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Occasionally, I enjoy looking through old back issues of FLYING to get a feel for what it would have been like to own an airplane in the 1960s and 70s. Have engines, avionics, and other parts outpaced inflation to the same degree as full airplanes? Then, theyd actually lose consciousness upon seeing airplane prices.
I put my things in the classroom and then went into the office to pull the airplane maintenance log and other documents. To my surprise, the Cessna 172S that I have flown for all my training for Private Pilot and Instrument training, had a lapsed 30-day VOR check. We took off and headed to an airport for a VOR approach.
As a pilot or aircraft owner, keeping your airplane airworthy is one of the most important things you can do. It’s basically like giving your airplane a yearly check-up. V – VOR Check If you’re flying under Instrument Flight Rules (IFR), your VOR navigation equipment must be tested every 30 days. Not always.
That said, we all know stuff breaks, and whether or not the airplane is technically (and legally) airworthy with something non-functional depends a lot on what’s inoperative, and what kind of plane we’re flying. For instance, we can all agree that a propeller is a necessary item on a prop-driven airplane.
The localizer operates within a subset of the VHF (Very High Frequency) range, similar to VOR, but the underlying technology differs. Modern NAV receivers are typically capable of decoding both VOR and localizer signals, including glideslope signals, even though these systems use distinct technical mechanisms. for the localizer and 0.7
Are you curious about flying a VOR approach? If you’re aiming to master instrument-rated flying, it’d be valuable to learn about VOR approaches. We’ll cover what a VOR approach is, how to fly it step-by-step, and even whether GPS can replace it in today’s navigation. Ready to make VOR approaches easy?
VOR (Very High Frequency Omnidirectional Range) stations were once the most common radio navigational aid (NAVAID) in the United States. Since 2016, the FAA has been decommissioning VORs as GPS becomes the primary form of navigation. The FAA added two new expanded SSVs for Low and High VORs. What is a Service Volume?
Thats especially true for instrument pilots, where Air Traffic Control sounds like they are running the show, the avionics seem to direct the flight along predefined routes, and the autopilot actually flies the airplane. In the cockpit of a modern GA airplane, there is probably only one person to do all of these jobsyou!
The longest runways had front course and back course ILS (Instrument Landing Systems) and an on-field VOR that provided navigation and approach capabilities for aircraft on instrument flights. In the 70s, enroute navigation was usually on VOR Airways (Very High Frequency Omnidirectional Radio). The Tower had no radar.
Flying a single engine airplane, under IFR, in the clouds, in a non-radar environment and without an autopilot, adds a great deal to the pilots work load. With three airplanes, we departed Springfield for Fairfield, Iowa to compete in an NIFA competition against five other schools. This was the situation on Friday, December 1, 1972.
Photo By Pat Doyle One of my favorite photos of one of the coolest airplanes! Photo By Brian Buck Taken at 6,000 feet between Sandhills (SDZ) VOR and KCAE. Photo By Doug Eatman A Stewart Headwind and a Bonanza return together from a morning breakfast run to Okeechobee. 40 miles Northwest of Reno, NV at 13,900 MSL.
requests detailed information about your airplane’s navigation, communication, surveillance (transponder) and survival equipment. Here, we will look at the information needed and some sample airplane configurations to help make this initial setup easier. Take your time and be thorough with your airplane’s assessment.
The Demise of the Airway Beacon System: 1940s 1950s With the introduction of advanced radio navigation aids like VOR (VHF Omnidirectional Range) and ILS (Instrument Landing System) in the 1940s and 1950s, the Airway Beacon System began to lose its importance. Most issues regarding airport beacons are related to misidentification.
It can also be dangerous when the learner drops the airplane to fly the checklist or radio, so practice in the ATD is often a good way to learn procedures, as the ATD is a CFI-controlled environment. To get the most out of the scenario, the learner should use the same procedures in the airplane. It’s an ATD.
Here are the five most often missed questions from November 2024 on the simulated Instrument Rating Airplane Knowledge Test. At which altitude and location on V573 would you expect the navigational signal of the HOT VOR/DME to be unreliable? Let’s get to the quiz! Refer to figure 34.) 6,000 feet at ELMMO intersection.
Subscribe Now Featured A) Two Radials Depicted From the STL VOR, there are two radials depicted that intersect with the final approach path—the R-144 and the R-194. Transitioning from the TOY VOR is also a heavy line radial along the R-261 and notes that no procedure turn would be needed (NoPT).
The written exam, known as the PAR (private pilot airplane) or PPL written, is a multiple-choice timed knowledge test. Although the test is challenging, the PAR (Private Pilot Airplane) written exam has a 90 percent pass rate with an average score of 82 percent, according to the FAA’s 2023 statistics report.
Before RNAV, pilots had to rely on radios (NAVAIDs) and antennas on the ground such as VORs (Very High-Frequency Omnidirectional Range) and NDBs (Non-Directional Beacons). These would guide them when they couldn’t see anything outside their airplane. The satellites then send the corrected signals back to your airplane.
Most of these checks can even be done as the airplane is sitting at the gate because they are minimally invasive, require less tools, and take fewer maintenance personnel. Depending on the maintenance specifications required by the FAA for that airplane, these checks commonly happen after 24-60 hours of flight time.
The day of having random groups of ramp tramps loitering for hours and days at the local airport has passed with the coming of barb-wired fencing, unfriendly FBOs, and snooty airplane owners. Yep, old airplanes like this flown in the old way are the best. People used to smoke a lot in airplanes. He went on.
The VOR was useless, so I was now flying IFD (I Follow Directions) zig zagging across the country getting new vectors from time to time. He recounted that they had entered the clouds and leveled at 7,000 feet but the airplane started climbing at 500 FPM. I was advised to just follow the light area in the clouds above us also.
After flying “several miles” toward the assigned VOR, the Bonanza began a tight right turn to 213 degrees and its rate of descent began to increase, ultimately reaching as high as 15,000 feet per minute.
After flying “several miles” toward the assigned VOR, the Bonanza began a tight right turn to 213 degrees and its rate of descent began to increase, ultimately reaching as high as 15,000 feet per minute.
When you first laid your eyes on the instruments inside an airplane, they probably went wide with a mixture of joy, confusion, and slight apprehension at the thought of having to learn how to read them. Luckily for you and me, they are specifically designed to be intuitive, requiring only a tiny amount of information to decipher.
You can use the CDI with navigation aids like VOR (VHF Omnidirectional Range) or GPS. We wont explain technical details, so you may not understand the example if you havent used a VOR. Imagine were flying an HSI-equipped airplane away from VOR. Q: What is the difference between a VOR and a HSI?
The many analyses and videos on these topics have been done in what can best be described as laboratory conditions—carefully selected ideal conditions of pilot, airplane, and environment. The instructor was able to complete the turn, but the airplane overshot the runway. The engine problem was unaddressed carburetor ice.
Not only are we making checks on equipment and systems, but we’re also confirming our proficiency to fly the airplane. Before you start checking for correct operation of the systems, you need to verify that the airplane is airworthy.
Every flight, regardless of the complexity of the airplane or the distance of the trip, is comprised of a continuous series of decisions involving a host of variables that the pilot must make in order to safely get from point A to point B. Something as simple as a disabled aircraft could you force you to an alternate airport.
They allow you enough clearance to see and avoid other airplanes. Victor Airways Many low-altitude Victor Airways (VORs), also known as highways in the sky, run through Class E airspace. These airways help guide IFR and VFR aircraft from one navaid/VOR to another.
Pre-flight briefings should include studying associated material, “chair” flying at home and “tie-down” flying in the airplane. Sitting in the airplane (with permission) when it’s not being used is a fantastic way to practice. Leave the master switch off and just simulate everything in your head.
Most holding fixes are NAVAIDs such as VORs, RNAV (GPS) waypoints, and even ILS markers. When VORs are used as holding fixes, the fix is usually a specific DME distance on a particular radial. If the VOR doesn’t have DME capability, it will be the intersection between two radials from two separate VORs.
A kneeboard is like a lap desk you use in the airplane. Courtesy: Sporty’s Pilot Shop] Kneeboard A kneeboard is like a lap desk you use in the airplane. Make sure you put your name on yours and that the pipette/gauge is the correct one to use for the fuel tanks on the airplane you fly.
Non-precision approaches (such as a localizer, VOR, LNAV, or NDB) use a Maltese cross for the FAF. Precision approaches (such as ILS) use a jagged arrow to mark the FAF. This is the point where you should intercept the ILS glideslope. At this point you should start descending to the Minimum Descent Altitude (MDA).
Every flight, regardless of the complexity of the airplane or the distance of the trip, is comprised of a continuous series of decisions involving a host of variables that the pilot must make in order to safely get from point A to point B. Pilots should always be evaluating alternate airports.
These paths guide the airplane safely during its descent. Key Differences Between MDA, DA, and DH (Decision Height) There are two kinds of minimum altitudes for two kinds of approaches: MDA (Minimum Descent Altitude) : Used in non-precision approaches like VOR or some GPS approaches. These don’t give vertical guidance.
Large turbine engine powered airplanes are not permitted to operate below the Class B airspace when en route to or from the primary airport within the airspace. IFR operations require an operable VOR or TACAN receiver or a suitable RNAV system. An ATC clearance is required for operations within Class B airspace.
Even though I was likely to be cleared through the outer ring by ATC (air traffic control) while on an instrument flight plan, I filed a route from Sodus to the Williamsport VOR (FQM) that circumvented the TFR entirely. hours I had already put on the airplane since the repair increased my confidence that the issue was suitably managed.
We were assigned a slightly ridiculous alteration to the route I filed: MANCH T316 LAMMS T608 ROC that had us flying past Sodus to the Rochester VOR before setting up for Sodus. Once on with Syracuse, I decided to rectify the inefficient routing at the end of my instrument clearance and requested direct to Sodus from the Syracuse VOR.
Always have a backup (ILS/VOR). Most importantly, you must consider potential system failures and have a contingency plan (ILS or VOR). VNAV Benefits Stabilized approaches. Reduced pilot workload. Better fuel management. Quick Tips Poor visibility? Plan for holding or missed approaches. What about the limitations?
You can quickly switch to airplane mode, launch the calculator for a fuel computation, enable dark mode or lock the screen from changing orientation when rotated. We had some fun with it on a flight converging with a FedEx Boeing 767 over a VOR in Tennessee, to record ForeFlight traffic alert colors.
For example: Pilot: Seattle Approach, Cessna November Four Five One Romeo, Two Zero miles west of Seattle VOR, at 8,000, with Sierra, to land. For example, ATC: Fly runway heading until two miles from Kennedy VOR, then turn right, heading one zero zero. If you have weather information Charlie, then you say youre with Charlie.
A few years ago, I got the bug to fly small airplanes again. We fly our new-to-us Piper to Florida often (the airplane could probably find Orlando on its own), and we agreed it was time for something more adventurous. Our Aircraft Our family’s airplane is a 1976 Piper PA-32 Cherokee Six.
Does it have GPS, INS, or VOR systems? The weather is used to plan the route, calculate the cruising altitude, and more. You will then have to focus on the aircraft’s navigation equipment. Depending on the navigation equipment, you’ll plan the flight’s route. You must know about airspace restrictions, bad weather, and other considerations.
Youll also dive into concepts like stall recovery, climb performance, and how airplanes stay in the air. Ground school teaches you how to read airspace charts, calculate routes, and use tools like VORs (Very High Frequency Omnidirectional Range) and GPS to navigate.
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