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Aviation Instrument
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Do you find yourself struggling to select the correct holding pattern entry while in the cockpit? This problem is very common in instrument training and can delay your progress towards the instrument checkride.
Why is it so difficult for most people to decide on the holding entry? Although you might perfectly understand the theory behind holding procedures and can easily figure how to enter them while sitting comfortably in a classroom, somehow its just a lot harder to do all these calculations in the air.
The answer to that is that, like any other complex task, you need practice in addition to a solid understanding of the theory.
Flying requires a lot of attention dividing. While you pilot the aircraft, you have to navigate, look for traffic, manage the radios, and perform many other tasks required for the safe operation of the flight. Add the stresses of a flight training environment to the mix and you can easily become overwhelmed when the controller issues you a holding instruction.
You should never wait until your actual flight lesson to practice a specific procedure or technique, unless you want to waste a lot of time and money. Sit down with a friend, or with your flight instructor on the ground and ask him to make up different holding scenarios. He should give you a holding fix, a bearing to or from the fix, the holding direction and your position in relation to the fix. Draw each scenario on a sheet of paper and decide on the correct holding entry.
Once you master drawing it while sitting on the ground, try the same exercise in front of a mock cockpit or a flight simulator. The more you practice, the better you will become. Next time you practice holding patterns in the air, you will see how easy it really is.
If you want to learn more about holding patterns, please visit the holding pattern tutorial and trainer at Pilotscafe.com. The trainer creates unlimited number of computer-generated holding scenarios so you can practice holding entries in your own comfort zone.
Aviation - How to Succeed
History
Aviation refers to the activities involving aircraft, including the people, various support, operational and manufacturing organisations, and regulatory bodies associated with them.
Many individuals and societies have built devices with the aim of being able to travel through the air. Such manifestations range from the earliest projectiles, such as stones and spears, to more sophisticated, buoyant or aerodynamic structures, such as the mechanical pigeon of Archytas in Ancient Greece, the boomerang in Australia, the hot air Kongming lantern, and kites.
There are ancient tales of human flight, such as the fanciful story of Icarus, to the more credible claims of short-distance human flights, such as a kite flight by Yuan Haungtou in China, and the parachute flight and controlled glider flight of Armen Firman.
The true age of aviation began in 1783. Up to then, attempts had involved machines linked to the ground by ropes. However, this represented the first untethered manned flight, in a hot air balloon, designed by the Montgolfier brothers.
Since balloons had the limitation of being only able to travel downwind, then it was quickly realised that a steerable, or dirigible, balloon was required. The challenge was taken up by Jean Pierre Blanchard who, in 1784, flew the first human-powered steerable balloon. Then, in 1785, he went one step further by crossing the English Channel in one.
These machines were subsequently developed further, with such innovations as machine-powered propulsion, in 1852, the addition of rigid frames in 1896, and improved speed and maneuverability by 1901.
Whilst there are many conflicting claims with regards the earliest powered flight, the consensus is the 1903 flight by the Wright brothers. However, this aircraft was impractical to fly for more than a short distance due to severe control problems.
The introduction of ailerons made aircraft much easier to handle, and only a decade later, World War 1 powered aircraft had become practical solutions for reconnaissance, artillery spotting, and even attacks against ground positions.
Soon, as they developed into larger and more reliable machines, aircraft had begun to transport people and cargo. In contrast to small non-rigid blimps, which are airships without an internal supporting framework or keel, giant rigid airships became the first aircraft to transport passengers and cargo over great distances.
The best known aircraft of this type were manufactured by the German Zeppelin company. Probably the best known and most successful Zeppelin airship was the Graf Zeppelin which flew over a million miles, including an around-the-world flight in 1929. However, as airplane design advanced, the dominant position of the Zeppelins over the aircraft of the period, even though they had a range of only a few hundred miles, was steadily being eroded.
The "Golden Age" of the airships finally ended, on June 6, 1937, when the Hindenburg caught fire, killing 36 people, whilst it was in the process of landing. Even today, there is no clear evidence to suggest the cause of the conflagration
Although periodic attempts have been made to revive their use, the efforts have mostly been in vain, and limited to niche applications. Could the fate of the Hindenburg be a contributing factor?
Aviation – How To Succeed
Peter Radford writes Articles with Websites on a wide range of subjects. Aviation Articles cover History, Aircraft Types, Air Traffic Control.
His Website contains a total of 75 Aviation Articles, written by others and carefully selected
View his Website at: aviation-how-to-succeed.com
View his Blog at: aviation-how-to-succeed.blogspot.com
About the Author
Aviation: Instrument training, Visual Descent Point?
Hello Im an Instrument Student and I have a question. Why not all the Approach plates have a Visual Descent Point (VDP)? Im doing training in Opa Locka, FL and I was looking at the app plates and RWY 9L GPS approach has a Visual Descent Point (1.1NM) but GPS RWY 27R doesnt have one... why is that? Is there a way to determine it without having to look at it on the app plates?
thanks, jose.
A visual descent point is published for runways where the Missed Approach Point on a non-precision approach would put you in a position where you cannot make a normal 3-degree descent to the touchdown zone. The VDP is always located before the MAP and is a tip-off that you may need to execute a missed approach if you cannot see the runway or its environment when you get there. In fact, this is the policy of most, if not all airlines because if you try to make a landing from the MAP in a large or fast aircraft you would land long and possibly overshoot the runway unless it is an unusually long one. You can often get away with flying the approach all the way to the MAP in a smaller or slower aircraft and still make a safe landing, but it is not considered a safe or wise thing to do in an aircraft that is faster or heavier. Note that quite often the MAP is often over or close to the end of the runway, which is not the best place to be 300-500 feet high in anything other than an aircraft like a single engine Piper or Cessna.
FAA's official definition of VDP:
"A defined point on the final approach course of a nonprecision straight-in approach procedure from which normal descent from the MDA to the runway touchdown point may be commenced, provided the approach threshold of that runway, or approach lights, or other markings identifiable with the approach end of that runway are clearly visible to the pilot."
The operative phrase here is "normal descent to the runway touchdown point", which implies the standard 3 degree flight path to the touchdown zone painted on the runway. If you stray too far from that descent angle or touch down a long way past the touchdown zone on a short runway, it could be construed as careless or reckless operation for which you might get invited to an interview with the Feds.
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