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Vor Ils
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 AIRCRAFT B727 CADC LRN COMPASS VOR/ILS PANEL  US $25.00
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This article shows you, the pilot, how to reduce your cockpit workload and greatly simplify instrument flying. The truly positive side effect is you will fly more precisely and make fewer mistakes. Instrument flying is only hard if the pilot's workload is too great.
Any student pilot knows that the most important 'instrument' is outside of the airplane. It is the horizon. When you fly into a cloud the horizon disappears. But the airplane continues to fly just as it did outside of the cloud. This tells you that you should fly the airplane on instruments just as you did visually but somehow you must compensate for the lost horizon. On instruments you do exactly the same thing you do visually except you use the attitude indicator (a.k.a. artificial horizon) rather than the real horizon to stay aware of the aircraft's attitude.
All flying is an iterative process. You fly by changing some parameter, maintaining a constant attitude, letting the airplane return to a steady-state condition, monitoring the flight instruments, adjusting a parameter, maintaining a constant attitude, letting the airplane return to a steady-state condition,... The parameters that you change may be attitude, power, a primary flight control, flaps, etc. The ONLY difference is that attitude must be consciously monitored because your peripheral vision cannot monitor attitude for you.
Since attitude must be monitored in a way that is neither intuitive nor as easy as visual flying, you need a disciplined scan for instrument flying. By 'scan' I mean how you look at instruments, which instruments and in what order.
Beyond question, the attitude indicator is the most useful instrument. Ironically, it is not an essential instrument nor is it the primary instrument in many situations. It is most useful because it substantially reduces the workload of instrument flying.
The attitude indicator should be the pivot point of your scan. For example, in straight and level flight... Let me interrupt myself right now and ask you what you think the primary instruments are during straight and level flight? By primary instruments, I mean the 'must have' instruments. Which instrument absolutely, positively tells you that your pitch attitude is correct? Which instrument tells you that your bank is proper? Which instrument tells you that your rudder is in the proper position? Don't read the next paragraph until you give yourself the answers to these questions.
Here come the surprising answers. The altimeter is primary for pitch, the gyrocompass is primary for bank and the ball is primary for rudder.
To illustrate the point about primary instruments, assume that you are flying an airplane with its wing-leveler engaged. You have been cleared to 8,000 feet. For the purpose of this discussion, all you need do is get the pitch attitude right. Looking at the attitude indicator, everything looks correct. The little airplane is exactly on the horizon. Does that tell you that you have the pitch attitude right? You don't know. You have to look at the altimeter. Look at it long enough to answer two questions: What does it say? What is it doing? If it reads 7,960 feet and is moving up slowly, it tells you that your pitch attitude is too high! If the altimeter reads 7,960 feet and is not moving, congratulations, your pitch attitude is perfect. Your altitude tells you nothing at all about pitch attitude.
Your scan includes the attitude indicator and primary instruments. The movement of any primary instrument provides feedback about your attitude. If the gyrocompass were moving it would tell you that you're turning. If you're turning and the ball is in the center, then your wings are not level. You need to look at the attitude indicator long enough to level your wings. Continue to scan.
You may ask, "Why not the rate-of-turn indicator?" The reason is that monitoring the rate-of-turn adds to your workload; you need to check your heading; and the gyrocompass gives you the turning information you need.
In straight and level flight without any artificial stabilization, your scan might follow this sequence: attitude indicator, altimeter, attitude indicator, gyrocompass, repeating for perhaps two or three cycles. A quick glance at the ball followed with a compensating rudder trim would suffice, then ignore the rudder trim.
You need to determine which instruments are primary in every region of flight or you will not always be able to decide on the correct scan. If you are climbing, your airspeed indicator becomes your primary pitch instrument and gyrocompass is still primary bank. When you are in a level standard rate turn, your rate of turn is primary bank and altimeter is primary pitch. When you are in a 30° bank, the attitude indicator is primary bank and altimeter is the primary pitch instrument, etc. Adjust your scan for every situation.
By now you are thinking that you have other instruments to worry about than those I mentioned in your scan. You're right. Remember that your most important cockpit task is to fly the airplane. Once that is unquestionably under control then you can start adding other items to every third or fourth scan. Also remember that during an instrument approach, an ILS or VOR could easily become one of your primary instruments.
So the fundamental principles that you need to understand and apply to your instrument flying are:
1. Notice both an instrument's reading and movement.
2. Use an instrument's movement to provide feedback about your current attitude.
3. Monitor the attitude indicator when adjusting attitude.
4. Use the attitude indicator as the base of your instrument scan, moving your focus from attitude indicator to primary instrument, to attitude indicator to some other primary instrument, etc.
5. Modify the collection of primary instruments included in your scan as the region of flight changes; dropping some from your scan, adding others.
Doug Daniel is a long time pilot and flight instructor. To discover hundreds more useful tips and hundreds of pages of free, authoritative downloads, visit http://www.FlyingSecretsRevealed.com/flying_questions/
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Cele mai frecvente întrebari ale vânzatorilor (FAQ)
Q. De ce sa nu îmi stabilesc un pret putin mai mare pentru casa mea, din moment ce îl pot oricum micsora mai târziu ?
A. Este o strategie care pare buna, dar de fapt, este foarte posibil sa aiba ca rezultat un pret mai mic. Iata si de ce. Primele saptamâni în care un imobil este expus pe piata reprezinta perioada în care imobilul respectiv are activitatea imobiliara cea mai intensa. Daca o casa este supraevaluata, trebuie sa concureze cu imobile cotate la acel pret mai mare, imobile care în mod sigur sunt mai mari sau dispun de facilitati mai luxoase.
Deci casa supraevaluata nu va atrage oferte. Chiar mai rau, acele prime saptamâni sunt cele în care agentii imobiliari inspecteaza casa. Daca este supraevaluata, este foarte posibil sa nici nu se mai deranjeze sa o prezinte cumparatorilor lor. Eventual, vânzatorul va trebui sa micsoreze pretul si poate sfârsi chiar prin a propune un pret mai mic decât cel la care se astepta la început pentru ca toti cumparatorii se vor întreba de ce casa respectiva a fost expusa pe piata atât de mult timp. O analiza a evolutiei pretului furnizeaza o metoda unica pentru stabilirea unui pret de vânzare care sa ia în considerare si situatia pietei imobiliare locale.
Q. Ce se întelege prin termenul de "forta majora" în contractul de vânzare-cumparare?
A. Contractele de vânzare-cumparare contin în mod obisnuit clauze de "forta majora" sau prevederi al caror subiect îl constituie tranzactia în sine. De exemplu, în cazul unei clauze de forta majora pentru o ipoteca, în cazul în care cumparatorul nu poate obtine finantare în perioada de timp stabilita, nici cumparatorul si nici vânzatorul nu pot încheia tranzactia. Printre alte prevederi în sectiunea "forta majora" pot fi inspectia sanitara sau necesitatea achizitorului de a vinde mai întâi imobilul pe care îl detine în momentul demararii tranzactiei.
Q. Ce este o clauza de reziliere a contractului ?
A. O clauza de reziliere a contractului, cunoscuta si sub numele de clauza de încetare a contractului, este o prevedere care permite uneia dintre parti sa înceteze finalizarea respectivului contract. De exemplu, vânzatorul îsi poate rezerva dreptul de a cauta o oferta mai buna din partea altui cumparator, putând astfel sa încheie un alt contract de vânzare (utilizând clauza de forta majora) sau reziliind contractul. Ca alt exemplu, vânzatorii pot insista pentru introducerea unei clauze de reziliere a contractului care sa se activeze în functie de vânzarea imobilului detinut deja de catre cumparator.
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O strategie de stabilire a pretului care tine cont de tendintele de piata are toate sansele sa aiba un rezultat bun.
Stabilirea pretului unui imobil astfel încât sa se poata obtina un rezultat optim reprezinta o chestiune de arta si stiinta, iar RE/MAX STAR Sales Associates pune în aplicare în acest sens experienta si aptitudinile sale pentru îndeplinirea acestei sarcini ce necesita un profesionalism ridicat din partea celor care se ocupa de rezolvarea ei. Determinarea unui pret initial atractiv de listing este foarte importanta, deoarece imobilele expuse la vânzare au parte de toata atentia cumparatorilor în primele saptamâni în care apar pe piata. Dupa cum puteti observa din tabelul de mai jos, stabilirea pretului afecteaza în mod puternic numarul cumparatorilor pe care îi veti atrage.
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Imobiliare real estate Ploiesti si Agentii Imobiliare Ploiesti
Command M/E Instrument Rating...?
I recently passed a Multi-Engine Command Instrument Rating - I was tested on & passed NDB and GNSS/RNAV approaches (and GPS enroute.)
However...I've also trained for VOR, ILS & DME/GPS arrivals.
I want to be tested again for approval to conduct the VOR, ILS and DGA...
But I was wondering - if I was tested inflight for these aids alone (already having the C-ME IR) would I need to do the flight test again in a multi-engine plane...or would a single do the job?
I've already passed the multi-engine specific part - can add-on approaches be done in a Single Engine plane?
Are there any synthetic trainers (not full-motion simulators) that can be used for approval for ILS & VOR?
Thanks in advance!
Yes, you can be tested in a singal engine A/C. Insturment prof. is not specific to class. However, it is specific to catagory. If you would like to log hrs. in a sim for IFR prof., a frasca 141 or 142 are FAA approved. And way to go on the rating!!! Go for the float if you can, its a blast!
Finally, crucial air navigation aid system arrives a month late
THE Instrument Landing System (ILS), a precision navigation system to be installed on runway 06-24 at the Ninoy Aquino International Airport, was flown in Sunday night from Europe on an Emirates Airlines flight.
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