tag:blogger.com,1999:blog-4888511431405940192024-03-13T15:58:40.614+00:00Peter Joseph Singhatey Peter Just Loves Flying...Peter Singhateyhttp://www.blogger.com/profile/09347463439324707169noreply@blogger.comBlogger89125tag:blogger.com,1999:blog-488851143140594019.post-78998445582541861112018-11-22T13:21:00.001+00:002018-11-22T13:21:43.655+00:005 Rules-of-Thumb Every Pilot Should Know | Boldmethod<br /><br />
<a href="https://www.boldmethod.com/blog/article/2018/11/five-rules-of-thumb-every-pilot-should-know/">5 Rules-of-Thumb Every Pilot Should Know | Boldmethod</a><br /><br />Thanks to Boldmethod for sharing these real-world flying tips and information.<br /><br />1) Estimating Your Crosswind Component<br /><br />When you're on the ground, it's easy to use the crosswind chart in your POH, or an E6B. But when you're in the air, neither of those options are very practical.<br /><br />Lucky of all of us, there's an easier way. If the wind is 30 degrees off the runway, your crosswind component is about 50% of the wind speed.<br /><br />If the wind is 45 degrees off the runway, the crosswind component is about 75% of the wind speed.<br /><br />And if the wind is 60 degrees or more off the runway, the crosswind component is roughly the same as the total wind.<br /><img height="370" src="https://www.boldmethod.com/images/blog/article/2018/04/5-rules-of-thumb-every-pilot-should-know/crosswind-component.jpg" width="640" /><br />2) 10% Weight Increase = 20% Takeoff and Landing Distance Increase<br /><br />The more weight you have, the more runway you need. And while this rule is far from exact, it gets you in the ball park for a normally aspirated plane.<br /><br />Obviously, when it comes time to calculate your actual performance, you'll want to pull out your POH.<br /><img height="337" src="https://www.boldmethod.com/images/blog/article/2018/04/5-rules-of-thumb-every-pilot-should-know/distance-weight.jpg" width="640" /><br />3) Takeoff roll increases about 10% for every additional 1,000 feet of density altitude<br /><br />For most normally-aspirated airplanes, you add about 10% of takeoff roll distance for every 1,000' of density altitude (DA).<br /><br />For example, in Denver, with an increase of 3,200' of density altitude, you'd increase your takeoff roll by about 32%.<br /><br />So if you have a 1,500' takeoff roll on a standard day in Denver (3 degrees C), you'll increase that roll to almost 2,000' on a 30C day.<br /><img height="337" src="https://www.boldmethod.com/images/learn-to-fly/performance/3-rules-of-thumb-for-operating-in-hot-weather/Denver-Takeoff.jpg" width="640" /><br />4) When Should You Start Your Descent?<br /><br />3 degrees is a comfortable descent rate in just about any aircraft. But when you're approaching an airport, how do you know when to start down?<br /><br />Divide the altitude you need to lose by 300.<br /><br />For example, if you're at 11,000', and you need to get down to a pattern altitude of 2,000', you need to descend 9,000'.<br /><br />9,000/300 = 30 miles.<br /><br />If you start a 3-degree descent 30 miles out, you'll hit pattern altitude as you reach the airport. Keep in mind, you'll want to add a few miles on to your number, so you hit pattern altitude slightly before you get to the airport.<br /><img height="390" src="https://www.boldmethod.com/images/learn-to-fly/cfis/7-easy-flying-rules-of-thumb-to-use/1-degree-descent.jpg" width="640" /><br />5) ILS Course Width<br /><br />VFR pilots can make good use of the ILS too. Whether it's a dark moonless night, or a long straight-in on a hazy day, following the ILS to your runway keeps you safe from terrain and obstructions (not to mention, you know you're lined up with the right runway).<br /><br />The closer you get to the runway, the more sensitive the signal is. As you cross the threshold, 1/2 dot deflection on the localizer = about 1/2 the runway width. So if you're a half dot off as you approach the runway, you're going to be looking at the runway edge lights.<br /><img height="525" src="https://www.boldmethod.com/images/learn-to-fly/navigation/should-you-fly-an-ils-lpv-or-lnav-vnav/ils-loc.jpg" width="640" /><br /><br />What are other rules-of-thumb do you use? Tell us in the comments below.<br /><br /><br />Become a better pilot.<br />Subscribe to the Boldmethod email and get real-world flying tips and information direct to your inbox, every week.<br /><br />Sign UpPeter Singhateyhttp://www.blogger.com/profile/09347463439324707169noreply@blogger.com0tag:blogger.com,1999:blog-488851143140594019.post-36873956787714585132018-10-31T08:29:00.001+00:002018-10-31T08:30:14.352+00:00Excellence is never an accident… choice, not chance, determines your destiny ‹ Peter "Just Loves Flying" ‹ Reader — WordPress.com<a href="https://wordpress.com/read/blogs/27031481/posts/2431">Excellence is never an accident… choice, not chance, determines your destiny ‹ Peter "Just Loves Flying" ‹ Reader — WordPress.com</a>: <br />
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<a href="https://artofquotation.wordpress.com/2018/04/23/excellence-is-never-an-accident-choice-not-chance-determines-your-destiny/"><img height="335" src="https://artofquotation.files.wordpress.com/2018/04/27aristotle-facebookjumbo.jpg?quality=80&strip=info&w=800" width="640" /></a><br />
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“Excellence is never an accident. It is always the result of high intention, sincere effort, and intelligent execution; it represents the wise choice of many alternatives – choice, not chance, determines your destiny.” Aristotle, Greek, philosopher<br />
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via <a href="https://artofquotation.wordpress.com/2018/04/23/excellence-is-never-an-accident-choice-not-chance-determines-your-destiny/">“Excellence is never an accident… choice, not chance, determines your destiny.” — Art of Quotation</a>Peter Singhateyhttp://www.blogger.com/profile/09347463439324707169noreply@blogger.com0tag:blogger.com,1999:blog-488851143140594019.post-36465168268175643152018-10-20T19:17:00.001+01:002018-10-20T19:23:33.004+01:00Your Engine Failed After Takeoff Should You Return To The Runway<a href="http://www.boldmethod.com/learn-to-fly/maneuvers/the-impossible-turn/">Your Engine Failed After Takeoff. Should You Return To The Runway? | Boldmethod</a><br />
It's called the "impossible turn" for a reason. What would you do?<br />
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Your Engine Failed After Takeoff. Should You Return To The Runway?<br />
By: <b><i><a href="http://www.boldmethod.com/authors/swayne_martin/">Swayne Martin</a> 10/18/2018</i></b><br />
<b><i>Thanks to Boldmethod for sharing</i></b><br />
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<img src="http://www.boldmethod.com/images/learn-to-fly/maneuvers/the-impossible-turn/primary.jpg" height="425" width="640" /><a href="http://www.boldmethod.com/learn-to-fly/maneuvers/the-impossible-turn/">Boldmethod</a><br />
<b>Pilots call it the "impossible turn" for a reason. Should you return to the airport, or land straight ahead? It depends....</b>.<br />
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<b>A Stark Example of the "Impossible Turn"</b><br />
According to <a href="https://www.aopa.org/training-and-safety/air-safety-institute/accident-analysis/featured-accidents/engine-failure-on-climbout-leads-to-impossible-turn">AOPA</a>, on October 28th, 2006, a Vans RV-6 experienced a loss of engine power at 500 feet AGL during climb out from Turlock Municipal Airport, CA. The pilot responded by initiating a turn back toward the runway. During the maneuver, the airplane stalled and the pilot attempted to recover. The airplane entered a secondary stall, descended rapidly, and collided with the ground, eventually coming to rest inverted. The pilot and a passenger were seriously injured.<br />
<img src="http://www.boldmethod.com/images/learn-to-fly/maneuvers/the-impossible-turn/impossible-turn.jpg" height="585" width="640" /><br />
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A low altitude power loss is a time-critical emergency, especially on departure. Unless you've thoroughly planned an emergency landing point for departure (which you should do), the surprise of the engine failure will leave you with few landing options. Your initial reaction may be to return to the runway, which under some circumstances is acceptable. But more often than not, your safest option is to land somewhere straight ahead of you.<br />
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There's a lot that goes into the "impossible turn," so let's dig a little deeper.</div>
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<b>Your Knowledge Of Aerodynamics Is Crucial</b><br />
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As you roll into a turn, your vertical lift decreases and your horizontal lift increases. If you don't add back pressure, your plane will start to descend. During a turn, to keep your vertical lift the same (so you don't descend), you need to increase total lift by increasing your angle of attack (AOA). So how do you do that? Simple: you apply back pressure on your elevator.<br />
<img src="http://www.boldmethod.com/images/learn-to-fly/aerodynamics/the-aerodynamics-of-a-turn-in-an-airplane/aileron-only.jpg" height="406" width="640" /><br />
That said, this doesn't work for a sustained period of time during an engine failure for one simple reason...power. If you lose engine power, you won't produce enough thrust to maintain level altitude and constant airspeed during a turn. Additionally, on propeller driven airplanes, you won't get the benefit of extra airflow over your wings from prop-wash. This also decreases lift after an engine failure.<br />
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Once you slow to your best glide speed, you're descending in the turn, and chances are, you're descending pretty quickly.</div>
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<b>Returning To The Runway? Keep These Hazards In Mind</b><br />
<b>First,</b> you probably took off with a headwind. If you make a return to the runway, you'll now be faced with a tailwind, which increases your groundspeed and rushes your ability to fly a safe approach and stop on the runway. There's not a lot of margin for error with a strong tailwind (assuming you can actually make it back to the runway).<br />
<img src="http://www.boldmethod.com/images/blog/bose/landing-in-aspen-colorado-with-a-16-knot-tailwind/tailwind.jpg" height="360" width="640" /><a href="http://www.boldmethod.com/learn-to-fly/maneuvers/the-impossible-turn/">Boldmethod</a><br />
<b>Second</b>, as your airplane loses altitude during the turn, it's possible you could contact the ground in a bank. This could result in your aircraft cartwheeling across the ground...not an ideal outcome.<br />
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<b>Third</b>, the increasing groundspeed due to the tailwind could lead you to prematurely slowing the aircraft below stall speed. With no altitude to trade for airspeed, you'll be out of luck in this scenario.<br />
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<img src="http://www.boldmethod.com/images/learn-to-fly/aerodynamics/why-you-should-not-use-ailerons-in-a-stall/power-off-deflected-ailerons.jpg" height="480" width="640" /><br />
Rather than returning to the runway, the FAA advises "it is safer to immediately establish the proper glide attitude, and select a field directly ahead or slightly to either side of the takeoff path."</div>
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<b>Practice (Can) Make Perfect</b><br />
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In the <a href="https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/airplane_handbook/media/19_afh_ch17.pdf">Airplane Flying Handbook</a>, the FAA recommends pilots experiment with their airplanes to determine a practical decision height for takeoff. At a safe altitude, reduce your power to idle, start a 180 degree turn to a simulated runway, and see how much altitude you lose. According to the FAA, "by adding a safety factor of about 25 percent, the pilot should arrive at a practical decision height" from this testing.<br />
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That said, the ability to simply make a 180 degree turn does not guarantee that the departure runway can be reached in a power-off glide. Wind, distance traveled during climb, height above the ground, and glide distance are all critical factors. In addition, the turn back to the departure runway will require more than a 180 degree change in direction.<br />
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<b>The FAA provides the following example:</b><br />
Consider the following example of an airplane which has taken off and climbed to an altitude of 300 feet above ground level (AGL) when the engine fails. After a typical 4 second reaction time, the pilot elects to turn back to the runway. Using a standard rate (3 degree change in direction per second) turn, it takes 1 minute to turn 180 degrees. At a glide speed of 65 knots, the radius of the turn is 2,100 feet, so at the completion of the turn, the airplane is 4,200 feet to one side of the runway. The pilot must turn another 45 degrees to head the airplane toward the runway. By this time, the total change in direction is 225 degrees equating to 75 seconds plus the 4 second reaction time. If the airplane in a power-off glide descends at approximately 1,000 fpm, it has descended 1,316, feet placing it 1,016 feet below the runway.<br />
<img src="http://www.boldmethod.com/images/blog/lists/2015/02/emergency-engine-failure-abcde/4.jpg" height="425" width="640" /><a href="https://www.flickr.com/photos/billgarrett-newagecrap/9849238743/sizes/l">newagecrap</a><br />
<b>This Is Why You Brief Departures</b><br />
You should have a decision altitude on takeoff for engine failures, as well as when you'll plan a return to the airport. During your takeoff briefing, include a go/no-go point for the "impossible turn." If you don't have a number in mind, and knowledge of how much altitude you'll lose in a turn, it's usually better to pick a landing point ahead of you, rather than the runway behind you. Take into account wind, altitude, aircraft performance, glide distance, and personal comfort before making the decision.</div>
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<b>The "Sully Factor"</b><br />
As you know from the "Miracle on the Hudson" story, the human factor is an important piece of the puzzle, often left out during briefing. It's hard to predict how a pilot will react when faced with a serious emergency at low altitude, but one thing is certain...your response will not be immediate.<br />
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It will take you time to process the emergency, and you may even try troubleshooting (not that it's a bad idea, you should run an engine failure checklist if you have time). But, even taking a few seconds to troubleshoot could take away hundreds of feet of potential altitude.<br />
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Have you ever practiced high-altitude power-off 180's? How do you brief your takeoff decision point? Tell us in the comments below.<br />
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<i>Become a better pilot.<br />Subscribe to the<b> Boldmethod </b>email and get real-world flying tips and information direct to your inbox, every week.</i></div>
Peter Singhateyhttp://www.blogger.com/profile/09347463439324707169noreply@blogger.com0tag:blogger.com,1999:blog-488851143140594019.post-21807421041063441002018-08-10T08:21:00.001+01:002018-08-10T08:24:15.977+01:00Four Tips for Summer Flying<span style="font-family: Trebuchet MS, sans-serif;"><b>4 Rules-Of-Thumb For Late-Summer Flying; by Colin Cutter - <br />Thanks to Boldmethod for sharing...</b><br /><b>1) Calculating Civil Twilight</b><br />Summer days are getting shorter, but there's still a lot of daylight left.<br />A good rule-of-thumb for calculating civil twilight is that it usually ends between 20-35 minutes after sunset. Tonight in Boulder, CO, sunset is at 8:05 PM, and civil twilight ends at 8:34 PM. That's a difference of 29 minutes. Once twilight ends, you can start logging night flight time. But remember, you need to wait an hour after sunset to log <a href="http://www.boldmethod.com/learn-to-fly/regulations/logging-night-time/">night landings</a>.<br /><br /><img height="266" src="https://blogger.googleusercontent.com/img/proxy/AVvXsEigYtNubrwnIrgWE9scz4OHVUfceo9Op4fwOZ0gvW-CJISg1mLukaJnhKOXAJARdI7QHlkj1PYm9jKCnoKrMfePMlHj07S4-a1KfBeY9f5ioaj2iFLIKfwHaXwSJYck2OjmXCXqo44EKXIDzShBsN98lsGC8D-Ff8fMxv9yoZFqKgj1cuNOvLk8TJawSGM2yw8eDTTqDFsF89WrE2kKdQ=" width="400" /><br /><br />2) Takeoff roll increases about 10% for every additional 1,000 feet of density altitude<br />There's no sign of the weather cooling down yet. And on hot days, you get high density altitude. For most normally-aspirated GA airplanes, you'll add about 10% of takeoff roll for every 1,000' of DA. For example, if your airport's density altitude on a hot day is 3,200' over field elevation, you'll increase your takeoff roll by about 32% over an ISA day. So if you have a 1,500' takeoff roll on an ISA day, you'll increase that roll to almost 2,000'.<br /><br /><img height="211" src="https://blogger.googleusercontent.com/img/proxy/AVvXsEi9fXLecDma1B0ZmMtHoOrn-ssLb_544gK5tVdRQPjlsJXS_6jCC_KgOSi1aZQWDnxqEdyC-XIg3Pfqia0cuw4_PABRrvE9uCAf5d-_1qsOM_oX_VO9WNJOTXdTB88BHl0JzP5b9Di50fCixRlZO39V8Z39fds7tQ-WDbDkKbUeTcoVnY_b7Nh-wQCwe4xCQtyeKYN3KioI5rRt0_c6Ju9Rw_GIbbjLusmlj4_bCDfxVbinjheETxXdZCY=" width="400" /><br /><br /><b>3) Stay a minimum of 5 miles from storms, and up to 20 miles if you can.</b><br />Flying closer than 5 miles from visible overhanging areas in storm clouds puts you at risk of flying through hail and severe turbulence. That's not good for your plane, or your passengers. In some cases, aircraft have encountered hail, severe windshear, and severe turbulence up to 20 miles from storms. When in doubt, keep your distance.<br /><br /><img height="266" src="https://blogger.googleusercontent.com/img/proxy/AVvXsEjXg0RYAV19xItotHbwmKVlwiXqcrhKHo_HdsjJ8zncVZBlfmZx5HfnX7c9Z_WroQvZhhV4VNi_RAi43wGmar_YFNM7uXjsiTwPtgde7jlqY3PHHEDoDyUiLSrv8Pe2EffsvTDoJlJ_rE7fvuiYi9fE2tMLK9_2tXCDYuDtlNQ9zw_n28C6Kwhf6u65uRx5ZZ_71dkCnZvDIYD272RfZHBV=" width="400" /><a href="https://www.flickr.com/photos/golfcharlie232/15349358521/sizes/l">GolfCharlie232</a><br /><br /><b>4) Add Half The Gust Factor On Windy Day Landings.</b><br />As we approach the end of summer, windy days increase across the US, because the jet stream starts moving south. When you're dealing with a <a href="http://www.boldmethod.com/learn-to-fly/weather/danger-of-gusty-winds-on-landing/">gusty day</a>, the FAA recommends that you add half the gust factor to your final approach speed to give yourself safe padding from a stall. For example, if the winds are reported at 18 knots, gusting to 30 knots, it means you have a gust factor of 12 knots (30-18 = 12). So if you take half the gust factor, you get 6 knots (12/2 = 6).<br /><br /><br /><img height="210" src="https://blogger.googleusercontent.com/img/proxy/AVvXsEj6L1aOC2adg__BUARZuTXaEUtIQJr1M7VDudsFqo9lgO-sWqFTMU_Aq4lYmb_UWknNMlRVfMEfZ0A2pLFgs7o6bF2f5SWHkKN0k4g0FqFKxwf5bTnaCSw74YXc5bTI16x0TDc4_K13yofI9obm20g0y2Sl7EI1JSluW8Na9c0FPXpZOuaL1r9AAWrCdDBT-DShnhhcDltqYrKHg-3qf942HfM4ddQg8uwExouuRdB12EyFqCBYyQDZwhifD-s=" width="400" /><a href="http://www.boldmethod.com/learn-to-fly/private-pilot/four-rules-of-thumb-for-late-summer-flying/">Boldmethod</a><br /><br />To apply that in an SR-22T, Cirrus recommends that you fly final at 80 knots. So on a day with a 12 knot gust factor, you'd add 6 knots to the published 80 knots, for a final approach speed of 86 knots. The same math works for any GA airplane's final approach speed. Just add half the gust factor to your final approach speed.<br /><br /><img height="266" src="https://blogger.googleusercontent.com/img/proxy/AVvXsEjo-5d8ATIEQKuQlYm639OH-h7Ndurjq9vXt_lo-3UuYXfHDUZd9flYSYU1ImwFvFmSOJNg4Mv-1ibV6Jst_rukXAtgGyYnNgWShQIRV1_eDouVKEuh2IU5WvDRuRym2FLYkYSOzODQZywtNT8oDfqsbJ4LyTXhaaQokxCcXKV1BiMipZh9P4hl0slCjMDqTa5G3mwcuqC410mAag377pkE5uP62pYd-rMrajcOr-RgTqSiPX6GUvTdQkM=" width="400" /><a href="http://www.boldmethod.com/learn-to-fly/private-pilot/four-rules-of-thumb-for-late-summer-flying/">Boldmethod</a><br /><br /><i>Thanks to Boldmethod for sharing. What other rules-of-thumb are you using? Tell us...<br />Become a better pilot.</i></span><div>
<span style="font-family: Trebuchet MS, sans-serif;"><i><br />Subscribe to the Boldmethod email and get real-world flying tips and information direct to your inbox, every week.</i></span></div>
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Image Credit: Photograph by Philippe Martin.<br />
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The most beautiful grasshopper in the world, Phymateus saxosus madagascariensis, is limited to medium-altitude regions of Madagascar.<br />
<br />The family of grasshoppers to which it belongs is commonly known as the gaudy grasshoppers.<br />See more great images via <a href="http://discovermagazine.com/galleries/2015/sept/hyper-nature">Surreal Portraits of Wildlife in Nature | DiscoverMagazine.com</a>Peter Singhateyhttp://www.blogger.com/profile/09347463439324707169noreply@blogger.com0tag:blogger.com,1999:blog-488851143140594019.post-66694989489467601932018-05-29T22:33:00.002+01:002018-05-29T22:33:47.609+01:006 Design Improvements That Reduce Aircraft Drag<h1 class="title" style="-webkit-hyphens: manual; caret-color: rgb(27, 27, 27); color: #1b1b1b; font-family: -apple-system-font; font-size: 1.5558em; line-height: 1.2141em; margin-bottom: 0.5em; margin-top: 0px; max-width: 100%;">
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<i>Thanks to Boldmethod for sharing..</i><div>
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Want to fly fast and efficiently? Reducing drag should be one of your top goals. These are some design improvements that counter drag's negative effects on performance.<div>
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<b>1) Flush-Mounted Rivets.</b><br />Even microscopic changes to the smooth surface of a wing or aircraft fuselage can dramatically increase drag. Rivets are one of the most common drad-inducers. In the picture below, notice the protruding rivets on the wing vs the flush, or recessed, rivets used by engineers to reduce drag as much as possible...<br /><img height="499" src="http://www.boldmethod.com/images/learn-to-fly/aerodynamics/boundary-layer/recessed-rivets.jpg" width="640" /><a href="https://www.flickr.com/photos/jayjerry/3956556078/in/photolist-72Coh7-7sLbqn-4BZBAH-5BAN-8z5uQj-kSD7Z9-5BEb-psMf-62gX8p-7KoAco-8hatE4-3qLXd-EZQtj-87pCCo-zbkjr-5E7fAo-bVyqQ9-5E7iyo-9NGKrb-aiokKC-ruttF-aikwxF-aiomU9-8mLjP3-5E7ikS-49TCc-5E73GL-5E2Js8-afT5op-MxAdb-7a82xL-5E7m57-afVQhQ-7a4dyi-7a857U-dntg2y-dntbHT-dntas2-dnteNw-e7bogr-3CLBZ-btDqA1-btDqyw-fHryt-8mHczB-7CRLaD-8mLitA-8mLjwU-8mHbLK-8mLiKL">jay-jerry</a></div>
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<br /><b>2) Gap Seals.</b><br />The gaps between flight control surfaces and a wing are perfect spots for drag creation. Airflow moves from areas of high pressure to low pressure through these small gaps, making airflow turbulent, and increasing drag.<br /><br />Some manufacturers install gap seals on their aircraft to counter this problem. They're also available as installation kits for some aircraft.<br /><img height="338" src="http://www.boldmethod.com/images/blog/lists/2017/06/7-design-improvements-that-reduce-aircraft-drag/2.jpg" width="640" /><a href="http://www.boldmethod.com/blog/lists/2018/05/seven-design-improvements-that-reduce-aircraft-drag/">Boldmethod</a></div>
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<br /><b>3) Fairings.</b><br />Wherever two surfaces meet, interference drag forms behind the trailing edge of them. This happens on struts, gear, and the wing/fuselage connection point.<br /><br />Interference drag can be minimized by using fairings to ease the airflow transition between aircraft components.<br /><img height="424" src="http://www.boldmethod.com/images/learn-to-fly/aerodynamics/parasite-drag-and-your-airplane/wing-strut-fairings.jpg" width="640" /><br />4) Wheel Pants<br /><br />In the POH for C172S Skyhawk, the addition of wheel pants increases airspeed by around 2 knots. Their smooth, rounded surfaces allow airflow to move around the struts with less drag created than bare wheels sticking out in the wind.<br /><img height="426" src="http://www.boldmethod.com/images/blog/quizzes/2017/03/are-these-vfr-scenarios-right-or-wrong/stem-5.jpg" width="640" /><a href="https://www.flickr.com/photos/wiltshirespotter/14082789315/in/photolist-nsrYCk-atrswF-q5TLk9-4fc9Zj-oJ7NYA-nuFPh5-gDBjQs-fmAiVq-9UxSPv-dT6qbQ-nMcFRg-DoGBm-6qhAb8-ndbabe-jksKp-nuCSg8-jkqfo-sqDQK5-jkqiV-nwpESP-nHqgUv-pmmisq-nqL1Ds-cPoNLs-ndbSvN-cPoNzN-nd9Ywt-QMC2Vb-nda7Lp-nda7on-nsCPam-zdono-nHnYkK-4zNPkW-5cm782-CXhxk-9BwUWm-KCwnM-tN67r-cPoNWY-eHvuug-ABrX3-jksgG-9GnpZx-jksqn-8V3wRk-nveSXh-cPoNQE-jksF4-nsCdkb">wiltshirespotter</a></div>
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<br /><b>5) Winglets.</b><br />Winglets are actually little wings that generate lift. And, just like any other wing, they generate lift perpendicular to the relative wind. It might not seem like much, but just a little bit of forward lift helps. It opposes the drag produced by wingtip vortices.<br /><br />With composites and new manufacturing technology, you can now blend winglets into the wing, significantly reducing interference drag and making the winglets even more efficient.<br /><br /><a href="http://www.boldmethod.com/learn-to-fly/aerodynamics/winglets-and-wingtip-vortices/">Learn everything you need to know about how winglets work.</a><br /><img height="426" src="http://www.boldmethod.com/images/learn-to-fly/aerodynamics/winglets-and-wingtip-vortices/6-longhorn.jpg" width="640" /><a href="https://www.flickr.com/photos/joseluiscel/">Jose Luis Celada</a></div>
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<br /><b>6) Feathering Propellers.</b><br />Some constant speed propeller systems allow props to moved into a "feathered" position. Naturally, if free movement was allowed, a propeller would tend to flatten itself into the wind. Think about driving with your hand outside of a car window. The wind naturally wants to flatten your hand into the wind. And when that happens, suddenly it's harder to hold your hand in place.<br /><br />When feathered, the propeller aligns itself with the wind to ensure the least amount of surface area is exposed. This significantly reduces drag, allowing air to flow past the propeller with minimal interference. This is one reason why you feather the propeller during an engine failure in a multi-engine airplane. It improves glide performance by reducing drag.<br /><img height="426" src="http://www.boldmethod.com/images/blog/und/how-does-zero-sideslip-work-in-a-multi-engine-aircraft/primary-image.jpg" width="640" /><a href="http://www.boldmethod.com/">Boldmethod</a><br /><br />What else reduces drag? Tell us in the comments below!<br /><br />Do you know what you're missing?<br />Haven't subscribed to our email yet? You're missing a lot of our posts. Sign up for the Boldmethod email now, and get every video, article and quiz, direct to your inbox.<br /><br /><i>Sign Up with Bothmethod</i></div>
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Peter Singhateyhttp://www.blogger.com/profile/09347463439324707169noreply@blogger.com0tag:blogger.com,1999:blog-488851143140594019.post-12794261059691698182018-01-30T15:21:00.001+00:002018-01-30T15:22:28.115+00:00How To Time Your Flare For A Perfect Landing <div>
<i>Thanks to Boldmethod for sharing...</i></div>
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<a href="http://www.boldmethod.com/learn-to-fly/maneuvers/how-to-time-your-flare-and-touchdown-for-a-perfect-landing/">How To Time Your Flare For A Perfect Landing | Boldmethod</a><br />
How To Time Your Flare For A Perfect Landing. By <a href="http://www.boldmethod.com/authors/colin_cutler/">Colin Cutler</a><br />
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<img src="http://www.boldmethod.com/images/learn-to-fly/maneuvers/how-to-time-your-flare-and-touchdown-for-a-perfect-landing/primary.jpg" height="426" width="640" /><a href="http://www.boldmethod.com/learn-to-fly/maneuvers/how-to-time-your-flare-and-touchdown-for-a-perfect-landing/">Boldmethod</a><br />
Have you ever felt like you can't figure out when you should flare? You're either flaring too early and leaving yourself high above the runway, or flaring too late and landing hard?<br />
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Flaring is by far the hardest part of your landing to master, and it takes the most finesse. But, if you set yourself up properly, with your airspeed on target and your glide path steady, it's really pretty simple.<br />
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To have a really great flare and landing, you need to have a couple things under control as you approach the runway: airspeed, and flare height.<br />
First Things First: Airspeed<br />
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Let's start with airspeed. Your final approach airspeed depends on two things: your landing weight, and your flap configuration. For most aircraft, you'll find the published final approach speed in your Pilot's Operating Handbook or Airplane Flight Manual. It's often in Section Five, next to your landing distance information, or in Section Four, in your landing procedures.<br />
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For our SR-22T, Cirrus recommends that we fly final at 80-85 knots with full flaps. And as we cross the runway threshold, we should be at 79 knots. That's the speed required to achieve the published short field landing performance.<br />
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Cessna recommends 60-70 knots with full flaps on final, and 61 knots across the threshold for a short field landing distance for the 172. Again, that's the speed required to achieve the POH published landing performance.<br />
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Remember that these speeds are published for maximum gross weight. If you're lighter than max gross, you should fly a few knots slower. If you don't, you'll be too fast for your weight, and you'll float your landing.<br />
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If you're lighter than max gross and you're still floating down the runway when you flare, continue taking a couple knots off each time you cross the threshold, until you find the speed that works for you. Small changes in airspeed can make a big difference.<br />
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If your aircraft's manufacturer doesn't recommend a final approach speed, the FAA recommends that you use 1.3 x VS0.<br />
Altitude: When Exactly Are We Supposed To Start Flaring?<br />
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Now that you're on speed for the flare, you need to judge the right altitude to start pulling the aircraft's nose up for the flare and landing.<br />
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For almost all general aviation aircraft, you should start the flare at about 10 feet above the runway. Unfortunately, 10 feet isn't very useful to any of us. That's because your altimeter isn't sensitive enough for you to pick out 10 feet above the runway.<br />
<img src="http://www.boldmethod.com/images/learn-to-fly/maneuvers/how-to-time-your-flare-and-touchdown-for-a-perfect-landing/flare-10-feet.jpg" height="358" width="640" /><br />
Fortunately, there's a better way judge your flare, which leads us into the video below...<br />
When The Runway Zooms In Size...<br />
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Watching for the runway to expand in your windscreen is the perfect way to judge your flare. As you fly down final, the runway grows steadily in your windscreen. But then, as you get about 10 feet above the ground, the runway grows at a rate of nearly 10 times faster than before. When you see the runway "zoom" in your windscreen, it's time to flare.<br />
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So what does the zoom look like, exactly? Watch the video below - we've mapped the runway width from short final to touchdown.<br />
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The Right Combination For A Perfect Landing<br />
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Airspeed and altitude control are the recipe for great landings. If you fly the published speed on final approach, and start your flare when the runway starts zooming in your windscreen, you're setting yourself up for a smooth, soft landing.<br />
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When you put it all together, you'll impress your passengers, and yourself.<br />
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Want to learn more about making great landings in all kinds of weather conditions? Check out our <a href="https://www.boldmethod.com/shopping/package/vfr-mastery/pkg-master-tl/">Mastering Takeoffs and Landings</a> course. It's full of tips and techniques you can use to improve your takeoffs and landings on your next flight.<br />
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<i>Become a better pilot.</i><br />
<i>Subscribe to the Boldmethod email and get real-world flying tips and information direct to your inbox, every week.</i>Peter Singhateyhttp://www.blogger.com/profile/09347463439324707169noreply@blogger.com0tag:blogger.com,1999:blog-488851143140594019.post-47035072565278777432018-01-23T11:53:00.001+00:002018-01-23T12:00:28.157+00:00How To Fix The Splitting Pain Of In-Flight Ear Block<div>
<i>Thanks to Boldmethod for sharing...</i></div>
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You've probably experienced ear block when climbing or descending when you've had a cold. It's an extremely painful experience and can lead to some nasty physical consequences. Here's what you need to know...<br />
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We spoke to Steve Martin, a professor of aerospace medicine and manager of the altitude chamber at the University of North Dakota to find out more.<br />
Why Your Ears Won't Pop<br />
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If you've had a sinus infection, cold, or even allergies, you're at risk for a painful ear block. It's especially true when flying unpressurised airplanes.<br />
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Your sinuses are a series of connected hollow cavities in the skull surrounded by soft tissue. The largest is about an inch across. Experts don't really know why we have them, but a few theories suggest that sinuses help humidify and filter air. When you're sick and your sinuses become inflamed, it's difficult for air to pass in and out of the sinuses, leading to a buildup of pressure.<br />
<img src="http://www.boldmethod.com/images/learn-to-fly/aeromedical-factors/in-flight-ear-block-sinuses-eustachain-tube/sinuses.jpg" height="451" width="640" /><a href="https://upload.wikimedia.org/wikipedia/commons/thumb/e/e7/Paranasal_Sinuses_ant.jpg/300px-Paranasal_Sinuses_ant.jpg">Wikipedia</a><br />
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In addition to your sinuses, your Eustachian tubes help equalize the pressure around your eardrums. They're about the size of a pencil, and run from your nose to your ear. When you have a sinus infection or cold, the membranes in your nose block off the Eustachian tube, and your ear subsequently loses much of it's ability to manage pressure changes. This is why sounds become muffled and you begin to feel pressure around your ears.<br />
<img src="http://www.boldmethod.com/images/learn-to-fly/aeromedical-factors/in-flight-ear-block-sinuses-eustachain-tube/eustian-tube.jpg" height="454" width="640" /><a href="https://upload.wikimedia.org/wikipedia/commons/thumb/4/40/Ear-anatomy-text-small-en.svg/250px-Ear-anatomy-text-small-en.svg.png">Wikipedia</a><br />
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As you climb in altitude, air pressure decreases, and the air within your sinuses and Eustachian tube also decreases. You typically won't notice pain during climbs, because it's easier for the Eustachian tube to push air out than to suck it in. Because of this, you and your passengers might go most of the flight without any pain.<br />
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But once you begin descending, the air around you increases in pressure. This increased pressure pushes on your ears and sinuses. Since they're inflamed, it's difficult for any air to pass back in. This high pressure air pushes in on your sinuses and ears, leading to a painful experience.<br />
<img src="http://www.boldmethod.com/images/learn-to-fly/aircraft-systems/how-a-turbocharger-works/pressure-altitude.jpg" height="560" width="640" /><br />
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Left unchecked, a rapid descent can cause so much pressure buildup that an eardrum might become perforated. In rare cases, the tiny bones around an ear could go to the inner ear and cause a blowout of the "round window," leading to a loss of inner ear fluid and complete disorientation. This is the same fluid that surrounds the tiny hairs in your ears, and gives you a sense of motion.<br />
<img src="http://www.boldmethod.com/images/learn-to-fly/aeromedical-factors/the-somatogravic-illusion/somatogravic-illusion.jpg" height="435" width="640" /><br />
<b>How Long Should You Wait After Having A Cold?</b><br />
After a bad cold, you may have to wait up to a week to fly comfortably again. Just because you feel better doesn't mean your sinuses have fully cleared. They could still be inflamed and unable to handle the pressure changes of flying.<br />
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<b>You Fly Anyway, Now What?</b><br />
If you get an ear block, there are a few steps you need to follow:<br />
<b>First</b>, level off. When you or a passenger begin to experience pain, stop the pressure change. If necessary, initiate a climb back to higher altitude, which lowers the pressure on your sinuses and ears. Make sure to request your level off and climb with ATC, and keep them informed about your progress and timing requirements.<br />
<b>Second</b>, attempt to equalize pressure in your sinuses and ears. Yawning, chewing gum, and swallowing are a few good ways to equalize pressure. (Keep reading below to learn how the valsalva maneuver and vasoconstriction can help).<br />
<b>Third</b>, begin descending at a slower rate. Once you're ready to try a descent again, don't exceed a 500 feet per minute on descent. Your ears will likely clear themselves slowly. As long as the pain doesn't become too severe, you won't hurt yourself.<br />
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If you need extra time and distance, extend your route, slow your speed, or both. This will give your ears and sinuses more time to adjust to changing pressure.<br />
<b>Don't Do The Valsalva Maneuver Wrong</b><br />
Avoid simply squeezing your nose and attempting to blow out the pressure. If your right ear is blocked:<br />
Tuck your chin into your left shoulder while tilting your head forward.<br />
Pinch your nose.<br />
Close your mouth.<br />
Give one good burst of air pressure from your lungs.<br />
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The key to success is a quick, gentle pop of pressure that will help open up the Eustachian tubes and sinuses. Reverse these directions when your left ear is blocked. When the valsalva doesn't work after a few tries, don't blow harder. If you do it wrong, you could risk over-pressurizing yourself and making the situation even worse...<br />
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Peter Singhateyhttp://www.blogger.com/profile/09347463439324707169noreply@blogger.com0tag:blogger.com,1999:blog-488851143140594019.post-90545715416087165492017-11-23T16:29:00.001+00:002017-11-23T16:29:59.874+00:007 Steps To Make The Perfect Crosswind Landing<div><i>Thanks to Boldmethod for sharing...</i></div><br /><br />
<div><br /></div><a href="http://www.boldmethod.com/blog/lists/2017/11/7-steps-to-make-the-perfect-crosswind-landing/">7 Steps To Make The Perfect Crosswind Landing | Boldmethod</a><br /><br />Crosswind landings can be intimidating, but these 7 steps will guide you from final approach to touchdown.<div><br /><b>1) Wind Check</b><br />When you're on final at a towered airport, ask ATC for a wind check. An instantaneous wind reading gives you a good idea of what you're correcting for. And if you're at a non-towered airport, look for the wind sock. There's at least one visible from the end of each runway.<img height="360" src="http://www.boldmethod.com/images/blog/lists/2017/11/7-steps-to-make-the-perfect-crosswind-landing/1.jpg" width="640" /><a href="http://www.boldmethod.com/blog/lists/2017/11/7-steps-to-make-the-perfect-crosswind-landing/">Boldmethod</a></div><div><br /><b>2) Monitor Your Speed</b><br />You should be established on your final approach speed (-0/+5 knots). When you fly the right speeds, you can spend more time focusing on the landing, and less on worrying about getting slow or fast on final.<br /><img height="360" src="http://www.boldmethod.com/images/blog/lists/2017/11/7-steps-to-make-the-perfect-crosswind-landing/2.jpg" width="640" /><a href="http://www.boldmethod.com/blog/lists/2017/11/7-steps-to-make-the-perfect-crosswind-landing/">Boldmethod</a></div><div><br /><b>3) Flying A High Wing Plane? Less Flaps Might Be The Key</b><br />Some aircraft manufacturers recommend using partial flaps in strong crosswinds. Check your POH. If they recommend it, you'll have an easier time managing your touchdown.<br /><img height="287" src="http://www.boldmethod.com/images/blog/lists/2017/11/7-steps-to-make-the-perfect-crosswind-landing/3.jpg" width="640" /><a href="http://www.boldmethod.com/blog/lists/2017/11/7-steps-to-make-the-perfect-crosswind-landing/">Boldmethod</a></div><div><br /><b>4) Transition From Crab To Slip</b><br />Initially on final, you're pointed into the wind, wings-level, to maintain a straight ground track on the extended centerline of the runway. But as you approach the threshold, you'll enter a side-slip for touchdown. Use rudder to align the nose with the runway, and use ailerons to prevent drifting upwind or downwind. It takes some practice, but we have great examples of what it should look like <a href="https://www.boldmethod.com/shopping/package/vfr-mastery/pkg-master-tl/">here</a>.<br /><img height="426" src="http://www.boldmethod.com/images/blog/lists/2017/11/7-steps-to-make-the-perfect-crosswind-landing/primary.jpg" width="640" /><a href="http://www.boldmethod.com/blog/lists/2017/11/7-steps-to-make-the-perfect-crosswind-landing/">Boldmethod</a></div><div><br /><b>5) As You Flare, Increase Control Inputs</b><br />As you flare, you're slowing down, and that makes your flight controls less effective. Slowly add more rudder and aileron during the flare to keep yourself aligned with the runway, all the way to touchdown.<br /><img height="360" src="http://www.boldmethod.com/images/blog/lists/2017/11/7-steps-to-make-the-perfect-crosswind-landing/5.jpg" width="640" /><a href="http://www.boldmethod.com/blog/lists/2017/11/7-steps-to-make-the-perfect-crosswind-landing/">Boldmethod</a></div><div><br /><b>6) Upwind Wheel First</b><br />In the perfect crosswind landing, you'll touch down on the upwind wheel first, followed by the downwind wheel, and then finally the nose wheel.<br /><img height="360" src="http://www.boldmethod.com/images/blog/lists/2017/11/7-steps-to-make-the-perfect-crosswind-landing/6.jpg" width="640" /><a href="http://www.boldmethod.com/blog/lists/2017/11/7-steps-to-make-the-perfect-crosswind-landing/">Boldmethod</a></div><div><br /><b>7) Wind Correction After Landing</b><br />Once the aircraft is on the runway, don't release the controls. Gradually increase your ailerons into the wind, so that a gust of wind doesn't lift your upwind wing.<br /><img height="360" src="http://www.boldmethod.com/images/blog/lists/2017/11/7-steps-to-make-the-perfect-crosswind-landing/7.jpg" width="640" /><a href="http://www.boldmethod.com/blog/lists/2017/11/7-steps-to-make-the-perfect-crosswind-landing/">Boldmethod</a><br /><br /><i>Want to immediately improve your takeoffs and landings? Check out our <a href="https://www.boldmethod.com/shopping/package/vfr-mastery/pkg-master-tl/">Mastering Takeoffs and Landings</a>online course. Plus, if you order now through Saturday, November 25th at 11:59PM Pacific, you'll get a free Boldmethod shirt with your order! <a href="https://www.boldmethod.com/shopping/package/vfr-mastery/pkg-master-tl/">Learn more and sign up now</a>.</i><br /><br /><br /><i><b>Become a better pilot.</b><br />Subscribe to the Boldmethod email and get real-world flying tips and information direct to your inbox, every week.</i></div>Peter Singhateyhttp://www.blogger.com/profile/09347463439324707169noreply@blogger.com0tag:blogger.com,1999:blog-488851143140594019.post-2935213834778684652017-10-26T12:56:00.001+01:002017-10-26T12:56:45.413+01:00Rules of Thumb Every Pilot Should Know <i>Thanks to Boldmethod for sharing...</i><div><i><a href="http://www.boldmethod.com/learn-to-fly/cfis/7-easy-flying-rules-of-thumb-you-can-use-today/">Rules-Of-Thumb Every Pilot Should Know | Boldmethod</a></i><br /><b>1) When To Abort A Takeoff: The 50/70 Rule</b><br />A general rule for GA aircraft is if you haven't reached 70% of your takeoff speed by the time you've reached 50% of the length of the runway, you should abort your takeoff. <a href="http://www.boldmethod.com/learn-to-fly/performance/how-to-use-the-50-70-rule-for-a-safe-takeoff/">Read the full article here.</a><br /><br />Why do you need 70% of your takeoff speed by 50% of the runway? As you accelerate down the runway during takeoff, you start chewing up more feet of runway for every second you're rolling down the pavement. If you haven't achieved 70% of your takeoff speed by the time you're halfway down the runway, you may not have enough pavement left to get to rotation speed and lift off.<br /><img height="424" src="http://www.boldmethod.com/images/learn-to-fly/performance/how-to-use-the-50-70-rule-for-a-safe-takeoff/runway-distance-remaining.jpg" width="640" /><a href="http://www.boldmethod.com/learn-to-fly/cfis/7-easy-flying-rules-of-thumb-you-can-use-today/">Boldmethod</a></div><div><br /><b>2) Course Corrections</b><br />The 1 in 60 rule states that if you're off course by 1NM after 60 miles flown, you have a 1 degree tracking error. Time to correct that heading!<br /><br />Another tip: If you're 60 miles away from a VOR, and you're off course by one degree, you're off course by one mile. Last thing: if you fly a 60 mile arc around the VOR, you'd fly a total of 360 miles...talk about a long instrument approach!<br /><img height="354" src="http://www.boldmethod.com/images/learn-to-fly/cfis/7-easy-flying-rules-of-thumb-to-use/course-corrections.jpg" width="640" /><br /></div><div><b>3) How To Calculate Windshear</b><br />Rule-of-thumb: the total shear is double the peak wind. If the outflow speed of a microburst is 30 knots, you'll experience about 60 knots of shear as you cross the microburst. And it all can happen in a very short period of time.<br /><br />Think about what would happen to your Cessna 172 if you went from 100 knots to 40 knots in the matter of a few seconds...<br /><img height="486" src="http://www.boldmethod.com/images/blog/lists/2015/03/7-things-you-should-know-about-microbursts/6.jpg" width="640" /><br /></div><div><b>4) Calculating Glideslope Descent Rates</b><br />If you're flying a 90 knot approach speed on a 3 degree glideslope, you'll need to descend at roughly 450FPM to maintain the glideslope. But how did we come up with that?<br /><br />There's a pretty easy rule-of-thumb to figure that descent rate out. Divide your ground speed by 2, then add a 0 to the end. So if you take 90 knots / 2, you get 45. Add a zero to the end, and you get 450FPM. There's another way to approximate this. You can also multiply your groundspeed by 5 and you'll get an approximate descent rate for a 3 degree glideslope.<br /><img height="354" src="http://www.boldmethod.com/images/learn-to-fly/cfis/7-easy-flying-rules-of-thumb-to-use/3-degree-glide.jpg" width="640" /><br /></div><div><b>5) More Descent Calculations</b><br />At a 1 degree angle of descent, for every 1 mile you fly, you'll descend 100 feet. This ratio can be used to determine other aspects of descent. For instance, if you have 1 mile to descend 600 feet, you'll need a 6 degree nose-down descent.<br /><br />While you may be able to chop and drop in a C172, a larger jet or turboprop usually can't do that. Plus, it's not safe. Try your best to plan a 3 degree arrival into all of your airports for the safest and most gentle descent.<br /><img height="390" src="http://www.boldmethod.com/images/learn-to-fly/cfis/7-easy-flying-rules-of-thumb-to-use/1-degree-descent.jpg" width="640" /><br /></div><div><b>6) Calculating Civil Twilight</b><br />A good rule-of-thumb for the calculating civil twilight is that it usually ends between 20-35 minutes after sunset. Today in Boulder, sunset is 6:05 PM, and civil twilight ends at 6:33 PM. That's a difference of 28 minutes.<br /><img height="426" src="http://www.boldmethod.com/images/learn-to-fly/regulations/logging-night-time/diagram-night.jpg" width="640" /><br /></div><div><b>7) Flying Gusty Approaches</b><br />In gusty conditions, use less flaps. With less flaps and a faster approach speed, you'll be less susceptible to gusty conditions, and you'll also have a safety margin if you encounter wind shear. Another rule-of-thumb you can use is to <a href="http://www.boldmethod.com/learn-to-fly/aerodynamics/why-add-half-the-gust-factor-on-windy-day-landings/">add half of the gust factor to your approach speed.</a><br /><br />If your final approach speed is 80 knots, and the winds have a gust factor of 20 knots (for example, winds 10 gusting to 30), fly the approach at 90 knots.<br /><img height="426" src="http://www.boldmethod.com/images/blog/lists/2016/12/6-ways-to-perfect-your-landings/2.jpg" width="640" /><a href="https://www.flickr.com/photos/44073224@N04/16236077164/in/photolist-qJJ95U-bkFKNo-bkFQyQ-byADzP-qNz1UN-63s9zX-bkFKs1-stwP2o-np3BHq-byAErZ-byABNR-bkFLwW-bkFMGQ-nnPDjg-bkFN3y-pJ9Hps-ngFL5J-bkFSFQ-nwFa49-nt3sbC-nmkvXA-byAGiB-nwP1ph-nsHuZE-bkFK3E-9r1kKQ-HkYnh7-9r1m2w-4RXvzr-6e7C3G-9ZZRS1-qkr1Sr-PxpbK-niT21G-naR77D-6rsagg-nrQXfg-qzzGTf-PR9Nx-623TMD-23VE8C-95Yn1x-63A8Y3-59Hw5u-gZoPUY-63A8Ym-6yEBbL-5tD2cm-CsK82M-8x3Dee">Bernal Saborio</a><br /><br />What other rules of thumb do you use? Tell us...<br /><i><br />Become a better pilot.<br />Subscribe to the Boldmethod email and get real-world flying tips and information direct to your inbox, every week.</i></div>Peter Singhateyhttp://www.blogger.com/profile/09347463439324707169noreply@blogger.com0tag:blogger.com,1999:blog-488851143140594019.post-54397131502515076072017-10-19T16:58:00.001+01:002017-10-19T16:58:41.634+01:008 Easy-To-Forget Details Of Flight Planning <br /><br />
<a href="http://www.boldmethod.com/blog/lists/2017/10/8-easy-to-miss-details-of-flight-planning/">8 Easy-To-Forget Details Of Flight Planning | Boldmethod</a><br /><br />They may not make the biggest difference, but it's easy to miss the fine details of planning.<br /><b>1) Winds and Runway Heading</b><br /><br />Winds reported in METARs and Winds Aloft Forecasts are true north. Runway headings are magnetic north.<br /><img height="266" src="http://www.boldmethod.com/images/blog/quizzes/2016/04/can-you-fly-the-gps-30r-at-rocky-mountain-metro-airport/primary.jpg" width="400" /><a href="http://www.boldmethod.com/">Boldmethod</a><br /><b>2) Unusable Fuel</b><br />Basic Empty Weight accounts for unusable fuel. When you're doing your weight and balance, you don't need to add in unusable fuel.<br /><img height="266" src="http://www.boldmethod.com/images/blog/quizzes/2017/06/6-questions-to-see-if-youre-ready-for-preflight/primary.jpg" width="400" /><a href="http://www.boldmethod.com/blog/lists/2017/10/8-easy-to-miss-details-of-flight-planning/">Boldmethod</a><br /><b>3) Notes Section</b><br />When you do performance calculations before your flights, double check the notes section. Grass runways, sloped runways, headwinds and tailwinds can all make a difference.<br /><img height="149" src="http://www.boldmethod.com/images/blog/lists/2017/10/8-easy-to-miss-details-of-flight-planning/notes.jpg" width="400" /><br /><b>4) NOTAMs</b><br />You don't want to arrive at your destination and realize the runway is closed. Make sure you check the NOTAMs before you go. And if you need help reading them, we have <a href="http://www.boldmethod.com/shopping/package/private-pilot/pkg-pp-vfrcharts/">the tool</a> for you.<br /><img height="219" src="http://www.boldmethod.com/images/firefly/shopping/packages/pkg-pp-vfrcharts/notams-app.jpg" width="400" /><br /><br /><b>5) Night Currency</b><br />It's getting dark much earlier, and the end of Daylight Saving Time is right around the corner. If your flight is creeping up on an hour after sunset, and you have passengers, make sure you're <a href="http://www.boldmethod.com/learn-to-fly/regulations/logging-night-time/">night current</a>.<br /><img height="266" src="http://www.boldmethod.com/images/learn-to-fly/regulations/logging-night-time/1hour.jpg" width="400" /><br /><br /><b>6) Fuel Consumption</b><br />Most aircraft cruise performance values are calculated based off of the recommended leaning procedures. If you forget to lean or you don't lean according to the POH, you fuel consumption will be higher than planned.<br /><img height="266" src="http://www.boldmethod.com/images/blog/lists/2015/06/9-ways-that-airports-make-money/2.jpg" width="400" /><a href="http://www.boldmethod.com/blog/lists/2017/10/8-easy-to-miss-details-of-flight-planning/">Boldmethod</a><br /><b><br />7) Expired Charts</b><br />Charts do actually change. Whether it's a new tower on a VFR chart, or a change to an IFR procedure, make sure you have the most current charts with you.<br /><img height="266" src="http://www.boldmethod.com/images/blog/lists/2016/09/3-things-to-know-about-the-latest-foreflight-update/primary.jpg" width="400" /><a href="http://swaynemartin.com/">Swayne Martin</a><br /><b>8) Airspace</b><br />Watch out for <a href="https://www.boldmethod.com/shopping/package/private-pilot/pkg-pp-nas/">special airspace</a> along your route. After all, nobody wants to accidentally fly through a restricted area.<br /><img height="283" src="http://www.boldmethod.com/images/firefly/shopping/packages/pkg-pp-nas/nas-restricted.jpg" width="400" /><br /><br /><br /><i><b>What other flight planning details are easy to miss? Tell us in the comments below.<br />Become a better pilot.<br />Subscribe to the Boldmethod email and get real-world flying tips and information direct to your inbox, every week.</b></i><br />Peter Singhateyhttp://www.blogger.com/profile/09347463439324707169noreply@blogger.com0tag:blogger.com,1999:blog-488851143140594019.post-5222556981330866922017-09-18T15:25:00.001+01:002017-09-18T15:25:23.143+01:00Two Easy Rules-of-Thumb For Calculating a Three Degree Glide Slope <br /><br />
<a href="http://www.boldmethod.com/learn-to-fly/performance/use-this-formula-to-calculate-a-3-degree-descent-rate/">Two Easy Rules-of-Thumb For Calculating a Three-Degree Glide Slope</a><div><br />Two Easy Rules-of-Thumb For Calculating a Three-Degree Glide Slope<br />By <a href="http://www.boldmethod.com/authors/swayne_martin/">Swayne Martin</a> (Thanks to boldmethod for sharing)<br /><br />Have you ever found yourself chasing the glideslope on an ILS approach? There's an easier way to do it.Groundspeed has a significant effect on descent rate, and there's a formula you can use to ballpark your feet per minute (FPM) descent, even before you get on glideslope.<br /><br />One of the most important parts of instrument flying is getting ahead of the airplane. The following formulas are a great way to do just that. In many glass cockpit aircraft, wind vectors and ground track diamonds mean you'll have a easily visible references to use. GPS groundspeed will make the following equations extremely easy to use...<br /><img height="425" src="http://www.boldmethod.com/images/learn-to-fly/performance/use-this-formula-to-calculate-a-3-degree-descent-rate/primary1.jpg" width="640" /><a href="http://www.boldmethod.com/learn-to-fly/performance/use-this-formula-to-calculate-a-3-degree-descent-rate/">Boldmethod</a><div><br /><b><u>Option 1: Multiply Your Groundspeed By 5</u></b><br />If you're flying your aircraft on a roughly 3 degree glideslope, try multiplying your groundspeed by 5 to estimate your descent rate. The result will be a FPM value for descent that you should target. As you capture the glideslope, make adjustments as necessary.</div><div><br /><img height="336" src="http://www.boldmethod.com/images/learn-to-fly/performance/use-this-formula-to-calculate-a-3-degree-descent-rate/gsx5.jpg" width="640" /><br /><b><u><br /></u></b></div><div><b><u>Option 2: Divide Groundspeed In Half, Add "0"</u></b>Divide your groundspeed in half, add a zero to the end, and you'll have an approximate FPM of descent. This is another easy way to target an initial descent rate for a 3-degree precision approach, or even a VFR descent into an airport.</div><div><br /><img height="336" src="http://www.boldmethod.com/images/learn-to-fly/performance/use-this-formula-to-calculate-a-3-degree-descent-rate/divide-in-half.jpg" width="640" /><br /><br />Both formulas leave you with the same result. Choosing which formula to use comes down to which mental math you're more comfortable with.<br />How Wind Affects Descent Rate<br /><br />A tailwind on final will result in a higher groundspeed, thus requiring a higher descent rate to maintain glideslope. The opposite is true for headwinds. Let's take a look at a few examples:<br /><br /><b>Example 1: Headwind of 25 Knots, Final Approach Speed of 100 Knots Indicated Airspeed.</b><br /><img height="336" src="http://www.boldmethod.com/images/learn-to-fly/performance/use-this-formula-to-calculate-a-3-degree-descent-rate/Example-1.jpg" width="640" /><br /><br /><b>Example 2: Tailwind of 25 Knots, Final Approach Speed of 100 Knots.</b><br /><img height="336" src="http://www.boldmethod.com/images/learn-to-fly/performance/use-this-formula-to-calculate-a-3-degree-descent-rate/Example-2.jpg" width="640" /><br /><b><br /></b></div><div><b>Useful For More Than Just ILS Approaches</b><br /><br />Looking for a good way to plan out your 3 degree glideslope? These formulas are great references for LPV approaches, LNAV+V, or even long VFR straight in approaches.<br /><img height="426" src="http://www.boldmethod.com/images/blog/quizzes/2017/05/do-you-know-these-6-approach-symbols/primary-apch.jpg" width="640" /><a href="https://www.flickr.com/photos/golfcharlie232/15977478985/sizes/l">gc232</a><br /><br />Have you used these formulas before? Tell us how you use them in the comments below.<br /><br /><i>Become a better pilot.<br />Subscribe to the Boldmethod email and get real-world flying tips and information direct to your inbox, every week.<br /><br />Sign Up: <b>Visit www.boldmethod.com</b></i></div></div>Peter Singhateyhttp://www.blogger.com/profile/09347463439324707169noreply@blogger.com0tag:blogger.com,1999:blog-488851143140594019.post-29670111511084668462017-09-07T13:55:00.001+01:002017-09-07T13:55:59.592+01:00The 10 Worst Distractions For Pilots <a href="http://www.boldmethod.com/blog/lists/2017/09/10-worst-distractions-for-pilots/">The 10 Worst Distractions For Pilots </a><div>Thanks to <a href="http://www.boldmethod.com/blog/lists/2017/09/10-worst-distractions-for-pilots/">Boldmethod</a> for sharing...<br /><br />Distractions inside the cockpit aren't just annoying, they're dangerous. Do everything you can to avoid these 10 distractions...<br /><b>1) Traffic You Hear, But Can't See</b><br />There's nothing more unnerving than a traffic report close to your position. Your eyes instantly move outside the cockpit, scanning the sky for visual contact. While scanning outside is important, so is flying the airplane. Don't make an uncomfortable situation even worse by forgetting to manage flight parameters.<br /><img height="426" src="http://www.boldmethod.com/images/learn-to-fly/navigation/what-is-the-best-way-to-land-from-a-visual-approach/primary.jpg" width="640" /><a href="http://www.boldmethod.com/blog/lists/2017/09/10-worst-distractions-for-pilots/">Boldmethod</a><br /><b>2) "Bad" Passengers</b><br />Loud kids, passengers talking nonstop over the intercom, and seemingly endless questions are typical when flying people around in a small GA airplane. Remember the "isolate" switch is there for a reason!<br /><br />Colin, however, is a good passenger. Bringing water for your pilots is never a bad thing!<br /><img height="426" src="http://www.boldmethod.com/images/blog/bose/9-ways-to-make-nervous-passengers-more-comfortable/6.jpg" width="640" /><a href="http://www.boldmethod.com/blog/lists/2017/09/10-worst-distractions-for-pilots/">Boldmethod</a><br /><b>3) Back Seat Pilots</b><br />Pilots can be terrible passengers sometimes... <a href="http://www.boldmethod.com/learn-to-fly/human-factors/pilots-can-make-terrible-passengers/">Click here to find out why.</a><br /><img height="360" src="http://www.boldmethod.com/images/learn-to-fly/human-factors/pilots-can-make-terrible-passengers/in-charge.jpg" width="640" /><a href="http://www.boldmethod.com/blog/lists/2017/09/10-worst-distractions-for-pilots/">Boldmethod</a><br /><b>4) Unfamiliar Aircraft</b><br />Can't find a switch? Don't know how to follow the checklist flow? What's that speed limitation?<br /><br />None of these are questions that are good to be answering in the air. Before you hop into an unfamiliar airplane, make sure you've done some chair flying.<br /><br /><img height="334" src="http://www.boldmethod.com/images/blog/lists/2014/12/top-aviation-pictures-of-2014/4.jpg" width="640" /><br /><b>5) Unfamiliar Airspace</b><br />We didn't get our pilot's certificates to fly circles over our house all day long. Inevitably, you'll fly into unfamiliar and busy airspace somewhere in the country. Know the regulations, airspace dimensions, and procedures before you take off. <a href="http://www.boldmethod.com/shopping/package/private-pilot/pkg-pp-nas/">Click Here</a> to check out an airspace training course we developed to help you out.<br /><img height="429" src="http://www.boldmethod.com/images/blog/lists/2014/11/6-most-common-private-pilot-checkride-failures/2.gif" width="640" /><br /><b>6) Non-Essential Electronics</b><br />Limit the use of personal electronics as much as possible. If it's not flight-critical, ask yourself, "is this something that can wait until I'm on the ground?" Most likely, the answer is yes. If you're flying Part 91 with mounted cameras, have them set and filming before the engine starts. Don't touch them until you're on the ground.<br /><img height="336" src="http://www.boldmethod.com/images/blog/lists/2014/12/8-gopro-pilot-gifts/7.jpg" width="640" /><br />7) Unnecessary Radio Congestion<br /><br />There's nothing worse than a radio hog. It's distracting for other pilots that might be in a critical phase of flight or need to make an announcement. Avoid unnecessary radio conversations, or switch to a discreet frequency... Give 123.45 a try!<br /><br /><b>8) Cluttered Avionics</b><br />De-clutter your avionics so only relevant information is shown. Too much clutter could result in you missing something important.<br /><img height="426" src="http://www.boldmethod.com/images/blog/lists/2015/09/8-ways-for-pilots-to-get-used-to-airport-operations/primary-tips.jpg" width="640" /><a href="http://www.boldmethod.com/blog/lists/2017/09/10-worst-distractions-for-pilots/">Boldmethod</a><br /><b>9) Foreign Object Debris</b><br />FOD, or <a href="http://www.boldmethod.com/blog/2014/02/fod-cockpit/">foreign object debris</a> is distracting and dangerous. Quite a few accidents have been caused by loose items in the cockpit getting jammed into flight controls.<br /><img height="640" src="http://www.boldmethod.com/images/blog/2014/02/fod-cockpit/fod-crash.png" width="454" /><br /><b>10) Open Doors And Windows</b><br />As you accelerate down the runway, you notice the loud rush of air entering the cabin. Somewhere, a door or window is open. If you weren't able to abort the takeoff or can't shut it in-flight, circle and land to fix the problem. <a href="http://www.boldmethod.com/learn-to-fly/performance/how-could-an-open-door-cause-a-fatal-accident/">Could an open baggage door take down an airplane? In this accident, it's most likely the primary cause.</a><br /><br /><img height="426" src="http://www.boldmethod.com/images/blog/quizzes/2017/06/6-questions-to-see-if-youre-ready-for-preflight/primary.jpg" width="640" /><a href="http://www.boldmethod.com/blog/lists/2017/09/10-worst-distractions-for-pilots/">Boldmethod</a><br />What else has distracted you? Tell us in the comments below.<br /><br /><b>Become a better pilot.<br />Subscribe to the Boldmethod email and get real-world flying tips and information direct to your inbox, every week.</b></div>Peter Singhateyhttp://www.blogger.com/profile/09347463439324707169noreply@blogger.com0tag:blogger.com,1999:blog-488851143140594019.post-92056385069398123122017-08-22T12:28:00.001+01:002017-08-22T12:28:30.700+01:00Why Every Pilot Should Practice Power-Off 180 Landings<br /><br />
<a href="http://www.boldmethod.com/learn-to-fly/maneuvers/why-every-pilot-should-practice-power-off-180-landings/">Why Every Pilot Should Practice Power-Off 180 Landings </a><div>Thanks to <a href="http://www.boldmethod.com/learn-to-fly/maneuvers/why-every-pilot-should-practice-power-off-180-landings/">Boldmethod</a> for sharing...</div><div><br />It's unlikely you'll ever have an engine failure abeam the aim point markers on downwind...so why are power-off 180s so important to practice?<br />What Exactly Is A 'Power-Off 180?'<br /><br />Performing a power-off 180 is just what it sounds like. Abeam an aiming point on downwind, engine power is cut to idle (at or below 1000 feet AGL per ACS standards), and you maneuver to land as close to that preselected point as possible. Most pilots pitch for best glide speed, at least initially, to improve chances of making the runway point.<br /><br />While it's not usually a required maneuver for private pilots, it's a great maneuver to practice for any pilot. The ACS has the following standards for maneuver completion: "Touch down within -0/+200 feet from the specified touchdown point with no side drift, minimum float, and with the airplane's longitudinal axis aligned with and over the runway centerline."<br /><img height="266" src="http://www.boldmethod.com/images/learn-to-fly/maneuvers/why-every-pilot-should-practice-power-off-180-landings/Power-Off-180.jpg" width="400" /><a href="http://www.boldmethod.com/learn-to-fly/maneuvers/why-every-pilot-should-practice-power-off-180-landings/">Boldmethod</a><br /><br />But this maneuver doesn't realistically depict what to expect during an actual engine failure and emergency landing, so why are they so important? Bear with me...<br />Simulated Landing Points<br /><br />Unless you fly in North Dakota, you can't just land anywhere. Water, forests, and densely populated areas make emergency landings tough. While power-off 180s may not accurately depict real-life landing conditions, they do hone in the importance of landing on a pre-selected spot.<br /><br />Your goal during a power-off emergency landing is a descent to landing following the format of a traffic pattern. Straight-in power-off approaches are dangerous, because you start farther away from your landing point, and it's difficult to judge glide and sink rate.<br /><img height="266" src="http://www.boldmethod.com/images/learn-to-fly/maneuvers/why-every-pilot-should-practice-power-off-180-landings/Long-straight-in.jpg" width="400" /><a href="http://www.boldmethod.com/learn-to-fly/maneuvers/why-every-pilot-should-practice-power-off-180-landings/">Boldmethod</a><br />Wind Correction<br /><br />Headwinds, tailwinds, and crosswinds provide unique challenges when flying power-off 180s. Unlike a normal approach, you don't have the backup of adding power to adjust for poorly anticipated wind conditions. The power-off 180 is the perfect way to learn how to control your descent path, while adjusting to compensate for wind.<br /><br />Example 1: As you fly your downwind, you notice a high groundspeed with a corresponding tailwind. As you pull the power back, you'll need to make a base turn towards the runway sooner than normal. You'll be fighting a headwind and low groundspeed the whole way in on final.<br /><img height="266" src="http://www.boldmethod.com/images/learn-to-fly/maneuvers/why-every-pilot-should-practice-power-off-180-landings/headwind-180.jpg" width="400" /><br /><br />Example 2: On downwind, you experience a headwind. As the power is brought to idle, extend your downwind before making a base turn to prevent over-shooting your landing spot.<br /><img height="266" src="http://www.boldmethod.com/images/learn-to-fly/maneuvers/why-every-pilot-should-practice-power-off-180-landings/Tailwind.jpg" width="400" /><br /><br />Adjusting for differing wind directions and speeds takes practice, and is one of the biggest reasons practicing power-off 180s is so important. Over time, you'll get a feel for how long you need to wait before making a base turn.<br /><br />No matter the situation, improving this skill set important for any pilot.<br />Increasing Your Descent Rate<br /><br />Need to lose altitude? Try entering a forward slip. In most airplanes, you'll add full rudder in the direction away from the wind, while simultaneously using ailerons to maintain safe bank and directional control. This maneuver exposes a larger portion of the airplane's fuselage to the free air stream, resulting in significantly increased parasite drag. You'll be able to descend quickly, and get back on glide path.<br /><br />The best way to use forward slips in this case? Treat them as step-downs. Enter a forward slip for a few seconds, lose altitude, exit the slip, and re-consider your glidepath to the runway. If it looks like you'll need to lose more altitude, enter the slip again. Repeat. This way, you'll reduce your odds of undershooting the runway.<br /><img height="266" src="http://www.boldmethod.com/images/learn-to-fly/aerodynamics/slip-skid-stall/primary-skid.jpg" width="400" /><a href="https://www.flickr.com/photos/60100280@N05/8953604813/sizes/k/">panhandler1956</a><br /><br />S-Turns are another way to increase descent rates for landing. By turning, you'll simultaneously increase ground track, while lift is directed horizontally. Both factors result in a greater descent compared to straight-and-level flight. Be careful not to over-bank or use s-turns as your only way of losing altitude. They're generally not the best option, because you de-stabilize your approach.<br /><img height="239" src="http://www.boldmethod.com/images/learn-to-fly/maneuvers/why-every-pilot-should-practice-power-off-180-landings/s-turns.jpg" width="400" /><br /><br />Each of these maneuvers exemplify another important lesson learned from power-off 180s. If you're caught in a situation where altitude loss is necessary, these skills will pay off in a big way.<br />Configuration<br /><br />When should you add flaps? It all comes down to descent path. If you feel that you're high, start adding flaps. But avoid putting flaps to full right away. Like the forward slip, use flaps incrementally, to ensure you don't overshoot or undershoot your target.<br /><br />There's nothing worse than adding full flaps, only to discover you didn't actually need that high of a descent angle and risk undershooting your landing point. And once you add flaps, don't take them out, especially down low. Retracting flaps with no power results in a significant sink rate - and possibly more than you can recover from, even with power. Don't add flaps, and especially full flaps, until you're absolutely certain you'll make your landing point.<br /><img height="230" src="http://www.boldmethod.com/images/learn-to-fly/aircraft-systems/how-flaps-work/flap-noflap.jpg" width="400" /><br />Ground Track<br /><br />It's not all about how the plane is set up or which maneuvers you choose to fly. Your ground track directly affects your descent path.<br /><br />Squared turns from downwind-base-final result in more time spent in the air, steeper turns, and more altitude loss. Making a continuous turn, or nearly continuous, typically sets you up for a better final approach.<br /><br />Speed Control<br /><br />Throughout the entire power-off 180, speed control is key. As power is brought to idle, pitch for best glide speed. It'll give you the best shot of making the runway, and helps you judge your best glide ratio. Flying too fast or too slow means risking gliding distance.<br /><br />Be careful when flying over approach speed as you get close to the runway. You'll risk floating and missing your touchdown point entirely.<br /><img height="210" src="http://www.boldmethod.com/images/learn-to-fly-maneuvers/how-to-fix-floating-on-landing/slow-to-threshold-crossing-speed.jpg" width="400" /><br />Differing Glide Ratios<br /><br />Every airplane glides differently at idle power. Some fly like a glider, and some like a brick. Practicing power-off 180s in a variety of airplanes demonstrates the importance of understanding your airplane's aerodynamics.<br /><br />That way, when you're ready to fly a new bird, you'll feel much more comfortable preparing for emergencies.<br /><br /><br /><img height="225" src="http://www.boldmethod.com/images/learn-to-fly/maneuvers/why-every-pilot-should-practice-power-off-180-landings/1.jpg" width="400" /><a href="http://i.imgur.com/PhtSwUG.jpg">imgur</a><br /><br />A lot goes into flying a perfect power-off 180. Getting proficient in this maneuver don't just apply to engine-out situations, it helps you plan out any approach to landing.<br /><br />What else is important about flying power-off 180s? Tell us in the comments below.<br /><br /><br /><div class="content-follow-title" style="background-color: #ebebf0; box-sizing: border-box; color: #46464b; font-family: HelveticaNeue-Light, "Helvetica Neue Light", "Neue Helvetica W01", Arial, "Lucida Grande", sans-serif; font-size: 17.3333px; font-weight: bold; line-height: 28px; margin-bottom: 10px; margin-top: 10px; padding: 0px; text-align: center;">Become a better pilot.<br style="box-sizing: border-box;" /><span style="box-sizing: border-box; font-size: 12pt; font-weight: normal;">Subscribe to the Boldmethod email and get real-world flying tips and information direct to your inbox, every week.</span></div><div class="content-follow-email-form" style="background-color: #ebebf0; box-sizing: border-box; color: #47474b; display: table; font-family: HelveticaNeue-Light, "Helvetica Neue Light", "Neue Helvetica W01", Arial, "Lucida Grande", sans-serif; font-size: 17.3333px; padding-left: 82.5px; text-align: center; width: 742px;"><div class="content-follow-email-input" style="box-sizing: border-box; display: table-cell; width: auto;"><input class="email-subscribe-address" data-type="email" placeholder="Your Email" style="background-color: #fafaff; border-bottom: 1px solid rgb(210, 210, 215); border-left: 1px solid rgb(210, 210, 215); border-right-style: none; border-right-width: initial; border-top: 1px solid rgb(210, 210, 215); color: #47474b; font-family: HelveticaNeue-Light, "Helvetica Neue Light", "Neue Helvetica W01", "Franklin Gothic Medium", Arial, sans-serif; font-size: 13pt; height: 41px; padding: 7px 10px; width: 581px;" type="email" /></div><div class="content-follow-email-button email-subscribe-button lqs-analytics-clicktracking" data-click-name="follow-block-subscribe" data-type="button" style="background-color: darkorange; box-sizing: border-box; color: white; cursor: pointer; display: table-cell; font-family: HelveticaNeue-CondensedBold, "Helvetica Neue Condensed Bold", "Neue Helvetica W01", "Franklin Gothic Medium", Arial, sans-serif; font-size: 13pt; padding: 0px 10px; width: 1px;">Sign Up</div></div></div>Peter Singhateyhttp://www.blogger.com/profile/09347463439324707169noreply@blogger.com0tag:blogger.com,1999:blog-488851143140594019.post-76752717867308552352017-08-22T10:07:00.001+01:002017-08-22T10:07:11.551+01:00If Your Engine Fails, Should You Fly Best Glide Or Minimum Sink<a href="http://www.boldmethod.com/learn-to-fly/maneuvers/how-to-handle-a-power-off-landing-following-an-engine-failure-glide-or-minimum-sink/">If Your Engine Fails, Should You Fly Best Glide Or Minimum Sink?</a><div><br /><div>Thanks to <a href="http://www.boldmethod.com/learn-to-fly/maneuvers/how-to-handle-a-power-off-landing-following-an-engine-failure-glide-or-minimum-sink/">Boldmethod</a> for sharing...<br /><br /><img height="266" src="http://www.boldmethod.com/images/learn-to-fly/maneuvers/how-to-handle-a-power-off-landing-following-an-engine-failure-glide-or-minimum-sink/primary.jpg" width="400" /><br /><br />When you think about power off landings, there are probably a lot of things that go through your head, like finding an airport within gliding distance, finding an off-field landing site if there aren't any airports, and last-ditch efforts to get your engine running again before you're out of altitude.<br /><br />In 2013, there were thirteen fatal accidents related to power off landings, according to the NTSB. You're faced with some very serious decisions during a power off landing. But after you've run your checklists and determined your engine isn't coming back to life, handling a power-off landing really comes down to three simple things: aviate, navigate, and communicate.<br />Maximizing Glide Range, Or Time Aloft?<br /><br />The first question you need to answer in a power-off landing scenario is this: do you want to maximize the distance you can glide, or do you want to maximize the amount of time you can stay aloft?<br /><br />Most often you want to maximize the distance you can glide, at least initially, as you set up for a power off landing. The airspeed you want to pitch for is best glide speed.<br /><br />No matter what aircraft you fly, best glide speed is usually published in the aircraft POH, and it's the best airspeed to start with as you're setting up for a power off landing.<br /><br />Best glide gives you the best glide angle as you drift down, which means that if you maintain best glide all the way to the ground, you'll travel the furthest distance possible without power.<br /><img height="283" src="http://www.boldmethod.com/images/learn-to-fly/systems/handling-an-engine-failure-in-imc/glide-distance.jpg" width="400" /><br /><br />There's something you need to keep in mind about best glide, though. Like most airspeeds in the POH, best glide is calculated at max gross weight. And as weight decreases, so does the speed that will maximize your distance. The change is minor, but if you're trying to get the most out of your glide and you're lighter than max gross weight, a slightly slower speed may help you out.<br />Maximizing Your Time Aloft<br /><br />If you want to stay in the air for the longest time possible, you want to fly at the minimum sink speed. Unfortunately, there's a problem with that. The minimum sink speed is rarely published for powered aircraft. But there is a way you can figure it out: try it in your plane.<br /><br />Minimum sink is always slower than best glide, because it's the point on the power required curve where the least amount of power is required. Keep in mind, though, you're going quite a bit slower than your best glide speed, and that can significantly impact your glide range.<br /><img height="325" src="http://www.boldmethod.com/images/learn-to-fly/maneuvers/how-to-handle-a-power-off-landing-following-an-engine-failure/minimum-sink.jpg" width="400" /><br /><br />Unless you have a good landing site below you, and you're trying to maximize your time aloft to troubleshoot the engine and talk to ATC, minimum sink isn't necessarily going to be as helpful as sticking with best glide will be.<br />Selecting A Landing Site: Airport<br /><br />Once you've accomplished the "aviate" part of the flight by configuring the airplane, and pitching/trimming for best glide, your next step is to "navigate" and find a place to land.<br /><br />When it comes to landing sites, you really have two choices. Land at an airport, or land somewhere else. Typically, you first choice is to land at an airport, if you can.<br /><br />If you have GPS on board, whether it's panel mounted or an EFB like ForeFlight, the "Nearest Airport" function gives you a quick list of nearby airports.<br /><br />Once you pick an airport and go direct to it, you'll know your distance to the runway. The next question is: can you get there? That's where some quick mental math comes in.<br /><br />Most GA airplanes, whether they're a Cessna 172, or a Cirrus SR-22, glide about 1 1/2 miles for every 1,000' of altitude.<br /><br />So for example, if you're 4,000' above the ground, you'll be able to glide about 6 nautical miles before your wheels are on the ground. You should always look at your POH maximum glide chart, but if you don't have it handy during your next engine failure, the 1 1/2 miles per 1,000' feet will at least get you close.<br /><br />If you have ForeFlight's new "Glide Advisor" feature, that can tell you even faster what airports you're within gliding distance of.<br /><img height="242" src="http://www.boldmethod.com/images/learn-to-fly/maneuvers/how-to-handle-a-power-off-landing-following-an-engine-failure/glide-advisor.jpg" width="400" /></div><div><br /></div><div>Continue Reading...</div></div><div><div class="content-follow-title" style="background-color: #ebebf0; box-sizing: border-box; color: #46464b; font-family: HelveticaNeue-Light, "Helvetica Neue Light", "Neue Helvetica W01", Arial, "Lucida Grande", sans-serif; font-size: 17.3333px; font-weight: bold; line-height: 28px; margin-bottom: 10px; margin-top: 10px; padding: 0px; text-align: center;">Become a better pilot.<br style="box-sizing: border-box;" /><span style="box-sizing: border-box; font-size: 12pt; font-weight: normal;">Subscribe to the Boldmethod email and get real-world flying tips and information direct to your inbox, every week.</span></div><div class="content-follow-email-form" style="background-color: #ebebf0; box-sizing: border-box; color: #47474b; display: table; font-family: HelveticaNeue-Light, "Helvetica Neue Light", "Neue Helvetica W01", Arial, "Lucida Grande", sans-serif; font-size: 17.3333px; padding-left: 82.5px; text-align: center; width: 742px;"><div class="content-follow-email-input" style="box-sizing: border-box; display: table-cell; width: auto;"><input class="email-subscribe-address" data-type="email" placeholder="Your Email" style="background-color: #fafaff; border-bottom: 1px solid rgb(210, 210, 215); border-left: 1px solid rgb(210, 210, 215); border-right-style: none; border-right-width: initial; border-top: 1px solid rgb(210, 210, 215); color: #47474b; font-family: HelveticaNeue-Light, "Helvetica Neue Light", "Neue Helvetica W01", "Franklin Gothic Medium", Arial, sans-serif; font-size: 13pt; height: 41px; padding: 7px 10px; width: 581px;" type="email" /></div><div class="content-follow-email-button email-subscribe-button lqs-analytics-clicktracking" data-click-name="follow-block-subscribe" data-type="button" style="background-color: darkorange; box-sizing: border-box; color: white; cursor: pointer; display: table-cell; font-family: HelveticaNeue-CondensedBold, "Helvetica Neue Condensed Bold", "Neue Helvetica W01", "Franklin Gothic Medium", Arial, sans-serif; font-size: 13pt; padding: 0px 10px; width: 1px;">Sign Up<br /></div></div></div>Peter Singhateyhttp://www.blogger.com/profile/09347463439324707169noreply@blogger.com0tag:blogger.com,1999:blog-488851143140594019.post-73936499038927066182017-08-07T17:32:00.001+01:002017-08-07T17:32:41.058+01:006 Mindfulness Tips for Millennials<a href="https://wordpress.com/read/blogs/111882768/posts/5059">6 Mindfulness Tips for Millennials ‹ The Mindful Mermaid ‹ Reader — WordPress.com</a><div>Thanks to <a class="reader-author-link" href="https://wordpress.com/read/feeds/48869829" style="-webkit-box-align: center; -webkit-box-pack: center; -webkit-tap-highlight-color: transparent; align-items: center; background-color: white; border: 0px; color: #00aadc; display: inline !important; font-family: -apple-system, BlinkMacSystemFont, "Segoe UI", Roboto, Oxygen-Sans, Ubuntu, Cantarell, "Helvetica Neue", sans-serif; font-size: 14px; font-weight: 600; justify-content: center; margin: 0px; outline: 0px; padding: 0px; text-align: center; text-decoration-line: none; vertical-align: baseline;">Alex Cote</a>, <a class="author-compact-profile__site-link" href="https://wordpress.com/read/feeds/48869829" style="-webkit-box-align: center; -webkit-box-pack: center; -webkit-tap-highlight-color: transparent; align-items: center; background-color: white; border: 0px; color: #00aadc; display: inline !important; font-family: -apple-system, BlinkMacSystemFont, "Segoe UI", Roboto, Oxygen-Sans, Ubuntu, Cantarell, "Helvetica Neue", sans-serif; font-size: 14px; justify-content: center; margin: 4px 0px 0px; outline: dotted thin; padding: 0px; text-align: center; text-decoration-line: none; vertical-align: baseline;">The Mindful Mermaid</a> for sharing...<br /><br />Many of us could use some added mindfulness into our daily lives—especially us millennials.<br /><br />We are the <a href="https://business.linkedin.com/talent-solutions/blog/2013/12/8-millennials-traits-you-should-know-about-before-you-hire-them">instant-gratification seeking generation</a> that grew up with the digital age. We value self-fulfillment and social impact. And yet, it’s so easy for us to feel overwhelmed and under pressure.<br /><br />Let’s take a step back and see what simple steps millennials can do to realign our selves in order to feel valued and content.<br /><br /><img src="https://mindfulmermaidcom.files.wordpress.com/2017/07/6-simple-mindfulness-tips-and-techniques-specific-to-millennials-click-to-learn-more-self-care-mental-health-mindful-practice-and-lifestyle.jpg?w=556&h=834" /><br /><br />Before we get started, let’s set the record straight for what mindfulness even is. Clearly, you’ve come to right place (hence the name of my blog).<br /><br /><a href="https://www.mindful.org/meditation/mindfulness-getting-started/">Mindful.org</a> defines mindfulness as, “the basic human ability to be fully present, aware of where we are and what we’re doing, and not overly reactive or overwhelmed by what’s going on around us.”<br /><br />For simplicity, mindfulness can be broken down into three steps:<br />Learning to be more present<br />Become aware with your inner self<br />Letting go of judgment of oneself and those around you.<br /><br />It’s less about being perfectly calm and focused all the time as it is about awareness.<br /><br />I’ve tailored a series of simple steps that I’ve found are both effective and relevant for our generation. 6 simple steps to living more mindfully as a millennial starts here:<br /><br />Learn to unplug from the digital world and focus on the present<br /><br /><img height="426" src="https://mindfulmermaidcom.files.wordpress.com/2017/04/dsc09420.jpg?w=6000&h=4000" width="640" />Do you notice that your computer runs a lot slower when your internet browser has 20+ tabs open? Same thing goes with our brains. It’s time you close some of the tabs open in your head, and start focusing on one thing at a time.<br /><br />It’s estimated that <a href="https://www.entrepreneur.com/article/232062">millennials spend at least 18 hours a day online</a>. We’re constantly managing multiple tasks at once and thinking about what’s coming next.<br /><br />We need to learn to turn the digital world OFF. That also means putting our brain into airplane mode and focusing on the moment in front of us.<br /><br />When you’re with your friends, be with your friends. When you’re at work, be at work. Look up from your phone and notice the trees changing color on your walk home. And believe me, every moment of your day does not need to be on Snapchat.<br /><br />Stop focusing on what to come, and what you’re missing out on somewhere else. Learn to just be in the now.<br /><br />Get a hobby, other than Netflix...</div><div>http://mindfulmermaid.com/2017/07/11/6-mindfulness-tips-for-millennials/</div>Peter Singhateyhttp://www.blogger.com/profile/09347463439324707169noreply@blogger.com0tag:blogger.com,1999:blog-488851143140594019.post-62490587673318506032017-08-07T17:15:00.003+01:002017-08-07T17:15:03.780+01:00Inspiration – Mindfulness<a href="https://wordpress.com/read/blogs/59022636/posts/7111">Inspiration – Mindfulness</a><br /><br />“Ultimately I see mindfulness as a love affair – with life, with reality and imagination, with the beauty of your own being, with your heart and body and mind, and with the world.”<br /><br />– Jon Kabat Zinn<br /><br /><a href="https://findyourmiddlegrounddotcom.files.wordpress.com/2017/05/dollarphotoclub_67914850.jpg"><img height="323" src="https://findyourmiddlegrounddotcom.files.wordpress.com/2017/05/dollarphotoclub_67914850.jpg?w=750&h=380&crop=1" width="640" /></a><br /><br />What an inspiring way to describe mindfulness. Life is beautiful.<br /><br />In the beginning it takes practice, and yes, some discipline to bring mindful awareness to our thoughts and feelings. Many of us will choose to sit in meditation as a daily practice, and focus on our breath. This takes time and willpower. Which is also part of the mindful practice.<br /><br />Yet, ultimately, it isn’t about the place we are practicing in, or what we want to gain from meditation. Its about opening ourselves up to being aware of every aspect of our life. Our actions, thoughts, beliefs, speech. Our body and breath. Our attitudes and how we relate to others.<br /><br />Connecting to the world around us and within us.<br /><br />It becomes a love affair with the world and our being-ness.<br /><br />Namaste<br /><br />Thanks to Val Boyko for sharing...<br /><a href="https://secure.gravatar.com/blavatar/3c48bcfe46d8e752bca6f399f60ee365?s=240"><img border="0" src="https://secure.gravatar.com/blavatar/3c48bcfe46d8e752bca6f399f60ee365?s=240" /></a><a href="https://2.gravatar.com/avatar/2e4bfa9cac18a65ae47fcec330505332?d=mm&r=G&s=96"><img border="0" src="https://2.gravatar.com/avatar/2e4bfa9cac18a65ae47fcec330505332?d=mm&r=G&s=96" /></a><br /><br /><br /><a href="https://wordpress.com/read/feeds/15092951"></a><a href="https://wordpress.com/read/feeds/15092951">Val Boyko</a><a href="https://wordpress.com/read/feeds/15092951">Find Your Middle Ground</a><br />Peter Singhateyhttp://www.blogger.com/profile/09347463439324707169noreply@blogger.com0tag:blogger.com,1999:blog-488851143140594019.post-37649180869312881822017-08-07T17:15:00.001+01:002017-08-07T17:15:02.490+01:00Inspiration – Mindfulness<a href="https://wordpress.com/read/blogs/59022636/posts/7111">Inspiration – Mindfulness</a><br /><br />“Ultimately I see mindfulness as a love affair – with life, with reality and imagination, with the beauty of your own being, with your heart and body and mind, and with the world.”<br /><br />– Jon Kabat Zinn<br /><br /><a href="https://findyourmiddlegrounddotcom.files.wordpress.com/2017/05/dollarphotoclub_67914850.jpg"><img height="323" src="https://findyourmiddlegrounddotcom.files.wordpress.com/2017/05/dollarphotoclub_67914850.jpg?w=750&h=380&crop=1" width="640" /></a><br /><br />What an inspiring way to describe mindfulness. Life is beautiful.<br /><br />In the beginning it takes practice, and yes, some discipline to bring mindful awareness to our thoughts and feelings. Many of us will choose to sit in meditation as a daily practice, and focus on our breath. This takes time and willpower. Which is also part of the mindful practice.<br /><br />Yet, ultimately, it isn’t about the place we are practicing in, or what we want to gain from meditation. Its about opening ourselves up to being aware of every aspect of our life. Our actions, thoughts, beliefs, speech. Our body and breath. Our attitudes and how we relate to others.<br /><br />Connecting to the world around us and within us.<br /><br />It becomes a love affair with the world and our being-ness.<br /><br />Namaste<br /><br />Thanks to Val Boyko for sharing...<br /><a href="https://secure.gravatar.com/blavatar/3c48bcfe46d8e752bca6f399f60ee365?s=240"><img border="0" src="https://secure.gravatar.com/blavatar/3c48bcfe46d8e752bca6f399f60ee365?s=240" /></a><a href="https://2.gravatar.com/avatar/2e4bfa9cac18a65ae47fcec330505332?d=mm&r=G&s=96"><img border="0" src="https://2.gravatar.com/avatar/2e4bfa9cac18a65ae47fcec330505332?d=mm&r=G&s=96" /></a><br /><br /><br /><a href="https://wordpress.com/read/feeds/15092951"></a><a href="https://wordpress.com/read/feeds/15092951">Val Boyko</a><a href="https://wordpress.com/read/feeds/15092951">Find Your Middle Ground</a><br />Peter Singhateyhttp://www.blogger.com/profile/09347463439324707169noreply@blogger.com0tag:blogger.com,1999:blog-488851143140594019.post-52465600586640795312017-07-24T19:02:00.001+01:002017-07-24T19:04:01.524+01:00Iceland- Plane Wreck<a href="https://wordpress.com/read/blogs/122384785/posts/1565">Iceland- Plane Wreck</a><br />
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Thanks to <a href="https://wordpress.com/read/blogs/122384785/posts/1565">Moosylicious wordpress for sharing...</a><br />
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<img alt="IMG_2578-2" height="266" src="https://moosylicious.files.wordpress.com/2017/04/img_2578-2.jpg?w=1000&h=667" width="400" />Peter Singhateyhttp://www.blogger.com/profile/09347463439324707169noreply@blogger.com0tag:blogger.com,1999:blog-488851143140594019.post-33293078734338288652017-07-19T22:40:00.001+01:002017-07-19T22:42:20.388+01:00The Sounds of Nature ‹ snapshotsincursive <a href="https://wordpress.com/read/blogs/83408982/posts/2846#comments">The Sounds of Nature - snapshotsincursive</a>.<br />Thanks for sharing.<br /><br /><img height="400" src="https://snapshotsincursive.files.wordpress.com/2017/03/img_9480.png?quality=80&strip=info&w=1600" width="400" /><br /><br />“The three great elemental <br /><br /><div>
sounds in nature are <br /><br />the sound of rain, <br /><br />the sound of wind <br /><br />in a primeval wood, and <br /><br />the sound of outer ocean <br /><br />on a beach.” ~ Henry Beston</div>
Peter Singhateyhttp://www.blogger.com/profile/09347463439324707169noreply@blogger.com0tag:blogger.com,1999:blog-488851143140594019.post-75960374469669562522017-07-01T16:06:00.001+01:002017-07-01T16:06:04.439+01:00F-22 Raptor vertical takeoff<iframe allowfullscreen="" frameborder="0" height="270" src="https://www.youtube.com/embed/totzfPN4hWQ" width="480"></iframe>Peter Singhateyhttp://www.blogger.com/profile/09347463439324707169noreply@blogger.com0tag:blogger.com,1999:blog-488851143140594019.post-83594226429413415582017-07-01T15:40:00.001+01:002017-07-01T15:41:54.378+01:009 Things That Can Be Easily Overlooked During Preflight <br />
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<a href="http://www.boldmethod.com/blog/lists/2017/06/9-things-that-can-be-easily-overlooked-during-preflight/">9 Things That Can Be Easily Overlooked During Preflight </a><br />
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(Thanks to Boldmethod for sharing)<br />
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1) Mandatory inspections:<br />
It's important to verify that all required inspections are met for the aircraft you're flying. You don't want to compromise the safety of you and your passengers by flying an aircraft outside of its inspection windows, and you don't want to have to explain why you flew an aircraft outside of mandatory inspections to the FAA, either.<br />
<img src="http://www.boldmethod.com/images/blog/lists/2017/06/9-things-that-can-be-easily-overlooked-during-preflight/1.jpg" height="265" width="400" /></div>
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<a href="https://www.flickr.com/photos/63366024@N00/372884729/sizes/o/">Capwatts86</a></div>
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2) Required documents:</div>
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At the start of each preflight, make sure your aircraft has all the required documents on board. Remember the acronym ARROW which stands for Airworthiness, Registration, Radio Station License, Operating Manual, and Weight and Balance.<br />
<img src="http://www.boldmethod.com/images/blog/lists/2017/06/9-things-that-can-be-easily-overlooked-during-preflight/2.jpg" height="225" width="400" /></div>
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<a href="https://www.flickr.com/photos/jacksnell707/8063418261/in/photolist-dhx8jM-HJrPQa-CDtEbk-h6rK3u-omg9bL-o79uMe-pZYyBe-bMomMa-dejDn2-9T89cK-H2SRwT-6UwA1t-35Yizh-FBDNC4-nnwAfw-cY9GjQ-9Bkv6Q-9T8ag8-8fwSX8-8cXzm4-h6rrS8-9T8gVa-EWPZY6-dhvMsT-9TaZqA-8fwT3F-nMSQuN-4fckTw-bEe5Bf-Ffjc1q-o5fUZd-RbjAeg-o5fUDy-ndLgYe-ddF2Ac-RoF4Qj-SjVBi3-ddF3YY-o3jWQd-ddF4DS-RiWYjL-ve3oUt-omg9vy-rQHzM6-ddF4k1-Fwfd4S-vdxuTN-h6sNeX-7YjVtT-RshUQT">Jack Snell</a></div>
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3) Fuel quantity:</div>
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Never rely solely on the fuel quantity indicators. Make sure you visually check your fuel tanks to make sure you have enough gas for your flight.<br />
<img src="http://www.boldmethod.com/images/blog/lists/2016/06/6-things-that-will-cause-a-low-oil-pressure-warning/1.jpg" height="265" width="400" /></div>
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<a href="https://www.flickr.com/photos/fireboatks/14323441501/sizes/l">fireboatks</a></div>
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4) Pitot tube drain hole<br />
You should always make sure that the pitot tube is open, as well as the drain hole. If you end up flying through precipitation, you want to make sure that your pitot tube is draining properly, so your indicated airspeed isn't affected.<br />
<img src="http://www.boldmethod.com/images/blog/lists/2017/06/9-things-that-can-be-easily-overlooked-during-preflight/4.jpg" height="266" width="400" /></div>
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<a href="https://www.flickr.com/photos/cjp24/21226241173/in/photolist-jfzU8Z-2ZHdEC-bAt5EY-ykG2Zp">JPC24M</a></div>
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5) Landing gear condition:<br />
Instead of skimming over the tire and saying "It looks good to me!", make sure you actually check that the tire has proper inflation and that the tread isn't worn down. It's also important to make sure that the brake pads are intact, and that there isn't any hydraulic fluid leaking.<br />
<img src="http://www.boldmethod.com/images/blog/lists/2017/06/9-things-that-can-be-easily-overlooked-during-preflight/5.jpg" height="252" width="400" /></div>
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<a href="https://www.flickr.com/photos/wefi_official/15629709389/in/photolist-qpXqJk-8VqbWr-pP9m56-6QM7AT-8ivEAF-8iyVim-3aUL5V-g6rC2z">Anne Worner</a></div>
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6) Bottom of the fuselage:<br />
While it may seem unneeded, it helps you make sure there aren't any dents on the bottom of the aircraft, tail strikes, or debris from prop blast. You also want to make sure there isn't any excessive oil dripping, and that the avionics antennas are still intact before you go.<br />
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<img src="http://www.boldmethod.com/images/blog/article/2017/06/basicmed-aopa-is-this-the-last-medical-youll-ever-need/primary.jpg" height="266" width="400" /></div>
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7) Contaminants on the wings:<br />
When it's below freezing, it can be easy to overlook contaminants on the wing like frost and clear ice, which both have adverse effects to your aircraft's performance.<br />
<img src="http://www.boldmethod.com/images/blog/2014/01/frost-hazard-airplane-takeoff/NTSB-Ice.jpg" height="100" width="400" /></div>
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<br />
8) The propeller:<br />
Take your time to do a thorough inspection of the propeller. Make sure that both the leading and trailing edges of the propeller are smooth, and don't have nicks or cracks. In addition to the visual inspection, you can also perform an audible test on composite props. Gently tap on the propeller from the hub to the propeller tip with a metal coin. If the tapping sounds hollow or dead, your prop could be delaminated, and you should have a mechanic check it out.<br />
<img src="http://www.boldmethod.com/images/blog/lists/2017/06/9-things-that-can-be-easily-overlooked-during-preflight/8.jpg" height="252" width="400" /></div>
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<a href="https://www.flickr.com/photos/themarinegeek/11979925404/in/photolist-jfCfs1-4Wudme-5FriGV-p8hgRq-4cJsDX-ihmNgu-mUwK2x-6LYk9D-bqfsFS-a58MXo-a55NZn-a55QWP-a58Ecq-a58LyA-a55R5T-a58HzE-a58M75-a58M2j-a58N2J-a55Q5x-4SZwVT-a58Kx3-a55TgK-a55QAM-a58HPu-a55PY6-a55TvZ-a55VG4-a55Rvp-z6CTQF-6DSWSh-82nKmi-oQtrPq-a55VmT-a58GZ5-a55Sdn-a55PtD-a55PLZ-a55WsR-a58LQf-a58Mkq-a58Jkq-a55Uyn-a58LWG-a58MTS-a55SFc-a58JXu-a55Tc6-a55WAg-a58L7C">RM Bulseco</a></div>
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9) Fuel filler caps:<br />
Double check them before you fly! If they're not properly attached, you could risk fuel leakage from the top of the wing, which could make for a bad day.<br />
<img src="http://www.boldmethod.com/images/learn-to-fly/aerodynamics/boundary-layer/primary.jpg" height="266" width="400" /></div>
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<a href="https://www.flickr.com/photos/jayjerry/4316831826">jay-jerry</a><br />
What else is easy to miss on preflight? Tell us in the comments below.<br />
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Peter Singhateyhttp://www.blogger.com/profile/09347463439324707169noreply@blogger.com0tag:blogger.com,1999:blog-488851143140594019.post-87409682551428562292017-06-17T21:28:00.001+01:002017-06-17T21:28:03.978+01:00How A Turboprop Engine Works<div style="text-align: justify;"><a href="http://www.boldmethod.com/learn-to-fly/systems/how-a-turboprop-engine-works/">How A Turboprop Engine Works | Boldmethod</a></div><div style="text-align: justify;"><br /></div><div style="text-align: justify;">Thanks to Boldmethod for sharing...</div><div style="text-align: justify;"><br /></div><div style="text-align: justify;"><img height="266" src="http://www.boldmethod.com/images/learn-to-fly/systems/how-a-turboprop-engine-works/primary.jpg" width="400" /></div><div><div style="text-align: justify;"><a href="https://www.flickr.com/photos/63366024@N00/287394984/sizes/o/">Capwatts86</a></div><div style="text-align: justify;"><br /></div><div style="text-align: justify;">Turboprop engines combine the reliability of jets, with the efficiency of propeller driven aircraft at low to mid altitudes. Found on anything from a 50+ seat passenger aircraft to a single pilot cropduster, turboprop engines are perfect for safe, efficient regional travel. This is how they work...</div><div style="text-align: justify;"><br /></div><div style="text-align: justify;">Of all turboprop engines, one of the most popular is the Pratt & Whitney PT6. More than 41,000 PT6A engines have been produced since the family entered service in the 1960s, accumulating over 335 million flying hours. The 69 PT6 models range in power from 500 shaft-horsepower (SHP) to over 2,000 SHP. While not all turboprop engines work exactly like the PT6, they all follow the same basic concepts. Because of its widespread popularity, it's a great example to focus on.</div><div style="text-align: justify;"><br /></div><div style="text-align: justify;">Reverse Flow</div><div style="text-align: justify;">Unlike turbofan or turbojet aircraft, air moves through turboprops like the PT6 by reverse flow.</div><div style="text-align: justify;">Large air intakes underneath or beside the propeller scoop air into the intakes, where it moves backwards towards the engine firewall. Upon reaching the aft limit of the intake, the air makes a 180 degree turn back towards the front of the aircraft.</div><div style="text-align: justify;"><br /></div><div style="text-align: justify;">In addition to that, air reverses direction again when it reaches the combustor, allowing for a shorter, more compact engine.</div><div style="text-align: justify;"><img height="300" src="http://www.boldmethod.com/images/learn-to-fly/systems/how-a-turboprop-engine-works/reverse-airflow.jpg" width="400" /></div><div style="text-align: justify;"><img height="300" src="http://www.boldmethod.com/images/learn-to-fly/systems/how-a-turboprop-engine-works/Reverse-Flow-Combustor.jpg" width="400" /></div><div style="text-align: justify;">Compression</div><div style="text-align: justify;"><br /></div><div style="text-align: justify;">The first compressor stages, which are 'axial flow', use a series of airfoil shaped spinning blades to speed up and compress the air. It's called axial flow, because the air passes through the engine in a direction parallel to the shaft of the engine. As the air moves through the compressor, each set of blades is slightly smaller, adding more energy and compression to the air.</div><div style="text-align: justify;"><img height="300" src="http://www.boldmethod.com/images/learn-to-fly/systems/how-a-turboprop-engine-works/axial-flow.jpg" width="400" /></div><div style="text-align: justify;"><br /></div><div style="text-align: justify;">In between each set of compressor blades are non-moving airfoil shaped blades called 'stators'. These stators (which are also called vanes), increase the pressure of the air by converting the rotational energy into static pressure. The stators also prepare the air for entering the next set of rotating blades. In other words, they straighten and stabilize the flow of air.</div><div style="text-align: justify;"><img height="266" src="http://www.boldmethod.com/images/learn-to-fly/aircraft-systems/how-does-a-jet-engine-work/rotor-stator-blades.jpg" width="400" /></div><div style="text-align: justify;"><br /></div><div style="text-align: justify;">After passing the final axial flow compressor stage, the air moves to a centrifugal flow compressor stage. Air is thrown outwards, away from the engine core, and towards the combustion chambers. The air has made another 90 degree turn.</div><div style="text-align: justify;">Combustion</div><div style="text-align: justify;"><br /></div><div style="text-align: justify;">The combustor is where the fire happens. As air exits the compressor and enters the combustor, it is mixed with fuel, and ignited. It sounds simple, but it's actually a very complex process. That's because the combustor needs to maintain a stable, constant combustion of fuel/air mixture, while the air is moving through the combustor at an extremely fast rate.</div><div style="text-align: justify;"><img height="266" src="http://www.boldmethod.com/images/learn-to-fly/aircraft-systems/how-does-a-jet-engine-work/combustor.jpg" width="400" /></div><div style="text-align: justify;"><br /></div><div style="text-align: justify;">The diffuser slows down the air from the compressor, making it easier to ignite. The dome and swirler add turbulence to the air so it can more easily mix with fuel. And the fuel injector nozzles, as you probably guessed, spray fuel into the air, creating a fuel/air mixture that can be ignited. From there, the liner is where the actual combustion happens. The liner has several inlets, allowing air to enter at multiple points in the combustion zone.</div><div style="text-align: justify;"><br /></div><div style="text-align: justify;">The igniters are the last parts of the combustion stage; they're very similar to the spark plugs in your car or piston-engine airplane. Once the igniters light the fire, it is self-sustaining, and the igniters are turned off (although it's often used as a back-up in bad weather and icing conditions).</div><div style="text-align: justify;">The Turbines</div><div style="text-align: justify;"><br /></div><div style="text-align: justify;">Once the air makes its way through the combustor, it flows through the compressor turbine. The turbine is a series of airfoil shaped blades that are very similar to the blades in the compressor. As the hot, high-speed air flows over the turbine blades, they extract energy from the air, spinning the compressor turbine around in a circle, and turning the engine shaft that it's connected to. This is the same shaft that the compressor section and all engine driven accessories are connected to. It's a self-sustaining cycle of power as long as the flame in the combustion chamber is lit. About 70% of total engine power is dedicated to spinning the compressor section and engine driven accessories in a PT6.</div><div style="text-align: justify;"><img height="300" src="http://www.boldmethod.com/images/learn-to-fly/systems/how-a-turboprop-engine-works/compressor-turbine.jpg" width="400" /></div><div style="text-align: justify;"><br /></div><div style="text-align: justify;">Think you're just re-reading an article about how a turbine engine works? Well here's where things really start to change...</div><div style="text-align: justify;"><br /></div><div style="text-align: justify;">While the compressor turbine may be spinning the aft portion of the engine shaft (compressor section and engine driven accessories) at more than 37,000 RPM, it is NOT spinning the propeller. An entirely separate second engine shaft is located just forward of the compressor turbine.</div><div style="text-align: justify;"><br /></div><div style="text-align: justify;">Airflow moving past the compressor turbine next encounters the engine's power turbines. These power turbines spin just like the compressor turbine, with airfoil shaped blades. This forward engine shaft is directly connected to the propeller, providing the power for it to spin. About 30% of total engine power is dedicated to spinning the propeller in a PT6.</div><div style="text-align: justify;"><img height="300" src="http://www.boldmethod.com/images/learn-to-fly/systems/how-a-turboprop-engine-works/power-turbines.jpg" width="400" /></div><div style="text-align: justify;"><br /></div><div style="text-align: justify;">Fun Fact: Because the PT6 is a free-turbine engine, you could, in theory, hold the propeller still in your hand as the engine is started. The only thing spinning the propeller is air passing over the power turbine wheels. Because these turbines are connected to their own engine shaft, separate of the compressor section, it's conceivable that at extremely low power settings the propellor could remain stationary as airflow moves past the turbines... But please, don't try that at home.</div><div style="text-align: justify;">Reduction Gearbox</div><div style="text-align: justify;"><br /></div><div style="text-align: justify;">There's no way the propeller on the front of a turboprop could spin at the roughly 33,000 RPM of the power turbines. A series of reduction gears are installed to reduce RPM to a redline of 1900 RPM, as it's limited to in most PT6 engines.</div><div style="text-align: justify;"><img height="300" src="http://www.boldmethod.com/images/learn-to-fly/systems/how-a-turboprop-engine-works/reduction-gears.jpg" width="400" /></div><div style="text-align: justify;"><br /></div><div style="text-align: justify;">Next? You guessed it...thrust. Now that the propeller shaft is spinning at a reasonable speed, the propeller is able to generate thrust. <a href="http://www.boldmethod.com/learn-to-fly/systems/how-a-propeller-generates-thrust/">Read this article to learn how that thrust is created.</a></div><div style="text-align: justify;">Exhaust</div><div style="text-align: justify;">There's no practical use for exhaust air once it passes through the power turbines. It's simply diverted away from the engine and out through exhaust pipes. In some aircraft, the POH provides a number that shows the thrust generated directly by exhaust gases. It's usually just a few percent of total generated thrust. The propeller still wins!</div><div style="text-align: justify;"><br /></div><div style="text-align: justify;">Benefits Of A Turboprop</div><div style="text-align: justify;">While turboprops generally have lower service ceilings than turbofan or turbojet powered airplanes, they burn significantly less fuel per passenger. Due to the propulsive efficiency curve, they're most efficient at speeds slower than 400 knots. While expensive, they're extremely reliable.</div><div style="text-align: justify;">This makes turboprops the perfect engine type for relatively short regional flights. That's why you'll find them on aircraft like the Dash-8-Q400, Cessna Caravan, Pilatus PC-12, and Beechcraft King Air.</div><div style="text-align: justify;"><img height="225" src="http://www.boldmethod.com/images/learn-to-fly/systems/how-a-turboprop-engine-works/cessna-caravan.jpg" width="400" /></div><div style="text-align: justify;"><a href="https://www.flickr.com/photos/44073224@N04/25534663130/sizes/l">Bernal Saborio G. (berkuspic)</a></div><div style="text-align: justify;"><br /></div><div style="text-align: justify;">Putting It All Together</div><div style="text-align: justify;">Equipping an aircraft with a turboprop engine is the best of both worlds for low altitude regional flights. Air is compressed, combusted, and converted into power that spins the propeller. Compared to piston aircraft, they have relatively few moving parts with much less vibration, making them extremely reliable. Better yet...they burn Jet-A, which is more than a dollar cheaper per gallon than AvGas!</div><div class="page-post-section" id="post-main-body" style="box-sizing: border-box; color: #47474b; display: table; font-family: HelveticaNeue-Light, "Helvetica Neue Light", "Neue Helvetica W01", Arial, "Lucida Grande", sans-serif; font-size: 17.3333px; text-align: justify; width: 1200px;"></div></div>Peter Singhateyhttp://www.blogger.com/profile/09347463439324707169noreply@blogger.com0tag:blogger.com,1999:blog-488851143140594019.post-72423799145423623002017-05-19T15:29:00.001+01:002017-05-19T15:29:24.214+01:00Why Do Your Wings Have Dihedral<a href="http://www.boldmethod.com/learn-to-fly/aerodynamics/how-wing-dihedral-keeps-your-wings-level/">Why Do Your Wings Have Dihedral?</a> - Bothmethod<br /><br />If you look closely at the wings on most aircraft, they're tilted up slightly. Why would they ever do that? It's not because you pulled too many Gs on your last flight. It's because of a design feature called dihedral.<br /><br /><img height="213" src="http://www.boldmethod.com/images/learn-to-fly/aerodynamics/how-wing-dihedral-keeps-your-wings-level/primary.jpg" width="320" /><br /><br /><b>First Off, What's Dihedral?</b><br />Dihedral sounds like one of those words you cringed at in math class, but it's actually pretty simple. Dihedral is the upward angle your aircraft's wings. Here's a great example of wing dihedral on a Boeing 777:<div><br /><div><img height="141" src="http://www.boldmethod.com/images/learn-to-fly/aerodynamics/why-your-wings-are-tilted-up-dihedral/boeing-777-dihedral.jpg" width="320" /><br /><br /><b>Why Do You Need Dihedral?</b><br />It all comes down to stability. If you didn't have dihedral, you'd spend more time keeping your wings level. Here's why:</div><div><br /><img height="184" src="http://www.boldmethod.com/images/learn-to-fly/aerodynamics/why-your-wings-are-tilted-up-dihedral/dihedral-stability.jpg" width="320" /><br /><br />When you bank an airplane, the lift vector tilts in the same direction as the bank. And when that happens, your airplane starts slipping in the same direction, in this case, to the right.<br /><br />The problem is, if you have a straight-wing aircraft, there's no force that will bring the airplane back to wings-level flight without you intervening. And while that may be good for an aerobatic aircraft or fighter jet, it's not something you want in your general aviation aircraft or airliner.<br />How Dihedral Fixes The Problem<br /><br />When you add dihedral, you add lateral stability when your aircraft rolls left or right. Here's how it works: let's say you're flying along and you accidentally bump your controls, rolling your plane to the right. When your wings have dihedral, two things happen:<br /><br /><b>1) </b>First, your airplane starts slipping to the right. That means the relative wind is no longer approaching directly head-on to the aircraft, and instead is approaching slightly from the right. This means that there is a component of the relative wind that is acting inboard against the right wing.<br /><br /><img height="233" src="http://www.boldmethod.com/images/learn-to-fly/aerodynamics/why-your-wings-are-tilted-up-dihedral/dihedral-overhead.jpg" width="320" /><br /><br /><b>2)</b> Second, because the relative wind has the inboard component, and because the wings are tilted up slightly, a portion of the the relative wind strikes the underside of the low wing, pushing it back up toward wings level. What's really happening here is the low wing is flying at a higher AOA, and producing slightly more lift.<br /><br /><img height="213" src="http://www.boldmethod.com/images/learn-to-fly/aerodynamics/why-your-wings-are-tilted-up-dihedral/dihedral-slip-rear.jpg" width="320" /><br /><br />The more dihedral your aircraft has, the more pronounced the effect becomes. But for most aircraft, they only have a few degrees of dihedral, which is just enough to return your wings to level during small disturbances, like turbulence, or bumping your flight controls in the cockpit.<br />It's Not All Good News: Dihedral Comes At A Cost<br /><br />Dihedral isn't always good, and like almost every design factor, it comes with a cost. In this case, there are two costs: increased drag, and decreased roll rate....<br /><br /><b>Become a better pilot.</b><br /><i><b>Subscribe to the Boldmethod email and get real-world flying tips and information direct to your inbox, every week.</b></i><br /><br /><br /></div></div>Peter Singhateyhttp://www.blogger.com/profile/09347463439324707169noreply@blogger.com0tag:blogger.com,1999:blog-488851143140594019.post-43096773351720352082017-04-15T14:12:00.001+01:002017-04-15T14:16:11.868+01:00The Thunderstorm Threat <a href="https://generalaviationnews.com/2017/04/10/the-thunderstorm-threat/">The Thunderstorm Threat — General Aviation News</a><br />
By ED BROTAK<br />
<img src="http://3ukr694671p02fhcme3a1bsaiek-wpengine.netdna-ssl.com/wp-content/uploads/2017/03/DrEdBrotak-94x125.jpg" /><br />
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With the onset of warmer weather, pilots face the increased risk of encountering thunderstorms.<br />
<img src="http://3ukr694671p02fhcme3a1bsaiek-wpengine.netdna-ssl.com/wp-content/uploads/2017/03/Turbulence.png" height="110" width="200" /><a href="https://blogger.googleusercontent.com/img/proxy/AVvXsEh4ZMAjJSCmlht8aY2Cns8o7n6PtyCmXK6HVh4BC_yjl8DDh8rlmPHQ9OibReTDdzGiuSbfXFKx3yTMEbethOcbX3iy3LNWusX3k-0-vgFBu1aUH2LGODMnkAgovir2GoUapqYRA6gfuaqq0_6Gb7yfWaEiWaCOkys5_RU3U7S4HJvKpToc6vosjbBSfrW4kcprOOgVGVrAci1xIDDhYwDdjy9pzxc=" imageanchor="1"><img border="0" src="http://3ukr694671p02fhcme3a1bsaiek-wpengine.netdna-ssl.com/wp-content/uploads/2017/03/Microbursts.png" height="120" width="200" /></a><br />
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Although more common in the warmer months, thunderstorms can occur even in the winter, especially in the southern states. It’s estimated that 100,000 thunderstorms occur in the U.S. each year. Some locations in southwest Florida have 100 storms a year, but thunderstorms do occur in all 50 states.<br />
Thunderstorms are most common in the late afternoon, but can occur at any time of the day.<br />
Technically called convective cells, a thunderstorm can cover an area from 200 to 1,000 square miles. Storms can range in height from 10,000 feet to over 60,000 feet. Individual cells can last from less than a half hour to many hours.<br />
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THE DIFFERENT TYPES OF THUNDERSTORMS<br />
There are different types of thunderstorms that develop under different conditions. “Air mass thunderstorms” typically develop in the late afternoon and evening due to the heat of the day. Development tends to be random, but they are more numerous over mountainous terrain. Although relatively weak, they can still pose problems and should be avoided. Fortunately, air mass thunderstorms tend to be slow moving. <br />
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A greater threat is posed by organized convection. These are stronger storms that often move quickly, up to 60 mph. They are often associated with fronts, especially ahead of cold fronts.<br />
“Squall lines” form when convective cells develop in a line in response to prevailing atmospheric conditions. The line can extend for tens or even hundreds of miles. Although there are breaks between the cells, circumnavigation or remaining on the ground until the line passes is strongly recommended. Individual storms will die out only to be replaced by new cells, with the whole system lasting for hours.</div>
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MINIMIZING THE DANGER<br />
It’s a good time to review the risks thunderstorms pose to aviators and what you can do to minimize the danger.<br />
Many things are happening inside a thunderstorm cloud (cumulonimbus) that they pose a wide variety of threats to aircraft.<br />
Lightning can certainly do some structural damage and affect electrical equipment inside a plane.<br />
Hail, which can grow to the size of softballs, can damage windshields and the exterior of the aircraft. The occurrence of hail indicates sub-freezing temperatures at some height in the cloud.<br />
Even with the warmth of summer, towering thunderstorm clouds easily reach and exceed the freezing level. This also means super-cooled water and the risk of icing is present.<br />
One of the more subtle threats thunderstorms produce is erroneous aneroid altimeter readings due to the rapid pressure changes the storm induces. Readings may be off by 100 feet.<br />
But by far the greatest risk is turbulence. Updrafts and downdrafts within the storm can easily reach 50 mph (73.3 feet per second) and can reach 100 mph (146.6 feet per second). Planes can literally be torn to pieces by the turbulence generated between the up drafts and down drafts.<br />
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Even if there is no structural damage to the aircraft, loss of control is a distinct possibility.<br />
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And obviously within the cloud, IMC exist and the risk of Controlled Flight into Terrain (CFIT), especially in uneven terrain, is great.<br />
<img src="http://3ukr694671p02fhcme3a1bsaiek-wpengine.netdna-ssl.com/wp-content/uploads/2017/03/Turbulence.png" height="176" width="320" /><br />
Movement and turbulence of a maturing thunderstorm (FAA graphic).<br />
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And keep in mind that convection can develop very quickly. What was VMC everywhere can quickly contain areas of IMC.</div>
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TROUBLE ALL AROUND<br />
Dangerous weather conditions are not limited to within the storm cloud itself.<br />
Turbulence above the cloud top can extend upwards for thousands of feet.<br />
Interestingly, the massive core of the storm can actually act as a solid impediment to the prevailing winds, almost like a mountain. Clear Air Turbulence (CAT) can be produced in the air flow downwind of the storm and extend tens of miles.<br />
Beneath the storm cloud base, conditions can also be treacherous. Blinding rain and even hail can extend to the ground. IMC conditions are common.<br />
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Extreme downdrafts, called downbursts or microbursts, can occur even without precipitation. Once these downdrafts hit the ground, they can spread out, sometimes for tens of miles, producing strong, shifting winds that can exceed 100 mph, and the dreaded wind shear.<br />
<img src="http://3ukr694671p02fhcme3a1bsaiek-wpengine.netdna-ssl.com/wp-content/uploads/2017/03/Microbursts.png" height="193" width="320" /><br />
Microbusts can product destructive winds greater than 100 kts. (FAA graphic)<br />
BE PREPARED<br />
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Before you start your flight, your preflight weather check, including TAFs and FAs, should highlight any convective problems.<br />
Particularly note any CONVECTIVE SIGMETS, forecasts that warn of dangerous flying conditions due to convection in the next two hours.<br />
But keep in mind, it is impossible to predict exactly when and where thunderstorms will develop in advance. And convection can develop rapidly, sometimes in a matter of minutes.<br />
Closer to takeoff, you can check the latest METARs and PIREPS to see if convection has been reported.<br />
Weather radar is the best tool for locating and tracking thunderstorms. The heavy rainfall rates associated with convection are well depicted as areas of yellow, red, or even purple if hail is present.<br />
Movement and changes in intensity can be determined by tracking storms over time.<br />
Major terminals are well covered by land-based radar. Terminal Doppler Weather Radar can detect thunderstorms and even wind shear near an airport. Larger airports also have specialized wind shear monitoring equipment for the runways. Smaller GA airports are often not as well equipped.</div>
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IT’S UP TO YOU<br />
It’s up to the pilot to determine thunderstorm risk. Fortunately with today’s technology, a variety of weather radar products are readily available over the Internet and there are even apps for smartphones.<br />
Always check the time on any radar display you’re checking. Delays due to processing are common. The radar image you’re looking at could be up to 20 minutes old. In fast developing convective situations, that could be crucial.<br />
If your aircraft is equipped with radar, it can be extremely helpful in convective situations. Current radar data is always available, allowing you to detect significant convection 300 nm away.</div>
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