First Edition Printing Corrections (Made on: 3-06-2010):

Chapter 5 Updates

The insert on the top of Page 5-39 should show the small red airplanes about two degrees to the right of the 190 degree inbound course and the 350 degree outbound radial, respectively.

 

First Edition Printing Corrections (Made on: 7-25-2009):

Chapter 13 Updates

In Chapter 13 , Page 13-11, the insert at the bottom of the page incorrectly states that the airplane in position #2 isn't required to use the holding pattern for course reversal. The corrected text is shown highlighted in yellow.

 

First Edition Printing Corrections (Made on: 1-3-2009):

Chapter 3 Updates

In Chapter 3 , Page 3-14, the Triangles of Agreement sidebar, second paragraph from the bottom. The last sentence in that paragraph has changed. The change in shown below in red.

The pitch triangle of agreement (see picture below) consists of the attitude indicator, vertical speed indicator and alternate static system. The attitude indicator and the VSI operate on separate power sources—vacuum and static pressure. Neither the airspeed indicator nor the altimeter should be used as the third instrument in the triangle, because both these instruments operate on the same static source as the VSI (remember, airspeed is the difference between dynamic pressure and static pressure).

Chapter 8 Updates

In Chapter 8 , Page 8-5, Figure 7, the picture and caption have changed (text changes shown in red) and the tally of approaches is five, not six.

Chapter 10 Updates

In Chapter 10 , Page 10-11, second column, last paragraph. I've changed the text (now shown in red) to read:

Chapter 13 Updates

In Chapter 13 , Page 13-5, Figure 3B, The text below the picture has changed (change shown in red).

When using a WAAS certified IFR receiver (as compared to a regular IFR certified GPS unit), the CDI scaling is much more sensitive in the enroute mode. With a WAAS unit, you can expect your CDI scale scaling to be +/– 2 nm, with five dots representing 2 nm of course deviation (position D). This equates to .4 nm per dot when using a WAAS unit. The terminal mode sensitivity stays the same but the approach mode sensitivity increases similar to that of an ILS approach.

Chapter 17 Updates

In Chapter 17 , Page 17-11, on this page only, all numbers reading "400" feet should actually be "480" feet. This includes the values shown in Figure 19, 20 and in the altimeter in figure 21. So take your pen and change every "400" number to "480" on this page.

 

 

First Edition Printing Corrections (Made on: 1-01-2008):

Chapter 2 Updates

In Chapter 2, Page 2-36, Figure 62 is shown corrected below. The last two gyros (gyro B and C), were tilted properly but the background attitude indicator display didn't show the effects of gyro tilt. The figure below shows the proper precession of these instruments.

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Chapter 4 Updates

In Chapter 4, Page 4-33, first column, fourth paragraph, the first sentence should read, "I once asked a student in class what it meant if a pilot experienced shallow, quick breathing or panting."

Chapter 5 Updates

In Chapter 5, Page 5-10, Figure 15, The HSIs associated with quadrant B show their CDIs on the wrong side of the course selector. The CDIs should be positioned as shown below:

In Chapter 5, Page 5-31, first column, line 9, the sentence should read, "While on the glideslope, at decision height (DH) you should see a flashing amber light somewhere on your panel and hear a series of Morse code alternating dots and dashes."

In Chapter 5, Page 5-36, second column, first paragraph, the identified for the Fond du Lac SDF is FLD.

Chapter 7 Updates

In Chapter 7, Page 7-19, sixth paragraph, the first sentence should read, "When operating within a busy terminal area like Los Angeles, you will experience many PDARs. For an IFR flight from Van Nuys (Figure 33, position E) to Fullerton (position F), the shortest airway routing is via V186 to intercept V459, then to the SLI VOR."

Chapter 10 Updates

In Chapter 10, Page 10-19 Figure 20, under "Categories," the definition of IFR should read, "Ceiling 500 to less than 1,000 feet and/or visibility 1 to less than 3 miles" and the definition of MVFR should read, "Ceiling 1,000 to 3,000 feet and/or visibility 3 to 5 miles inclusive."

In Chapter 10, Page 10-27, the fifth paragraph in the first column should read, "Arrow E indicates that the highest echo tops are at 30,000 feet MSL, with weak to moderate echoes, thunderstorms and rain showers (as indicated by the letters TRW), and cell movement is toward the northwest at 15 knots."

In Chapter 10, Page 10-35, Figure 39, the fourth and fifth rows of the graphic are corrected for typos.

Chapter 12 Updates

In Chapter 12, Page 12-3, first column, fourth paragraph. The first sentence should read, "From Seal Beach VOR (there are no seals at Seal Beach, either), you’d fly to BECCA, make a direct entry then track the localizer inbound and descend to the next allowable altitude."

In Chapter 12, Page 12-19, second column, the second sentence should read, "Circling is not applicable northwest...".

Chapter 13 Updates

In Chapter 13, Page 13-20, the letter "C" balloon points to FINOL intersection when it should point to FORKI intersection.

In Chapter 13, Page 13-23, second column, 7th paragraph, first sentence, the WAAS NOTAM should translate as: "Translated, this means that at KEBG, both LNAV/VNAV and LPV minimums are unreliable for use with effect from (WEF) May 4, 2008, at 1300 hours Z until May 4, 2008, 1700 hours Z."

Chapter 15 Updates

In Chapter 15, Page 15-22, first paragraph, the second to the last sentence should read, "When you’re 8 miles northwest of ZALJE intersection on V197 heading northwest bound, you’d change your OBS setting to track inbound on the 303 degree course to Shafter VOR."

Chapter 16 Updates

In Chapter 16, Page 16-20, second column, fifth line, the position referenced is B not C.

In Chapter 16, Page 16-27, second to the last paragraph, last sentence. Instead of Arcata (ACV) FSS, the FSS shown in the A/FD excerpt in Figure 51 for Hoopa airport is actually Oakland FSS.

Chapter 17 Updates

In Chapter 17, Page 17-12, the correct labeling for the PAP in Figure 23 is shown below.