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| Volume 3 - Issue 1 |
Jan/Feb 2006 |
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LATEST NEWS Another year is over. We've had the Avalon Airshow, NAS continued to evolve, photo-id's for pilots and the need for ASIC's at certain airports. Both Basair and Hunter Valley Aviation continued to train students for career and pleasure flying. The new Tecnam 20002JF were a welcome addition to Basiar's training fleet. And who could forget the awesome sight of the new Airbus 380 in QANTAS livery flying into Sydney. Slipstream will continue in 2006. In this issue we have the second part of the "NDB for VFR Pilots" article (well worth the wait), part 2 of the "Software for Pilots" (this time for the PC) and another Ugly Aircraft for you to identify. Enjoy.
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ASIC
Extension for Pilots and Airport Employees "The Government has agreed to extend the deadline to display ASICs for pilots and employees requiring access to secure areas of regional airports by three months to 31 March 2006" Only those people who have submitted an ASIC application form to the appropriate issuing body by 31 December 2005 will be eligible for the extension," he said. For more information, see www.casa.gov.au/media/2005/DOTARS05-070WT.htm Photo
Licenses & Aviation Security Checks for Flight Crews You need an valid ASIC if you need access to a secure area of a security controlled airport that has Regular Public Transport (RPT) operations. for further information visit the CASA website at www.casa.gov.au/fcl/licence/index.htm There are 28 larger aerodromes that were part of the security program prior to March 2005, plus 10 additional aerodromes, still have ASIC requirement deadline of 31 December 2005. For Basair and Hunter Valley Aviation pilots, the only one affected is Coff's Harbour. After the 31 March deadline, the ASIC requirement will include: Armidale, Bankstown, Bathurst, Dubbo, Gunnedah, Mudgee, Orange, Port Macquarie, Tamworth, Taree, and West Wyalong. For the full Australia-wide list visit: www.dotars.gov.au/transsec/aviation/prescribed_airport_operators.aspx The bottom line is: a CASA licensed pilot cannot fly an aircraft in Australia without an AVID (photo licence) after 31 Decmber 2005 and up to 31 March 2006, (providing you have applied for an ASIC before 31 December 2005), a CASA licenced pilot will need an ASIC to land at 38 aecurity controlled airports and after 31 March 2006, will need an ASIC to land at an additional 103 airports. Wings
Night held at Cessnock
The Diploma of Aviation was awarded to Tom O'Shea while Daniel Sprague received the CFI's Encouragement Award Gales of laughter accompanied the Novelty Awards: Adam
Dixon
- a cheap watch because he never has one |
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Houston, we have a problem....
Limitations
and Errors
of the Inthe first part of this ongoing series, welloked at the basic function of the ADF/NDB and how you use it to determine where you are in relation to the NDB station This part of the series will discuss the variour limitations and errors of the navigation aid. As the saying goes, forewarned is forearmed (and no, I'm not talking about the hairy variety). During
the day radiation from the sun is absorbed by a of atmosphere known as
the 'd layer. The particles within this layer become charged and tend
to absorb radio waves. Any waves transmitted 'skywards' from the NDB
are absorbed by this layer At
night, in the absence of radiation from the sun, this layer disappears.
The remaining layers of the atmosphere are not charged and therefore
will not absorb any NDB sky waves. These sky waves are reflected back
to the earth's surface. The ADF in your aircraft cannot
determine
which is the correct signal (as we want to use the ground waves to
point us directly to the station). Terrain Effect If
an NDB is situated on the coast, the wave will tend to travel further
over water than they will over land. This is due to the frictional
properties of each surface, that is greater for land and less for
water. (You try swimming through land). For example, see the ERSA entry
for Coff's Habour (FAC C - 37). The NDB is quoted as having a range of
75nm over the land and 210nm over water (OW) during the daytime. During
hours of night (HN) the range is 60nm over land and 110nm over water.
Good news if you are approaching Coff's Harbour from over water. Coastal Refraction Have you ever sat on the dge of a swimming pool with your legs in the water, and wondered why they look a little stubby? As the light passes from air to the water it tends to bend due to the different density of each area. The light bends towards the surface of the water (being the denser medium), hence you legs look like they are bending up towards the water surface also. Radio waves from the NDB tend to behave the same way. If an NDB is situated near (ut not directly on) the coast, the radio waves pass from over the land to over the water. As the radio waves cross the coast they bend towards the denser area, being the land. THis effect will not occur if the wave passes over the coast at 90 degrees. The problem her is that if you are flying over water and using the NDB for tracking, you will need to be aware that the NDB will appear closer to the coast, according to your ADF, than it actually is, and therefore the bearing indicated on your ADF will be slightly incorrect. Height Effect This limitation is fairly self-explanatory. If you have an obstacle between you and the NDB, you will not get a continuous signal, and hence be unable to use it fir tracking purposes. Take for example the Calga NDB (see ERSA FAC C - 6). It is noted in this document that the NDB suffers excessive bearing fluctuation in the 170 to 103 degree sector. This means that from the south (roughly) moving in a clockwise direction around to the NNE area, the NDB will be a bit unreliable. Note that this limitation may occur regardless of what height you fly at, as it may be due to the terrain close to the actual station
Mountain Effect This effect is produced when the radio waves emmitted by an NDB are reflected off particularly high mountain ranges. As Australia is nearly as flat as a pancake, we tend not to experience the NDB limitation. hhhhh
Thunderstorm Effect This limitation of the NDB/ADF is why they are known as "The poor man's weather radar". Thunderstorms produce lightning within the cloud. Lightning tends to have a similar wave frequency to those received by the ADF. So, if you are flying in the vicinity of an active thunderstorm, your ADF needle will fluctuate between lightning strikes and the actual NDB. This makes the particularly dangerous if you start using it to track to a thunderstorm! A better option to avoid this problem, would be to turn off your ADF and visually navigate (you can't beat the basics)
Now that we have discussed the errors of the NDB/ADF, you will be better equipped to avoid the pitfalls which come from erroneous readings. If all else fails, use the navaid as supplement to your existing visual techniques - then you can't go wrong. Stay
tuned for the next installment when we will discuss how to use the aid
for tracking purposes . . . . . . . All pictures courtesy of Aviation Theory Centre, Instrument Rating
I always use the manual method of preparing my flight documents. My maps show the track and a 3 mile corridor either side of track so I can work out my lowest safe altitude. I always use the maps for navigation as I was taught during my training. If I did not continue to use the manual method, then I would lose those skills. Having
said that, I also use aviation software as a backup (for I can make
mistakes in my flight planning) and this article will discuss the
software I use for my MS Windows
Computer.
Please note that it is not the definative list, but it is what I have
found to be most useful. I have run these programs on Windows
98, 2000 Pro and XP. The first is Wayne Gill's WX DECODER. I struggled in my student days trying to read weather briefings from NAIPS. I even went so far as to write out my own decode and have my Instructor correct it for me. This Australian product will connect directly to NAIPS and decode any weather forecast at the click of a mouse button. You still need to be able to read weather briefings, but WX DECODER is an excellent method of learning how to decode. The website has sample weather briefing and its decoded version.WX DECODER can be downloaded from www.saaa.com/home.php The next is an MS Excel spreadsheet for calculating the Weight & Balance of light aircraft - complete with a Balance Graph. Originally this came from the USA by way of home.att.net/~jm.price/fly.htm This site has a range of files for Cessna 150M to Piper PA28R-180; but they are all in pounds/inches. I converted the spreadsheets to kgs/mm and created versions specifically for the the Cessna 152 VH-TLQ and the Piper Warrior VH-XMV training aircraft at Cessnock airport, using the Pilot Operating Handbooks. Conversion is easy - using POH data, insert the relevant data into the correct columns of the spreadsheet. ALWAYS CHECK YOUR NEW SPREADSHEET VERSION WITH A RANGE OF TEST DATA AND VERIFY AGAINST THE POH. The Australian metric versions for the can be found here VH-TLQ and VH-XMV: Unless you are flying these actual aircraft - DO NOT USE THEM for other Cessnas and Warriors. Instead, modify them for your particular aircraft. The instructions to modify them is found here. Finally a Flight PLanning spreadsheet - Flight Planner v1.1 This Excel based spreadsheet: - Automatically calculates tracks, distances, fuel usage, BOD/EOD and more. - Contains all airports, navaids and VFR/IFR waypoints in Australia. - Airborne Aviation aircraft profiles inbuilt, space for other aircraft. - Many other features! You can find Flight Planner v1.1 at www.airborne-aviation.com.au/resources/flightplan.html This website also has PDF versions of the Australian Domestic Flight Notification form as well as the Flight Plan Form You don't have Microsoft Excel? Then check out the offerings From the World Wide Web section below.
The first circuit was pretty crap. The second circuit wasn’t much better. I didn’t know if Rod would let me go solo that day and by the end of the second circuit, I thought, well he’s not, so let’s just calm down and make the most of the lesson. I’m not going solo today. I’d woken that morning with the thought, “Jeez, it might be today!” Drove to BK full of grim determination. Unsmiling, no jokes, time to kick some aeronautical butt. And here I was flying like a brick. Well, of course I was, the thought of going solo was distracting me from the task at hand, thinking more of glory than what I had to do. So in the third circuit I settled down and started to fly the aircraft with something approaching competency. Still a bit high on the base leg but started to get flap in during the base turn, once the ASI was in the white arc. Landing checks good, some idiot in the circuit kept buggering up my spacing but I handled that. Fourth circuit actually quite good. Then Rod said something completely (by this stage) unexpected: “Feel like giving this a shot by yourself?” Holy shit. “Do you think I’m ready?” “Sure. I’ve been sitting here saying nothing.” Bollocks you have, I thought. “You really think I’m ready?” “Yeah mate. You’re ready.” “Umm, err well…………yeah, what the hell, let’s do it!”, I replied. In for a Pennington, in for a pound. So we landed and taxied back to the holding point. Rod disconnected his headset. “See ya back here in six minutes”, he said before doing so. “Don’t forget to tell them you’re doing a solo circuit.”He got out of the plane and gave me the thumbs-up sign, something I hadn’t seen an airman do since I’d last given “The Right Stuff” a re-run. It meant a great deal, Rod showing confidence in me that way. I returned the gesture and he slammed the starboard door shut. Suddenly alone in a warm plane. Sweat. Fear. And then suddenly, the fear and apprehension died away. I had a task to do and if I didn’t do it properly, I would die. Real simple when things are reduced to their basics.I taxied up to the holding point and switched to the circuit frequency. Gave the ready call, careful to include the words, “for solo circuit”. Realised the radio had somehow been turned down, turned it back up to hear “………….line up.” I guess he’s talking to me but better make sure. “Say again? Whiskey Sierra Sierra?” “WSS, line up for take-off.” “Lining up, WSS.” Oh Lawd, here we go. Trundled out to the threshold and hadn’t even stopped before:> “WSS, follow twin on upwind, clear for take-off.” "Following upwind twin, cleared for take-off, Whiskey Sierra Sierra", I replied. I took a deep breath and said into my headset, "Be with me, Pappa." Dad was a pilot too, and took us flying when we were kids. Now, I could feel him on my shoulder. Right, let’s do it. I advanced the throttle to the stops until the tacho reached 2500 rpm, the pitch of the engine rising as 110 horses started strutting their stuff. RPM static, she started to roll. Airspeed rising, temps and pressures in the green. 40 knots. 45 knots. 50 knots. 55 knots. Rotate. I eased back on the control column, firmly but gently and, for the first time in my life, was airborne and alone. Centreline tracking good. Best rate of climb. Passing 500 feet, climbing turn to port, only fifteen degrees angle of bank or she won't climb an inch. Spacing good, reference point the the high-rises at Brighton-le-Sands about 10 klicks to the east. Funny, this actually doesn’t feel so unusual. Apart from me having a swift, self-indulgent howl of triumph, it’s just like any other circuit. Everything rehearsed and re-rehearsed, drummed in and sealed there by the likes of Kelly, Pennington and Janssen. Rather routine, actually. 300 feet. Centreline tracking good. 500, turn, reference point. 45 degrees about 800 feet, turn, reference point. Downwind call, careful to say, “Full stop.” BUMFH. (Oh, pardon me.) Engage carburettor heat before reducing to 1500 rpm, turn on to base leg, reference point just east of the Olympic stadium. Speed within white arc, 10 degrees of flap. Mid-base, speed bled down 70 knots, 20 degrees flap. Turn on to final, full flap (30 degrees), trim for best approach at 65 knots, half-ground attitude. "Whiskey Sierra Sierra, cleared to land." "Cleared to land, Whiskey Sierra Sierra." Final checks: carby heat cold, instruments still in the green, windsock has been drinking too much and has a beaver's droop. Fine by me, I don't want a cross-wind on my first solo landing/ Threshold approaching. Slow,
slow, slow, missed the first taxi-way, exited the second. Taxied
back to Rod with a grin on my face like a Cheshire cat. Like this: 
Weight and Balance www.caa.govt.nz/fulltext/Safety_booklets/Weight%20&%20Balance.pdf I
al Also
check out their other Good Aviation Practice booklets at: www.caa.govt.nz/safety_info/good_aviation_practice.htm
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These booklets are free and give their size in case you have a slow Internet connection Flight Planning If you need a low cost GA Flight Planning program for designing VFR flights, check out the Australian made UltraNav 3.11. This program only supports Australian Flight Planning and will produce a Flight Notification form (front and back) in the format of the Airservices form. You can even upload your flight plan into your Garmin GPS. The site below offers a free shareware version for downloading. You can find UltraNav 3.11at www.aerialpursuits.com/products/prd_sw1.htm Want to use the Weight & Balance or Excel Flight Planning spreadsheets but don't have MS Excel or Office? 602 PC Suite is a free for personal non-commercial use MS Office compatible suite of programs that use the same document format. Download your copy from www.software602.com/products/pcs/ Its a better alternative to the Star Office suite, which uses its own document format. Download and start the installation process. You will be offered the option to install the free for personal non-commercial use version. Note, you will still need to register the software. The site also has a complete set of documents in PDF format.
BASAIR Aviation College offers a Airline Pilot Career Workshop that can supply the answers to all your questions; you'll even have the chance to experience the thrill of flight. These workshops provide a valuable opportunity for potential pilots to find out about a career prospects in aviation; how to enter the industry as well as how to plan a career in aviation. The dates are: 18-19 April at Bankstown Airport in Sydney or Cessnock Airport in the Hunter Valley Overnight workshop available - accommodation and meals are included in this workshop.Workshop content:
Cost: for two-day Bankstown or Cessnock workshop is $195 (incl GST) and $295 if overnight accommodation and meals is required in Cessnock.Reservations are available at either Bankstown or Cessnock airports or by the web: www.basair.com.au/workshops.php top
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FromThe
Editor's Desk 
Have
you ever
wanted to experience the
thrill of piloting a plane?