N4002

=Use of GPS= The KLN-900 is a satellite based, long range navigation system FAA certified for IFR en route, terminal, and non precision approach operations. (NATOPS 18-16) Input all airports/navaids near your route of flight. This is especially helpful when flying through/near class B, C, or D airports so you don't inadvertantly penetrate their airspace.

GPS Owner's Manual located here.

Opnav states that for civilian GPS systems (like the 57) you have to look at the Natops to determine what is and isn't allowed. According to natops you can't use GPS as the sole source of navigation in actual IMC conditions, so it can technically be used as the sole source of navigation when you are IFR as long as the weather is good.

=Wake Turbulence= Lots of good information in 7-3 of the AIM. Some highlights below.

When following a larger aircraft, don't fly behind them. Land beyond their landing point, and take off prior to their takeoff point. Take off beyond their landing point. Remember that wind blows vortices around.

7-3-6 (AIM) Vortex Avoidance Procedures (excerpt)

1. Landing behind a larger aircraft-same runway. Stay at or above the larger aircraft's final approach flight path-note its touchdown point-land beyond it.

4. Landing behind a departing larger aircraft - same runway. Note the larger aircraft's rotation point-land well prior to rotation point.

6. Departing behind a larger aircraft. Note the larger aircraft's rotation point and rotate prior to the larger aircraft's rotation point.

the worst wing conditions for this are a quartering tail wind from the right, which will blow the vortices right onto the runway

7-3-7 (AIM) Helicopters

In a slow hover taxi or stationary hover near the surface, helicopter main rotor(s) generate down-wash producing high velocity outwash cortices to a distance approximately three times the diameter of the rotor. When rotor downwash hits the surface, the resulting outwash vorticies have behavioral characteristics similar to wing tip vortices produced by fixed wing aircraft. However, the vortex circulation is outward, upward, around, and away from the main rotor(s) in all directions. Pilots of small aircraft should avoid operating within three rotor diameters of any helicopter in a slow hover taxi or stationary hover. In forward flight, departing or landing helicopters produce a pair of strong, high-speed trailing vortices similar to wing tip vorticies of larger fixed wing aircraft.

=LAHSO= Land-and-hold-short-operations. Good info in the AIM (4-3-11). You must read back all LAHSO instructions, and have tower/ground permission to cross the intersecting runway/taxiway. You can, and are encouraged, to decline LAHSO clearance if you think it will compromise safety. Don't accept LAHSO unless you have a good understanding of the airport layout. Pilots should only receive LAHSO clearance when there is a minimum ceiling of 1,000 feet and 3 statute miles visibility (i.e. it should be VFR so you can see the traffic you're holding short for).

Direct from the AIM (http://www.faa.gov/air_traffic/publications/atpubs/aim/Chap4/aim0403.html) 4-3-11. Pilot Responsibilities When Conducting Land and Hold Short Operations (LAHSO)

a. LAHSO is an acronym for "Land and Hold Short Operations." These operations include landing and holding short of an intersecting runway, an intersecting taxiway, or some other designated point on a runway other than an intersecting runway or taxiway. (See FIG 4-3-6, FIG 4-3-7, FIG 4-3-8.)

b. Pilot Responsibilities and Basic Procedures.

1. LAHSO is an air traffic control procedure that requires pilot participation to balance the needs for increased airport capacity and system efficiency, consistent with safety. This procedure can be done safely provided pilots and controllers are knowledgeable and understand their responsibilities. The following paragraphs outline specific pilot/operator responsibilities when conducting LAHSO.

2. At controlled airports, air traffic may clear a pilot to land and hold short. Pilots may accept such a clearance provided that the pilot-in-command determines that the aircraft can safely land and stop within the Available Landing Distance (ALD). ALD data are published in the special notices section of the Airport/Facility Directory (A/FD) and in the U.S. Terminal Procedures Publications. Controllers will also provide ALD data upon request. Student pilots or pilots not familiar with LAHSO should not participate in the program.

3. The pilot-in-command has the final authority to accept or decline any land and hold short clearance. The safety and operation of the aircraft remain the responsibility of the pilot. Pilots are expected to decline a LAHSO clearance if they determine it will compromise safety.

4. To conduct LAHSO, pilots should become familiar with all available information concerning LAHSO at their destination airport. Pilots should have, readily available, the published ALD and runway slope information for all LAHSO runway combinations at each airport of intended landing. Additionally, knowledge about landing performance data permits the pilot to readily determine that the ALD for the assigned runway is sufficient for safe LAHSO. As part of a pilot's preflight planning process, pilots should determine if their destination airport has LAHSO. If so, their preflight planning process should include an assessment of which LAHSO combinations would work for them given their aircraft's required landing distance. Good pilot decision making is knowing in advance whether one can accept a LAHSO clearance if offered.

FIG 4-3-6 Land and Hold Short of an Intersecting Runway

EXAMPLE- FIG 4-3-8 - holding short at a designated point may be required to avoid conflicts with the runway safety area/flight path of a nearby runway.

NOTE- Each figure shows the approximate location of LAHSO markings, signage, and in-pavement lighting when installed.

REFERENCE- AIM, Chapter 2, Aeronautical Lighting and Other Airport Visual Aids.

FIG 4-3-7 Land and Hold Short of an Intersecting Taxiway

FIG 4-3-8 Land and Hold Short of a Designated Point on a Runway Other Than an Intersecting Runway or Taxiway

5. If, for any reason, such as difficulty in discerning the location of a LAHSO intersection, wind conditions, aircraft condition, etc., the pilot elects to request to land on the full length of the runway, to land on another runway, or to decline LAHSO, a pilot is expected to promptly inform air traffic, ideally even before the clearance is issued. A LAHSO clearance, once accepted, must be adhered to, just as any other ATC clearance, unless an amended clearance is obtained or an emergency occurs. A LAHSO clearance does not preclude a rejected landing.

6. A pilot who accepts a LAHSO clearance should land and exit the runway at the first convenient taxiway (unless directed otherwise) before reaching the hold short point. Otherwise, the pilot must stop and hold at the hold short point. If a rejected landing becomes necessary after accepting a LAHSO clearance, the pilot should maintain safe separation from other aircraft or vehicles, and should promptly notify the controller.

7. Controllers need a full read back of all LAHSO clearances. Pilots should read back their LAHSO clearance and include the words, "HOLD SHORT OF (RUNWAY/TAXIWAY/OR POINT)" in their acknowledgment of all LAHSO clearances. In order to reduce frequency congestion, pilots are encouraged to read back the LAHSO clearance without prompting. Don't make the controller have to ask for a read back!

c. LAHSO Situational Awareness

1. Situational awareness is vital to the success of LAHSO. Situational awareness starts with having current airport information in the cockpit, readily accessible to the pilot. (An airport diagram assists pilots in identifying their location on the airport, thus reducing requests for "progressive taxi instructions" from controllers.)

2. Situational awareness includes effective pilot-controller radio communication. ATC expects pilots to specifically acknowledge and read back all LAHSO clearances as follows:

EXAMPLE- ATC: "(Aircraft ID) cleared to land runway six right, hold short of taxiway bravo for crossing traffic (type aircraft)." Aircraft: "(Aircraft ID), wilco, cleared to land runway six right to hold short of taxiway bravo." ATC: "(Aircraft ID) cross runway six right at taxiway bravo, landing aircraft will hold short." Aircraft: "(Aircraft ID), wilco, cross runway six right at bravo, landing traffic (type aircraft) to hold."

3. For those airplanes flown with two crewmembers, effective intra-cockpit communication between cockpit crewmembers is also critical. There have been several instances where the pilot working the radios accepted a LAHSO clearance but then simply forgot to tell the pilot flying the aircraft.

4. Situational awareness also includes a thorough understanding of the airport markings, signage, and lighting associated with LAHSO. These visual aids consist of a three-part system of yellow hold-short markings, red and white signage and, in certain cases, in-pavement lighting. Visual aids assist the pilot in determining where to hold short. FIG 4-3-6, FIG 4-3-7, FIG 4-3-8 depict how these markings, signage, and lighting combinations will appear once installed. Pilots are cautioned that not all airports conducting LAHSO have installed any or all of the above markings, signage, or lighting.

5. Pilots should only receive a LAHSO clearance when there is a minimum ceiling of 1,000 feet and 3 statute miles visibility. The intent of having "basic" VFR weather conditions is to allow pilots to maintain visual contact with other aircraft and ground vehicle operations. Pilots should consider the effects of prevailing inflight visibility (such as landing into the sun) and how it may affect overall situational awareness. Additionally, surface vehicles and aircraft being taxied by maintenance personnel may also be participating in LAHSO, especially in those operations that involve crossing an active runway.

=Air Taxi / Hover Taxi= According to the AIM:(4-3-17 2. & 3.) Hover taxi is generally slow and below 20 feet along a taxiway, but the AIM allows you to go higher if you need to avoid ground turbulence.

Air taxi is higher and faster, and permits flight over obstructions/grass. Usually below 100 feet and the speed at the discretion of the pilot

From the FTI: Hover taxi is movement above the surface while in ground effect at airspeeds less than 20 KTS. Actual height may vary, some helos require hover taxi above 25 FT AGL to reduce ground effect turbulence or provide clearance for sling cargo loads.

Air taxi is used to describe helicopter movement above the surface but normally not above 100 FT AGL. The a/c may proceed either via hover taxi or flight at speeds more than 20 KTS. The pilot is solely responsible for selecting a safe airspeed/altitude for the operation being conducted.

=Airport Ops With/Without Control Tower= Check out the AIM section 4-3-2 to 4-3-4 With tower: Make all standard calls to ground and tower. You can request landing to taxiway or directly to the FBO ramp. You can request to takeoff from present position, taxiway intersection, or pretty much anywhere else. Without tower: Make standard CTAF calls on CTAF, UNICOM, or MULTICOM. Call for taxi, takeoff, departing the pattern, clear to the (general direction), 10 miles inbound, 5 miles inbound, entering the pattern, downwind/base/final legs, and clear of the runway.