tip of the wing.
An outboard aileron – it rolls the airplane, but it is working at low speeds.

The inboard aileron is situated between the inboard and outboard flaps
An inboard aileron—it rolls the airplane. But, it will work at high cruise speeds while the outboard aileron gets disabled. The inboard aileron also functions as a flap, it is called flaperon (we will prepare a post about it in upcoming post.) and it can be extended slightly to give the wings more lift at lower speeds.

Architecting for Palo Alto

Strat Cloud Manager ( => move away from Panorama 
Prisma Access (Global Protect)
Commits

General Protection

• Zone Protection profiles on all interfaces
• Migrate to Application-based rules
• Shared rules .. eg.  geoblocks, bad apps, cleanup
• Criticality threshold, medium severity is common
• Zero trust
• External Dynamic List

Remote User /On-Prem Protection

• Threat Protection
• URL Filtering
• SSL Forward Proxy (SSLD)
• Global Protect VPN W/Full Tunnel & HIPs
• User-ID
• Data Redistribution

Responsiveness

• Directional Clean up rulesHA configured locally, not in panorama
• Link and path monitoring for hardare 
• Baseline or referenece device group
• use tags
• Self-documentation configuration
• Security profile group for different use case
• Device group tiers and shared templates

Resilience

• Automate update installation, config backups
• Separate virtual router for secondary ISP
• Use path monitoring (not PBF) for route failover
• HA configured locally, not in Panorama
• Link and path monitoring for Hardware failover
• Use monitor profiles for all IPSec tunnels

Palo Alto

Prisma  Access - Associate Tenant

Prisma Access - Mobile Developer Tenant

Panorama Gateways

Landing

 

On  Final:  Airspeed, Light, Center Line ,

if low and slow - add power,  push nose down

If high and fast - reduce power, pull nose up

https://www.facebook.com/reel/1302271910802703

#The Art of Perfect Landing: Mastering Traffic Pattern Procedures Overview

Mastering traffic pattern procedures is essential for safe and efficient arrivals at non-towered airports, providing a standardized flow of aircraft within the terminal area and enhancing predictability in a potentially hazardous environment. Join us as we delve into the intricacies of traffic patterns, transforming the once perilous rectangular course into a streamlined pathway to successful landings.

#Departure Leg (500-700 ft AGL)

Depart the runway and ascend to 500-700 feet above ground level (AGL). This phase offers a panoramic view of the airstrip and surroundings, enabling you to assess conditions and chart a successful approach.

#Crosswind Leg (700-900 ft AGL)

Transition smoothly from the upwind leg, maintaining 700-900 feet AGL. Here, refine your heading and position, preparing for the critical downwind leg.

#Downwind Leg (Established at TPA - 1000 ft AGL)

Descend to pattern altitude, usually 1000 feet above airport elevation, and establish on the downwind leg. This segment parallels the runway, providing stability in the dynamic environment.

#Base Leg

Initiate a controlled descent from pattern altitude to 500-600 feet AGL. Adjust throttle and configuration, preparing for the transition to final approach.

#Final Approach
Align precisely with the extended runway centerline, maintaining a speed at roughly 1.3 times your aircraft's stall speed (Vso). Execute a controlled descent from 500-600 feet AGL, guiding the aircraft smoothly toward your target landing point for a precise and graceful touchdown.

In aviation, flexibility is paramount as each landing presents unique challenges. Adaptation to changing variables is crucial, aiming to gracefully bleed off excessive airspeed and altitude. Remember, always be mindful of wind direction.

#Essential Reminders
- Flexibility: Each landing presents unique challenges; adaptability to changing variables is crucial.
- Control: Gracefully manage airspeed and altitude, always being mindful of wind direction.
- Good Instruction: While this serves as a helpful guide to the theory and steps involved in the landing sequence, it is not a substitute for your flight instructor and the essential, high-quality one-on-one training they provide.

Q.What would you add or change to this overview of the landing Pattern at non-traffic airfields?

Wishing you blue skies, tailwinds, and safe flying! The Sky's The Limit @top fans #aviationgeek #pilot #avgeek #pilotlife #studentpilot #airplane #aviation #usa #uk #Portugal "πlot" Merchandise 2024 "This is not meant to replace your instructor, but to add to the knowledge you have already gained." 

Holding Pattern-

 Greetings Aviators & Aviation Aficionados Today, we're diving into the fascinating world of holding patterns – a critical skill for pilots especially in your initial IFR Traning, it not only combines precision, patience, and strategy. But, it's not just about the maneuvers; it's about the stories and experiences each of you brings to the cockpit.

Holding Patterns: More Than Just Circles in the Sky, Imagine you're nearing your destination, but there's traffic congestion, poor weather, or maybe a runway is temporarily closed. That's where holding patterns come into play, keeping you safe and organized in the sky.

Understanding the Three Types of Entries:

#Direct Entry
- Situation: When the aircraft's approach path is within 70° of the holding course.
- Procedure: The aircraft turns to intercept the holding pattern and continues in the direction of the hold.
- Key Fact: Most straightforward and efficient entry, minimizing the need for significant maneuvering.

#Parallel Entry
- Situation: When the aircraft approaches the holding fix from the opposite side of the holding course, within a 110° sector.
- Procedure: The aircraft overflies the holding fix, turns outbound on a heading parallel to the holding course for one minute, then turns towards the holding pattern to re-intercept the inbound course.
- Key Fact: Used when the aircraft's approach does not allow a direct or teardrop entry, ensuring a smooth transition into the pattern.

#Teardrop Entry
- Situation: When the aircraft's approach path is between 70° and 110° of the holding course on the non-holding side.
- Procedure: After crossing the holding fix, the aircraft turns to a heading typically 30° away from the outbound course for a specified period before turning to intercept the inbound course.
- Key Fact: This method provides an efficient way to align with the holding pattern when approaching from specific angles.

#Additional Key Facts:
1. *Speed Limits:
- Below 6,000 ft MSL: 200 KIAS
- Between 6,001 ft - 14,000 ft MSL: 230 KIAS
- Above 14,000 ft MSL: 265 KIAS
2. **Timing for Inbound Legs:
- Below 14,000 ft MSL: 1 minute
- Above 14,000 ft MSL: 1.5 minutes

3. Turn Direction: Standard patterns use right turns, but ATC may instruct left turns (non-standard) at their discretion.

4. Altitude Separation: Aircraft in holding patterns are typically separated by at least 1,000 feet.

#3Essential Elements
1-Holding Fix: The geographic point or navaid where the hold is centered. Knowing your hold fix is critical for determining the rest of your holding strategy.

2-Direction from the Fix: Understanding whether the holding pattern is standard (right turns) or non-standard (left turns) and the orientation of your entry in relation to the fix.

3-EFC Time (Expect Further Clearance): This is the time you can expect to leave the hold. Always keep an eye on fuel and plan accordingly.

#Final Thoughts...
Holding patterns test a pilot's ability to visualize and execute flight maneuvers precisely. Mastering these entries is crucial for safe and efficient flying, embodying the principle of piloting with intelligence and foresight.

Remember, pilots, practice makes perfect! Keep refining these skills to ensure safe and smart flying.

Wishing you blue skies, tailwinds, and safe flying! "πlot" - Merchandise 2024

certificate - VFR, IFR, Commercial, CFI, CFI II, Commercial multi engine, ATP

Private vfr 6 months 2-3 x per week
Private instrument -3 months 
Commercial pilot -d 250 hrs 
CFI - 
CFI II - 3 months
Commercial Multi engine
ATP

Clear for the Approach

Cessna MC465Y you're 4 miles from JERIT, Turn Left Heading 300, Maintain 3000 until establish, you're clear  ILS3-4 for the approach into Boston. 

PTAC - Position Turn Altitude Clearance
P  _position is where you are (you do not need to repeat back to ATC
T - Turn to intercept the Approach
A - Altitude altitude you're already at 
C - Clearance is typically what you've requested. 

IFR Clearance 
CRAFT   Clearance - Route - Altitude- Frequency - Transponder
RAFT 

5' T
Time
Turn 
Twist
Throttle
Talk 

5 A's
ATIS
Altimeter
Alignment
Approach
Avonics

Holding Pattern
Direct
Parallel
Tear Drop

Reference

https://www.faa.gov/air_traffic/publications/atpubs/aip_html/part2_enr_section_1.5.html

https://www.redbirdflight.com/landing/instrument-approaches-five-as-and-ts