The idea of this page is to give students who may be on their way out to us an idea of the cockpit layout of the Quik GT450 and the Blade 912, with the various instruments and controls. The pictures above and below show the dashboard with identifying letters by each item, and the function of each item is outlined below:
A - the compass - shows the direction the aircraft is pointing (the heading) in relation to Magnetic North
B - the ignition switch - shown here in the 'off' position. It has a 'run' position, 90° clockwise to the right. Once the engine is running, it should be noted that switching this switch off does NOT stop the engine. Switching the twin magnetos off achieves that, but they are not visible in this photo
C - 12V system warning light - no charge, steady red, all OK steady green, voltage too low slowly flashing red, voltage too high, quickly flashing red
D - starter button - pressing this cranks the engine over to start, once engine fires, it is released
E - fuel guage - max fuel contents 65 litres
F - electric trim system overload circuit breaker
G - the airspeed indicator (ASI) - this shows the speed of the aircraft as it passes through the air, in mph. Take-off speed is 50mph, landing speed about the same. Minimum flight speed possible (the stall speed) is around 40mph. In the training excercises we can fly in the range 40mph - 95mph, although most of the flying is carried out in the 50 - 80mph range. Maximum speed possible in level flight is around 95mph, while the maximum authorised speed in a dive (the Vne) is 115mph
H - the vertical speed indicator (VSI) or variometer - shows the rate of climb or descent of the aircraft in hundreds of feet per minute. At maximum weight the aircraft will climb at full throttle at 1200feet/min
I - the altimeter - depending on how it is set, shows the height of the aicraft either above sea level (QNH - 100ft as shown here), or above ground level (QFE). The altimeter has 3 hands. The largest shows hundreds of feet, the 2nd largest shows thousands of feet, and the smallest (not visible here) shows tens of thousands of feet
J - oil pressure gauge - shows the pressure of the oil in the lubrication system in bars. The most critical engine gauge, with a minimum pressure allowed in flight of 1.5 bar, and a maximum allowed in flight of 7 bar
K - cylinder head temperature gauge (CHT) - shows the temperature of the cylinder heads in °C. Minimum before take-off must be 50°C, maximum allowed in flight of 135°C
L - twin exhaust gas temperature guage - shows the teperature of the exhaust gases after combustion - a weaker mixture will cause it to rise, a richer mixture will cause it to fall
M - trim position indicator - shows whether the electric trim system is set to slow, medium, or fast trim
N - engine tachometer (rev counter) - shows the rpm of the engine (not the propellor) in thousands of rpm. The engine ticks over at 1800rpm on the ground, and 2000rpm in flight. In the cruise at typical training speeds and weights, the engine will be turning at 3000-3500rpm. The engine is de-rated to reduce the climb rate which otherwise would be excessive for students, and at full throttle therefore only turns over at 4800rpm ( maximum power of 100hp is developed at 5500rpm). Maximum permitted engine speed is 5800rpm
O - oil temperature guage - shows the temperature of the engine oil - must be at least 50°c before take-off. Typically runs at 80°C - 110°C. max permitted temperature 130°C
P - landing light switch - up for on, down for off
Q - engine fuel mixture control - full left rich, full right lean. Set to lean only in the cruise, set to rich at all other times
R - VHF radio - having 760 channels, for communicating with airfields and other aircraft. Now obligatory at La Baule
A - the airspeed indicator (ASI) - this shows the speed of the aircraft as it passes through the air, in mph. Take-off speed is 45mph, landing speed about the same. Minimum flight speed possible (the stall speed) is around 30mph. In the training excercises we can fly in the range 30mph - 80mph, although most of the flying is carried out in the 45mph - 60mph range. Maximum speed possible in level flight is around 80mph, while the maximum authorised speed in a dive (the Vne) is 101mph
B - the clock - is accurate to 1 sec, and is controlled by a radio signal coming from Frankfurt
C - the vertical speed indicator (VSI) or variometer - shows the rate of climb or descent of the aircraft in hundreds of feet per minute. At maximum weight the aircraft will climb at full throttle at 900feet/min
D - the altimeter - depending on how it is set, shows the height of the aicraft either above sea level (QNH - 100ft as shown here), or above ground level (QFE). The altimeter has 3 hands. The largest shows hundreds of feet, the 2nd largest shows thousands of feet, and the smallest (not visible here) shows tens of thousands of feet
E - the compass - shows the direction the aircraft is pointing (the heading) in relation to Magnetic North
F - the fuel computer - shows two readings. One is the hourly fuel consumption in litres/hr; the other is fuel remaining in litres. The display changes automatically between one and the other every 5 secs. When the fuel remaining is less than 5 litres, the display will flash as an alarm function
G - the fuel pressure gauge - shows the pressure of the fuel as it arrives at the carburettors in bars. Minimum allowed is 0.2 bar, maximum allowed is 0.5 bar
H - ambient temperature gauge in °C
I - cylinder head temperature gauge (CHT) - shows the temperature of the cylinder heads in °C. Minimum before take-off must be 50°C, maximum allowed in flight of 150°C
J - electrical system voltmeter. Minimum allowed in flight 10V, maximum allowed in flight 15V
K - landing light switch, up for off, down for on
L - oil pressure gauge - shows the pressure of the oil in the lubrication system in bars. The most critical engine gauge, with a minimum pressure allowed in flight of 1.5 bar, and a maximum allowed in flight of 7 bar
M - oil temperature guage - shows the temperature of the engine oil - must be at least 50°c before take-off. Typically runs at 80°C - 110°C. max permitted temperature 135°C
N - engine tachometer (rev counter) - shows the rpm of the engine (not the propellor) in thousands of rpm. The engine ticks over at 1700rpm on the ground, and 2000rpm in flight. In the cruise at typical training speeds and weights, the engine will be turning at 3700-3800rpm. The engine is de-rated to reduce the climb rate which otherwise would be excessive for students, and at full throttle therefore only turns over at 4900rpm ( maximum power of 80hp is developed at 5500rpm). Maximum permitted engine speed is 5800rpm
O - the ignition switch - shown here in the 'off' position. It has a 'run' position, and a 'start' position. Once the engine is running, it should be noted that switching this switch off does NOT stop the engine. Switching the twin magnetos off achieves that, but they are not visible in this photo
P - the ground steering gear. Working the opposite way round to a conventional light aircraft or 3-axis microlight, right foot is pushed forward to turn left, and vice-versa. Must always be kept straight when landing!
Q - VHF radio - having 760 channels, for communicating with airfields and other aircraft. Now obligatory at La Baule
R - the ASI pitot tube - points into the airflow. The faster the aircraft is moving through the air, the higher the pressure in this tube, and the higher the indication on the ASI
S - the 12V power socket for the GPS (not fitted in this photo). At our school, students are not permitted to use GPS, but trained to navigate correctly as the syllabus demands. A GPS is only fitted to this aircraft when it is used in a private capacity
T - the fuel computer calibration button - used to enter the 'fuel remaining' in the selected fuel tank before the engine is started. Once the engine is running, the computer then counts down from this entered figure. It is accurate to 0.5 litres
U - radio channel change knob - this function can also be carried out using the keyboard
V - power 'on' and volume knob
W - 'squelch' knob - this is adjusted to eliminate unwanted background ('white') noise
X - footbrake - can be locked in position to give a parking brake facility, avoiding the need to chock the aircraft
