tag:blogger.com,1999:blog-48849094573734296642024-03-13T13:03:29.914+00:00AEROfileUnknownnoreply@blogger.comBlogger67125tag:blogger.com,1999:blog-4884909457373429664.post-36425082423717296762024-01-05T10:57:00.008+00:002024-01-09T08:44:58.051+00:00Air and Space Institute - Newark England<p style="text-align: justify;"> <span style="font-family: courier; font-size: large;">A £15.4m campus in the centre of the historic town of Newark is set to open its doors in September 2024. </span></p><p style="text-align: justify;"><span style="font-family: courier; font-size: large;">This will be a state-of-the-art facility for future aviation training.</span></p><p style="text-align: justify;"><span style="font-family: courier; font-size: large;">Students will have access to cutting-edge facilities.</span></p><p style="text-align: justify;"><span style="font-family: courier; font-size: large;">In October 2023 an Airbus A318 was transported to the site. This will be transformed into an A320Neo - one of the latest generation of aircraft flying through the skies of Europe and beyond. This demonstrates ASI’s commitment to providing the latest cutting-edge technology in the learning environment. </span></p><p style="text-align: justify;"><span style="font-family: courier; font-size: large;">Students studying with ASI before the opening of the new facility are learning at Newark College which offers industry-designed simulation suites that are fully equipped to aircraft manufacturer specifications.</span></p><p style="text-align: justify;"><span style="font-family: courier; font-size: large;">Apply now at <a href="http://www.asi-newark.co.uk">http://www.asi-newark.co.uk</a></span></p>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-4884909457373429664.post-38248266928014164922024-01-04T20:47:00.001+00:002024-01-04T20:48:13.868+00:00Future Pilot Requirement<p style="text-align: justify;"><span style="font-family: courier; font-size: medium;">There is an acute shortage of qualified pilots. All the evidence leads us to believe there will be a global shortage for at least the next 10 - 20 years and it is going to be severe. </span></p><p style="text-align: justify;"><span style="font-family: courier; font-size: medium;">This is an opportune time to begin a career as a pilot. The demand for skilled pilots is projected to increase significantly over the next few years. Flight schools and training institutions need to amplify their efforts to produce well-trained pilots to meet this demand. </span></p><p style="text-align: justify;"><span style="font-family: courier; font-size: medium;">With mandatory retirement and air travel demand growth a pipeline is crucial to maintain the number of pilots required in order to maintain global connectivity and growth.</span></p><p><span style="font-family: courier; font-size: medium;"><br /></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-family: courier; font-size: medium;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgQQ6hMq9TI3x0baNp8-LPHCPPIypPUVY7SfsOgbqw-6mbZ22nFiEs_sCMVZUqpWp6YdJ8YJuTTtdxIoX4VhZTXAGVZWp81FMLdkg34OllLrjbnMTSxOU6XU5jwvIm120qaoupVemzFFc-4znUcHclXd_AI8ysN1LjAelav2i1iNpB3nK9eGQ4YMQYr0g/s284/SkyJetDC10-30.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="166" data-original-width="284" height="166" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgQQ6hMq9TI3x0baNp8-LPHCPPIypPUVY7SfsOgbqw-6mbZ22nFiEs_sCMVZUqpWp6YdJ8YJuTTtdxIoX4VhZTXAGVZWp81FMLdkg34OllLrjbnMTSxOU6XU5jwvIm120qaoupVemzFFc-4znUcHclXd_AI8ysN1LjAelav2i1iNpB3nK9eGQ4YMQYr0g/s1600/SkyJetDC10-30.jpg" width="284" /></a></span></div><div style="text-align: center;"><span style="font-family: courier; font-size: medium;">SkyJet DC10-30</span></div><div style="text-align: center;"><span style="font-family: courier; font-size: medium;"><br /></span></div><div style="text-align: justify;"><span style="font-family: courier; font-size: medium;">In the next 20 years the air travel industry will need between 400,000 and 800,000 pilots (about 32,000 per year). 25% of commercial pilots will get to the mandatory retirement age of 65 in the next decade. Also there will be an increase in demand for air travel.</span></div><div style="text-align: justify;"><span style="font-family: courier; font-size: medium;"><br /></span></div><div style="text-align: justify;"><span style="font-family: courier; font-size: medium;">Is it a good career? A resounding "Yes" - it is exciting, rewarding and a challenging job. All evidence leads to the conclusion that there will continue to be a global shortage for at least the next 10 - 20 years and this shortage is going to be severe. This is an opportune time to begin a career as a pilot (and by extension: engineer, ground crew, cabin crew, ATC).</span></div><div style="text-align: justify;"><span style="font-family: courier; font-size: medium;"><br /></span></div><div style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiaIf6q2gHkeKNmPmcgrZ8Vdfzn6SeGGITmY0amIbY9gw9ox9eRXphkQ-pT3BwVzoIrfc7bPGoYMbd39ll37MxjlkpItujh328T4iCVocJ81z7gKMLIy4yevkfMdixCnpcLzEE982MYBGctA3QDa_CHQQw_V56Pdhe0vDxJvTbtCB28kNAwTmFWBDnweQ/s296/D-AIPX.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="202" data-original-width="296" height="202" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiaIf6q2gHkeKNmPmcgrZ8Vdfzn6SeGGITmY0amIbY9gw9ox9eRXphkQ-pT3BwVzoIrfc7bPGoYMbd39ll37MxjlkpItujh328T4iCVocJ81z7gKMLIy4yevkfMdixCnpcLzEE982MYBGctA3QDa_CHQQw_V56Pdhe0vDxJvTbtCB28kNAwTmFWBDnweQ/s1600/D-AIPX.jpg" width="296" /></a></div><div style="text-align: center;">LUFTHANSA Airbus A320</div>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-4884909457373429664.post-70752635452612836992019-01-29T10:33:00.001+00:002019-02-01T09:30:04.617+00:00Future Pilot RequirementIn 2018 Boeing delivered 806 new commercial aircraft. Airbus delivered 800.<br />
Boeing forecast a future pilot requirement of 790,000 by 2037.<br />
Airbus forecast a future pilot requirement of 450,000 by 2035.<br />
What is YOUR answer to the imminent pilot shortage?<br />
With more than 100 airliners per month being built how will the airline companies address the requirement to crew these aircraft?<br />
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Times have changed. We old-timers want to be reassured that when we shuffle up to the aircraft steps the guys up there on the flight deck are dedicated, highly trained, highly motivated, highly intelligent, well-balanced, confident individuals with the <i>right stuff. </i><b>But where will they come from?</b><br />
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Click <a href="http://aerofile.blogspot.com/2008/08/ppl-normal-circuit-approach-landing-ex.html">here</a> if you are interested in getting started with the basics.<br />
Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-4884909457373429664.post-69726023727054713922019-01-05T16:06:00.001+00:002019-01-06T08:57:31.959+00:00Haven't Posted For a While<div style="text-align: justify;">
I have just checked ClustrMaps to find that there is still a lot of interest in my flying blog. For this I am very grateful. As I am about to pass three-quarters of a century on this wonderful planet, much of which I have seen from an aircraft cockpit, I reflect on where aviation is going in the future.</div>
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Royal Airforce Force 1967 - Primary Flying Training at Church Fenton</div>
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A 'Perfect Storm' Pilot Shortage Threatens Global Aviation according to Marisa Garcia contributor to <i>Aerospace and Defense. </i>There has never been a better time to get your pilot's licence. According to Boeing aviation will need 790,000 new pilots by 2037. Airbus estimate demand at 450,000 pilots by 2035. Patently the gap between supply and demand is vast. </div>
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RAF Leeming Basic Flying Training 1968</div>
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Boeing and Airbus are building more than 100 single aisle aircraft per month - just the 737 and A320 models. Of course these mega-corporations are also building 787s, 777xs, 747s, A330s, A350s and A380S not to mention the ex-Bombardier A220. Embraer, Sukhoi and the Russo-Chinese cooperation are also coming on stream. AND we haven't even mentioned Gulfstream, Pilatus, Cessna, Dassault, Honda and helicopters and Tilt-Rotor aircraft and many other types.</div>
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RAF Bristol Britannia 1969 Lyneham</div>
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Obviously there has been a lot of change since the days when I flew the aircraft featured here. From 1992 to 1996 I was very fortunate in getting to fly up to date and state of the art glass cockpit fly-by-wire aircraft. My company (Excalibur Airways) sent me to Lufthansa for Airbus A320 training.</div>
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Lufthansa A320</div>
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DC10-30</div>
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Trained by United Airlines Denver, Colorado</div>
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Very enjoyable it was too. In 1996 I was sent to United Airlines in Denver, Colorado to train to fly the DC10-30. Back to round-dial, fly-by-cable - but wonderful. But I like to think that the tenets and principles inferred in the many pages of my aerofile blog still apply.</div>
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These days THIS is my aeroplane!</div>
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BMWR1150GSA</div>
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Watch this space for thoughts and comments from an old dinosaur. Would love to hear from you.</div>
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Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-4884909457373429664.post-8853690437218024072012-06-29T09:41:00.002+01:002012-06-29T13:35:01.952+01:00Solo flight at 16.<div style="text-align: justify;">
David Marchington celebrated his 16th birthday on 28th May by flying solo. At age 12 it was suggested that he might be the youngest pilot in Great Britain. From age 11, his dad, Dr Tony Marchington, would take him to the flying club every Sunday for flying lessons. A good education and David's all round development and mentoring was Tony's long term gift to his son.</div>
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<a href="http://aerofile.blogspot.co.uk/search/label/Youngest%20Pilot%20in%20Great%20Britain">http://aerofile.blogspot.co.uk/search/label/Youngest%20Pilot%20in%20Great%20Britain</a><br />
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Tragically Tony died last year. David's mum has bravely continued with the tradition and was there to see David fly solo. Dad Tony would have been very proud of his son.</div>
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Well done David. We are proud of you. PPL next.Unknownnoreply@blogger.com2tag:blogger.com,1999:blog-4884909457373429664.post-14093409664354878722010-09-24T10:00:00.030+01:002013-07-21T09:45:31.298+01:00How to Land a Light Aircraft.<div align="justify">
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<span class="Apple-style-span" style="color: #0b5394;">This Post was originally published on 26th August 2008. It is PPL Exercise 13: Normal Circuit, Approach & Landing. Use the Blog Archive and the 'flippy' triangles or 'Labels' to navigate to other postings. Previous postings include briefings for flying exercises, navigation and related subjects.</span></div>
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<span style="font-family: verdana;"><u>HOW TO LAND A LIGHT AIRCRAFT: or, if you prefer, HOW TO LAND A LIGHT AIRPLANE:</u> (Numbers based on a Cessna 152). Practise your Straight and Level lessons when flying the downwind leg. Look out and fly with reference to the visual horizon. Again the principle of <strong><span style="color: red;">Lookout - Attitude - Instruments</span></strong> should be applied. <strong><span style="color: red;">LOOKOUT</span></strong> and using the visual horizon is most important. As far as possible, keep the power constant at <strong>2150RPM</strong> (possibly tighten the throttle friction a little more) and make small elevator and aileron inputs to remain straight and level at 1000ft AAL. There is another good mnemonic (or do I mean <em>acronym?) </em>to consider when pressuring the controls: <strong><span style="color: red;">C.C.H.A.T.</span></strong> which stands for <strong><span style="color: red;">Change - Check - Hold - Adjust - Trim</span></strong>. It means that should you need to change the <strong><span style="color: red;">ATTITUDE</span></strong> or the <strong><span style="color: red;">POWER</span></strong>, then make a small change, check (i.e. stop the movement), hold the change and look at the instruments, adjust if required, and finally trim. At <strong>2150RPM</strong> the IAS should be approximately <strong>90KIAS</strong> (Knots Indicated Airspeed) and there should be little or no rudder input required to balance the aircraft.<br />
<span style="color: red;">Keep a very good lookout AND listen out for other aircraft. By listening to other traffic and to ATC you can build a picture of what is going on in the airport vicinity and who is where.</span></span><br />
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<span style="font-family: verdana;">Call downwind when abeam upwind end of the runway and do the pre-landing checks. These are normally <strong><span style="color: red;">BUMFFICHH</span></strong>: <strong><span style="color: red;"><u>B</u></span></strong>rakes OFF <strong><span style="color: red;"><u>U</u></span></strong>ndercarriage DOWN (Fixed!) <strong><span style="color: red;"><u>M</u></span></strong>ixture RICH (but as appropriate for high altitude airport) <strong><span style="color: red;"><u>F</u></span></strong>uel ON and Sufficient for Go-around and DIVERSION <strong><span style="color: red;"><u>F</u></span></strong>laps AS REQUIRED <strong><span style="color: red;"><u>I</u></span></strong>nstruments Ts and Ps CHECKED and Altimeter SET <strong><span style="color: red;"><u>C</u></span></strong>arb Heat CHECKED and set as required <strong><span style="color: red;"><u>H</u></span></strong>atches SECURE <strong><span style="color: red;"><u>H</u></span></strong>arnesses SECURE and FASTENED. <i><u>Note:</u></i> The Brakes should always be off in flight. The Mixture is always rich below 3000ft. The Fuel should be ON else we would have had to make a forced landing somewhere, and if we are short of fuel where better to be than in the circuit? There is no ELECTRIC FUEL PUMP on a Cessna 152. Flaps should still be at Zero. Instruments are routinely checked. Why would the Hatches and Harnesses be anything but secure and fastened? For my money <b><span class="Apple-style-span" style="color: #351c75;">the important checks here are: Mixture RICH - <span class="Apple-style-span" style="font-weight: normal;"><i>but not at higher altitude airports</i></span>. Altimeter SET. Carb Heat CHECKED and always scan the Ts and Ps. <i><u><span class="Apple-style-span" style="color: red;">Note:</span></u><span class="Apple-style-span" style="color: red;"> Undercarriage (Gear) and Fuel Pump(s) are crucially important on most types of aircraft.</span></i></span></b><br />
<span style="color: #000066;">The wind direction and strength is ALWAYS important to the pilot who should develop an awareness of what effect the moving air mass is having on the aircraft. In an ideal world in order to land with as low a ground speed as possible the runway for landing is always that closest to into wind. Of course we do not live in an ideal world and other factors have, also, to be considered by ATC or the Authority with regards to the runway for landing. Some of these other factors could be obstacles in the approach or in the go-around path, length, slope, noise- abatement etc. </span>Before turning onto Base Leg have an idea of what the wind effect will be on Base Leg. Will there be a <strong><span style="color: red;">HEAD WIND COMPONENT</span></strong> or a <strong><span style="color: red;">TAIL WIND COMPONENT</span></strong>?<br />
If there is a HEAD WIND COMPONENT then consider delaying power reduction AND to a higher power setting than the standard 1500RPM datum when you do judge it necessary, and if there is a TAIL WIND COMPONENT consider early power reduction to, possibly, a lower power setting than the standard <b>1500RPM</b> datum.<br />
<span style="color: #3333ff;"><span style="color: #000066;">Select Carb Heat ON and DECREASE POWER to the datum plus an increment or minus a decrement as stated above. The nose of the aircraft will want to drop with the decreased power. Do not let it! <strong>It is very important to maintain the height(QFE)/altitude(QNH) as power is reduced</strong>. Progressively increase the <u>attitude</u> as the aircraft decelerates in order to maintain the <u>altitude</u>. Include the ASI in your scan, and when the IAS is inside the WHITE ARC (Flap limit speed) and, depending on the HWC, select</span> <strong><span style="color: red;">Flap 20</span></strong> <span style="color: #000066;">(pausing briefly at Flap 10 because all selections made in an aircraft are <strong><em>'considered', 'measured'</em></strong> and <strong><em>'deliberate'</em></strong>). It is important to stress:</span> <u><strong><span style="color: red;">maintain the height/altitude as the speed reduces</span></strong></u>. <span style="color: #000066;">The rate of deceleration now 'increases', due to increased drag, and as the aircraft approaches</span> <strong><u><span style="color: red;">65KIAS</span></u></strong> </span><span style="color: #000066;">start the descent at the appropriate 'glide slope angle'. The fixed pitch propeller will also mean that the RPM will have decreased, so re-adjust the power as required. </span>Line up with the runway centre-line and note the wind direction by observing the windsock. Apply the appropriate amount of drift to maintain the aircraft on the centre-line all the way down the approach path.<br />
<span style="color: #3333ff;"><span style="color: #000066;">Now that the aircraft is lined up with the runway, the speed should be reduced to</span> <strong><u><span style="color: red;">60KIAS</span></u></strong> <span style="color: #000066;"><strong><em>(+ 1/2 of the headwind component - HWC</em></strong>). E.g. if the wind is 260/12 and the runway is 23 (say 230-deg Magnetic) then the wind is 30-degrees off the runway heading and from the right. 30-degrees off = .87 (87%) of 12 = 10 and 1/2 of 10 = 5. So add 5kts to 60 = 65KIAS. See</span> <strong><em><span style="color: #cc0000;">Tip</span></em></strong> </span><span style="color: #000066;">in next paragraph.....</span>(<strong><em><span style="color: #cc0000;">Tip</span></em></strong>: How to quickly figure HWC: 10-degrees off centre-line = 98% of Wind. 20-degrees off centre-line = 94%, 30-degrees off = 87%, 40-degrees off = 77%, 50-degrees off = 64%, 60-degrees off = 50%, 70-degrees off = 34%, 80-degrees off = 17% and of course 90-degrees off = 0%. BUT let's be practical about this:</span></div>
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<span style="font-family: verdana;"><strong><span style="color: #cc0000;">0 & 10 = 100%. 20 & 30 = 90%. 40 = 80%. 50 = 60%. 60 = 50%. 70 = 30%. 80 = 20%. 90 = 0%</span></strong>.) <em>Thinks: maybe I will eventually put all the 'Tips' in one separate place - when I get time! </em>Fly the approach at <strong><span style="color: red;"><u>60KIAS</u> +/- the HWC</span></strong> and use the Throttle and the Control Wheel to control the GLIDE PATH (or the "approach path" if you prefer) and the IAS. To state that you conrol the 'Glide Path' with the throttle and the 'speed' with the elevator is over-simplifying the operation. If you are high and the speed is correct then you must decrease the power. If you are low and the speed is correct then you must add power. If you are fast and on the glide path then you will have to co-ordinate elevator and throttle movement (power reduction) in order to reduce speed and stay on the correct glide path. If you are slow and on the glide path then you will have to co-ordinate elevator and throttle (power increase) in order to stay on the correct glide path. <strong>Start to develop an awareness of the 'energy' of the aircraft. </strong><span style="color: #3333ff;"><span style="color: #000066;">Flying the approach requires constant concentration and judgement. The questions that you should be mentally asking yourself all the time are:</span> <span style="color: red;"><strong>Am I high? Am I low? Am I fast? Am I slow? Am I left? Am I right? </strong></span></span><span style="color: #000066;">In order to mentally answer these questions it is very important to keep changing the focus of your eyes (extensions of the brain!) to the runway (the DATUM) and the ASI.</span> <strong><em><span style="color: red;">Look OUT, look IN, look OUT, look IN. look OUT, look IN.......................</span></em></strong><span style="color: #3333ff;"><span style="color: #000066;">so that we are making judgements all the time with reference to the 'picture' of the runway and the IAS. There are various schools of thought about exactly where to 'look' when looking OUT. <strong>My strong advice is to look at the far end of the runway</strong>. Your peripheral vision will take care of the big picture, including obstacles in the approach, the touchdown zone and, later, the flare (or roundout) and the de-crab. </span><strong><span style="color: #000066;">Attitude flying, as stated elsewhere is of</span> <span style="color: #000066;">paramount importance, and the approach and flare is no exception</span></strong></span><span style="color: #000066;">. This is the only way to ensure a successful and safe landing every time.</span><br />
Okay, we are still flying the approach.....<br />
If the HWC is strong, then you would consider delaying selecting <strong><span style="color: red;">FLAP 30</span></strong> (Landing Flap) until later in the approach. Do not add drag when more power is needed to fly the approach. If there is little or no HWC, then consider earlier selection of <strong><span style="color: red;">FLAP 30</span></strong> (Landing Flap). Calm conditions can be tricky on a short runway and we will need to get the aircraft stabilised with Landing Flap at the correct speed and on the glide path in good time.<br />
<span style="color: #3333ff;"><span style="color: #000066;">It might be a good idea to call 'Final' with the selection of Landing Flap, but remember that 'Final' is inside 4nm of the runway threshold and where you call 'Final' may depend on what is going on in the circuit.<br />
Having selected</span> <strong><span style="color: red;">Flap 30</span></strong><span style="color: #000066;">, the extra drag will 'bite' and the IAS will decrease with no change in power. Now fly the aircraft at</span> <strong><u><span style="color: red;">54KIAS</span></u></strong> </span><span style="color: #000066;">+ 1/2 HWC. You may need to add a smidgen of power and there may be an attitude change, and therefore a small trim change. </span>As the threshold of the runway is approached, keep the 'crab' angle on and, if the IAS was correct as you cross the threshold, close the throttle but do not allow the nose to drop. Control the attitude of the aircraft and concentrate on still looking at the far end of the runway.</span><br />
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<a href="http://1.bp.blogspot.com/-9iNjFBi5Nig/Ueucx740eUI/AAAAAAAAGtk/e4vTL6lgGNA/s1600/P1010255.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="240" src="http://1.bp.blogspot.com/-9iNjFBi5Nig/Ueucx740eUI/AAAAAAAAGtk/e4vTL6lgGNA/s320/P1010255.JPG" width="320" /></a></div>
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<span style="font-family: verdana;"><strong><span style="color: red;">Do <u>not</u> dive for the runway. </span></strong><b>Peripheral vision</b> will dictate to your brain where the ground is and where the touchdown zone is, and as you close with the runway surface, still looking as far down the runway as you can, gently pressure back on the control wheel to 'arrest the rate of descent'. It is worth stating AGAIN: <strong><span style="color: red;">Do <u>not</u> dive for the runway.</span></strong> The final part of the approach should be a continuation of the glide path. Just before touchdown push (we <u>never</u> "kick" the rudder!) the rudder to align the aircraft with the centre-line and touchdown. <strong><span style="color: #000066;">This may cause some roll due to yawing the aircraft, but this is easily controlled with aileron</span></strong>.</span><br />
<span style="font-family: verdana;">Keep straight using rudder. Hold the nosewheel off the ground and use aerodynamic braking until you are about to run out of elevator authority. Now gently lower the nosewheel onto the runway and keep straight. If braking IS necessary lift your feet up to the brakes and gently apply symmetrical braking. Do not lock the wheels.<br />
<span style="color: #990000;">Keep aware of what is going on and do not delay vacating the runway. When clear of the runway perform the after landing scan.</span></span><br />
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<a href="http://1.bp.blogspot.com/-8eXcn5-qTHQ/UeudXHaECYI/AAAAAAAAGt0/hU0g3i8EMLc/s1600/P1010258.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="240" src="http://1.bp.blogspot.com/-8eXcn5-qTHQ/UeudXHaECYI/AAAAAAAAGt0/hU0g3i8EMLc/s320/P1010258.JPG" width="320" /></a></div>
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<span style="font-family: verdana;">"Well done!"</span></div>
<span style="font-family: verdana;"><span style="color: #990000;"><br /></span></span>
<span style="font-family: verdana;">Some new information has just come in re CRM. I have long advised pilots to <b><i>Think - Delay - Act</i></b>. At a recent seminar (May 2011 at the RAeS in London) it was suggested that we pilots could possibly learn some lessons from the medical sector. One surgeon had once been given the advice <i style="font-weight: bold;">"Don't just do something, stand there."</i> See blog entry Think - Delay - Act Saturday, 3 October 2009. <a href="http://aerofile.blogspot.co.uk/2009/10/think-delay-act.html">http://aerofile.blogspot.co.uk/2009/10/think-delay-act.html</a> </span><br />
<span style="font-family: verdana;">Keep safe. </span></div>
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Unknownnoreply@blogger.com12tag:blogger.com,1999:blog-4884909457373429664.post-85335831873990790622009-10-03T16:49:00.020+01:002012-05-13T20:05:25.488+01:00THINK - DELAY - ACT!<div style="text-align: center;">
<span class="Apple-style-span" style="color: #0000ee;"><img alt="" border="0" id="BLOGGER_PHOTO_ID_5416531466325623106" src="http://1.bp.blogspot.com/_NzlFWTg6nO4/Sytiq60QgUI/AAAAAAAABBQ/cuCcXpxfB04/s320/AerofileAirCrash.jpg" style="cursor: hand; cursor: pointer; display: block; height: 238px; margin: 0px auto 10px; text-align: center; width: 320px;" /></span></div>
There are very few circumstances in flying where it is necessary or desirable for the pilot to <b><i>react*</i><span class="Apple-style-span" style="font-weight: normal;">.</span></b><br />
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In the vast majority of cases the Captain's actions should be <b><i>considered, measured and deliberate</i><span class="Apple-style-span" style="font-weight: normal;">.</span></b></div>
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<b><span class="Apple-style-span" style="font-weight: normal;">There is no intended connection between these words and the image above. We should, however, be reminded that should things go wrong the first thing to do is <b><i>FLY THE PLANE</i><span class="Apple-style-span" style="font-weight: normal;">. Power Attitude Trim maintaining the aircraft in balance. Move Flaps and Gear UP as required.</span></b></span></b></div>
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<i><b>Think - Delay </b>(pause for just a second or two) <b>- Act</b><span class="Apple-style-span" style="font-style: normal;">. DO NOT RUSH vital actions like moving Thrust Levers, Pitch Levers, Fuel Levers, Fire Switches, Flap Levers or the Gear Lever. </span><span class="Apple-style-span" style="font-style: normal;">Be </span>cool</i> and make any changes in a considered, measured and deliberate manner. Hands <i>flashing</i> around the cockpit are definitely not a good idea. In the May 2011 Edition of <i>Aerospace International (www.aerosociety.com) magazine </i>there is an article <i style="font-weight: bold;">Command lessons from QF32</i>. There may be lessons for us from the medical sector, especially from surgeons. Embedded in this article it was stated that a surgeon had once been given the advice <b><i><span class="Apple-style-span" style="font-size: large;">"Don't just do something, stand there"</span></i></b>, indicating that slowing down rather than rushing into action may contribute to better decision making in medical operations.</div>
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<b>*Of course a pilot needs to know the RECALL actions for emergencies and non-normals. The only circumstances where it may be desirable to react are possibly:</b></div>
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<b>An RTO </b>(Rejected Take-off).</div>
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<b>An EGPWS or GPWS command.</b></div>
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<b>Windshear.</b></div>
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<b>Go-Around at DH or baulked landing.</b></div>
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<b>Oxygen Mask ON in Rapid Depressurisation.</b></div>
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<i>Let me know of any others. I'm getting rusty.</i></div>
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<i><br /></i></div>
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The order of priorities is always AVIATE - NAVIGATE - COMMUNICATE. </div>
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By the way, THINK - DELAY - SPEAK also works with your R/T and using the PA. A colleague of mine once said that this maxim had not only helped him in the air, but had also <i>saved his marriage!! </i>(See 26th August 2008 - Correct R/T Phraseology? Any Feedback?)</div>Unknownnoreply@blogger.com6tag:blogger.com,1999:blog-4884909457373429664.post-8811284410389743922009-08-26T19:38:00.003+01:002009-08-27T09:51:42.521+01:00Bush and Mountain Flying (3) - more snapshots<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="http://2.bp.blogspot.com/_NzlFWTg6nO4/SpWC_xRb9FI/AAAAAAAAA8o/ukoNDKlMYBs/s1600-h/2009_0810Image0086.JPG"><img style="float:left; margin:0 10px 10px 0;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://2.bp.blogspot.com/_NzlFWTg6nO4/SpWC_xRb9FI/AAAAAAAAA8o/ukoNDKlMYBs/s400/2009_0810Image0086.JPG" border="0" alt="" id="BLOGGER_PHOTO_ID_5374345762406397010" /></a><br /><a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="http://1.bp.blogspot.com/_NzlFWTg6nO4/SpWC_fLEx7I/AAAAAAAAA8g/WiR0rIpaROc/s1600-h/2009_0810Image0081.JPG"><img style="float:left; margin:0 10px 10px 0;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://1.bp.blogspot.com/_NzlFWTg6nO4/SpWC_fLEx7I/AAAAAAAAA8g/WiR0rIpaROc/s400/2009_0810Image0081.JPG" border="0" alt="" id="BLOGGER_PHOTO_ID_5374345757547874226" /></a><br /><a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="http://1.bp.blogspot.com/_NzlFWTg6nO4/SpWC_OUVZfI/AAAAAAAAA8Y/PXC5CKXNSZs/s1600-h/2009_0810Image0080.JPG"><img style="float:left; margin:0 10px 10px 0;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://1.bp.blogspot.com/_NzlFWTg6nO4/SpWC_OUVZfI/AAAAAAAAA8Y/PXC5CKXNSZs/s400/2009_0810Image0080.JPG" border="0" alt="" id="BLOGGER_PHOTO_ID_5374345753023309298" /></a>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-4884909457373429664.post-88620988027433807832009-08-26T19:27:00.006+01:002009-08-27T09:51:17.431+01:00Bush and Mountain Flying (2) - more snapshots<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="http://3.bp.blogspot.com/_NzlFWTg6nO4/SpWAq6BkKzI/AAAAAAAAA8Q/UIPlU_qYmEw/s1600-h/2009_0810Image0070.JPG"><img style="float:left; margin:0 10px 10px 0;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://3.bp.blogspot.com/_NzlFWTg6nO4/SpWAq6BkKzI/AAAAAAAAA8Q/UIPlU_qYmEw/s400/2009_0810Image0070.JPG" border="0" alt="" id="BLOGGER_PHOTO_ID_5374343204955237170" /></a><br /><a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="http://3.bp.blogspot.com/_NzlFWTg6nO4/SpWAqkqFaZI/AAAAAAAAA8I/-dhQUV4saiw/s1600-h/2009_0810Image0066.JPG"><img style="float:left; margin:0 10px 10px 0;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://3.bp.blogspot.com/_NzlFWTg6nO4/SpWAqkqFaZI/AAAAAAAAA8I/-dhQUV4saiw/s400/2009_0810Image0066.JPG" border="0" alt="" id="BLOGGER_PHOTO_ID_5374343199219607954" /></a><br /><a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="http://3.bp.blogspot.com/_NzlFWTg6nO4/SpWAqIPT6TI/AAAAAAAAA8A/w2cVeNASzZo/s1600-h/2009_0810Image0065.JPG"><img style="float:left; margin:0 10px 10px 0;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://3.bp.blogspot.com/_NzlFWTg6nO4/SpWAqIPT6TI/AAAAAAAAA8A/w2cVeNASzZo/s400/2009_0810Image0065.JPG" border="0" alt="" id="BLOGGER_PHOTO_ID_5374343191591119154" /></a><br /><a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="http://3.bp.blogspot.com/_NzlFWTg6nO4/SpWApw1o7RI/AAAAAAAAA74/EQ77fEl7S5A/s1600-h/2009_0810Image0046.JPG"><img style="float:left; margin:0 10px 10px 0;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://3.bp.blogspot.com/_NzlFWTg6nO4/SpWApw1o7RI/AAAAAAAAA74/EQ77fEl7S5A/s400/2009_0810Image0046.JPG" border="0" alt="" id="BLOGGER_PHOTO_ID_5374343185309429010" /></a><br /><a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="http://4.bp.blogspot.com/_NzlFWTg6nO4/SpV_xQvvM3I/AAAAAAAAA7w/jjYKhtc0EaE/s1600-h/2009_0810Image0040.jpg"><img style="float:left; margin:0 10px 10px 0;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://4.bp.blogspot.com/_NzlFWTg6nO4/SpV_xQvvM3I/AAAAAAAAA7w/jjYKhtc0EaE/s400/2009_0810Image0040.jpg" border="0" alt="" id="BLOGGER_PHOTO_ID_5374342214622065522" /></a><br /><a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="http://3.bp.blogspot.com/_NzlFWTg6nO4/SpV_w_BMQQI/AAAAAAAAA7o/E5oSRLuTiZU/s1600-h/2009_0810Image0034.JPG"><img style="float:left; margin:0 10px 10px 0;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://3.bp.blogspot.com/_NzlFWTg6nO4/SpV_w_BMQQI/AAAAAAAAA7o/E5oSRLuTiZU/s400/2009_0810Image0034.JPG" border="0" alt="" id="BLOGGER_PHOTO_ID_5374342209863434498" /></a><br /><a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="http://3.bp.blogspot.com/_NzlFWTg6nO4/SpV_waNakNI/AAAAAAAAA7g/GISXEGRC25I/s1600-h/2009_0810Image0027.JPG"><img style="float:left; margin:0 10px 10px 0;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://3.bp.blogspot.com/_NzlFWTg6nO4/SpV_waNakNI/AAAAAAAAA7g/GISXEGRC25I/s400/2009_0810Image0027.JPG" border="0" alt="" id="BLOGGER_PHOTO_ID_5374342199982592210" /></a><br /><a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="http://3.bp.blogspot.com/_NzlFWTg6nO4/SpV_v3nEafI/AAAAAAAAA7Y/IwOJcAh30qo/s1600-h/2009_0810Image0016.JPG"><img style="float:left; margin:0 10px 10px 0;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://3.bp.blogspot.com/_NzlFWTg6nO4/SpV_v3nEafI/AAAAAAAAA7Y/IwOJcAh30qo/s400/2009_0810Image0016.JPG" border="0" alt="" id="BLOGGER_PHOTO_ID_5374342190694951410" /></a>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-4884909457373429664.post-84997470947537118112009-08-26T17:10:00.013+01:002009-08-27T09:48:42.464+01:00Bush and Mountain Flying (1)<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="http://3.bp.blogspot.com/_NzlFWTg6nO4/SpV-IUnixZI/AAAAAAAAA7Q/0XTNP_YGv4A/s1600-h/2009_0810Image0079.JPG"><img style="float:left; margin:0 10px 10px 0;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://3.bp.blogspot.com/_NzlFWTg6nO4/SpV-IUnixZI/AAAAAAAAA7Q/0XTNP_YGv4A/s400/2009_0810Image0079.JPG" border="0" alt="" id="BLOGGER_PHOTO_ID_5374340411775174034" /></a><br />If you are thinking of <i>Bush and Mountain</i> flying in South Africa it would be wise to enrol for a course of instruction.<div><br /></div><div>Here are some of the factors that you need to consider:</div><div><br /></div><div><b>Bush Flying:</b></div><div><ul><li><span class="Apple-style-span" style=" ;font-size:medium;">Short, soft, rough and unimproved field take-off and landing</span></li><li><span class="Apple-style-span" style=" ;font-size:medium;">Know the aircraft</span></li><li><span class="Apple-style-span" style=" ;font-size:medium;">Optimum flap setting</span></li><li><span class="Apple-style-span" style=" ;font-size:medium;">Maximum power for take-off</span></li><li><span class="Apple-style-span" style=" ;font-size:medium;">Stabilized approach</span></li><li><span class="Apple-style-span" style=" ;font-size:medium;">Braking</span></li><li><span class="Apple-style-span" style="font-size:medium;">Ground effe</span><span class="Apple-style-span" style="font-size:medium;">c</span><span class="Apple-style-span" style="font-size:medium;">t</span></li><li><span class="Apple-style-span" style="font-size:medium;">V</span><span class="Apple-style-span" style="font-size:medium;">e</span><span class="Apple-style-span" style="font-size:medium;">r</span><span class="Apple-style-span" style="font-size:medium;">y</span><span class="Apple-style-span" style="font-size:medium;"> </span><span class="Apple-style-span" style="font-size:medium;">s</span><span class="Apple-style-span" style="font-size:medium;">h</span><span class="Apple-style-span" style="font-size:medium;">o</span><span class="Apple-style-span" style="font-size:medium;">r</span><span class="Apple-style-span" style="font-size:medium;">t</span><span class="Apple-style-span" style="font-size:medium;"> </span><span class="Apple-style-span" style="font-size:medium;">l</span><span class="Apple-style-span" style="font-size:medium;">a</span><span class="Apple-style-span" style="font-size:medium;">n</span><span class="Apple-style-span" style="font-size:medium;">d</span><span class="Apple-style-span" style="font-size:medium;">i</span><span class="Apple-style-span" style="font-size:medium;">n</span><span class="Apple-style-span" style="font-size:medium;">g</span><span class="Apple-style-span" style="font-size:medium;">s</span></li><li><span class="Apple-style-span" style="font-size:medium;">O</span><span class="Apple-style-span" style="font-size:medium;">p</span><span class="Apple-style-span" style="font-size:medium;">t</span><span class="Apple-style-span" style="font-size:medium;">i</span><span class="Apple-style-span" style="font-size:medium;">m</span><span class="Apple-style-span" style="font-size:medium;">u</span><span class="Apple-style-span" style="font-size:medium;">m</span><span class="Apple-style-span" style="font-size:medium;"> </span><span class="Apple-style-span" style="font-size:medium;">s</span><span class="Apple-style-span" style="font-size:medium;">p</span><span class="Apple-style-span" style="font-size:medium;">e</span><span class="Apple-style-span" style="font-size:medium;">e</span><span class="Apple-style-span" style="font-size:medium;">d</span><span class="Apple-style-span" style="font-size:medium;"> </span><span class="Apple-style-span" style="font-size:medium;">a</span><span class="Apple-style-span" style="font-size:medium;">t</span><span class="Apple-style-span" style="font-size:medium;"> </span><span class="Apple-style-span" style="font-size:medium;">t</span><span class="Apple-style-span" style="font-size:medium;">o</span><span class="Apple-style-span" style="font-size:medium;">u</span><span class="Apple-style-span" style="font-size:medium;">c</span><span class="Apple-style-span" style="font-size:medium;">h</span><span class="Apple-style-span" style="font-size:medium;"> </span><span class="Apple-style-span" style="font-size:medium;">d</span><span class="Apple-style-span" style="font-size:medium;">o</span><span class="Apple-style-span" style="font-size:medium;">w</span><span class="Apple-style-span" style="font-size:medium;">n</span></li><li><span class="Apple-style-span" style="font-size:medium;">R</span><span class="Apple-style-span" style="font-size:medium;">e</span><span class="Apple-style-span" style="font-size:medium;">t</span><span class="Apple-style-span" style="font-size:medium;">r</span><span class="Apple-style-span" style="font-size:medium;">a</span><span class="Apple-style-span" style="font-size:medium;">c</span><span class="Apple-style-span" style="font-size:medium;">t</span><span class="Apple-style-span" style="font-size:medium;">i</span><span class="Apple-style-span" style="font-size:medium;">n</span><span class="Apple-style-span" style="font-size:medium;">g</span><span class="Apple-style-span" style="font-size:medium;"> </span><span class="Apple-style-span" style="font-size:medium;">f</span><span class="Apple-style-span" style="font-size:medium;">l</span><span class="Apple-style-span" style="font-size:medium;">a</span><span class="Apple-style-span" style="font-size:medium;">p</span><span class="Apple-style-span" style="font-size:medium;">s</span><span class="Apple-style-span" style="font-size:medium;"> </span><span class="Apple-style-span" style="font-size:medium;">a</span><span class="Apple-style-span" style="font-size:medium;">t</span><span class="Apple-style-span" style="font-size:medium;"> </span><span class="Apple-style-span" style="font-size:medium;">t</span><span class="Apple-style-span" style="font-size:medium;">o</span><span class="Apple-style-span" style="font-size:medium;">u</span><span class="Apple-style-span" style="font-size:medium;">c</span><span class="Apple-style-span" style="font-size:medium;">h</span><span class="Apple-style-span" style="font-size:medium;"> </span><span class="Apple-style-span" style="font-size:medium;">d</span><span class="Apple-style-span" style="font-size:medium;">o</span><span class="Apple-style-span" style="font-size:medium;">w</span><span class="Apple-style-span" style="font-size:medium;">n</span></li><li><span class="Apple-style-span" style="font-size:medium;">T</span><span class="Apple-style-span" style="font-size:medium;">a</span><span class="Apple-style-span" style="font-size:medium;">x</span><span class="Apple-style-span" style="font-size:medium;">y</span><span class="Apple-style-span" style="font-size:medium;">i</span><span class="Apple-style-span" style="font-size:medium;">n</span><span class="Apple-style-span" style="font-size:medium;">g</span></li><li><span class="Apple-style-span" style="font-size:medium;">U</span><span class="Apple-style-span" style="font-size:medium;">n</span><span class="Apple-style-span" style="font-size:medium;">i</span><span class="Apple-style-span" style="font-size:medium;">m</span><span class="Apple-style-span" style="font-size:medium;">p</span><span class="Apple-style-span" style="font-size:medium;">r</span><span class="Apple-style-span" style="font-size:medium;">o</span><span class="Apple-style-span" style="font-size:medium;">v</span><span class="Apple-style-span" style="font-size:medium;">e</span><span class="Apple-style-span" style="font-size:medium;">d</span><span class="Apple-style-span" style="font-size:medium;"> </span><span class="Apple-style-span" style="font-size:medium;">s</span><span class="Apple-style-span" style="font-size:medium;">u</span><span class="Apple-style-span" style="font-size:medium;">r</span><span class="Apple-style-span" style="font-size:medium;">f</span><span class="Apple-style-span" style="font-size:medium;">a</span><span class="Apple-style-span" style="font-size:medium;">c</span><span class="Apple-style-span" style="font-size:medium;">e</span><span class="Apple-style-span" style="font-size:medium;">s</span></li><li><span class="Apple-style-span" style="font-size:medium;">T</span><span class="Apple-style-span" style="font-size:medium;">a</span><span class="Apple-style-span" style="font-size:medium;">i</span><span class="Apple-style-span" style="font-size:medium;">l</span><span class="Apple-style-span" style="font-size:medium;">w</span><span class="Apple-style-span" style="font-size:medium;">h</span><span class="Apple-style-span" style="font-size:medium;">e</span><span class="Apple-style-span" style="font-size:medium;">e</span><span class="Apple-style-span" style="font-size:medium;">l</span><span class="Apple-style-span" style="font-size:medium;">/</span><span class="Apple-style-span" style="font-size:medium;">N</span><span class="Apple-style-span" style="font-size:medium;">o</span><span class="Apple-style-span" style="font-size:medium;">s</span><span class="Apple-style-span" style="font-size:medium;">e</span><span class="Apple-style-span" style="font-size:medium;">w</span><span class="Apple-style-span" style="font-size:medium;">h</span><span class="Apple-style-span" style="font-size:medium;">e</span><span class="Apple-style-span" style="font-size:medium;">e</span><span class="Apple-style-span" style="font-size:medium;">l</span><span class="Apple-style-span" style="font-size:medium;"> </span><span class="Apple-style-span" style="font-size:medium;">t</span><span class="Apple-style-span" style="font-size:medium;">e</span><span class="Apple-style-span" style="font-size:medium;">c</span><span class="Apple-style-span" style="font-size:medium;">h</span><span class="Apple-style-span" style="font-size:medium;">n</span><span class="Apple-style-span" style="font-size:medium;">i</span><span class="Apple-style-span" style="font-size:medium;">q</span><span class="Apple-style-span" style="font-size:medium;">u</span><span class="Apple-style-span" style="font-size:medium;">e</span><span class="Apple-style-span" style="font-size:medium;">s</span></li><li><span class="Apple-style-span" style="font-size:medium;">T</span><span class="Apple-style-span" style="font-size:medium;">y</span><span class="Apple-style-span" style="font-size:medium;">i</span><span class="Apple-style-span" style="font-size:medium;">n</span><span class="Apple-style-span" style="font-size:medium;">g</span><span class="Apple-style-span" style="font-size:medium;"> </span><span class="Apple-style-span" style="font-size:medium;">d</span><span class="Apple-style-span" style="font-size:medium;">o</span><span class="Apple-style-span" style="font-size:medium;">w</span><span class="Apple-style-span" style="font-size:medium;">n</span></li><li><span class="Apple-style-span" style="font-size:medium;">S</span><span class="Apple-style-span" style="font-size:medium;">h</span><span class="Apple-style-span" style="font-size:medium;">o</span><span class="Apple-style-span" style="font-size:medium;">r</span><span class="Apple-style-span" style="font-size:medium;">t</span><span class="Apple-style-span" style="font-size:medium;"> </span><span class="Apple-style-span" style="font-size:medium;">f</span><span class="Apple-style-span" style="font-size:medium;">i</span><span class="Apple-style-span" style="font-size:medium;">e</span><span class="Apple-style-span" style="font-size:medium;">l</span><span class="Apple-style-span" style="font-size:medium;">d</span><span class="Apple-style-span" style="font-size:medium;"> </span><span class="Apple-style-span" style="font-size:medium;">t</span><span class="Apple-style-span" style="font-size:medium;">a</span><span class="Apple-style-span" style="font-size:medium;">k</span><span class="Apple-style-span" style="font-size:medium;">e</span><span class="Apple-style-span" style="font-size:medium;">-</span><span class="Apple-style-span" style="font-size:medium;">o</span><span class="Apple-style-span" style="font-size:medium;">f</span><span class="Apple-style-span" style="font-size:medium;">f</span></li><li><span class="Apple-style-span" style="font-size:medium;">S</span><span class="Apple-style-span" style="font-size:medium;">h</span><span class="Apple-style-span" style="font-size:medium;">o</span><span class="Apple-style-span" style="font-size:medium;">r</span><span class="Apple-style-span" style="font-size:medium;">t</span><span class="Apple-style-span" style="font-size:medium;"> </span><span class="Apple-style-span" style="font-size:medium;">f</span><span class="Apple-style-span" style="font-size:medium;">i</span><span class="Apple-style-span" style="font-size:medium;">e</span><span class="Apple-style-span" style="font-size:medium;">l</span><span class="Apple-style-span" style="font-size:medium;">d</span><span class="Apple-style-span" style="font-size:medium;"> </span><span class="Apple-style-span" style="font-size:medium;">t</span><span class="Apple-style-span" style="font-size:medium;">a</span><span class="Apple-style-span" style="font-size:medium;">k</span><span class="Apple-style-span" style="font-size:medium;">e</span><span class="Apple-style-span" style="font-size:medium;">-</span><span class="Apple-style-span" style="font-size:medium;">o</span><span class="Apple-style-span" style="font-size:medium;">f</span><span class="Apple-style-span" style="font-size:medium;">f</span><span class="Apple-style-span" style="font-size:medium;"> </span><span class="Apple-style-span" style="font-size:medium;">w</span><span class="Apple-style-span" style="font-size:medium;">i</span><span class="Apple-style-span" style="font-size:medium;">t</span><span class="Apple-style-span" style="font-size:medium;">h</span><span class="Apple-style-span" style="font-size:medium;"> </span><span class="Apple-style-span" style="font-size:medium;">o</span><span class="Apple-style-span" style="font-size:medium;">b</span><span class="Apple-style-span" style="font-size:medium;">s</span><span class="Apple-style-span" style="font-size:medium;">t</span><span class="Apple-style-span" style="font-size:medium;">a</span><span class="Apple-style-span" style="font-size:medium;">c</span><span class="Apple-style-span" style="font-size:medium;">l</span><span class="Apple-style-span" style="font-size:medium;">e</span></li><li><span class="Apple-style-span" style=" ;font-size:medium;">Short soft field take-off with obstacle</span></li><li><span class="Apple-style-span" style=" ;font-size:medium;">Short rough field take-off</span></li><li><span class="Apple-style-span" style=" ;font-size:medium;">Crosswind take-off</span></li><li><span class="Apple-style-span" style=" ;font-size:medium;">Short field landing</span></li><li><span class="Apple-style-span" style=" ;font-size:medium;">Short field spot landing</span></li><li><span class="Apple-style-span" style=" ;font-size:medium;">Short soft field landing</span></li><li><span class="Apple-style-span" style=" ;font-size:medium;">Landing over an obstacle</span></li></ul></div><div><span class="Apple-style-span" style="font-size:medium;"><b>Mountain Flying</b></span></div><div><ul><li><span class="Apple-style-span" style=" ;font-size:medium;">Winds</span></li><li><span class="Apple-style-span" style=" ;font-size:medium;">Rotors</span></li><li><span class="Apple-style-span" style=" ;font-size:medium;">Mountain waves</span></li><li><span class="Apple-style-span" style=" ;font-size:medium;">Orographic cloud</span></li><li><span class="Apple-style-span" style=" ;font-size:medium;">Mountain breeze</span></li><li><span class="Apple-style-span" style=" ;font-size:medium;">Valley breeze</span></li><li><span class="Apple-style-span" style=" ;font-size:medium;">Fohn effect</span></li><li><span class="Apple-style-span" style=" ;font-size:medium;">Katabatic wind</span></li><li><span class="Apple-style-span" style=" ;font-size:medium;">Anabatic wind</span></li></ul></div><div><span class="Apple-style-span" style="font-size:medium;"><br /></span></div>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-4884909457373429664.post-42164965087438906092009-07-30T10:21:00.001+01:002009-07-30T10:25:32.179+01:00Botswana Rain Showers (Virga?) & Victoria Falls, Zimbabwe<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="http://4.bp.blogspot.com/_NzlFWTg6nO4/SnFmvk_uq2I/AAAAAAAAA34/A_OFhLlFf3c/s1600-h/AeroFileWingShowers.JPG"><img style="float:left; margin:0 10px 10px 0;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://4.bp.blogspot.com/_NzlFWTg6nO4/SnFmvk_uq2I/AAAAAAAAA34/A_OFhLlFf3c/s400/AeroFileWingShowers.JPG" border="0" alt="" id="BLOGGER_PHOTO_ID_5364181598745832290" /></a><br /><a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="http://2.bp.blogspot.com/_NzlFWTg6nO4/SnFmvWKxxzI/AAAAAAAAA3w/dk5xVovvoes/s1600-h/AeroFileVicFalls.JPG"><img style="float:left; margin:0 10px 10px 0;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://2.bp.blogspot.com/_NzlFWTg6nO4/SnFmvWKxxzI/AAAAAAAAA3w/dk5xVovvoes/s400/AeroFileVicFalls.JPG" border="0" alt="" id="BLOGGER_PHOTO_ID_5364181594765641522" /></a>Unknownnoreply@blogger.com3tag:blogger.com,1999:blog-4884909457373429664.post-31500575377515925412009-07-30T09:58:00.004+01:002009-07-30T10:05:10.001+01:00Flying in Southern Africa - Mozambique<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="http://2.bp.blogspot.com/_NzlFWTg6nO4/SnFh-ygL-FI/AAAAAAAAA3Y/EkdBFvP8_e8/s1600-h/2009JohnShaw7WingBeach%26Water.JPG"><img style="float:left; margin:0 10px 10px 0;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://2.bp.blogspot.com/_NzlFWTg6nO4/SnFh-ygL-FI/AAAAAAAAA3Y/EkdBFvP8_e8/s400/2009JohnShaw7WingBeach%26Water.JPG" border="0" alt="" id="BLOGGER_PHOTO_ID_5364176362511530066" /></a><br /><a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="http://2.bp.blogspot.com/_NzlFWTg6nO4/SnFh35XbYEI/AAAAAAAAA3Q/POPt92RqMjM/s1600-h/2009JohnShaw12Bazaruto.JPG"><img style="float:left; margin:0 10px 10px 0;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://2.bp.blogspot.com/_NzlFWTg6nO4/SnFh35XbYEI/AAAAAAAAA3Q/POPt92RqMjM/s400/2009JohnShaw12Bazaruto.JPG" border="0" alt="" id="BLOGGER_PHOTO_ID_5364176244094754882" /></a><br /><a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="http://2.bp.blogspot.com/_NzlFWTg6nO4/SnFhvfOpdOI/AAAAAAAAA3I/IGyP3dMI67E/s1600-h/2009JohnShaw14IndigoBay.JPG"><img style="float:left; margin:0 10px 10px 0;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://2.bp.blogspot.com/_NzlFWTg6nO4/SnFhvfOpdOI/AAAAAAAAA3I/IGyP3dMI67E/s400/2009JohnShaw14IndigoBay.JPG" border="0" alt="" id="BLOGGER_PHOTO_ID_5364176099639653602" /></a><br /><a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="http://3.bp.blogspot.com/_NzlFWTg6nO4/SnFhkyNcQ2I/AAAAAAAAA3A/ENXYck3NBqQ/s1600-h/2009JohnShaw13IndigoBay.JPG"><img style="float:left; margin:0 10px 10px 0;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://3.bp.blogspot.com/_NzlFWTg6nO4/SnFhkyNcQ2I/AAAAAAAAA3A/ENXYck3NBqQ/s400/2009JohnShaw13IndigoBay.JPG" border="0" alt="" id="BLOGGER_PHOTO_ID_5364175915756307298" /></a><br /><a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="http://4.bp.blogspot.com/_NzlFWTg6nO4/SnFhRqMm5HI/AAAAAAAAA24/5JdF4hpe4yI/s1600-h/2009JohnShaw15CoconutAirways.JPG"><img style="float:left; margin:0 10px 10px 0;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://4.bp.blogspot.com/_NzlFWTg6nO4/SnFhRqMm5HI/AAAAAAAAA24/5JdF4hpe4yI/s400/2009JohnShaw15CoconutAirways.JPG" border="0" alt="" id="BLOGGER_PHOTO_ID_5364175587187811442" /></a><br /><a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="http://2.bp.blogspot.com/_NzlFWTg6nO4/SnFhRerRSnI/AAAAAAAAA2w/z5miEXYUQ4Q/s1600-h/2009JohnShaw12AirportTerminal.JPG"><img style="float:left; margin:0 10px 10px 0;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://2.bp.blogspot.com/_NzlFWTg6nO4/SnFhRerRSnI/AAAAAAAAA2w/z5miEXYUQ4Q/s400/2009JohnShaw12AirportTerminal.JPG" border="0" alt="" id="BLOGGER_PHOTO_ID_5364175584095193714" /></a>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-4884909457373429664.post-26814636924499096042009-07-29T15:52:00.007+01:002010-03-26T08:12:29.687+00:00Some Pics from Mozambique<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="http://2.bp.blogspot.com/_NzlFWTg6nO4/SnBixlDRfoI/AAAAAAAAA04/Dcod3r-vG40/s1600-h/2009JohnShaw4Wreck.JPG"><img style="float:left; margin:0 10px 10px 0;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://2.bp.blogspot.com/_NzlFWTg6nO4/SnBixlDRfoI/AAAAAAAAA04/Dcod3r-vG40/s400/2009JohnShaw4Wreck.JPG" border="0" alt="" id="BLOGGER_PHOTO_ID_5363895760097214082" /></a>It is gratifying to see so many hits on this blog from so many countries on our planet.<div><br /></div><div>It would seem that some of the blogs on this site are useful to budding flyers. That is good!</div><div><br /></div><div>While I think about future blog entries here are some pictures of Mozambique from my friend in South Africa.<br /><br /><a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="http://2.bp.blogspot.com/_NzlFWTg6nO4/SnBixfce0mI/AAAAAAAAA0o/cNKNTgugTX8/s1600-h/2009JohnShaw8WingBeach%26Water.JPG"><img style="float:left; margin:0 10px 10px 0;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://2.bp.blogspot.com/_NzlFWTg6nO4/SnBixfce0mI/AAAAAAAAA0o/cNKNTgugTX8/s400/2009JohnShaw8WingBeach%26Water.JPG" border="0" alt="" id="BLOGGER_PHOTO_ID_5363895758592332386" /></a><br /><a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="http://2.bp.blogspot.com/_NzlFWTg6nO4/SnBidwJ8NvI/AAAAAAAAA0g/aBYFDGtu3Fc/s1600-h/2009JohnShaw9CoastLine.JPG"><img style="float:left; margin:0 10px 10px 0;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://2.bp.blogspot.com/_NzlFWTg6nO4/SnBidwJ8NvI/AAAAAAAAA0g/aBYFDGtu3Fc/s400/2009JohnShaw9CoastLine.JPG" border="0" alt="" id="BLOGGER_PHOTO_ID_5363895419480585970" /></a><br /><a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="http://1.bp.blogspot.com/_NzlFWTg6nO4/SnBiWngU--I/AAAAAAAAA0Y/tPspGvlSIJc/s1600-h/2009JohnShaw14IndigoBay.JPG"><img style="float:left; margin:0 10px 10px 0;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="http://1.bp.blogspot.com/_NzlFWTg6nO4/SnBiWngU--I/AAAAAAAAA0Y/tPspGvlSIJc/s400/2009JohnShaw14IndigoBay.JPG" border="0" alt="" id="BLOGGER_PHOTO_ID_5363895296899480546" /></a><br /></div>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-4884909457373429664.post-28352708838373832812009-03-05T15:40:00.015+00:002010-03-26T08:15:46.014+00:00Instrument Flying.<a href="http://4.bp.blogspot.com/_NzlFWTg6nO4/Sa_ym0TX7vI/AAAAAAAAAyc/7mfkm4iX7eE/s1600-h/scan0001.jpg"><img id="BLOGGER_PHOTO_ID_5309729234381958898" style="DISPLAY: block; MARGIN: 0px auto 10px; WIDTH: 393px; CURSOR: hand; HEIGHT: 400px; TEXT-ALIGN: center" alt="" src="http://4.bp.blogspot.com/_NzlFWTg6nO4/Sa_ym0TX7vI/AAAAAAAAAyc/7mfkm4iX7eE/s400/scan0001.jpg" border="0" /></a> <strong><em><span style="font-family:verdana;">How is your instrument flying?</span></em></strong><br /><br /><p><strong><em><span style="font-family:verdana;">My thanks to the author of this cartoon. It is one of my favourites!</span></em></strong></p><br /><p><span style="font-family:verdana;">Click <a href="http://www.xm496.com/">here</a> for a link to an aeroplane that I used to fly in my formative years in the RAF - the Whispering Giant. Here is a picture of the cockpit of the <span style="font-size:130%;color:#000066;"><em><strong><a href="http://en.wikipedia.org/wiki/File:Bristol_Britannia_Cockpit_REJS.jpg">Bristol Britannia</a>.</strong></em></span></span></p>Unknownnoreply@blogger.com4tag:blogger.com,1999:blog-4884909457373429664.post-61462013160118300182009-02-04T15:14:00.006+00:002011-01-06T17:27:51.653+00:00Point of No Return (PNR)<div align="justify"><a href="http://2.bp.blogspot.com/_NzlFWTg6nO4/SYmxyTIZWwI/AAAAAAAAAtE/ZYys0mWm2cI/s1600-h/PicJShawMountains.JPG"><img alt="" border="0" id="BLOGGER_PHOTO_ID_5298961914265164546" src="http://2.bp.blogspot.com/_NzlFWTg6nO4/SYmxyTIZWwI/AAAAAAAAAtE/ZYys0mWm2cI/s400/PicJShawMountains.JPG" style="cursor: hand; display: block; height: 300px; margin: 0px auto 10px; text-align: center; width: 400px;" /></a> <img alt="" border="0" id="BLOGGER_PHOTO_ID_5298961681518634930" src="http://2.bp.blogspot.com/_NzlFWTg6nO4/SYmxkwFTJ7I/AAAAAAAAAs8/1-FM6xuyEnQ/s400/PicDValeFog.JPG" style="cursor: hand; display: block; height: 300px; margin: 0px auto 10px; text-align: center; width: 400px;" /><span style="font-family: verdana;">Similar to Point of Equal Time or Critical Point (CP), the Point of No Return is a straight forward equation easily resolved on your Dalton flight computer.</span></div><div align="justify"><span style="font-family: verdana;">The Point of No return (PNR) depends on the fuel <strong>endurance</strong> time. After passing the Point of No Return the remaining fuel will <u>not</u> be sufficient for a return to the point of departure. The flight can only be continued to the destination or to an alternate airfield. It is, of course, also possible to calculate the Point of Safe Return based on the available fuel after deducting the required reserve.</span></div><div align="justify"><span style="font-family: Verdana;">The simple formula for PNR is:</span></div><div align="justify"><span style="color: #000066; font-family: Verdana;"><strong>T (PNR) = E X GS Home/[GS Out + GS Home] </strong><span style="color: black;">(Time formula)</span></span></div><div align="justify"><span style="font-family: Verdana;">Where: T (PNR) = Flying Time to PNR & E = Endurance.</span></div><div align="justify"><span style="font-family: Verdana;">The formula can also be transposed as:</span></div><div align="justify"><span style="color: #000066; font-family: Verdana;"><strong>T (PNR)/E = GS Home/[GS Out + GS Home]</strong></span></div><div align="justify"><span class="Apple-style-span" style="font-family: Verdana;"><i><br />
</i></span></div><div align="justify"><span style="color: black; font-family: Verdana;"><u>Example</u>: Endurance 6h30min. GS Out = 240kt. GS Home = 210kt.</span></div><div align="justify"><span style="font-family: Verdana;">On the <strong><span style="color: red;">flight computer</span></strong>:</span></div><div align="justify"><span style="font-family: Verdana;">Align <strong>450</strong> (240 + 210) on the inner scale with <strong>210</strong> (GS Home) on the outer scale. Read <strong>182min </strong>outer scale against <strong>390min</strong> (6h30min) on the inner scale.</span></div><div align="justify"><span style="font-family: Verdana;"><strong><span style="color: red;"><u>Result</u>: The PNR will be reached after a flight of <u>182min </u>(3h02min). If the point is to be located geographically, determine the distance to the PNR by means of GS Out. In this example the distance to PNR will be <u>728nm</u>. (182 mins @ 240kt.)</span></strong></span></div>Unknownnoreply@blogger.com5tag:blogger.com,1999:blog-4884909457373429664.post-17729400869469602032009-02-04T14:03:00.008+00:002011-01-06T17:25:21.049+00:00Equal Time Point (Critical Point)<span style="color: #000066;"></span><a href="http://4.bp.blogspot.com/_NzlFWTg6nO4/SYmiMK1EtVI/AAAAAAAAAs0/dajmnsst1CY/s1600-h/PicDVale5.JPG"><img alt="" border="0" id="BLOGGER_PHOTO_ID_5298944766527190354" src="http://4.bp.blogspot.com/_NzlFWTg6nO4/SYmiMK1EtVI/AAAAAAAAAs0/dajmnsst1CY/s400/PicDVale5.JPG" style="cursor: hand; display: block; height: 300px; margin: 0px auto 10px; text-align: center; width: 400px;" /></a><br />
<div align="justify"><span style="font-family: verdana;">It might be useful to briefly state here the formulae and Dalton flight computer solutions to the questions: What is the </span><span style="font-family: verdana;"><strong><span style="color: red;">Critical Point</span></strong>? And what is the <strong><span style="color: red;">Point of No Return</span></strong>? The PNR will be discussed on the next blog page.</span></div><div align="justify"><span style="font-family: Verdana;">If, for example, engine trouble occurs during flight it is important for the pilot to know whether the airport of departure or the airport of destination can be reached sooner. For this the Point of Equal Time (P.E.T.) or Critical Point (C.P.) is determined. This is the point from which the continuation of the flight to the destination would require the same time as the return flight to the point of departure (or between any two points on your flight plan A & B).</span></div><div align="justify"><span style="font-family: verdana;">The formula is <strong><span style="color: #000066;">T (P.E.T.) = TF X GS Home/[GS Out + GS Home] </span></strong>(Time formula)</span></div><div align="justify"><span style="font-family: Verdana;">Where:</span></div><div align="justify"><span style="font-family: Verdana;"><strong><span style="color: #000066;">T (P.E.T.)</span></strong> = Flying time to Point of Equal Time (or Critical Point).</span></div><div align="justify"><span style="font-family: Verdana;"><strong><span style="color: #000066;">TF </span></strong>= Time to fly from base (or A) to destination (or B) <span style="font-size: 85%;">[Flight plan time or time A-B].</span></span></div><div align="justify"><span style="font-family: Verdana;"><strong><span style="color: #000066;">GS Out</span></strong> = Ground speed outbound.</span></div><div align="justify"><span style="font-family: Verdana;"><strong><span style="color: #000066;">GS Home</span></strong> = Ground speed inbound.</span></div><div align="justify"><em><span style="font-family: Verdana;"></span></em></div><div align="justify"><span style="font-family: Verdana;">The<em> </em>distance from the point of departure (or A) to the point of Equal Time (Critical Point) is calculated by means of the following formula:</span></div><div align="justify"><span style="color: #000066; font-family: Verdana;"><strong>D (P.E.T.) = DZ X GS Home/[GS Out + GS Home</strong><span style="color: black;">] </span><span style="color: black;">(Distance formula)</span></span></div><div align="justify"><span style="font-family: Verdana;">Where:</span></div><div align="justify"><span style="font-family: Verdana;"><strong><span style="color: #000066;">D (P.E.T.)</span></strong> = Distance from base (or A) to P.E.T.</span></div><div align="justify"><span style="font-family: Verdana;"><strong><span style="color: #000066;">DZ </span></strong>= Distance from base to destination (or A to B).</span></div><div align="justify"><span style="font-family: Verdana;"></span></div><div align="justify"><span style="font-family: Verdana;">These equations may be transposed to the more convenient proportion form, as follows:</span></div><div align="justify"><span style="font-family: Verdana;"></span></div><div align="justify"><span style="color: #000066; font-family: Verdana;"><strong>GS Home/[GS Out + GS Home] = T (P.E.T.)/TF or D (P.E.T.)/DZ </strong></span></div><div align="justify"><strong><span style="color: #000066; font-family: Verdana;"></span></strong></div><div align="justify"><span style="color: black; font-family: Verdana;">On your <strong><span style="color: red;">flight computer</span></strong> simply align the sum of <strong>GS Out + GS Home</strong> on the inner scale with <strong>GS Home</strong> on the outer scale. Now read <strong>CP</strong> or <strong>Distance to CP</strong> on outer scale opposite <strong>Flight Plan time</strong> (or <strong>A-B time</strong>) and <strong>Distance departure to destination</strong> (or <strong>A-B distance</strong>) resp.</span></div><div align="justify"><span style="font-family: Verdana;"></span></div><div align="justify"><em><span style="font-family: Verdana;"><u>Example:</u> </span></em></div><div align="justify"><span style="font-family: Verdana;"><strong>Distance A to B (DZ) = 920nm. GS Out = 240kt. GS Home = 210kt. Flight time A to B = 3h50min.</strong></span></div><div align="justify"><span style="font-family: Verdana;"><u><em>Required:</em></u> <strong>Flying time to P.E.T. (C.P). & Distance to P.E.T. (C.P).</strong></span></div><div align="justify"><span style="font-family: Verdana;">Intermediate calculation: GS Out + GS Home = 450kt.</span></div><div align="justify"><span style="font-family: Verdana;"><strong><span style="color: red;">On Flight Computer</span></strong>:</span></div><div align="justify"><span style="font-family: Verdana;">210 outer scale aligned with 450 inner scale. Read <u><strong><span style="color: red;">107.5min</span></strong> outer scale opposite <strong>230min</strong> (3h50min) innner scale</u> & <u><strong><span style="color: red;">430nm</span></strong> outer scale opposite <strong>920nm</strong> inner scale</u>.</span></div><div align="justify"><span style="font-family: Verdana;"><em><u>Result</u>: </em><strong>The P.E.T. (or C.P.) will be reached after a flying time of <span style="color: red;">107.5min</span>. The distance flown will be <span style="color: red;">430nm</span>.</strong></span></div>Unknownnoreply@blogger.com2tag:blogger.com,1999:blog-4884909457373429664.post-43936342316535101132009-02-02T14:05:00.010+00:002009-02-02T17:46:44.982+00:00What's AHEAD? Is this Aerofile Site Useful?<a href="http://3.bp.blogspot.com/_NzlFWTg6nO4/SYb-XryILwI/AAAAAAAAAsE/XsFOwtYBO50/s1600-h/G-AVGA-IMC.JPG"><img id="BLOGGER_PHOTO_ID_5298201694491389698" style="DISPLAY: block; MARGIN: 0px auto 10px; WIDTH: 400px; CURSOR: hand; HEIGHT: 300px; TEXT-ALIGN: center" alt="" src="http://3.bp.blogspot.com/_NzlFWTg6nO4/SYb-XryILwI/AAAAAAAAAsE/XsFOwtYBO50/s400/G-AVGA-IMC.JPG" border="0" /></a><strong><span style="font-family:verdana;">What's ahead? Is this AERO<em>file </em>site useful? OR is it time to shut it down?</span></strong><br /><strong><span style="font-family:verdana;"></span></strong><br /><strong><span style="font-family:verdana;">If there is <u><span style="color:#ff0000;">any</span></u> topic that YOU want published on this site then please say so via the <em>comments</em> facility. <span style="color:#ff0000;">Use It Or Lose It!</span></span></strong><br /><p><span style="font-family:Verdana;color:#000066;"><strong><u>Meanwhile, remember some of these Dead-Reckoning (DR) '<em>tips</em>'</u>:</strong> <span style="color:#000000;"><em>See PPL Navigation Ex 18(X).</em></span></span></p><p><strong><span style="font-family:Verdana;"><span style="color:#ff0000;"><u>60/TAS x WS = Max Drift</u></span>. (60 divided by True Air Speed multiplied by Met Office Windspeed = Maximum Drift in Degrees).</span></strong></p><p><strong><span style="font-family:Verdana;color:#000066;">The 1/6ths rule:</span></strong></p><p><strong><span style="font-family:Verdana;color:#660000;">0/6 of Max Drift for wind from 0-degrees OFF Track.</span></strong></p><p><strong><span style="font-family:Verdana;color:#660000;">1/6 of Max Drift for wind from 10-degrees OFF Track.</span></strong></p><p><strong><span style="font-family:Verdana;color:#660000;">2/6 of Max Drift for wind from 20-degrees Off Track.</span></strong></p><p><strong><span style="font-family:Verdana;color:#660000;">3/6 of Max Drift for wind from 30-degrees Off Track. Etc up to 6/6 then Max Drift for 70, 80 and 90-degree beam wind.</span></strong></p><p><strong><span style="font-family:Verdana;"><span style="color:#ff0000;"><u>HWC and TWC (Headwind & Tailwind Component): Use the 120 aide memoire</u></span>:</span></strong></p><p><strong><span style="font-family:Verdana;color:#660000;">Wind from 0, 10 & 20-degrees OFF Track: use 100% of Windspeed. (20+100=120 aide memoire)</span></strong></p><p><strong><span style="font-family:Verdana;color:#660000;">Wind from 30-degrees OFF Track: use 90% of Windspeed. (30+90=120 aide memoire)</span></strong></p><p><strong><span style="font-family:Verdana;color:#660000;">Wind from 40-degrees OFF Track: use 80% of Windspeed. (40+80=120 aide memoire)</span></strong></p><p><strong><span style="font-family:Verdana;color:#660000;">Wind from 50-degrees OFF Track: use 60% of Windspeed. (50 use 60!)</span></strong></p><p><strong><span style="font-family:Verdana;color:#660000;">Wind from 60-degrees OFF Track: use 50% of Windspeed. (60 use 50!)</span></strong></p><p><strong><span style="font-family:Verdana;"><span style="color:#ff0000;"><u>Off-Track Correction</u>:</span></span></strong></p><p><strong><span style="font-family:Verdana;color:#000000;">Where, <span style="color:#660000;">D1</span>=Distance Flown. <span style="color:#660000;">d1</span>=Distance OFF track. <span style="color:#660000;">D2</span>=Distance to go to next waypoint. </span></strong></p><p><strong><span style="font-family:Verdana;color:#000000;"><span style="color:#660000;">T.E.1</span>=Track Error in degrees after D1. T.E.1 correction (only) would result in the aircraft paralleling the reqired track to the next waypoint. </span></strong></p><p><strong><span style="font-family:Verdana;color:#000000;">Therefore ADD <span style="color:#660000;">T.E.2</span> to <span style="color:#660000;">T.E.1</span> to fly direct to next waypoint.</span></strong></p><p><strong><span style="font-family:Verdana;color:#660000;">60/D1 x d1 = T.E.1 <u>and</u> 60/D2 x d1 = T.E.2. ADD T.E.1 + T.E.2</span></strong></p><p><strong><u><span style="font-family:Verdana;color:#000066;">Example:</span></u></strong></p><p><strong><span style="font-family:Verdana;color:#000066;">Flying between waypoints A and B which are 120nm apart. After 40nm the aircraft is 4nm off track. What is the correction angle to fly to B?</span></strong></p><p><strong><span style="font-family:Verdana;color:#660000;">D1=40. d1=4. D2=80.</span></strong></p><p><strong><span style="font-family:Verdana;color:#660000;">60/40 x4=6-degrees (T.E1). 60/80 x4=3-degrees (T.E.2). Add 6+3=9-degrees correcton angle to fly to B from the OFF-Track position.</span></strong></p><p><em><span style="font-family:Verdana;color:#003333;">The author's other interest is motorbike touring. See <a href="http://www.motofile.blogspot.com/">here</a> for the link.</span></em></p>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-4884909457373429664.post-69245988129703350572009-01-03T14:40:00.008+00:002009-01-03T17:32:50.762+00:00<strong><span style="font-family:verdana;">A few snapshots from a brief flight over Derbyshire.</span></strong><br /><div><br /><br /><div><div><a href="http://4.bp.blogspot.com/_NzlFWTg6nO4/SV955FPOjzI/AAAAAAAAApM/H5cVsmW8R4c/s1600-h/DSC00582.JPG"><img id="BLOGGER_PHOTO_ID_5287078509121802034" style="DISPLAY: block; MARGIN: 0px auto 10px; WIDTH: 400px; CURSOR: hand; HEIGHT: 300px; TEXT-ALIGN: center" alt="" src="http://4.bp.blogspot.com/_NzlFWTg6nO4/SV955FPOjzI/AAAAAAAAApM/H5cVsmW8R4c/s400/DSC00582.JPG" border="0" /></a><em> </em><strong><span style="font-family:verdana;"><em>Owslow Farm</em> near Carsington.</span></strong></div><div><br /><br /></div><div><span style="font-family:verdana;"><strong><img id="BLOGGER_PHOTO_ID_5287079731500459570" style="DISPLAY: block; MARGIN: 0px auto 10px; WIDTH: 400px; CURSOR: hand; HEIGHT: 300px; TEXT-ALIGN: center" alt="" src="http://2.bp.blogspot.com/_NzlFWTg6nO4/SV97AO9ApjI/AAAAAAAAApU/7XtgXyAM-u0/s400/DSC00574.JPG" border="0" /><em><span style="font-family:verdana;">Carsington Water</span></em></strong> </span></div><div><br /><img id="BLOGGER_PHOTO_ID_5287080892784036082" style="DISPLAY: block; MARGIN: 0px auto 10px; WIDTH: 400px; CURSOR: hand; HEIGHT: 300px; TEXT-ALIGN: center" alt="" src="http://2.bp.blogspot.com/_NzlFWTg6nO4/SV98D1ElyPI/AAAAAAAAApc/nWOU_YxD0r8/s400/DSC00597.JPG" border="0" /><span style="font-family:verdana;"><strong>Chatsworth House</strong></span> </div></div><div><br /><img id="BLOGGER_PHOTO_ID_5287083094756700802" style="DISPLAY: block; MARGIN: 0px auto 10px; WIDTH: 400px; CURSOR: hand; HEIGHT: 300px; TEXT-ALIGN: center" alt="" src="http://4.bp.blogspot.com/_NzlFWTg6nO4/SV9-EADyMoI/AAAAAAAAApk/2Zo8dNP-2hw/s400/DSC00608.JPG" border="0" /> <strong><span style="font-family:verdana;"><em>Over Haddon</em> on the River Lathkill.</span></strong> <div><strong><span style="font-family:verdana;"><br /></span></strong><div><img id="BLOGGER_PHOTO_ID_5287083107529299666" style="DISPLAY: block; MARGIN: 0px auto 10px; WIDTH: 400px; CURSOR: hand; HEIGHT: 300px; TEXT-ALIGN: center" alt="" src="http://4.bp.blogspot.com/_NzlFWTg6nO4/SV9-EvpAltI/AAAAAAAAAps/rgjgWmuGgZI/s400/DSC00612.JPG" border="0" /></div></div></div></div><span style="font-family:verdana;"><strong>Another view of <em>Over Haddon</em>.</strong></span>Unknownnoreply@blogger.com3tag:blogger.com,1999:blog-4884909457373429664.post-63096151452739409622008-12-07T10:48:00.045+00:002010-10-23T17:56:50.250+01:00The importance of LEADERSHIP.<a href="http://3.bp.blogspot.com/_NzlFWTg6nO4/SZFY5XhaLKI/AAAAAAAAAwk/7Ma-_fYevHc/s1600-h/AeroFile737th737.jpg"><img alt="" border="0" id="BLOGGER_PHOTO_ID_5301115978981715106" src="http://3.bp.blogspot.com/_NzlFWTg6nO4/SZFY5XhaLKI/AAAAAAAAAwk/7Ma-_fYevHc/s200/AeroFile737th737.jpg" style="cursor: hand; float: left; height: 103px; margin: 0px 10px 10px 0px; width: 200px;" /></a> <strong><em><span style="font-family: verdana;">Hello from the flight deck. Here is a question for you. Is good leadership important?</span></em></strong><br />
<br />
<span style="font-family: verdana;"><strong><em>Answer: Of course it is. Good, effective leadership is vital in any organisation. If one is part of a team, that team has to have leadership. The leader (captain, chief pilot, chief instructor) must possess the qualities necessary to run a safe, motivated, dedicated team. The leader must set an example to his crew or his team. He should command respect. This respect has to be earned. Respect does not just 'happen' by virtue of appointment or badges. He has to be honest, be an effective communicator, a motivator and an example. His skill and knowledge, his manners and demeanor, should be beyond reproach. He should set 'the standard'. He should not court popularity, but should display those traits of character and personality that motivate his team members and those who report to him. The team should 'want' to work for him, and look up to him. Compassion and also a sense of humour are desirable traits. These characteristics do not only apply to the flight deck or cockpit of an aircraft, they are relevant in any environment or organisation. As far as flying training is concerned, learning how to 'pole' an aircraft is only <u>one</u> aspect of aviation. The development and demonstration of leadership qualities is vitally important and particularly relevant to Flying Training Organisations (FTOs) and Flying Schools - the crucibles for future professional pilots and private pilots.</em></strong></span><br />
<span style="font-family: verdana;"><strong><em><br />
</em></strong></span><br />
<span style="font-family: verdana;"><strong><em>But what do I know?</em></strong></span>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-4884909457373429664.post-78655782866675911802008-12-06T15:09:00.018+00:002008-12-21T12:18:47.974+00:00PPL Ex 18 (xix): Navigation: "WIND UP" or "WIND DOWN" Method?<a href="http://3.bp.blogspot.com/_NzlFWTg6nO4/STqWb0qze0I/AAAAAAAAAnE/rbjutVpoHck/s1600-h/PicJetProvost4sNorthYorkMoors.jpg"><img id="BLOGGER_PHOTO_ID_5276695318156770114" style="DISPLAY: block; MARGIN: 0px auto 10px; WIDTH: 400px; CURSOR: hand; HEIGHT: 394px; TEXT-ALIGN: center" alt="" src="http://3.bp.blogspot.com/_NzlFWTg6nO4/STqWb0qze0I/AAAAAAAAAnE/rbjutVpoHck/s400/PicJetProvost4sNorthYorkMoors.jpg" border="0" /></a> <strong><span style="font-family:verdana;">Please forgive me but I could not resist the temptation to put in this old picture of my Royal Air Force days in the 1960s flying Jet Provosts over the snowy North York Moors. I have been feeling nostalgic lately.</span></strong><br /><br />This may be a good time to remind all pilots that it is very EASY to access any page. Just go to the "green" Blog Archive index on the right. Click on the WHITE TRIANGULAR ARROW to open any month or year, and point and click on the underlined subject or PPL exercise that you want to look at >>>>>>>>>>>>>>>>>>>>>><br /><strong><span style="font-family:Verdana;"></span></strong><br /><strong><span style="font-family:Verdana;">Today, in Navigation class, the question was asked, "<em>Which method should I use? Wind UP or Wind DOWN on the Dalton computer?"</em></span></strong><br /><strong><em><span style="font-family:Verdana;"></span></em></strong><br /><strong><span style="font-family:Verdana;">The answer is use either method, BUT know the <em>characteristics (or quirks) </em>of each method.</span></strong><br /><strong><span style="font-family:Verdana;"></span></strong><br /><strong><span style="font-family:Verdana;">The "<em>quirk</em>" of the <u>WIND DOWN</u> method is that initially with TRACK at the INDEX, the <span style="color:#000066;">TAS</span> is placed on the centre line under the centre bore. <em>We know that we <u>cannot mix</u> <span style="color:#000066;">TAS</span> with <span style="color:#ff0000;">TRACK</span>, because <span style="color:#000066;">TAS</span> goes with <span style="color:#000066;">HEADING. <span style="color:#ff0000;">Ground Speed (GS)</span> goes with <span style="color:#ff0000;">TRACK</span>. </span><span style="color:#663300;">But don't worry, it gets sorted out in the final movement of the plotting disc.</span></em></span></strong><br /><strong><em><span style="font-family:Verdana;color:#663300;"></span></em></strong><br /><strong><span style="font-family:Verdana;color:#000000;">The "<em>quirk</em>" of the <u>WIND UP</u> method is that the "DRIFT LEFT" and "DRIFT RIGHT" stamped on the top of the fixed outer disc have to be read the <u>opposite</u> way round. Provided that this is remembered, I would favour the "WIND UP" method, because <span style="color:#000066;">TAS</span> is <u>NOT</u> placed on the centre line with <span style="color:#ff0000;">TRACK</span>. <span style="color:#000066;">TAS</span> is placed under the "X" at the end of the wind "vector" on the curved speed line. <span style="color:#ff0000;">GS</span> is now read under the centre bore.</span></strong><br /><span style="font-family:verdana;color:#000000;"><strong></strong></span><br /><span style="font-family:verdana;color:#000000;"><strong>The R.A.F. taught the "WIND DOWN" method. <em>Why?</em> Beause it is logical. On the "Wind Triangle" or "Triangle of Velocities" the aircraft is "<em>downwind</em>" of the HEADING VECTOR. The wind blows the aircraft from the HEADING to the TRACK. This whole methodology is explained in <span style="color:#000066;">PPL Ex 18(i): NAVIGATION: The "Dalton" Dead Reckoning Computer.</span></strong></span> <strong><span style="font-family:verdana;"><span style="color:#ff0000;">Nowadays I favour the WIND-UP method.</span><br /></span></strong><p><span style="font-family:Verdana;color:#000066;"><strong>With <u>BOTH</u> methods we start with <u>given</u> information. This "<u>given</u>" information is: <span style="color:#000000;">1.)<u>True Air Speed</u></span>* (*</strong><span style="color:#000000;"><em>See previous </em>AERO<em>file entry for arriving at TAS).</em> </span><span style="color:#000000;"><strong>2.) <u>True Track (TRK T)</u> and 3.) <u>Wind Velocity (WV)</u>. Here is an example: TAS = 110. True Track = 050. W/V = 360/30</strong></span></span></p><p><strong><em><u>First the "WIND DOWN" method:</u></em></strong></p><p><strong><span style="font-size:130%;"><span style="font-family:verdana;">The wind direction (remember the wind is <u>always</u> FROM) is placed under the INDEX at the top of the instrument by rotating the plotting disc. The wind is 360/30. Rotate the disc until 360 (or "N") is under the "INDEX". <span style="color:#000066;">Now, from the CENTRE BORE, measure "30" DOWNwards. Make a mark (a dot or a cross) at this point. </span></span></span><span style="color:#ff0000;"><span style="font-family:verdana;"><span style="font-size:130%;">Now rotate the disc to align the <u>True Track</u> 050 with the "INDEX" <u>AND</u> slide the disc to place the CENTRE BORE over the <u>TAS</u></span> </span><span style="font-size:130%;"><span style="font-family:verdana;">110. Observe the angle of the DRIFT LINE. It is 15 degrees on the RIGHT hand side of the plotting disc.</span> <span style="color:#000066;"><em>(<u>Note</u>: The top right and left of the outer fixed disc states "DRIFT LEFT" and "DRIFT RIGHT" respectively).</em> </span><span style="color:#000000;">Here the</span><span style="color:#000000;"> drift is RIGHT therefore the heading is to the LEFT of the TRACK (the aircraft drifts towards the track!) Rotate the disc 15 degrees LESS than the TRACK value of 050 i.e. 035 under the INDEX. OBSERVE the DRIFT ANGLE <u>NOW</u>. It is now only 12 degrees. <span style="color:#663300;">RE-ADJUST the figure under the INDEX to read 038. NOW THE DRIFT ANGLE (12 degrees) AGREES WITH THE DIFFERENCE BETWEEN THE TRACK AND THE HEADING (050 and 038 = 12).</span> AND the plotting disc has "<span style="color:#000066;">apples</span>" and "<span style="color:#000066;">apples</span>" together and "<span style="color:#ff0000;">pears</span>" and "<span style="color:#ff0000;">pears</span>" together, i.e. <span style="color:#ff0000;">TRACK</span> with <span style="color:#ff0000;">GS</span> and <span style="color:#000066;">HDG</span> with <span style="color:#000066;">TAS</span>. The HDG and TAS have ended up on the centre-line. The Ground Speed (GS) is now read at the curved speed line under the "X" . It is 89. Bingo! We have <span style="color:#000066;">True Heading</span> (038) and <span style="color:#ff0000;">Gound Speed (89)</span>.</span></span></span></strong></p><p><strong><u><span style="font-size:130%;"><em>Now the WIND -UP method:</em></span></u></strong></p><p><span style="font-family:verdana;font-size:130%;"><strong>The wind direction (remember the wind is always FROM) is placed under the INDEX at the top of the instrument by rotating the plotting disc. The wind is 360/30. Rotate the disc until 360 (or "N") is under the "INDEX". Now, from the CENTRE BORE, measure "30" UPwards. Make a mark (a dot or a cross) at this point.</strong></span></p><p><strong><span style="font-family:verdana;font-size:130%;">Now rotate the disc to align the True Track 050 with the "INDEX" AND place the "X" of the wind vector over the TAS curved line at 110. Observe the angle of the DRIFT LINE. It is 12 degrees on the LEFT hand side of the plotting disc. (Note: The top left and right of the outer fixed disc states "DRIFT LEFT" and "DRIFT RIGHT" respectively). Here the drift is RIGHT therefore the heading is to the LEFT of the TRACK (the aircraft drifts towards the track!). THE <span style="color:#ff6600;">"QUIRK" WITH THIS METHOD IS THAT ALTHOUGH THE INSTRUMENT HAS "DRIFT LEFT" STAMPED ON THE TOP (ON THE SIDE OF THE DRIFT LINE) WE HAVE TO REVERSE THIS. THE DRIFT IS <u>ACTUALLY</u> RIGHT!</span> Other than this little quirk everything is fine and dandy. There is no adjusting to do. Simply subtract 12 degrees of drift from the TRUE TRACK of 050 = <span style="color:#000066;">TRUE HEADING of 038 degrees</span>, and read the <span style="color:#ff0000;">Groundspeed</span> under the centre bore = <span style="color:#ff0000;">89</span><span style="color:#ff0000;"> knots</span>. Bingo again!!</span></strong></p>Unknownnoreply@blogger.com3tag:blogger.com,1999:blog-4884909457373429664.post-70141554993919456792008-10-28T10:35:00.019+00:002008-12-03T11:09:11.501+00:00PPL: Ex 18 Navex Debrief<a href="http://1.bp.blogspot.com/_NzlFWTg6nO4/SQbrz9IdZTI/AAAAAAAAAmc/rwXs7xX_W1w/s1600-h/PicDValeVRP.JPG"><img id="BLOGGER_PHOTO_ID_5262152492444902706" style="FLOAT: left; MARGIN: 0px 10px 10px 0px; WIDTH: 200px; CURSOR: hand; HEIGHT: 150px" alt="" src="http://1.bp.blogspot.com/_NzlFWTg6nO4/SQbrz9IdZTI/AAAAAAAAAmc/rwXs7xX_W1w/s200/PicDValeVRP.JPG" border="0" /></a><br /><a href="http://4.bp.blogspot.com/_NzlFWTg6nO4/SQbsZoZJtEI/AAAAAAAAAmk/IFV0adOLp8c/s1600-h/PicMikesC172.JPG"><img id="BLOGGER_PHOTO_ID_5262153139712799810" style="FLOAT: right; MARGIN: 0px 0px 10px 10px; WIDTH: 200px; CURSOR: hand; HEIGHT: 150px" alt="" src="http://4.bp.blogspot.com/_NzlFWTg6nO4/SQbsZoZJtEI/AAAAAAAAAmk/IFV0adOLp8c/s200/PicMikesC172.JPG" border="0" /></a> <span style="font-family:verdana;">This is a "debrief" with regards to the Navex flown today. It was a very good exercise and very well planned. What impressed me most was your progress in general and your R/T in particular.</span> <span style="font-family:Verdana;">This "entry" is very much experimental, so I would expect some feedback - by whatever means! Today we were flying a Cessna 172 Skyhawk:</span><br /><span style="font-family:Verdana;"></span><br /><span style="color:#000066;"><span style="font-family:Verdana;">The planning was good. Weather and NOTAMS downloaded. Accurate track angles and distance measurements. Correct calculation of TAS (+06 deg C at 2000 PRESS ALT in the <em>AIR SPEED </em>window gives 102kts TAS opposite 100 KIAS). <em>My old eyes don't help with that tiny AIR SPEED window!</em>.</span><br /><span style="font-family:Verdana;">Correct application of the Wind Vectors to True Tracks which resulted in correct True Headings.</span><br /><span style="font-family:Verdana;">Correct application of <strong>VAR</strong>iation (3-deg W) to obtain Magnetic Headings (<strong>HDG M</strong>).</span> <span style="font-family:Verdana;"><strong>DEV</strong>iation and therefore Compass Heading (<strong>HDG C</strong>) to be read from the Deviation Card on the instrument panel.</span><br /></span><span style="font-family:Verdana;"><span style="color:#ff0000;">The Weight & Balance Form was filled out correctly. <span style="color:#000000;">116 litres</span> of fuel confirmed in the tanks. Using the flight computer (wizz wheel - <strong><span style="color:#000066;">Ltr</span>.</strong> opposite <strong><span style="color:#000000;">116</span> </strong>gave <strong><span style="color:#000000;">25.5</span> </strong>opposite <strong><span style="color:#000066;">IMP.GAL</span>.</strong>) 25.5 IMP.GAL* = 183.6 lbs @ 7.2 lbs/Imp. Gal.</span><span style="color:#000000;"> (*<em><u>Note:</u> 25.5 IMP.GAL would equate to 30.6 U.S.GAL. - just look at the figure under the</em> <strong><span style="color:#000066;">U.S.GAL</span></strong> <em>mark on the computer! In Europe we have to get used to working with Lbs., Kilogrammes, Imp. Gals., U.S.Gals., Litres, Feet, Statute miles, Nautical miles, Kilometres, and Metres. An aircraft manufactured in the U.S.A will probably be quoting performance figures in Lbs. and U.S. Gallons, Feet and Inches, and, on older aircraft MPH in the POH/FM.)</em></span></span><br /><span style="font-family:Verdana;"><span style="color:#000066;">The Weight & Balance Form (or Loadsheet) for our Cessna 172s uses the units Lbs. and IMP. GALs.</span> (<em><u>Note:</u> Airliners in Europe are normally operated in Kgs. for both Aircraft Mass and Fuel Mass, but the fuel bowsers usually deliver fuel in Litres. Fuel energy is measured in mass. It is therefore important to ensure that enough volume is uplifted to equate to the mass required!)</em></span><br /><span style="font-family:Verdana;"></span><br /><span style="font-family:Verdana;color:#ff0000;">Having calculated the Total Weight (2290 lbs.) the Short Field Performance (10 Flap) was calculated using ISA Temperature and Pressure Altitude of 200. Ground Roll = 240m. TODR = 410m. Both X 1.25 (+25%) for <strong>Wet Grass</strong> = <strong>300m</strong> and <strong>512m</strong> resp. TORA at EGBD = 453m. TODA 585m.</span><br /><span style="font-family:Verdana;"></span><br /><span style="font-family:Verdana;">It was good to see that "Off Chocks" (or Brakes Off) time was recorded on the PLOG with a space left for "On Chocks" above. This makes it easy to subtract one from the other for "Total Chocks Time".</span> <span style="font-family:verdana;">Same for "Take-off" and "Landing Times".<br /></span><span style="font-family:Verdana;"></span><br /><span style="color:#000066;"><span style="font-family:Verdana;">Passenger Briefing, Start-Up, Taxy Checks and Power Checks all completed to a good standard. This was an unfamiliar aircraft with a different engine instrument layout. Nothing was missed. The technique of <em>Think - Delay - Act </em>worked well. There is never a case for rushing in an aircraft. A <strong>cool</strong>, <strong>deliberate</strong>, <strong>measured</strong> and <strong>considered</strong> approach to everything pays dividends. In fact it normally saves you time, and certainly can spare you embarrassment.</span><br /></span><span style="font-family:Verdana;"></span><br /><span style="font-family:Verdana;">The take-off time was mentally noted. The take-off was smooth with aileron into wind and effective use of rudder to keep straight during the ground run. When elevator authority was felt through the control wheel, the nosewheel was lifted just clear of the grass. At 53KIAS the aircarft was rotated to the correct initial ATTitude for a Vx climb. Enough right rudder was applied to keep the aircraft balanced (ball in centre). You obviously understand the translation of the rudder function from ground to flight.</span><br /><span style="font-family:Verdana;"></span><br /><span style="font-family:Verdana;">When the obstacles were cleared you adjusted the ATTitude by pitching down slightly in order to accelerate. Flaps 0 and attitude re-adjusted: Vy climb speed of 75KIAS. ATTITUDE - POWER - TRIM - excellent!</span><br /><span style="font-family:Verdana;"></span><br /><span style="color:#000066;"><span style="font-family:Verdana;">Using LOOKOUT - ATTITUDE - INSTRUMENTS and POWER - ATTITUDE - TRIM you climbed towards the first waypoint and called the aerodrome AGCS (Air Ground Communication Service - "Callsign" + "Radio") and advised that you were changing to "XXX Radar on xxx.xxx" your en route frequency. Your R/T is progressing very well. Obviously you are applying THINK - DELAY* - SPEAK to good effect too. (*DELAY only for a second or two.)</span><br /></span><span style="font-family:Verdana;"></span><br /><span style="font-family:Verdana;">I would like you to work a little more on <strong>cockpit organisation</strong>. Here are some pointers: </span><br /><span style="font-family:Verdana;">One of the important points when flying is correct prioritisation. Flying is about prioritising correctly and effectively. Ask yourself, "What is important NOW?" The priority list has to be re-shuffled as required, and tasks or functions that have been pushed down the priority stack must be re-visited when conditions allow.</span><br /><span style="font-family:Verdana;">Obviously the priorities, as always, are AVIATE - NAVIGATE - COMMUNICATE, but within these tenets are sub-priorities. A major priority is <strong><span style="color:#ff0000;">LOOKOUT</span></strong>. In order to facilitate good lookout it is important <u>not</u> to spend much time looking in at stuff on your lap or kneeboard (in fact I recommend getting rid of the kneeboard), but to be well organised in the cockpit. Keep it simple. Organise all the information that you require in a <em><strong><span style="color:#000066;">simple & retrievable</span></strong> </em>form. I recommend making up an A5 Handy Dandy Clearview Folder with all the information that you may need for the trip and tucked behind the seat. Simply use your chart folded to the standard 16 X 26 cm (or 7 X 10 inches). Clear & uncluttered thin <strong>black</strong> track lines drawn with <strong>1/4</strong>, <strong>1/2</strong> and <strong>3/4</strong> distance marks on each leg. The only black on the ICAO 1:500,000 Aeronautical Chart is the printed names of towns and railway lines + grid lines of course. Tucked into a sleeve of the chart, or placed underneath the chart, would be the PLOG. The A4 size plog would be folded in half (A5 size) so as to fit neatly into the sleeve with the priority side UP. This is so that when the plog is slid out from under the chart the higher priority information is immediately visible. Of course all the information on your plog (your flight plan) is important, but I would suggest the side of the plog with <strong>MAG HDG, DIST, TIME and FUEL REQD</strong> are the immediately required values for each leg. Organise any <u>notes</u>, <u>frequencies</u>, <u>radio aid information/idents</u> etc. on this same side.</span> O<span style="font-family:Verdana;">ther priorities, of course, are accurate heading (<strong>HDG</strong>) and accurate time keeping (<strong>CHRONO</strong>).</span><br /><span style="font-family:Verdana;"></span><br /><span style="font-family:Verdana;color:#009900;">Keep a green standard chart marker "lumocolor" pen in your shirt pocket for writing en route in a convenient, <u><span style="color:#000000;">unimportant place on the chart</span></u>. <strong>Green</strong> is a good colour because the only markings on an ICAO 1:500,000 Aeronautical Chart in <strong>green</strong> are forests and woods. Some pilots also use <strong>green</strong> for track lines. I like the clarity of <span style="color:#000000;"><u>black track</u></span> lines and the contrast with <strong>green</strong> for "other" information, like <strong>Take-off Time, Squawk Codes, Frequencies, Revisions, etc</strong>.</span> <span style="font-family:verdana;"><span style="color:#000000;"><strong>However, try to really listen and absorb information such as squawk codes, clearances and frequency changes so that you don't have to write them down! Mentally: Note - Repeat - Apply</strong> </span><span style="color:#009900;">as you did today</span><em>.</em><br /></span><span style="font-family:Verdana;"></span><br /><span style="color:#000066;"><span style="font-family:Verdana;">Avoid cluttering your chart with "drift" lines. From the index at the right of this page go to <strong><span style="color:#000000;">PPL Ex 18 (xiii): Navigation: (Off-Track Correction)</span></strong> to revise how to regain your track and make it to the waypoint. Please also re-visit <strong><span style="color:#000000;">PPL: Ex 18 (viii): Navigation: Heading & Chrono Discipline.</span></strong></span><strong><span style="color:#000000;"> </span></strong><br /></span><span style="font-family:Verdana;"></span><br /><span style="font-family:Verdana;">The final point is about the <strong>THROTTLE</strong> in the cruise. Set the cruise RPM (say, 2200RPM), tighten up the throttle friction and, in general, leave the throttle alone. Fly straight and level by <strong>LOOKOUT - ATTITUDE - INSTRUMENTS.</strong> KEEP the aircraft in <strong>TRIM </strong>and correct any (hopefully minor) ALTitude excursions with the control wheel (elevator). The speed excursions will thus be evened out.</span><br /><br /><span style="font-family:verdana;">Approach and Landing: Textbook!</span><br /><span style="font-family:Verdana;color:#000066;"><strong><em></em></strong></span><br /><span style="font-family:Verdana;color:#000066;"><strong><em>Your Planning, Take-off, Climb, Situation Awareness, Lookout, R/T, and Overall Progress is very good. The main points are to do with being organised in the cockpit and leaving CRZ POWER constant. Again, well done.</em></strong></span>Unknownnoreply@blogger.com1tag:blogger.com,1999:blog-4884909457373429664.post-23036870111133282962008-10-27T15:47:00.022+00:002008-11-02T14:56:56.483+00:00PPL Ex 13: The FLAPLESS APPROACH<a href="http://4.bp.blogspot.com/_NzlFWTg6nO4/SQXi3AsoIwI/AAAAAAAAAmE/GCgPjx5xUbI/s1600-h/PicDValeAlpiAviationHawk300.jpg"><img id="BLOGGER_PHOTO_ID_5261861174360154882" style="FLOAT: left; MARGIN: 0px 10px 10px 0px; WIDTH: 320px; CURSOR: hand; HEIGHT: 176px" alt="" src="http://4.bp.blogspot.com/_NzlFWTg6nO4/SQXi3AsoIwI/AAAAAAAAAmE/GCgPjx5xUbI/s320/PicDValeAlpiAviationHawk300.jpg" border="0" /></a> <span style="font-family:verdana;">Now this picture of the <strong><span style="color:#000066;">Hawk 300</span></strong> has got your attention, I would ask my PPL pilots to review:</span> <div align="justify"><span style="font-family:verdana;"></span></div><div align="justify"><span style="font-family:verdana;">1.) <strong>PPL: Ex 13: The Flapless Approach - 26 August 2008.</strong> The numbers are based on the Cessna 152. The approach speed is <strong><span style="color:#ff0000;">60KIAS</span></strong> to the runway threshold. No increment is added for headwind component. <strong><span style="color:#000066;">See PPL: Ex 13: The Flapless Approach 26 August 2008 via the index archive in the "green" section at the top right of the page.</span></strong> </span></div><div align="justify"><span style="font-family:verdana;">2.) <strong>PPL: Navigation Ex 18 (viii) (HEADING & CHRONO DISCIPLINE) - 27 August 2008</strong>.<strong> </strong>The importance of maintaining the disciplines of accurate heading and time - <strong><span style="color:#000066;">HEADING</span></strong> and <strong><span style="color:#000066;">CHRONO</span></strong>. If an accurate heading is not maintained and the chrono was not started, navigation becomes very haphazard. Check out (again) Colonel Don Blakeslee at <strong><span style="color:#000066;">PPL: Navigation Ex 18 (viii) 27 August 2008 via the index archive in the "green" section at the top right of the page</span></strong> for more on the effectiveness of a map and a watch. Here is a cutting and his picture from the <em>Daily Telegraph:</em><a href="http://3.bp.blogspot.com/_NzlFWTg6nO4/SQXoQL1_HzI/AAAAAAAAAmU/P_MgCTLtCG0/s1600-h/IMG_1929_2.jpg"><img id="BLOGGER_PHOTO_ID_5261867104407068466" style="FLOAT: right; MARGIN: 0px 0px 10px 10px; WIDTH: 320px; CURSOR: hand; HEIGHT: 265px" alt="" src="http://3.bp.blogspot.com/_NzlFWTg6nO4/SQXoQL1_HzI/AAAAAAAAAmU/P_MgCTLtCG0/s320/IMG_1929_2.jpg" border="0" /></a><a href="http://3.bp.blogspot.com/_NzlFWTg6nO4/SQXoPn45YzI/AAAAAAAAAmM/luBve76JC-s/s1600-h/IMG_1929.JPG"><img id="BLOGGER_PHOTO_ID_5261867094755599154" style="FLOAT: right; MARGIN: 0px 0px 10px 10px; WIDTH: 320px; CURSOR: hand; HEIGHT: 267px" alt="" src="http://3.bp.blogspot.com/_NzlFWTg6nO4/SQXoPn45YzI/AAAAAAAAAmM/luBve76JC-s/s320/IMG_1929.JPG" border="0" /></a></span></div>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-4884909457373429664.post-60131885591177156302008-10-22T13:22:00.008+01:002008-12-03T11:09:32.174+00:00This Is Why We Fly<a href="http://1.bp.blogspot.com/_NzlFWTg6nO4/SP8bzEA3IPI/AAAAAAAAAl0/MYhKoA2ue98/s1600-h/DVale5.JPG"><img id="BLOGGER_PHOTO_ID_5259953453856661746" style="DISPLAY: block; MARGIN: 0px auto 10px; CURSOR: hand; TEXT-ALIGN: center" alt="" src="http://1.bp.blogspot.com/_NzlFWTg6nO4/SP8bzEA3IPI/AAAAAAAAAl0/MYhKoA2ue98/s400/DVale5.JPG" border="0" /></a><br /><a href="http://4.bp.blogspot.com/_NzlFWTg6nO4/SP8bzt78VPI/AAAAAAAAAl8/obMXviR8gCE/s1600-h/DVale6.JPG"><img id="BLOGGER_PHOTO_ID_5259953465110320370" style="DISPLAY: block; MARGIN: 0px auto 10px; CURSOR: hand; TEXT-ALIGN: center" alt="" src="http://4.bp.blogspot.com/_NzlFWTg6nO4/SP8bzt78VPI/AAAAAAAAAl8/obMXviR8gCE/s400/DVale6.JPG" border="0" /></a> <span style="font-family:verdana;">Remember that your '<u><strong><span style="color:#000066;">comments</span></strong></u>' are welcome. </span><span style="font-family:verdana;"><strong>Standby for more Aero<em>file</em> pages soon. </strong>Meanwhile, click <strong><a href="http://www.alpiaviation.com/">here</a></strong> for an interesting site.</span><br /><div></div>Unknownnoreply@blogger.com4tag:blogger.com,1999:blog-4884909457373429664.post-48220702404005929812008-09-30T09:14:00.075+01:002010-11-02T12:33:09.287+00:00PPL Ex 18 (xviii): R/T. RTF. Radio Telephony. Using the Radio. Communications. R/T Practise.<a href="http://3.bp.blogspot.com/_NzlFWTg6nO4/SOdqcDGpNZI/AAAAAAAAAjc/uJeEedBjlkM/s1600-h/GARWS100307a.jpg"><img alt="" border="0" id="BLOGGER_PHOTO_ID_5253284520453027218" src="http://3.bp.blogspot.com/_NzlFWTg6nO4/SOdqcDGpNZI/AAAAAAAAAjc/uJeEedBjlkM/s400/GARWS100307a.jpg" style="cursor: hand; display: block; margin: 0px auto 10px; text-align: center;" /></a><br />
<a href="http://1.bp.blogspot.com/_NzlFWTg6nO4/SOdqcCu3ltI/AAAAAAAAAjk/i_sHWQT_L_Q/s1600-h/GARWS100307C.jpg"><img alt="" border="0" id="BLOGGER_PHOTO_ID_5253284520353306322" src="http://1.bp.blogspot.com/_NzlFWTg6nO4/SOdqcCu3ltI/AAAAAAAAAjk/i_sHWQT_L_Q/s400/GARWS100307C.jpg" style="cursor: hand; display: block; margin: 0px auto 10px; text-align: center;" /></a><br />
<a href="http://2.bp.blogspot.com/_NzlFWTg6nO4/SOdqca4Tx-I/AAAAAAAAAjs/-ZzuszeLdk0/s1600-h/GARWS3.jpg"><img alt="" border="0" id="BLOGGER_PHOTO_ID_5253284526835353570" src="http://2.bp.blogspot.com/_NzlFWTg6nO4/SOdqca4Tx-I/AAAAAAAAAjs/-ZzuszeLdk0/s400/GARWS3.jpg" style="cursor: hand; display: block; margin: 0px auto 10px; text-align: center;" /></a><br />
<a href="http://2.bp.blogspot.com/_NzlFWTg6nO4/SOdqcguyd-I/AAAAAAAAAj0/iCaPrEg17sE/s1600-h/GARWS4.jpg"><img alt="" border="0" id="BLOGGER_PHOTO_ID_5253284528406034402" src="http://2.bp.blogspot.com/_NzlFWTg6nO4/SOdqcguyd-I/AAAAAAAAAj0/iCaPrEg17sE/s400/GARWS4.jpg" style="cursor: hand; display: block; margin: 0px auto 10px; text-align: center;" /></a><br />
<div><a href="http://2.bp.blogspot.com/_NzlFWTg6nO4/SOOSkASwKzI/AAAAAAAAAi0/wHLhC2woQW4/s1600-h/RTF1.JPG"></a><img alt="" border="0" id="BLOGGER_PHOTO_ID_5252202739310500178" src="http://1.bp.blogspot.com/_NzlFWTg6nO4/SOOSkGTvmVI/AAAAAAAAAi8/Z-Aphj821og/s400/RTF2.JPG" style="cursor: hand; display: block; margin: 0px auto 10px; text-align: center;" /><br />
<img alt="" border="0" id="BLOGGER_PHOTO_ID_5252202747090841026" src="http://2.bp.blogspot.com/_NzlFWTg6nO4/SOOSkjSuLcI/AAAAAAAAAjM/0gbJYOLggFA/s400/RTF4.JPG" style="cursor: hand; display: block; margin: 0px auto 10px; text-align: center;" /><br />
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<span style="color: red; font-family: verdana;"><strong>Before launching into these <em>Radio Practice Routes</em> here is a reminder of the recent amendment to<em> </em></strong><span style="color: black;"><strong><em>CAP413 the UK Safety Regulation Group (CAA) Radiotelephony Manual </em></strong>(Click <a href="http://www.caa.co.uk/docs/33/cap413.pdf">here</a> for the link to CAP413)<strong><em>:</em></strong></span><strong><br />
</strong></span><img alt="" border="0" id="BLOGGER_PHOTO_ID_5252204711694407042" src="http://2.bp.blogspot.com/_NzlFWTg6nO4/SOOUW6AtlYI/AAAAAAAAAjU/PJCB5BHouFE/s400/CAP413Revisions.jpg" style="cursor: hand; display: block; margin: 0px auto 10px; text-align: center;" /> <span style="color: red;"><strong><em>If <u>YOU</u> want to be PROFESSIONAL then conform to this amendment (</em></strong><span style="color: black;">above</span><strong><em>).</em></strong></span></div>It says: <strong><span style="font-size: 130%;">Changes to indication of VHF channels in line with ICAO's change to Annex 10.</span></strong><br />
<strong><span style="font-size: 130%;"></span></strong><br />
<strong><span style="font-size: 130%;">All six figures shall be used when identifying frequencies irrespective of whether they are 25kHz or 8.33 kHz spaced. Exceptionally, when the final two digits are both zero, only the first four digits need be given</span></strong><br />
<span style="font-size: 130%;"></span><br />
<span style="font-size: 130%;"><div>Here are some examples:</div><ul><li>118.35<strong><u>0</u></strong></li>
<li>134.17<strong><u>5</u></strong></li>
<li>122.12<strong><u>5</u></strong></li>
<li>130.55<strong><u>0</u></strong></li>
<li>124.07<strong><u>5</u></strong></li>
<li><strong>121.5</strong></li>
<li><strong>120.9</strong></li>
<li>118.05<strong><u>0</u></strong></li>
<li><strong>125.2<br />
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</ul><span style="color: red; font-family: verdana;"><strong><em><u></u></em></strong></span><span style="color: red; font-family: verdana;"><strong><em><u>REMEMBER: Think - Delay <span style="color: #000066;">(1 or 2 seconds)</span> - Speak! <span style="color: #663333;">(or ACT!!)</span></u> <span style="color: black;">See <u>"Correct R/T Phraseology ? Any Feedback?"</u> August 2008 for "Comments!"</span></em></strong></span><br />
<div align="left"><span style="font-family: Verdana;"><em><strong><span style="color: red;">Be Professional</span>. When using an abbreviated callsign permitted by ATC's response to your initial call of e.g. "G-DACF" the correct response is "G-CF". It is <u>never</u> acceptable to use just "CF". Always, always start with the National Registration Letter , Letters or Number: </strong></em></span><span style="font-family: Verdana;"><em><strong>"G", "F", "EI", "OO","N", "R", "ZS", "A2" etc. "<u>Golf </u>Charlie Foxtrot" <u>NOT</u> "Charlie Foxtrot". </strong></em></span><span style="font-family: Verdana;"><em>(<u>Editor's note</u>: </em></span><span style="font-family: Verdana;"><em>Sorry, the words "Grandmother", "Suck", </em></span><span style="font-family: Verdana;"><em>"Eggs" and "Teach" are coming into mind!)</em></span></div><div><span style="font-family: verdana;"><strong><u>Here are some <em>Practice Radio Exercises:</em></u></strong></span></div><div><em><span style="font-family: Verdana;"><u>Note:</u> An Aerodrome Air/Ground Station can only offer an Aerodrome/Ground Communication Service (AGCS). For ATC and FIS see <strong>CAP413.</strong></span></em></div><div><strong><em><span style="font-family: Verdana;"></span></em></strong></div><div><span style="font-family: verdana;"><strong><u></u></strong></span></div><div><span style="font-family: verdana;"><strong><u>CIRCUITS:</u> </strong></span><br />
<strong><span style="font-family: Verdana;"></span></strong><br />
<span style="font-family: Verdana;"><span style="color: #000066;"><u>Aircraft:</u> XXXX Radio Golf Oscar Delta Alpha Charlie (GOLF <u>OSS</u> CAH <u>DELL</u> TAH <u>AL</u> FAH <u>CHAR</u> LEE) request radio check on 118.350 (WUN WUN AIT DAYSEEMAL TREE FIFE <strong>ZERO</strong>) and information.</span></span><br />
<span style="color: red; font-family: Verdana;"><u>Ground:</u> Golf Alpha Charlie XXXX reading you strength five. Runway for departure 17 left hand. QFE 1010. QNH 1016.</span><br />
<span style="color: #000066; font-family: Verdana;"><u>Aircraft:</u> Runway 17 left hand. QFE 1010. QNH 1016. Golf Alpha Charlie.</span><br />
<br />
<span style="color: #000066; font-family: Verdana;"><u>Aircraft:</u> G-AC crossing runway 05.</span><br />
<span style="color: red; font-family: Verdana;"><u>Ground:</u> G-AC roger. No known traffic to affect. Be advised, one aircraft on short final.</span><br />
<span style="color: #000066; font-family: Verdana;"><u></u></span><br />
<span style="color: #000066; font-family: Verdana;"><u>Aircraft:</u> G-AC ready for departure.</span><br />
<span style="color: #000066; font-family: Verdana;"><span style="color: red;"><u>Ground:</u> G-AC roger. Surface wind 080˚ 6 knots.<br />
</span><br />
<u>Aircraft:</u> G-AC downwind (05 to land/low approach and go-around/glide approach/flapless approach).</span><br />
<span style="color: #000066; font-family: Verdana;"><span style="color: red;"><u>Ground:</u> G-AC roger. Advise final.</span><br />
<u>Aircraft:</u> Advise final G-AC.<br />
<br />
<u>Aircraft:</u> G-AC final.<br />
<span style="color: red;"><u>Ground:</u> G-AC roger. Surface wind 080˚ 6 knots.<br />
</span><br />
<u>Aircraft:</u> G-AC going around.<br />
<span style="color: red;"><u>Ground:</u> G-AC roger, advise downwind.<br />
</span><br />
<strong><u>TRAINING FLIGHT:</u></strong><br />
<br />
<u>Aircraft:</u> G-AC overhead Church Broughton. Departing the circuit to the west. Remaining on frequency/changing to East Midlands 134.17<strong>5</strong>.<br />
<span style="color: red;"><u>Ground:</u> G-AC roger. Advise on rejoin.</span><br />
Aircraft: Advise on rejoin G-AC.<br />
<br />
<u>Aircraft:</u> G-AC approaching Church Broughton from the west for rejoin.<br />
<span style="color: red;"><u>Ground:</u> G-AC roger. Runway for landing 05LH. QFE 1010.</span><br />
<u>Aircraft:</u> Runway 05LH. QFE 1010. G-AC.<br />
<span style="color: red;"><u>Ground:</u> G-AC roger. Advise downwind.<br />
</span><u>Aircraft:</u> Advise downwind G-AC.<br />
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<u><strong>NEWPORT LAKE/STOKE SERVICES:</strong></u><br />
<br />
<u>Aircraft:</u> G-AC overhead Church Broughton departing the circuit to the west changing to East midlands 134.17<strong>5</strong>.<br />
<span style="color: red;"><u>Ground:</u> G-AC roger. Advise on rejoin.<br />
</span>Aircraft: Wilco G-AC.<br />
<br />
<u>Aircraft:</u> East Midlands Approach G-ODAC for Flight Information Service.<br />
<span style="color: red;"><u>Ground:</u> G-AC pass your message/G-AC standby.<br />
</span><u>Aircraft:</u> G-AC Cessna 152 XXXX to XXXX on a (solo) navex turning overhead Newport Lake and Stoke Services. Currently overhead Church Broughton 2,400 feet. Request flight information service.<br />
<span style="color: red;"><u>Ground:</u> G-AC roger. Flight information service you have. QNH 1016. Report changing frequency.</span><br />
<span style="color: #000066;"><u>Aircraft:</u> Flight information service. QNH 1016. Wilco G-AC.</span><br />
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<u>Aircraft:</u> G-AC overhead Hixon disused airfield. Request frequency change to Shawbury 120.77<strong>5.</strong><br />
<span style="color: red;"><u>Ground:</u> G-AC roger frequency change approved.</span><br />
<span style="color: #000066;"><u>Aircraft:</u> G-AC</span><br />
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<u>Aircraft:</u> Shawbury Radar G-ODAC for flight information service.<br />
<span style="color: red;"><u>Ground:</u> G-AC pass you details.</span><br />
<span style="color: #000066;"><u>Aircraft:</u> G-AC Cessna 152 XXXX to XXXX on a (solo) navex turning overhad Newport Lake and Stoke Services. Currently overhead Hixon 2,400 feet. request flight information service.</span><br />
<span style="color: red;"><u>Ground:</u> G-AC roger. Flight information service. Barnsley 1012. Report turning at Newport Lake.</span><br />
<span style="color: #000066;"><u>Aircraft:</u> Flight information service. barnsley 1012. Wilco G-AC.</span><br />
<span style="color: red;"><u>Ground:</u> G-AC roger. For conspicuity squawk 0240.</span><br />
<span style="color: #000066;"><u>Aircraft:</u> Squawk 0240 G-AC.</span><br />
<br />
<span style="color: #000066;"><u>Aircraft:</u> G-AC turning overhead Newport Lake. setting course for Stoke Services on the M6.</span><br />
<span style="color: red;"><u>Ground:</u> G-AC roger. Report changing frquency.</span><br />
<span style="color: #000066;"><u>Aircraft:</u> Wilco G-AC.</span><br />
<br />
<span style="color: #000066;"><u>Aircraft:</u> G-AC turning overhead Stoke Services. request frequency change to East Midlands 134.17<strong>5</strong>.</span><br />
<span style="color: red;"><u>Ground:</u> G-AC roger. Squawk 7000. free call East Midlands 134.17<strong>5</strong>.</span><br />
<span style="color: #000066;"><u>Aircraft:</u> Squawk 7000. Free call East Midlands G-AC.</span><br />
<br />
<span style="color: #000066;"><u>Aircraft:</u> East Midlands Approach G-ODAC for flight information service.</span><br />
<span style="color: red;"><u>Ground:</u> G-AC East Midlands pass your message.</span><br />
<span style="color: #000066;"><u>Aircraft:</u> G-AC C152 XXXX to XXXX on a (solo) navex turning overhead Newport Lake and Stoke Services. Currently overhead Stoke services 2,400 feet. Request flight information service.</span><br />
<span style="color: red;"><u>Ground:</u> G-AC roger. Flight information service. East Midlands QNH 1016.</span><br />
<span style="color: #000066;"><u>Aircraft:</u> Flight information service. QNH 1016. G-AC.</span><br />
<br />
<span style="color: #000066;"><u>Aircraft:</u> G-AC 3 miles west of Church Broughton. Request frequency change to XXXX on 118.35<strong>0</strong>.</span><br />
<span style="color: red;"><u>Ground:</u> G-AC roger frequency change approved.</span><br />
<span style="color: #000066;"><u>Aircraft:</u> G-AC.</span><br />
<br />
(To be continued)<br />
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<strong><em><span style="color: red;">Meanwhile, here are some pages extracted from CAP413:</span></em></strong></span></div><strong><em></em></strong></span><strong><em></em></strong><img alt="" border="0" id="BLOGGER_PHOTO_ID_5251907476829970322" src="http://2.bp.blogspot.com/_NzlFWTg6nO4/SOKGBj2rH5I/AAAAAAAAAhk/aLB_oSMweNU/s400/IMG_1934.JPG" style="cursor: hand; display: block; margin: 0px auto 10px; text-align: center;" /><br />
<strong><em><span style="color: red;"><br />
</span></em></strong><strong><em><span style="color: red;"></span></em></strong><img alt="" border="0" id="BLOGGER_PHOTO_ID_5251907483009434946" src="http://2.bp.blogspot.com/_NzlFWTg6nO4/SOKGB63-RUI/AAAAAAAAAhs/UpwM-Gr-P-I/s400/IMG_1935.JPG" style="cursor: hand; display: block; margin: 0px auto 10px; text-align: center;" /><img alt="" border="0" id="BLOGGER_PHOTO_ID_5251907486437707250" src="http://2.bp.blogspot.com/_NzlFWTg6nO4/SOKGCHpVjfI/AAAAAAAAAh0/O2QAfg0Emjg/s400/IMG_1936.JPG" style="cursor: hand; display: block; margin: 0px auto 10px; text-align: center;" /><img alt="" border="0" id="BLOGGER_PHOTO_ID_5251909776205825074" src="http://4.bp.blogspot.com/_NzlFWTg6nO4/SOKIHZsmRDI/AAAAAAAAAiM/b-_drUJWKJ0/s400/IMG_1937.jpg" style="cursor: hand; display: block; margin: 0px auto 10px; text-align: center;" /><img alt="" border="0" id="BLOGGER_PHOTO_ID_5251909777967411730" src="http://4.bp.blogspot.com/_NzlFWTg6nO4/SOKIHgQl8hI/AAAAAAAAAiU/sIpBAI6gtQA/s400/IMG_1938.JPG" style="cursor: hand; display: block; margin: 0px auto 10px; text-align: center;" /><img alt="" border="0" id="BLOGGER_PHOTO_ID_5251909786239556130" src="http://4.bp.blogspot.com/_NzlFWTg6nO4/SOKIH_E02iI/AAAAAAAAAic/wI7ttb_a3Qk/s400/IMG_1939.JPG" style="cursor: hand; display: block; margin: 0px auto 10px; text-align: center;" /><br />
<img alt="" border="0" id="BLOGGER_PHOTO_ID_5251909786518329634" src="http://3.bp.blogspot.com/_NzlFWTg6nO4/SOKIIAHSmSI/AAAAAAAAAis/ulYn3Er4H5A/s400/IMG_1941.JPG" style="cursor: hand; display: block; margin: 0px auto 10px; text-align: center;" /><br />
<strong><em>Work-in-progress. More to come. Watch this space.....................................</em></strong>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-4884909457373429664.post-28443728072775740102008-09-14T09:59:00.099+01:002013-04-09T09:25:13.705+01:00PPL Ex 18 (xvii): Navigation Planning: Example: EGBD - EGTK - (Part 4: The Navigation Plan - Pilot's Log - PLOG + Load Sheet)<a href="http://4.bp.blogspot.com/_NzlFWTg6nO4/SNpaZ-MgYTI/AAAAAAAAAcE/j9g4GE9NLNs/s1600-h/BlithfieldReservoir.JPG"><img alt="" border="0" id="BLOGGER_PHOTO_ID_5249607717892415794" src="http://4.bp.blogspot.com/_NzlFWTg6nO4/SNpaZ-MgYTI/AAAAAAAAAcE/j9g4GE9NLNs/s320/BlithfieldReservoir.JPG" style="cursor: hand; float: left; margin: 0px 10px 10px 0px;" /></a><br />
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<a href="http://3.bp.blogspot.com/_NzlFWTg6nO4/SNognwrftgI/AAAAAAAAAak/Q-DATdGSwVg/s1600-h/scan0004.jpg"><img alt="" border="0" id="BLOGGER_PHOTO_ID_5249544183108056578" src="http://3.bp.blogspot.com/_NzlFWTg6nO4/SNognwrftgI/AAAAAAAAAak/Q-DATdGSwVg/s320/scan0004.jpg" style="cursor: hand; float: left; margin: 0px 10px 10px 0px;" /></a> Two<span style="font-family: verdana;"> good aviation sites are </span><a href="http://www.landings.com/">here</a> and <a href="http://www.flyontrack.co.uk/">here</a>.<br />
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(<em>Click on an image to ENLARGE.)</em><br />
<span style="font-family: verdana;">Let's continue with the EGBD - EGTK - EGBD practise flight. The UK Low-Level Spot Wind Chart (Form 214) has been downloaded from <a href="http://www.metoffice.gov.uk/">http://www.metoffice.gov.uk/</a> and the winds appropriate to our flight applied to the pilot log.</span></div>
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<span style="font-family: Verdana;">Having interpolated the <strong><span style="color: red;">wind</span></strong> and <strong><span style="color: red;">temperature</span></strong> information from the <span style="color: #000066;">Met Office Chart</span> (F214) it is now possible to calculate <strong><span style="color: #000066;">True Airspeed</span></strong> (<strong><span style="color: #000066;">TAS</span></strong>), <strong><span style="color: red;">True Headings</span></strong> (<strong><span style="color: red;">TRU HDG</span></strong>) and <span style="color: red;"><strong>Ground Speeds</strong></span> (<strong><span style="color: red;">GND SPD</span></strong>). The TAS is calculated from the AIR SPEED window on the airspeed side of the flight computer. At 2,600ft the temperature is +08-deg C (average over the route). See <strong>(Illustration A</strong>.). The IAS will be 100 kts (See TAS in the Airplane Flight Manual (AFM) or the Pilots Operating Handbook (POH)). </span></div>
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<span style="font-family: Verdana;">On the Flight Computer: Opposite 100 on the inner scale, read 103.5 knots on the outer scale. See <strong>(Illustration B)</strong>. This is the <span style="color: #000066;"><strong>TAS</strong><span style="color: black;">, and it concurs with the AFM (s</span></span>ee both pictures below). The Ground Speed information allows the <strong><span style="color: #ff6600;">Time</span></strong> calculations (<strong><span style="color: #ff6600;">TIME MINS</span></strong>) and also, therefore, the <strong>Fuel Required -</strong> from the AFM or POH the fuel consumption is calculated as 6.6 Imp. Galls. per Hour. The <span style="color: #990000;"><strong>Magnetic Headings </strong></span><span style="color: black;">(</span><span style="color: #990000;"><strong>MAG HDG</strong></span><span style="color: black;">) are calculated </span>by applying the chart <span style="font-size: 85%;"><strong><span style="color: #000066;">VARIATION</span></strong> (<strong><span style="color: #000066;">VAR</span></strong></span>). </span></div>
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<img alt="" border="0" id="BLOGGER_PHOTO_ID_5249573489488091074" src="http://1.bp.blogspot.com/_NzlFWTg6nO4/SNo7Rnc-18I/AAAAAAAAAbM/bI_77SE2Lg8/s320/IMG_1869.JPG" style="cursor: hand; float: left; margin: 0px 10px 10px 0px;" /><br />
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<span style="font-family: Verdana;"><a href="http://2.bp.blogspot.com/_NzlFWTg6nO4/SNqLFIu55iI/AAAAAAAAAeU/i9L7Tk2Gr2w/s1600-h/IMG_1889.jpg"></a></span></div>
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<span style="font-family: Verdana;"><em><u><a href="http://1.bp.blogspot.com/_NzlFWTg6nO4/SNz3EaD1-GI/AAAAAAAAAgM/6sW0McC4SVo/s1600-h/IMG_1889.jpg"><img alt="" border="0" id="BLOGGER_PHOTO_ID_5250342920694134882" src="http://1.bp.blogspot.com/_NzlFWTg6nO4/SNz3EaD1-GI/AAAAAAAAAgM/6sW0McC4SVo/s200/IMG_1889.jpg" style="cursor: hand; float: right; margin: 0px 0px 10px 10px;" /></a></u></em></span><span style="font-family: Verdana;"><strong>(Illustraion A above.)</strong></span></div>
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<span style="font-family: Verdana;"><em><u>Note:</u> Do not confuse a meridian of Longitude for the degrees of variation. E.g. 3 deg W Longitude, but 3.5 deg W of Variation.</em></span></div>
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<span style="font-family: Verdana;"><em></em></span></div>
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<span style="font-family: Verdana;"></span></div>
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<span style="font-family: Verdana;">By applying the <strong><span style="color: #666600; font-size: 85%;"><span style="font-size: 100%;">DEVIATION</span></span></strong> (<strong><span style="color: #666600;">DEV</span></strong>) the <strong><span style="color: #330033;">Compass Headings</span></strong> (<strong><span style="color: #330033;">COMP HDG</span></strong>) are calculated. (<em><u>Note:</u> The <strong><span style="color: #666600; font-size: 85%;">DEVIATION</span></strong> is not normally known at this stage of the planning process. The aircraft will have a <strong><span style="color: #33cc00;"><img alt="" border="0" id="BLOGGER_PHOTO_ID_5249607698599383042" src="http://4.bp.blogspot.com/_NzlFWTg6nO4/SNpaY2UsEAI/AAAAAAAAAb8/tvipSjb--Bs/s320/IMG_1872.JPG" style="cursor: hand; float: left; margin: 0px 10px 10px 0px;" /></span><span style="color: #003300;">Compass Deviation Card</span></strong> near the compass. This will give a <strong>For </strong>(Magnetic Heading)<strong> </strong>and <strong>Steer</strong> (Compass Heading) table.<a href="http://3.bp.blogspot.com/_NzlFWTg6nO4/SNqMHLWSnjI/AAAAAAAAAec/gETwh1NfjK0/s1600-h/IMG_1906.jpg"><img alt="" border="0" id="BLOGGER_PHOTO_ID_5249662370586992178" src="http://3.bp.blogspot.com/_NzlFWTg6nO4/SNqMHLWSnjI/AAAAAAAAAec/gETwh1NfjK0/s200/IMG_1906.jpg" style="cursor: hand; float: right; margin: 0px 0px 10px 10px;" /></a>)</em></span></div>
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<strong><em><span style="font-family: Verdana;">(Illustration B.)</span></em></strong></div>
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Deviation Card >>>>>>>>>><br />
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<span style="font-family: verdana;">All the information is now available to complete the navigation plan or Pilot's Log - sometimes known as the PLOG.</span></div>
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<span style="font-family: Verdana;">On this PLOG the <em>Estimated</em> Remaining Fuel <u>after</u> holding for 45 minutes and having used all of the 10% Contingency, is 3.4 Imp. Galls. This equates to 31 minutes at 6.6 Imp. Galls. per Hour.</span></div>
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<em><span style="font-family: Verdana;"><u>Note 1:</u> The legs from EGBD to CB VRP and from EGTK to Charlbury VRP and from CB VRP to EGBD are VARIABLE in terms of TAS and TRU TRK. This is for two reasons: 1.) The aircraft will be climbing or desecending, and 2.) The departure runways are not yet established so the initial/final track is not fixed.</span></em></div>
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<em><span style="font-family: Verdana;"><u>Note 2:</u> No allowance has been made for the descent into EGTK because: 1.) the leg from BITTESWELL VRP is relatively long and 2.) to keep the PLOG reasonably straight forward.</span></em></div>
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<img alt="" border="0" id="BLOGGER_PHOTO_ID_5249622368999128786" src="http://3.bp.blogspot.com/_NzlFWTg6nO4/SNpnux0jPtI/AAAAAAAAAcM/nt6pLDb1sUY/s320/IMG_1914.JPG" style="cursor: hand; display: block; margin: 0px auto 10px; text-align: center;" /><br />
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<img alt="" border="0" id="BLOGGER_PHOTO_ID_5249638720845674914" src="http://3.bp.blogspot.com/_NzlFWTg6nO4/SNp2mlMkeaI/AAAAAAAAAdM/xZ7nUsiVj84/s400/IMG_1923.JPG" style="cursor: hand; display: block; margin: 0px auto 10px; text-align: center;" /><a href="http://2.bp.blogspot.com/_NzlFWTg6nO4/SNp2FYBYMiI/AAAAAAAAAdE/PB2apUAWTFo/s1600-h/IMG_1924.JPG"><img alt="" border="0" id="BLOGGER_PHOTO_ID_5249638150373388834" src="http://2.bp.blogspot.com/_NzlFWTg6nO4/SNp2FYBYMiI/AAAAAAAAAdE/PB2apUAWTFo/s400/IMG_1924.JPG" style="cursor: hand; float: left; margin: 0px 10px 10px 0px;" /></a></div>
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<a href="http://2.bp.blogspot.com/_NzlFWTg6nO4/SNp3HKmdvRI/AAAAAAAAAdU/NwSuqnYRWa4/s1600-h/IMG_1919.JPG"><img alt="" border="0" id="BLOGGER_PHOTO_ID_5249639280642211090" src="http://2.bp.blogspot.com/_NzlFWTg6nO4/SNp3HKmdvRI/AAAAAAAAAdU/NwSuqnYRWa4/s400/IMG_1919.JPG" style="cursor: hand; float: right; margin: 0px 0px 10px 10px;" /></a><br />
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<i><u>Corrrection:</u> </i>In the above Pilot Log the Contingency should be 1.2 not 1.8.<br />
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<em><span style="font-family: verdana;">Finally, it is necessary to complete the <strong><span style="color: #000066;">Weight and Balance Table</span></strong>. See below:</span></em></div>
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<span style="font-family: verdana;"><em><u>Note:</u> It is a good idea to <strong><u>start</u></strong> the whole process of flight planning with a calculation of how much <strong>FUEL</strong> it is possible to load. Therefore, the <strong>Passenger</strong> and <strong>Baggage </strong>weights must be estimated accurately. The sum of these values, added to the <strong>Basic Empty Weight</strong> (Mass), are subtracted from the Maximum Allowable Take-off Weight (Mass) (<strong>MTW</strong>) for the <span style="color: red;">Runway, Density Altitude & Wind Velocity</span> values. This will be the <strong><span style="color: #000066;">maximum weight of fuel possible</span></strong>. The <strong>Weight and Balance Table</strong> also allows the calculation to be made in order to ensure that the aircraft is correctly loaded within the <strong>Centre Of Gravity Moment Envelope.</strong></em> See below: </span></div>
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<a href="http://3.bp.blogspot.com/_NzlFWTg6nO4/SNo0RhEUgkI/AAAAAAAAAbE/76zTmDQBtjc/s1600-h/scan0001.jpg"><img alt="" border="0" id="BLOGGER_PHOTO_ID_5249565791192646210" src="http://3.bp.blogspot.com/_NzlFWTg6nO4/SNo0RhEUgkI/AAAAAAAAAbE/76zTmDQBtjc/s320/scan0001.jpg" style="cursor: hand; float: left; margin: 0px 10px 10px 0px;" /></a><br />
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<span style="font-family: Verdana;"></span>Unknownnoreply@blogger.com0