The 5k Orchard Runsupports passionate dreamers from the UpCounty area who imagine the world to be a place of love, justice, compassion, and provision.
This year, we have chosen four local groups to make their corner of the world, locally or globally, as it should be:
Jobs Partnership – Teaching inmates at the Montgomery County Correctional Facility resume, interview, and jobs skills.
Little Free Pantry – An anonymous 24/7 emergency food pantry with locations in Damascus and Clarksburg.
PURE Youth – A local chapter of middle school students raising money to support the education of peers in India.
Campus Life – A middle and high school club dedicated to helping young people build positive relationships.
Get Involved!
Become A Sponsor
Is your business interested in becoming a sponsor? Your monetary donations, gifts in kind, or presence at the race can make this the best race yet. Contact Nicole Bungato at 301-787-6320 / nicolebungato@gmail.com for more information.
Register to Race
Go to 5korchardrun.com to register to race. Select which group you would like to race for and all profits from your registration fee will go towards their group.
METAR – The type of report, METAR or SPECI precedes the body of all reports.
KOKC – Station Identifier
011955Z – The date and time is coded in all reports as follows: the day of the month is the first two digits (01) followed by the hour (19), and the minutes (55). The coded time of observations is the actual time of the report or when the criteria for a SPECI is met or noted. If the report is a correction to a previously disseminated report, the time of the corrected report is the same time used in the report being corrected. The date and time group always ends with a Z indicating Zulu time (or UTC). For example, METAR KOKC 011955Z would be disseminated as the 2000 hour scheduled report for station KOKC taken on the 1st of the month at 1955 UTC.
AUTO – The report modifier, AUTO, identifies the METAR/SPECI as a fully automated report with no human intervention or oversight. In the event of a corrected METAR or SPECI, the report modifier, COR, is substituted for AUTO.
22015G25KT – Wind is the horizontal motion of air past a given point. It is measured in terms of velocity, which is a vector that includes direction and speed. It indicates the direction the wind is coming FROM.
In the wind group, the wind direction is coded as the first three digits (220) and is determined by averaging the recorded wind direction over a 2-minute period. It is coded in tens of degrees relative to true north using three figures. Directions less than 100 degrees are preceded with a 0. For example, a wind direction of 900 is coded as 090.
Immediately following the wind direction is the wind speed coded in two or three digits (15). Wind speed is determined by averaging the speed over a 2-minute period and is coded in whole knots using the units, tens digits and, when required, the hundreds digit. When wind speeds are less than 10 knots, a leading zero is used to maintain at least a two digit wind code. For example, a wind speed of 8 knots will be coded 08KT. The wind group is always coded with a KT to indicate wind speeds are reported in knots. Other countries may use kilometers per hour (KPH) or meters per second (MPS) instead of knots.
Examples: 05008KT Wind 50 degrees at 8 knots 15014KT Wind 150 degrees at 14 knots 340112KT Wind 340 degrees at 112 knots
Wind Gust. Wind speed data for the most recent 10 minutes is examined to evaluate the occurrence of gusts. Gusts are defined as rapid fluctuations in wind speed with a variation of 10 knots or more between peaks and lulls. The coded speed of the gust is the maximum instantaneous wind speed. Wind gusts are coded in two or three digits immediately following the wind speed. Wind gusts are coded in whole knots using the units, tens, and, if required, the hundreds digit. For example, a wind out of the west at 20 knots with gusts to 35 knots would be coded 27020G35KT.
Variable Wind Direction (speed 6 knots or less). Wind direction may be considered variable when, during the previous 2-minute evaluation period, the wind speed was 6 knots or less. In this case, the wind may be coded as VRB in place of the 3-digit wind direction. For example, if the wind speed was recorded as 3 knots, it would be coded VRB03KT.
180V250 – Variable Wind Direction (speed greater than 6 knots). Wind direction may also be considered variable when, during the 2-minute evaluation period, it varies by 60 degrees or more and the speed is greater than 6 knots. In this case a variable wind direction group immediately follows the wind group. The directional variability is coded in a clockwise direction and consists of the extremes of the wind directions separated by a V. For example, if the wind is variable from 180º to 240º at 10 knots, it would be coded 21010KT 180V240.
Calm Wind. When no motion of air is detected, the wind is reported as calm. A calm wind is coded as 00000KT.
3/4SM – Visibility is a measure of the opacity of the atmosphere.
Prevailing visibility is the reported visibility considered representative of recorded visibility conditions at the station during the time of observation. It is the greatest distance that can be seen throughout at least half of the horizon circle, not necessarily continuous.
Surface visibility is the prevailing visibility from the surface at manual stations or the visibility derived from sensors at automated stations.
The visibility group is coded as the surface visibility in statute miles. A space is coded between whole numbers and fractions of reportable visibility values. The visibility group ends with SM to indicate that the visibility is in statute miles. For example, a visibility of one and a half statute miles is coded 1 1/2SM. Other countries may use meters (no code).
Automated stations use an M to indicate “less than.” For example, M1/4SM means a visibility of less than one-quarter statute mile.
R17L/2600FT – Runway Visual Range (RVR) Group.
The runway visual range (RVR) is an instrument-derived value representing the horizontal distance a pilot may see down the runway.
RVR is reported whenever the station has RVR equipment and prevailing visibility is 1 statute mile or less and/or the RVR for the designated instrument runway is 6,000 feet or less. Otherwise the RVR group is omitted.
Runway visual range is coded in the following format: the initial R is code for runway and is followed by the runway number. When more than one runway is defined with the same runway number a directional letter is coded on the end of the runway number. Next is a solidus /; followed by the visual range in feet and then FT completes the RVR report. For example, an RVR value for Runway 01L of 800 feet would be coded R01L/0800FT. Other countries may use meters.
RVR values are coded in increments of 100 feet up to 1,000 feet, increments of 200 feet from 1,000 feet to 3,000 feet, and increments of 500 feet from 3,000 feet to 6,000 feet. Manual RVR is not reported below 600 feet. At automated stations, RVR may be reported for up to four designated runways.
When the RVR varies by more than one reportable value, the lowest and highest values will be shown with V between them indicating variable conditions. For example, the 10-minute RVR for runway 01L varying between 600 and 1,000 feet would be coded R01L/0600V1000FT.
If RVR is less than its lowest reportable value, the visual range group is preceded by M. For example, an RVR for runway 01L of less than 600 feet is coded R01L/M0600FT.
If RVR is greater than its highest reportable value, the visual range group is preceded by a P. For example, an RVR for runway 27 of greater than 6,000 feet will be coded R27/P6000FT.
A02 – Type of Automated Station AO1 or AO2 are coded in all METAR/SPECI from automated stations. Automated stations without a precipitation discriminator are identified as AO1; automated stations with a precipitation discriminator are identified as AO2.
SLP132 – Sea-Level Pressure. At designated stations, the sea-level pressure is coded in the following format: the identifier SLP immediately followed by the sea level pressure in hectopascals. The hundreds and thousands units are not coded and must be inferred. For example, a sea-level pressure of 998.2 hectopascals is coded as SLP982. A sea-level pressure of 1013.2 hectopascals would be coded as SLP132. For a METAR, if sea-level pressure is not available, it is coded as SLPNO.
Prerequisites for practical test: Title 14 of the Code of Federal Regulations
(14 CFR) part 61, § 61.39(a)(6)(i) and (ii).
I certify that [First name, MI, Last name] has received and logged training time within 2 calendar-months preceding the month of application in preparation for the practical test and [he or she] is prepared for the required practical test for the issuance of [applicable] certificate.
Review of deficiencies identified on airman knowledge test: § 61.39(a)(6)(iii), as required.
I certify that [First name, MI, Last name] has demonstrated satisfactory knowledge of the subject areas in which [he or she] was deficient on the [applicable] airman knowledge test.
Aeronautical knowledge test: §§ 61.35(a)(1) and 61.65(a) and (b).
I certify that [First name, MI, Last name] has received the required training of § 61.65(b). I have determined that [he or she] is prepared for the Instrument–[airplane, helicopter, or powered-lift] knowledge test.
Flight proficiency/practical test: § 61.65(a)(6).
I certify that [First name, MI, Last name] has received the required training of § 61.65(c) and (d). I have determined [he or she] is prepared for the Instrument–[airplane, helicopter, or powered-lift] practical test.
Prerequisites for instrument practical tests: § 61.39(a).
I certify that [First name, MI, Last name] has received and logged the required flight time/training of § 61.39(a) in preparation for the practical test within 2 calendar-months preceding the date of the test and has satisfactory knowledge of the subject areas in which [he or she] was shown to be deficient by the FAA Airman Knowledge Test Report. I have
determined [he or she] is prepared for the Instrument–[airplane, helicopter, or powered lift] practical test.
Your one stop shop for all of your wheels & wings needs; sales, appraisals, insurance, parts, tech tips, events, and more at Flymall.org. And as of July 2019, Harry is up and running as a Designated Pilot Examiner. Visit his Practical Test page for information on his checkrides.
In an effort to better serve the needs of our aviators selling airport homes or airport property, Harry has teamed up with Sarah McNelis of Long & Foster Real Estate. This partnership will allow us to better serve our clients from coast to coast when it comes to selling their unique airport homes. Visit the Real Estate section of the Flymall for more information.
History Trivia: Have any of our readers heard of John Henry Knight? In 1895 Knight built one of Britain’s first petrol-powered motor vehicles, a three-wheeled, two-seater with a top speed of only 8 mph. It was “The first petroleum carriage for two people made in England” The Benz Motorwagen was built in 1885. In the Three Wheel Association collection we have a Rudge Coventry Rotary Tandem made in 1886. John Knight’s three wheeler is pictured below.
6/17/1946: The first mobile telephone call is placed from a car in St. Louis, Missouri.
Achievements & Special Recognition: This year is the 10th year for the Laytonsville Cruise In. Click here for Harry’s Classic Car Cruise In page for information on local cruise in events. Pictured below is a picture that was taken at the very first Laytonsville Cruise In back in 2010.
A career goal that Harry set back in 1983 has finally happen. Harry Kraemer is now a Designated Pilot Examiner. It only took 19 years of being in the examiner pool for him to be selected.
To celebrate Harry becoming a DPE, several of his friends surprise him with his favorite cake at Julliano’s Brick Oven Pizza. Complete with a DPE flag and two model airplane on it!
Aviation/Aviators in the news: The Horten HX-2 Flying Wing will be at AirVenture this year. This is a new design flying wing inspired by the Horten Brothers flying wings of the 1930s and 1940s. Click here for more information. Pictured here is one of the Horton Flying Wings from the 1930s/1940s.
Harry was lucky enough to be able to sit in a Fokker DR1 replica at the Frederick Municipal Airport. It made for some cool photo shots.
Car/Motorcycle Show News: Harry, Pat, and Jett attended British Car Day 2019. The Lomax was on display and won a first place award in it’s class. There was a McLaren in the same class and he won a second place award. The McLaren owner wasn’t too happy that at $10,000 kit car beat his McLaren.
Here is Jett doing what she does best at shows and events, making friends.
To celebrate the Laytonsville Cruise In being 10 years old, Harry has arranged for sponsors for the third Friday of each month. Cars, motorcycles, and bicycles and earn awards by a panel of judges, spectator votes, or by participant vote. Harry had two vehicles at the June 2019 award night and both came home with an award.
Barn Finds/Hangar Finds: Need an appraisal on your Barn Find or Hangar Find? We can help! Visit our appraisal page for information on our appraisals.
Visit the Tech Tip section of the Flymall for assistance in restoring your barn find or hangar find.
CFI / DPE Notes: Harry is now a Designated Pilot Examiner. Visit Harry’s Practical Test page for information on checkrides.
Weather in the news: Here is a picture of what we think is a mesocyclone. This was taken at KGAI earlier this month. Very cool storm cloud to see (while on the ground).
Three Wheel Association (TWA): Here is a cool concept by Peugeot, an amphibious scooter.
For the latest information and news, visit the TWA page on the Flymall. You can also stop by the Laytonsville Cruise In on Friday nights to see some of the TWA museum collection.
Later this year we hope to be adding several rare three wheelers to the TWA collection. Stay tuned for more details.
Prototypes: Is it an engine or a motor??? This month in “Prototypes” we’re asking the question, Is it an engine or motor? Click here for an earlier post that Harry did on this topic.
Animals in the headlines: Man’s best friend makes our newsletter this month.
The sponsor for these awards will be “Frederick Flight Center / Advanced Helicopter Concepts”.
Award Categories (For each of these there will be a first place, second place, and a third place award) Antique Classic Custom Muscle & Hot Rod Rat Rod Modern American Modern Import
The sponsor for these awards will be “Kraemer Aviation Services”
Special Categories (For each of these there will be just one award)
Best Exotic
Most Unique
Best Pre-War
People’s Choice
Kid’s Choice
For each of the awards below there will be a first place and a second place.
Modified Import
Classic Import
Vintage Motorcycle
Modern Motorcycle
Custom Motorcycle
We will also have one award that will say “Kraemer Aviation Services’ Excellence Award” – Kraemer Aviation Services will be the sponsor for this award.
To celebrate the Apollo 11 moon landing we will have one award that will say “Kraemer Aviation Services’ Apollo 11 Landing Award” – Kraemer Aviation Services will be the sponsor for this award. This will be given to the vehicle that has the most technical interest.
Taxiing Differences
1) Heavier airplane with more momentum. Needs to be taxied slow; cannot stop short.
2) Engines are not in the center. Use caution that propellers do not hit debris, taxiway lights, snowbanks or other obstructions on the left/right. Centerline!
3) Differential power can be used for tight turns. Left throttle to turn right, right throttle to turn left.
4) All turns, especially when vacating the runway must be taken SLOWLY. Side loads are especially bad for retractable landing gear. Sideloads combined with the weight of the engines on the wings can lead to loss of directional control.
5) Always verify clear left/right when pulling out and crossing intersections
Takeoff
1) Line up on centerline, hold brakes, apply power to 2000 RPM
2) Check engine gauges and heading indicator
3) Release brakes and apply full power
4) Call “airspeed alive” and rotate at 75 KIAS
5) Pitch for 88 KIAS
6) “Positive rate, Gear up”
7) At 500′ AGL verify flaps and gear are up, reduce power to “cruise climb” (25″, 2500 RPM)
8) Continue climb at 105 KIAS and complete climb checklist
Short-field takeoff (flaps 25)
1) Line up on centerline, hold brakes, apply power to 2000 RPM
2) Check engine gauges and heading indicator
3) Apply full power, release brakes
4) Call “airspeed alive” and rotate at 63 KIAS
5) Pitch for 67 KIAS
6) “Positive rate, gear up”
7) Upon clearing the obstacle (300′ AGL), accelerate to 75 KIAS (safe speed) and retract the flaps
8) Pitch for 88 KIAS
9) At 500′ AGL verify flaps and gear are up, reduce power to “cruise climb” (25″, 2500 RPM)
10) Continue climb at 105 KIAS and complete climb checklist
Short-field takeoff (flaps 0)
1) Line up on centerline, hold brakes, apply power to 2000 RPM
2) Check engine gauges and heading indicator
3) Apply full power, release brakes
4) Call “airspeed alive” and rotate at 70 KIAS
5) Pitch for 75 KIAS
6) “Positive rate, gear up”
7) Upon clearing the obstacle (300′ AGL), accelerate to 88 KIAS
8) At 500′ AGL verify flaps and gear are up, reduce power to “cruise climb” (25″, 2500 RPM)
9) Continue climb at 105 KIAS and complete climb checklist
Level-off from a climb
1) Slowly lower the pitch to level flight (begin doing this approximately 100′ before desired altitude)
2) Accelerate to cruise speed
3) Reduce manifold pressure FIRST (16″-24″), THEN reduce RPM (2200-2400). 22″ and 2300 RPM works well.
4) Trim
5) Cruise checklist
Transition from cruise to cruise climb
1) Raise pitch (5-10 degrees)
2) Increase RPM to 2500 FIRST, THEN manifold to 25″
3) Trim
4) Maintain 25″ manifold pressure (MP decreases 1 inch/1000 feet)
5) Consider cowl flaps and mixture
Transition from cruise to cruise descent
1) Reduce manifold pressure by 1 inch for each 1000 feet you plan to descend
2) Pitch down (approximately 5 degrees)
3) Trim
4) Consider cowl flaps and mixture
Level off from cruise descent to cruise
1) Raise pitch to level flight
2) Adjust manifold pressure
3) Trim
4) Cruise check
5) Consider cowl flaps and mixture
Acceleration in level flight
1) Increase/check RPM first, then increase manifold pressure
2) Apply forward pressure
3) Trim
4) Consider cowl flaps and mixture
Deceleration in level flight or descent
1) Reduce manifold pressure first, then reduce/increase RPM. Before landing, we reduce manifold pressure before bringing the propellers forward to high RPM to avoid RPM overspeed.
2) Adjust pitch
3) Trim
4) Consider cowl flaps and mixture
Slow Flight in the landing configuration (dirty)
1) Clearing turns
2) Cowl flaps, T, gauges/gauges, gear down, mixture
3) Manifold pressure-no less than 15″
4) Flaps-Extend below 111 KIAS (recommend full flaps before reaching 90 KIAS)
5) Props-full forward/high RPM below 100 KIAS
6) Adjust power to maintain airspeed and altitude
7) Trim for 75 KIAS (See ACS definition of slow flight) Recovery
8) Increase manifold pressure to 25″, then props back to 2500 RPM
9) Lower the pitch
10) Flaps, gear (below 107), flaps, flaps
11) Cruise checklist
Slow Flight in the takeoff configuration (clean)
1) Clearing turns
2) Cowl flaps, T, gauges/gauges, mixture
3) Manifold pressure-approximately 15″
4) Props-full forward/high RPM below 100 KIAS
5) Adjust power to maintain speed and altitude
6) Trim for 80 KIAS (See ACS definition of slow flight) Recovery
7) Increase manifold pressure to 25″, then props back to 2500 RPM
8) Lower the pitch
9) Cruise checklist
Power-off stall (landing configuration/dirty)
1) Steps 1-5 of slow flight dirty (maintain altitude)
2) Upon reaching 88 KIAS (blue line/final speed), enter a descent for 3-5 seconds
3) Power to idle
4) Smoothly pivot in place in an attempt to ‘stretch the glide’
5) Hold pitch approximately 10 degrees above the horizon (eyes outside)
6) Recover at the first indication of a stall (see ACS) Recovery
7) Reduce AoA by lowering the nose slightly below the horizon
8) Apply full power (minimizes the altitude loss)
9) Flaps 40 25
10) Gear up
11) Establish a climb pitch attitude when speed permits
12) Positive rate of climb, Flaps 25 10 then 10 0
13) Level off and cruise checklist at entry altitude
Power-on stall (takeoff configuration/clean)
1) Steps 1-5 of slow flight clean (maintain altitude)
2) Upon reaching 80 KIAS, simultaneously raise the pitch and apply 20″ of manifold pressure
3) Continue to smoothly and steadily increase the pitch
4) Recover at the first indication of a stall (see ACS) Recovery
5) Reduce AoA by lowering the nose all the way to the horizon
6) Apply full power (minimizes altitude loss)
7) Level off and cruise checklist at entry altitude
Accelerated stall
1) Steps 1-4 of slow flight clean (maintain altitude)
2) Nose up trim
3) Verify left is clear
4) Between 90-100 KIAS, idle both throttles and roll into a 45-degree bank to the left
5) Try to maintain altitude by increasing back pressure (use nose up trim)
6) Recover at the first indication of a stall (see ACS) Recovery
7) Release back pressure
8) Roll wings level using coordinated aileron and rudder
9) Apply full power when wings are level (must wait until wings level, reduces risk of a spin)
10) Level off and cruise checklist at entry altitude
11) Repeat steps 1-10 to the right
Steep turns
1) Clearing turns
2) Cowl flaps, T, gauges/gauges, mixture
3) Adjust power so that airplane is below maneuvering speed (20″, 2300 RPM)
4) Select a heading and/or landmark
5) Verify clear left
6) Smoothly roll into a 50-55-degree left turn using coordinated aileron and rudder; trim as needed
7) Smoothly roll out from the left turn into a 50-55-degree turn to the right (begin doing this approximately 25 degrees of heading before entry heading.)
8) At the completion of the 360-degree right turn, level off and complete the cruise checklist
Emergency descent
1) Clearing turns
2) Power idle, propellers full forward, mixture rich
3) Gear down below 140 KIAS
4) Cowl flaps closed, T
5) Pitch down for 130 KIAS
6) Make left/right clearing turns or spiral left Recovery/Cleanup
7) Level the wings and begin leveling off 200-300 feet before desired altitude
8) Hold altitude with pitch until speed drops below 107 KIAS
9) Retract landing gear below 107 KIAS
10) Immediately apply 25″ manifold pressure
11) Accelerate to cruise speed
12) Cruise checklist
VMC Demo
1) Steps 1-4 of slow flight clean (maintain altitude)
2) Left cowl flap closed; right cowl flap open
3) Declare a heading/visual reference to maintain
4) Before reaching 90 KIAS, bring the left throttle to idle and the right throttle to full
5) Slowly pitch up to decrease speed by 1 KIAS per second
6) Increase rudder and aileron to maintain heading
7) Recover upon losing directional control or at the first indication of a stall Recovery
8) Idle the throttle on the working engine. Remember to release rudder pressure as you do this.
9) Lower the nose below the horizon
10) SLOWLY bring the power back up on the right engine
11) Regain single engine straight and level flight
12) Resume normal flight with both engines
13) Level off and cruise checklist at entry altitude
Engine failure during the takeoff roll
1) Both throttles: Idle
2) Regain directional control: Parallel the centerline
3) Return to centerline
4) Apply braking
5) Notify the Tower or CTAF of aborted takeoff
Engine failure (left) below 1000 feet AGL
1) Maintain directional control and blue line
2) Mixtures full, props full, throttles full
3) Flaps up, gear up
4) Slap left leg and touch left throttle while announcing “left leg dead, left engine dead”
5) Verify left engine is dead by bringing the throttle back. If the airplane yaws, the left engine is not dead. You may have had a partial power failure, or you may have misidentified the dead engine.
6) Announce “left foot dead, left prop feather” and “left foot dead, left mixture idle-cutoff”
7) Close the cowl flap on the dead engine
8) Complete the feather checklist when time and altitude permit
9) Continue flying straight until reaching 1000′ AGL before attempting a turn back to the runway.
10) Declare an emergency with ATC and begin preparations for a single engine landing
Transitioning back to normal flight from simulated single engine flight (bottom to top)
1) Cowl flaps as required
2) Carb heat off
3) Propellers 2500 RPM
4) Slowly bring manifold pressure to 25″ while releasing rudder pressure
5) Accelerate to cruise speed
6) Throttles-desired manifold pressure for cruise
7) Props-desired RPM for cruise
8) Trim
9) Cruise checklist
Landing gear fails to extend
1) Recycle the gear selector handle (move it up, then back down)
2) Troubleshoot: Master switch on, Nav-lights switch off, indicator bulbs in, circuit breakers in
3) Leave the pattern: Find a safe and quiet area/altitude to continue troubleshooting. Notify ATC. Make sure to maintain situational awareness while troubleshooting (Eastern Airlines Flight 401)
4) Emergency Gear Extension: Reduce speed below 100 KIAS. Place gear selector in the down position. Pull the emergency gear extension knob. Leave this knob out…only maintenance can push it back in. Verify 3 green, no red. One or more wheels not indicating down and locked
5) Yaw: If left gear does not lock in place, yaw left. If right gear does not lock, yaw right. If nose gear does not lock, use pitch. Ensure airspeed is at or below 100 KIAS.
6) Bulbs: Check that the green indicator bulbs are pushed all the way in. If one is unlit, swap it with a working one. If a green bulb is blown, the red light will most likely be unlit.
7) Test the gear horn: Bring throttles to idle and extend flaps past 25 degrees. If gear horn does not sound, landing gear is most likely down and locked. Landing without positive confirmation of all 3 gear down and locked
8) Declare an emergency: Clearly explain your situation to ATC. Tell ATC what you need (long/wide runway, emergency services). Be prepared to provide information regarding fuel and souls onboard.
9) Make a low approach: Do a flyby of the tower or a low pass so that your gear can be inspected. ATC can tell you that your gear appears to be down, not if your gear is truly down and locked.
10) Notify ATC of your intensions to land: Let ATC know of your intentions to land (when you are ready). Inform them that you will be evacuating on the runway regardless of the outcome.
11) Land: Touch down smoothly on the positively locked main gear using a slip. If the nose gear is not locked, hold it off as long as possible. Avoid making turns (side loads) and avoid braking if able. Secure engines on landing rollout. Master switch off. Evacuate on the runway. Do not taxi. Do not try to ‘save’ the engines by shutting down on final as you may need to go around.
Engine failure troubleshoot flow
1) Fuel selector: On
2) Primer: Locked
3) Carburetor heat: On
4) Mixture: Set
5) Magnetos: On
6) Fuel pump: On
Engine feather/shutdown
Verbally identify left/right for each component on the checklist that could shut down the engine. This is to avoid inadvertently shutting down your only working engine.
“Left engine dead, left prop feather”
“Left engine dead, left mixture idle-cutoff”
“Left engine dead, left engine magnetos off” (turn off one at a time)
“Left engine dead, left fuel selector off”
T-Strobes, landing light, fuel pumps
Gauges/Gauges-Check left and right engine gauges
The fuel to climb to 4,000 from seal level is 12 pounds and the fuel used to climb to 12,000 feet from sea level is 37 pounds. The difference is 37 minus 12 equals 25 pounds.
In the notes section of the figure you will see that in #2 you need to increase time, fuel, and distance by 10 percent for each 7 degrees C above standard temperature. The standard temperature lapse rate is 2 degrees C per 1,000 feet. And the standard temperature at sea level is 15 degrees C.
Given this info we can get the standard temperature at 4,000 should be 7 degrees C (15 degrees C at sea level and the lapse rate is 2 degrees C per 1,000 feet or 15 degrees C – 8 degrees equals 7 degrees C).
So in the question “Given” section, our temperature of 21 degrees C is 14 degrees above standard. We have to increase the fuel by 10 percent for each 7 degrees above standard, you multiply standard conditions use by 120 percent for 14 degrees C over standard.
The fuel needed to climb is 30 pounds or 25 pounds times 1.20.
You also need to add 16 pounds of fuel for engine start, taxi, and takeoff. So 30 pounds plus 16 pounds equals 46 pounds.
