            ScObiERaT: Pass the parachutes! 4 years ago • Report 1  Jesss011195 in reply to xx_Ana: Ana easier than driving a car to be honest but thanks for the comment  Jesss011195 in reply to ScObiERaT: I have given up being nasty to you for lent Mr Goat  Oh and no parachutes, who would want to jump out of a serviceable and functioning aircraft Jesss011195 in reply to sarah_spirit: I have always loved flying Sarah, and am lucky that my parents and family supported me to be able to learn to fly and progressed to multi engine next its conversion to flying a jet aircraft. That is really expensive and may take a while though. I was really nervous flying around Miami (MIA) control airspace, the airspace surrounding MIA as “Class B,” the most restrictive airspace, you do as you are told. Do not want to get to close to a commercial aircraft  The freedom is great though especially flying VFR Jesss011195 in reply to xx_Ana: Ana VFR = Visual Flight Rules as opposed to Instrument Flight Rules (IFR). So VFR means you fly looking outside, and can navigate following roads, railroad etc you may still be controlled by air traffic control in restricted areas. IFR you fly using instruments this includes in class A Airspace controlled by air traffic control where you have a flight plan and approval, at night, in bad weather or, in or above cloud. Hope that helps  xx_Ana: Oh got it. Sorry I’m so bad with acronyms. Im sure that there has been a lot of work for you. How often do you get to go up? Jesss011195 in reply to xx_Ana: When I am in Florida every few days Hire an aircraft, is like hiring a car , and then pay for gas and file flight plan and have fun or as I mostly do, arrange for more tuition to get more certifications but then u are paying for tuition as well. In UK its more expensive and weather awful. Last month or so, wind speeds have been above the safe levels for a small aircraft. A 737 cannot land where the cross wind gusting above 34 knot cross wind, The Cessna I fly has a capability for just 17 knots gusting, if the wind is a constant cross wind speed then that is controllable, but when it is sudden gusts that is where the aircraft could be blown off the runway Jesss011195: in reply to xx_Ana: no I do not A lot of non commercial flights within a national boundary are single pilots Jesss011195 in reply to PrincessSnowyIIIIIII: Ty u dear Snowy  xxx I may post some more pics soon I hope you are feeling better unfortunately the weather will not be good for next 10 days  PrincessSnowyIIIIIII in reply to Jesss011195: Thanks my dear friend xxxThe weather is a riot here, gggrrrrr, lol I hope you are doing ok with this adverse weather Take care Snowy, xx Jesss011195 in reply to PrincessSnowyIIIIIII: Snowy, i am ok thanks Riding was cancelled this weekend That was mostly because Saturday was a washout. Today it has been nice and sunny but a constant 30 knot wind Sorry to see you are having power cuts Build a large mouse wheel that is big enough for a goat, attach it to a dynamo and you will get power by making him run inside the wheel PrincessSnowyIIIIIII in reply to Jesss011195:  Stay safe dear friend, xxxI fear more adverse weather for march Jesss011195: Ana if you watch this really good video where you will see a single guy flying a small executive jet ILS across Florida to Fort Lauderdale Gives you an idea how busy a pilot can be xx_Ana in reply to Jesss011195: Omg that was kinda stressful. I’m sure it’s a lot to keep track of all at once. So many different voices over that radio. I was scared the weather was going to be an issue. That was pretty awesome to see it from that point of view though. Jesss011195 in reply to xx_Ana: loads to do by yourself especially when flying IFR. When u have 2 pilots one pilot flies the other handles the radio and changes to instrument settings. I thought you may find that interesting Jesss011195 in reply to xx_Ana: Ana This video YouTube is a great video to show an ILS approach (Instrument Landing System) approach in dense fog and cloud. To help u understand, the instruments can be seen then after a minute or so u start seeing cloud and fog in the landing lights. The pilots are being told flight level and direction among other things by air traffic control. They also have way points loaded in their navigation system and that will also include localiser information (radio beacons) that direct the pilots to follow the radio localiser signal to the runway. On the screen you will see bottom almost middle the attitude indicator which has the wings of the aircraft in the middle. As the aircraft climbs the wings move into the blue at the top, representing the sky, or in to the brown when descending representing the ground.If one wing is in the blue and the other is in the brown then the aircraft is turning, clearly the aircraft will turn the way the lowest wing is pointing. You will hear the computer say heights, the first one is 2500 (feet) that is programmed by the pilot to warn them when they reach that height. As you can see it is either pitch black or white because of night/cloud or fog. There is no reference to the ground, direction or obstacles, so instruments are really critical.. To the right and slightly lower from the attitude indicator you will see an instrument projecting a graph going from high on the left to low on the right, that is showing the descent path following the localiser beacon. The video shows how pilot use the ILS to land when they cannot see much if anything until the last minute. The final call from the computer is Minimums, which is the height / speed / location set by the Captain. If they cannot see the runway or are unhappy about their approach, that is when they decide to go around and try again or divert to a different airport. I enjoyed ILS training, it is scary at first but fun when u achieve it Jesss xx  Sir Loin: Its certainly impressive how a large plane can be landed blind but still scary as hell on approach at 50ft altitude and still can't see the runway in a 747! Sir Loin in reply to Jesss011195: Yeah? Tell that to me when I'm looking out the passenger's window and still can't see the ground 😕 Jesss011195: in reply to Sir Loin: You need to have confidence in the multiple aircraft systems and the pilot(s) As a pilot you are taught to trust your instruments as you will not have situational awareness in the dark or bad weather especially over water. Just remember all aircraft accidents end up on the ground or sea, its not the fall that hurts its the sudden stop  Sir Loin in reply to Jesss011195: I used to tutor air force pilots for their meteorology exams. So flew with them often while doing their instrument ratings. I still get scared thinking about some ties I took. If instruments are so infallible why are there so many weather related crashes? Jesss011195 in reply to Sir Loin: Often it can be linked to the external parts of the instrument such as pitot tube being blocked. The pilot should closely inspect all external instrument sensors as part of the walk around pre flight check. I know of one accident that was caused by pitot tubes being covered with masking tape whilst the aircraft was washed. The engineers failed to remove the tape. Another accident occurred when an aircraft that had been stationery for 3 weeks had an insect nest inside a pitot tube. The pilots should have spotted those issues.On modern aircraft, they normally have 2 sets of sensors, one for the Captain and the other for the co-pilot. If one set of sensors goes wrong they can switch them off and use the working set. Sir Loin in reply to Jesss011195: There was nothing mentioned about that when the Air NZ plane smacked into Mt Erebus in Antarctica, also a number of other accidents I was associated with as the aviation weather forecaster who briefed the pilots. It seems flying by instruments is not 100% safe. Jesss011195 in reply to Sir Loin: So YOU were responsible I will let the FAA, Civil Aviation Safety Authority (CASA) know it was YOU Sir Loin in reply to Jesss011195: Yeah, you'd better do that. Actually it's a bloody awful feeling to hear that a plane has gone down, knowing you'd just been talking to the pilot, wondering if you'd missed telling them something out the weather en route. Jesss011195: like wind speed, wind sheer, icing, thunderstorms, hail, updrafts, downdrafts, microbursts and accidental flights into Instrument meteorological conditions (IMC) because they have not been warned  Sir Loin in reply to Jesss011195: If those conditions were present I always made a point of asking pilots if they had an instrument rating but we were not allowed to advise pilots to go or not go, apparently this is offensive to some. However if a junior pilot asked me if he should I figured if he can't assimilate the info I gave him I should try to talk him out of taking off. A major cause of light aircraft fatalities in NZ is cloud cover reaching the ground in mountainous terrain (Which is most of NZ) Any wind shears present I always highlighted because they could result in the plane running out of gas. One air force fighter pilot told me of an experience he had flying directly into an active cumulonimbus. He described it as pitch black with no horizon, none of his instruments would work, plane hit by multiple lightning strikes and he came out the bottom vertically at over 400 knots. He's dead now.  (Post deleted by spanbizzle ) Jesss011195 in reply to Realm_of_Death101: I have been flying a Dassault Falcon 900 for last 2 weeks, even managed two trips to Bermuda and back  |
VFR? 
