Flight Planning / Aeronautical Charts. Aviation Weather for Pilots : CheckWX.com. Aviation Weather. Sectional Raster Aeronautical Charts. Va changes with Weight | Jetcareers. Courses | Flying Like the Pros. Flight Training: Pre Solo Courses and Quizzes. ASI Airport Markings Flash Cards These handy flash cards, prepared by the Air Safety Institute, are a handy way to learn the meanings of airport surface markings.
What may look like randomly striped lines on taxiways and runways actually convey critical safety information to pilots, communicating where they can and cannot go. View available flash cards One-page study guide (PDF Version) Ups and Downs of Takeoffs and Landings It's important that pilots learn the basics of takeoffs and landings. Launch video (Broadband - Windows Media Player) Launch video (Dial-up - Windows Media Player) Preflight actions quiz Have you begun studying pilot ground school lessons? Start quiz Propeller quiz What size nick or scratch in a propeller blade requires immediate attention from a mechanic? Start quiz. Vx vs. Vy. Let’s imagine for a moment the following hypothetical situation: Two airplanes are taking off at exactly the same moment from parallel runways. Airplane A accelerates to and climbs out at Vx while Airplane B accelerates to and climbs at Vy.
What will happen in each case? Of course, we already know that Vx is the speed for best angle of climb while Vy is the speed for best rate of climb. (If you sometimes have a hard time remembering which is which, think of an X as having lots of angles.) The rule of thumb for which speed to fly is easy: We use Vx immediately after takeoff to clear obstacles, followed by Vy to reach our cruising altitude quickly. But wait a second. If Vy gives us the best reading on our VSI, why would we ever use a lower rate of climb initially? The benefit in climbing at Vx initially is that it allows us to reach a sufficient altitude in the available horizontal distance between the start of our takeoff roll and those tall trees off the departure end of the runway. Calculating Density Altitude with a Pencil. We all know that as density altitude increases, there is a corresponding decrease in the power delivered by our airplane’s engine and the effectiveness of our propeller.
For a typical non-turbocharged light single-engine airplane, this can result in a takeoff roll that’s 25 percent longer for every 1,000 feet of elevation above sea level. The most dangerous combination of conditions are a heavy load, unfavorable wind, high temperature, high airport elevation and high humidity. With so many variables to consider, how are we supposed to know when our density altitude is too great for the conditions? The answer is, we need to calculate our density altitude, which we can then compare against the performance information in our aircraft manual. We could use an E6B computer or an iPad app to calculate density altitude, but what if we accidentally left the flight computer and iPad at home?
Is there an easy way to calculate approximate density altitude without the aid of these gadgets? Easy! Fly VFR like IFR. Photo: illustration by Robert Goyer I was reviewing last week’s spate of accidents and ran into another handful that fall clearly in the category of VFR accidents that would not have happened had the pilot been operating under instrument flight rules. A couple of these accidents happened when the pilot flew into power lines while en route, something that, obviously, would not happen while on an IFR flight plan. As you know, there’s nothing that prevents an instrument-rated pilot from filing and flying an IFR flight plan in clear weather, and many pilots, myself included, often do just that. There are many benefits, including the controller taking responsibility for your traffic separation, for clearing you through or keeping you away from active special use airspace and for providing altitudes and routing that (if followed, it goes without saying) ensure terrain clearance.
With flight following the level of service is substantially less than it is when you’re on an IFR flight plan. Transitioning through Class B Airspace. Tips for VFR pilots wary of entering Class B airspace. Many VFR pilots are apprehensive about requesting transitions through Class B airspace, figuring it’s less of a hassle (for them and frenzied controllers) to simply dive down under, climb over or skirt around these busy swaths of sky surrounding the nation’s biggest airports.
But a fear of keying the microphone and talking to a controller shouldn’t stop you from requesting clearance through Class B airspace if it makes sense for a particular flight. The benefits of flying in Class B airspace often make such requests well worth the minimal effort required on your part, both in terms of time saved and the advantages of being in contact with ATC. Still, there are a few key points to remember before requesting clearance into Class B airspace: • First, you must be at least a private pilot or hold a student pilot endorsement from your instructor to fly in Class B airspace. The controller will issue you a squawk code. Fly with Your Fingertips. When I first started flying, I flew using what some people call “the death grip,” a morbid term for hanging onto the yoke for dear life. I held so hard that my forearm would be sore the next day and I had a permanent tiny bruise on my thumb from pressing the push-to-talk button. After gaining some experience, I realized that most airplanes I fly don’t require that much muscle strength to be maneuvered.
All I need is my fingertips. A prerequisite for successful fingertip flying is a properly trimmed airplane. You may need to make small trim corrections frequently in order to fingertip-fly. Just release the pressure on the yoke and see what the airplane wants to do. With a lighter grip, it’s much easier to make small, smooth corrections. Even if you’re flying an airplane that requires heavier control inputs, such as a Cessna 206, you don’t need to hang on for dear life. It’s been a long time since I got sore arms or bruises from flying. AOPA Online: Aircraft Owners and Pilots Association. Welcome | FlightSafety International Inc. Airline Training Orientation Program (ATOP) Aircraft Band Receiver. Day Forecast for Latitude 35.54°N and Longitude 97.65. Aircraft and Aviation Insurance — PIM Aviation Insurance – Wichita, Kansas. Ground School.
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