Passenger briefing

[davevramp]

I am working on a commercial ticket. The instructor wants to see a check list and
a passenger briefing. Does anyone have either of these
Thanks in advance.
Dave

[GAHorn]

The Owner's Manual has a checklist.
A passenger briefing would ordinarily inform the pax of FAR 91.107 (use of seatbelts, shoulder harness, child restraints) and FAR 91.519 (Passenger briefing). Although 91.519 is required for large aircraft, it is also applicable/useable to/for most others.
The primary information will include instructions in the use of seatbelts, door operations, fire extinguisher and first aid kit location/use, and ditching instructions (whether the flight will operate of large bodies of water or not, and location of floatation equipment and any special instructions for ditching.)

Here's a copy of the pertinent info:
A. BEFORE ENTERING THE AIRPLANE.
(1) Check oil level. Do not operate on less than four quarts. Fill
for extended flights. For seaplane, refer to Section III Operating
Details.
(2) On first flight of the day, drain a small (one-ounce) quantity
of fuel from fuel strainer drain to insure that no free water is
in the fuel line.
(3) Check quantity of fuel (two gages).
(4) Make a visual check of the airplane.
(5) Remove control locks, if installed.

B. BEFORE STARTING THE ENGINE.
(1) Operate controls and make a rapid visual check for proper
operation.
(2) Make sure windshield is clean for maximum visibility.
(3) Adjust seat for comfort and distance to rudder pedals.
(4) Check brakes and set parking brake.
(5) Fasten and check safety belt.

C. STARTING THE ENGINE.
(1) Set carburetor heat to "cold" (full in).
(2) Set mixture control to "full rich" (full in).
(3) Set fuel tank selector to "both tanks". (Take-off on less than
1/4 tank is not recommended.)

D. TAXYING (added by me)
CHECK BRAKES
CONFIRM FLIGHT CONTROLS/FLAPS/FUEL(1) Do not allow engine to operate at more than 800 r.p.m. for
first 60 seconds after starting. (Especially important in cold
weather as lubricating oil will be slow in circulating.) After
starting if oil gage does not begin to show pressure within
30 seconds in the summertime and about twice that long in
very cold weather, stop engine and investigate. Lack of oil
pressure may cause serious engine damage.
(2) Avoid the use of carburetor heat unless icing conditions prevail.
(3) After two to three minutes running at 800 r.p.m., open the
throttle gradually to 1000 r.p.m. and allow to run for three
to five minutes or until engine is sufficiently warm for takeoff.
Warm-up may be accomplished during taxiing. Do not
overheat the engine by running engine at high speed while
on the ground. It is not necessary to run the engine until oil
is "hot"; if engine accelerates smoothly and oil pressure remains
steady, you are ready for take-off.

E. BEFORE TAKE-OFF.
(1) Apply toe brakes.
(2) Set altimeter.
(3) Set trim tab to "take-off" position.
(4) Check oil pressure—should show 30 to 40 Ibs./sq. in. (Min.
imum idling oil pressure—5 Ib./sq. in.).
(5) Check engine magnetos at 1600 r.p.m. by opening the throttle
and switching off separately each magneto momentarily.

F. TAKE-OFF.
(1) Set flaps (20° — second notch) if desired.
(2) Release brakes.
(3) Turn carburetor heat "off" (full in).
(4) For take-offs use full throttle, or power required. (MIN RPM 2230)
(5) Heels on the floor to avoid dragging brakes.
(6) Climb at full throttle, or power required for safety. Best rate
of climb—88 m.p.h. indicated airspeed.
If flaps were used, AFTER OBSTACLES CLEARED retract them slowly as soon as a reasonable
altitude has been attained. (See "Use of Flaps For Take-
Off' paragraph on page 29.) RECONSIDER USE OF T.O. FLAPS ABOVE 4 000 ASL. USE OF FLAPS
AT HIGH ELEVATIONS INCREASES T.O. DISTANCES

G. CRUISING.
(1) Recommended cruising r.p.m.—2450.
(2) Trim airplane by adjusting elevator tab.
(3) Oil pressure—30-55 Ibs./sq. in.
(4) Oil temperature—within green arc range. (240-F LIMIT W/SAE 50 WT OIL)
(5) Lean mixture to maximum r.p.m.; then enrichen mixture until
r.p.m. begins to decrease.
(6) Lean mixture as required to obtain smooth engine operation
when using carburetor heat in cruise.

H. BEFORE LANDING.
(1) Set fuel valve to both tanks.
(2) Set mixture control full rich (full in).
(3) Apply full carburetor heat before closing throttle. If a long
letdown is available, avoid "chopping" the throttle.
(4) Suggested glide speed—70-75 m.p.h.
(5) Lower flaps as desired (do not lower flaps when indicated
airspeed is above 100 m.p.h.)
(6) Retain cruising elevator trim tab setting.

I. AFTER LANDING.
(1) Raise flaps.
(2) Normal glide and taxiing should cool engine sufficiently;
however, if excessive amount of taxiing is necessary, allow
engine to cool before cutting ignition by allowing to idle at
800 r.p.m. two to three minutes.
(3) Stop engine by pulling mixture control knob to full lean position.
Do not open throttle as engine stops.
(4) After engine stops, turn ignition switch "off".
(5) Turn all switches "off". Be sure MASTER OFF—otherwise your battery
may run down over night. (Anti-collision light ON permanently is OK as reminder.)
(6) CHOCKS/TIE-DOWN APPLIED. Set parking brake, if required. (Hopefully yours is permanently disabled/removed.)
(7) Overnight storage - Fuel Selector OFF.





91.519 Passenger briefing.
top
(a) Before each takeoff the pilot in command of an airplane carrying passengers shall ensure that all passengers have been orally briefed on—

(1) Smoking. Each passenger shall be briefed on when, where, and under what conditions smoking is prohibited. This briefing shall include a statement, as appropriate, that the Federal Aviation Regulations require passenger compliance with lighted passenger information signs and no smoking placards, prohibit smoking in lavatories, and require compliance with crewmember instructions with regard to these items;
(2) Use of safety belts and shoulder harnesses. Each passenger shall be briefed on when, where, and under what conditions it is necessary to have his or her safety belt and, if installed, his or her shoulder harness fastened about him or her. This briefing shall include a statement, as appropriate, that Federal Aviation Regulations require passenger compliance with the lighted passenger sign and/or crewmember instructions with regard to these items;

(3) Location and means for opening the passenger entry door and emergency exits;

(4) Location of survival equipment;

(5) Ditching procedures and the use of flotation equipment required under §91.509 for a flight over water; and

(6) The normal and emergency use of oxygen equipment installed on the airplane.

(b) The oral briefing required by paragraph (a) of this section shall be given by the pilot in command or a member of the crew, but need not be given when the pilot in command determines that the passengers are familiar with the contents of the briefing. It may be supplemented by printed cards for the use of each passenger containing—

(1) A diagram of, and methods of operating, the emergency exits; and

(2) Other instructions necessary for use of emergency equipment.

(c) Each card used under paragraph (b) must be carried in convenient locations on the airplane for the use of each passenger and must contain information that is pertinent only to the type and model airplane on which it is used.

(d) For operations under subpart K of this part, the passenger briefing requirements of §91.1035 apply, instead of the requirements of paragraphs (a) through (c) of this section.

[Doc. No. 18334, 54 FR 34314, Aug. 18, 1989, as amended by Amdt. 91–231, 57 FR 42672, Sept. 15, 1992; Amdt. 91–280, 68 FR 54561, Sept. 17, 2003]

[N2865C]

Don't forget the important stuff.......

http://www.cessna120-140.org/forum/download.php?id=2697

[Bill Hart]

(6) Retain cruising elevator trim tab setting.

I am curious George why would you do that and not retrim for best glide?

[GAHorn]

That IS an interesting suggestion. They have you slow to 70-75 glide and then lower flaps. Slowing creates a nose heavy situation requireing nose up trim. Adding flaps creates a nose light situation requiring nose down trim. Perhaps they feel the two cancel each other?
I've never tried it.

[Roesbery]

I seldom change trim once it is trimed for cruise. 20 degrees flap gets the approach speed I want with reduced power and same with full flaps. Also a go around is already set up, bleed off flaps to 20 degrees as able and go. Does take a firm hand on the yolk,but the 170 is so light even loaded to the gills that it's easy to handle. Might change trim on a long decent to pick up some speed, but will retrim to level cruise when the desired altitude is reached. Been doing it that way for over 30 years.

[GAHorn]

I tried it yesteray while arriving here at Branson. Reducing power and speed for the approach resulted in a need to apply nose up trim (but I did not make that trim change.) Adding flaps for the approach resulted in a cancellation of that trim requirement. They almost exactly negated each other.
All these years I've reduced speed and trimmed nose-up, then added flaps and trimmed nose down.
Who says you can't teach an "old dogg" new tricks?

[Robert Eilers]

Trim discussions are a lot like leaning discussions, there is great room for debate. I believe it is best to trim the aircraft for optimal control pressures in every stage of flight. In the event of a distraction or interruption I can release the control wheel and reasonably expect the aircraft attitude not to change much. I am an avid proponent of trimming the aircraft for neutral control pressures on final apporach. I am able to much more precisely fly the aircraft. If a go around becomes necessary I just retrim. I figure the trim wheel is there for a reason, why not use it.

[Roesbery]

I was taught to pull in the 20 degrees flaps during the turn to base and the tendency to clime will be used to make the turn without any gain in altitude or force on the yolk. Full flaps when you know the tuchdown point is within reach.

[flyguy]

The Owner's Manual bla bla bla bla ---------------------------- G. CRUISING. (1) Recommended cruising r.p.m.—2450. bla bla bla

The recommended RPM for cruise noted in the "cruise performance charts" could, because of the possibility of less than advertised or rated horse power, result in higher MP readings if you have a MP gauge.

The explanation that Bruce posted when he told of his trip to and from Branson is almost identical to the procedure I have used over the years. According to the performance chart in my '52 POH, at 7500' / 2450RPM , you are cruising at 117mph and getting 17.5mpg. At 2600RPM your cruise speed is 126 mph and you are getting 15.2 mpg. On a 500 mile leg, at 117mph, you will be in the air 4.3 hr. The same leg at 126mph will be 3.9 hr. Fuel consumption is 30.1 versus 32.3.

This was not a huge difference when avgas was $2.50 a gallon but at todays prices the shorter time in the air might not mean as much as saving the $10 bucks every 500 miles Just wonder about extended operation, at lower than 2650RPM, for carbon build up or lead fouling of the plugs.

Our "performance" chart also lists the BHP % for these RPMS. . ............ for those who want the explanation .............

Brake horsepower (bhp) is the measure of an engine's horsepower without the loss in power caused by the gearbox, generator, differential, water pump, and other auxiliary components such as alternator, power steering, and AC compressor. Thus the prefix "brake" refers to where the power is measured: at the engine's output shaft, as on an engine dynamometer. The actual horsepower delivered to the driving wheels is less. An engine would have to be retested to obtain a rating in another system. The term "brake" refers to the original use of a band brake to measure torque during the test (which is multiplied by the engine RPM and a scaling constant to give horsepower).

[GAHorn]

...bla bla bla bla bla....The recommended RPM for cruise noted in the "cruise performance charts" could, because of the possibility of less than advertised or rated horse power, result in higher MP readings if you have a MP gauge.

Don't know what school you went to to get that but a decrease in RPM with a fixed pitch prop will result because of a DECREASE in MP, my friend. (And I have the MP gauge you can look at to prove it if you are so inclined.)

...According to the performance chart in my '52 POH, at 7500' / 2450RPM , you are cruising at 117mph and getting 17.5mpg.

Uhmmm, again, don't know about that school over there in LooeasyAna but the math the rest of the world uses would equal 16.7 mpg at those settings, not 17.5

The problem with ALL those wonderful charts on this airplane is the implication that higher RPMs are easily achievable, as if all the pilot has to do is select that higher RPM and Away He Goes!
But....It just ain't so. With a standard prop (which is what those charts are based upon), those higher RPMs are not achievable in level flight under the standard atmospheric conditions those charts are predicated upon. It would have to be a LOW DENSITY ALTITUDE day to get those RPMs at the actual altitudes suggested in the charts, and it just ain't likely. The fact is, those higher RPM charts are not of much use at high altitudes because the loss of MP results in the inability to achieve those higher RPMs.

However, flyguy is on the right track as regards the wisdom of considering mpg as compared to gph. He just left a few things out of the discussion. It's generally better to use higher power settings with headwinds and lower power with tailwinds if you are trying to maximize your mpg.

... The actual horsepower delivered to the driving wheels is less. An engine would have to be retested to obtain a rating in another system. The term "brake" refers to the original use of a band brake to measure torque during the test (which is multiplied by the engine RPM and a scaling constant to give horsepower).

I can't find my "driving wheels"... so maybe everything I just posted was in the wrong forums.

[flyguy]

ya ya I INERTERPOLATED THU RONG WAY NAOW U WANNA WHUPUP ON ME. IN REALLYALLYTI I FAVOR THU RONG WAY FER 2450. STID OF GITTIN 17.5 U ONLI GITS 16.6 WHICH MAKE THU POINT EVEN STEVEN BETTER FER GITTIN THAR QWIKER. MAKIN 2650 REVS AT CRUISE AINT ON THE 7500' LINE BUT OLE '93D DIDER LOTS OF TIMES.

I ANIT CONFUSENUF YET BUT GITTIN THAR GOTS TU GO N SIP SUMOL LEF-OVER BEER!

[GAHorn]

ya ya I INERTERPOLATED THU RONG WAY NAOW U WANNA WHUPUP ON ME. IN REALLYALLYTI I FAVOR THU RONG WAY FER 2450. STID OF GITTIN 17.5 U ONLI GITS 16.6 WHICH MAKE THU POINT EVEN STEVEN BETTER FER GITTIN THAR QWIKER. ....

Uh... rong agin, Gar. 16.7 mpg is better gas mileage than 15.2. Geesh! Univ. of Looeasyana again.

[flyguy]

NOPE GAY HORN U MISS THE POINT! EENY NUT NOES THAT 16.6 IS BETTER THAN 15.6!!! WHEN THE FELLER WANTS TO GIT THERE A LIL FASTER AND IS WILLIN BY HIS STATEMENT TO PAY EXTRA FOR GAS THE MARGYN GETS SMALLER WITH YOUR CORRECTIN ME TU 16.6 STEAD OF 17.5 THAS WHY THE DIFFERENT BETWEAN 16.6 AN 15.2 IS WORTH EVEN BETTER THAN THE FIRS MATHEMATICAL BOO BOO AN THATS WHAT HE WAS ASKIN OVER IN THE OTHER THREAD - -WOOD HIM GOIN THE EXTRA RPM HURT THE ENGINE IF HESA WILLIN TU PAY FER THE EXTRA GAS . . . . .GOT IT NOW? YEP THEM AGGIES GOTS TO BE LED ROUN THE PIG PEN TWICE TU MAKE SURE THEY REMEMBER THE SMELL

[GAHorn]

.. WHEN THE FELLER WANTS TO GIT THERE A LIL FASTER AND IS WILLIN BY HIS STATEMENT TO PAY EXTRA FOR GAS ...WOOD HIM GOIN THE EXTRA RPM HURT THE ENGINE IF HESA WILLIN TU PAY FER THE EXTRA GAS . . . . .GOT IT NOW? YEP THEM AGGIES GOTS TO BE LED ROUN THE PIG PEN TWICE TU MAKE SURE THEY REMEMBER THE SMELL

Whew! What a mess!
Ol' Gar... WHICH feller are you talking about? daveramp? Robert Eilers? SteveF? I don't think you remember! You have got three different fellers in three different conversations in two different threads, and THIS thread is supposedly about passenger briefings!
(Answer: It's Robert ...in another thread... who wanted confirmation that increased engine power would not likely hurt this engine, and is who wanted to disregard the fuel burn in favor of saving a few minutes.)
He didn't ask about mpg. You tossed that illogical looeasyana math into the picture. At $5/gal, To save 18 minutes over a 300 mile trip at 7500' (2450 rpm vs 2600 rpm), it'd cost an additional $20 in fuel and unknown increased wear on the engine. Not worth it, in my opinion. As for range limitations, a 50-mile loss of range occurs at that higher power setting. If the trip were range limited, a fuel stop would have to be made due to the reduced range resulting from the higher power setting. How much time would avoiding the fuel stop have saved at the lower power setting?