Is there an instrument that shows the angle BETWEEN you and a VOR radial on a Cessna?
I just learned the basic VOR skills like choosing a VOR radial follow it and turning towards VOR 2 right when you are above VOR 1. But when you look at IFR approach/circling charts like this : https://www.nashvillecfi.com/pics/vor-ksyi-vordme18.png there are many stuff that looks like you can't really do with the basic instruments on your small Cessna. What are the 115 degree and 295 degree things at the top end of the 160 degree line? How can you know that you are at the turning point and know that angle? What instruments do you need? Can you do it with small Cessnas that only have the basic VOR and ILS or are those charts for bigger planes with other equipments?
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Re: Is there an instrument that shows the angle BETWEEN...
It takes a lot of training and practice to learn to do it right - and even then you may not have it all correct. (I may well have missed something on this approach but I haven't been IFR current in several years)
Re: Is there an instrument that shows the angle BETWEEN...
160 is the final approach heading to runway 18. You notice that this approach does not align exactly with the runway, you make a slight right turn to land. 115deg is the outbound leg heading for a procedure turn and 295 is the return heading from the procedure turn, from which you would turn 160 on final and fly the 160 line to the missed approach point. DME is required for this approach so you would either need DME or a GPS that can supply distance information. To fly this full approach (from southerly directions) you would fly to the VOR, fly outbound at 3000' MSL on a 340 heading for about 7 miles then turn left to heading 115 for 1 minute then right turn to 295 and intercept the 340 radial, turn right to 160 and descend to 2300' by GRAMA and continue descending to 1220" at 1.6 DME from the VOR. From that point, if you have the proper visual cues you may descend below 1220' to land, if you can't see the runway environment from 1220 feet at 1.6 DME then you must stay at that altitude until you do see it or you reach the missed approach point at .3DME. There's a very real reason that an instrument rating is required for IFR flight. It takes a lot of training and practice to learn to do it right - and even then you may not have it all correct. (I may well have missed something on this approach but I haven't been IFR current in several years)
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Really depends who you think your audience is. Lay people may just want to know how a plane flys or why certain things happen on commercial flights. Pilots may want to learn about skills/ratings they havent acquired yet, recent incidents.
Only in the practice of thinking of what you need to say before you key the mic. Possibly in being able to understand incoming transmissions also, but that won't help too much unless you have an idea of what kind of calls you can expect in each circumstance so that you can deal with some of the rapid fire controllers out there.
Until relatively recently the answer would certainly have been yes. The Antonov AN-2 was still being produced until 2001, and many are still in service carrying passengers and freight.
Sukhoi Su-29 (and others in that line) are still in production (as far as I know). These are aerobatic aircraft with radial engines, made in Russia, and prized for their performance. I believe the newer Su-31 also uses a radial engine.
Technically is you are flying domestic you are not flying over foreign airspace. If flying IFR you must file one. Needless to say when filing a flight plan you must decalre if you are domestic of international flight.
it is the relative direction around the aircraft using a clock face. 12 oclock is in front of the pilot, 6 oclock behind. 3 oclock to the right etc. it is also used with high, level or low. for example, a contact off to the right and above the flight level of the pilots aircraft would be 2 oclock high.
Go visit a flight school near you and talk to an instructor. Find out about getting a sport pilot certificate first because it's the cheapest way to start flying. If you have any kind of feeling that you and the instructor won't get along very well then go find a different instructor. You need one who will make it fun to learn to fly, even with all the stress involved with learning new things.
Getting your aircraft pilot's license takes work (and money), but it is well within the reach of anyone of normal intelligence and physical ability. I've known college students who basically collected pop bottles for the deposit, and picked up part time work on weekends, and managed to get an hour or two of training every month or so. Took them a couple of years to get their license, but they managed it.
For a normal category license, you are looking at about 40 to 60 hours of flight training (actual time in the plane). Not all of that requires an instructor. Once you "solo," you will be allowed to fly by yourself (with the instructor's approval). Often the training aircraft will be older and very basic planes - but that's just fine. It's the basics that you are learning.
It takes lots of practice, and there is a lot of book learning (weather, regulations, principles of flight) as well. But you can do it if you want to. Most things that are really valuable take work.
Using the old (pre GPS) method you would use the sectional and plotter (aviation ruler) and measure the distance. Using a GPS you can usually turn on distance rings on the screen or if you have the airport selected as destination you can read it right off the screen. If it's your home base you should learn the landmarks and their distances from the airport. In the Miami area, there are so many airports and landmarks, if you're flying there, during your preflight preps you should measure out distances to some landmarks that you plan to pass over and mark them on the chart or flight log.