Posts Tagged With: Peter Singhateh

Flying in The Gambia

Flying in The Gambia, was and will always be, simply fantastic!!!

The seasonal Harmattan weather made it a little hazy but the flying was fantastic.

Advertisements
Categories: Aviation, Flying, Gambia, Uncategorized | Tags: , , , | Leave a comment

7 Steps will guide you from final approach to touchdown.

Thanks to Boldmethod for sharing…

Crosswind landings can be intimidating, but these 7 steps will guide you from final approach to touchdown.

1) Wind Check

When you’re on final at a towered airport, ask ATC for a wind check. An instantaneous wind reading gives you a good idea of what you’re correcting for. And if you’re at a non-towered airport, look for the wind sock. There’s at least one visible from the end of each runway.

1Boldmethod

2) Monitor Your Speed

You should be established on your final approach speed (-0/+5 knots). When you fly the right speeds, you can spend more time focusing on the landing, and less on worrying about getting slow or fast on final.

2Boldmethod

3) Flying A High Wing Plane? Less Flaps Might Be The Key.

Some aircraft manufacturers recommend using partial flaps in strong crosswinds. Check your POH. If they recommend it, you’ll have an easier time managing your touchdown.

3Boldmethod

4) Transition From Crab To Slip

Initially on final, you’re pointed into the wind, wings-level, to maintain a straight ground track on the extended centerline of the runway. But as you approach the threshold, you’ll enter a side-slip for touchdown. Use rudder to align the nose with the runway, and use ailerons to prevent drifting upwind or downwind. It takes some practice, but we have great examples of what it should look like here.

primaryBoldmethod

5) As You Flare, Increase Control Inputs

As you flare, you’re slowing down, and that makes your flight controls less effective. Slowly add more rudder and aileron during the flare to keep yourself aligned with the runway, all the way to touchdown.

5Boldmethod

6) Upwind Wheel First

In the perfect crosswind landing, you’ll touch down on the upwind wheel first, followed by the downwind wheel, and then finally the nose wheel.

6Boldmethod

7) Wind Correction After Landing

Once the aircraft is on the runway, don’t release the controls. Gradually increase your ailerons into the wind, so that a gust of wind doesn’t lift your upwind wing.

7Boldmethod

 

Want to immediately improve your takeoffs and landings? Check out our Mastering Takeoffs and Landingsonline course. Plus, if you order now through Saturday, November 25th at 11:59PM Pacific, you’ll get a free Boldmethod shirt with your order! Learn more and sign up now.

Categories: Aviation, Flying, Gambia, Uncategorized | Tags: , , , , | Leave a comment

Two Easy Rules of Thumb For Calculating a Three Degree Glide Slope

Source: Two Easy Rules-of-Thumb For Calculating a Three-Degree Glide Slope | Boldmethod (Thanks to boldmethod for sharing and keeping us safe)

Two Easy Rules-of-Thumb For Calculating a Three-Degree Glide Slope

 Have you ever found yourself chasing the glideslope on an ILS approach? There’s an easier way to do it.Groundspeed has a significant effect on descent rate, and there’s a formula you can use to ballpark your feet per minute (FPM) descent, even before you get on glideslope.

One of the most important parts of instrument flying is getting ahead of the airplane. The following formulas are a great way to do just that. In many glass cockpit aircraft, wind vectors and ground track diamonds mean you’ll have a easily visible references to use. GPS groundspeed will make the following equations extremely easy to use…

primary1Boldmethod
Option 1: Multiply Your Groundspeed By 5

If you’re flying your aircraft on a roughly 3 degree glideslope, try multiplying your groundspeed by 5 to estimate your descent rate. The result will be a FPM value for descent that you should target. As you capture the glideslope, make adjustments as necessary.

gs x 5
Option 2: Divide Ground speed In Half, Add “0”

Divide your ground speed in half, add a zero to the end, and you’ll have an approximate FPM of descent. This is another easy way to target an initial descent rate for a 3-degree precision approach, or even a VFR descent into an airport.

divide in half

Both formulas leave you with the same result. Choosing which formula to use comes down to which mental math you’re more comfortable with.

How Wind Affects Descent Rate

A tailwind on final will result in a higher groundspeed, thus requiring a higher descent rate to maintain glideslope. The opposite is true for headwinds. Let’s take a look at a few examples:

Example 1: Headwind of 25 Knots, Final Approach Speed of 100 Knots Indicated Airspeed.

example1

Example 2: Tailwind of 25 Knots, Final Approach Speed of 100 Knots.

example 2
Useful For More Than Just ILS Approaches

Looking for a good way to plan out your 3 degree glideslope? These formulas are great references for LPV approaches, LNAV+V, or even long VFR straight in approaches.

primarygc232

Have you used these formulas before? Tell us how you use them in the comments below.

 

Categories: Aviation, Flying, Microlights, Uncategorized | Tags: , , , | Leave a comment

The Sounds of Nature

Thanks to snapshotsincursive for sharing.

“The three great elemental sounds in nature are the sound of rain, the sound of wind in a primeval wood, and the sound of outer ocean on a beach.” ~ Henry Beston

via The Sounds of Nature — snapshotsincursive

Categories: Nature, Uncategorized | Tags: , , , , | Leave a comment

9 Things That Can Be Easily Overlooked During Preflight 

Source: 9 Things That Can Be Easily Overlooked During Preflight | Boldmethod

(Thanks to Boldmethod for sharing)

1) Mandatory inspections

It’s important to verify that all required inspections are met for the aircraft you’re flying. You don’t want to compromise the safety of you and your passengers by flying an aircraft outside of its inspection windows, and you don’t want to have to explain why you flew an aircraft outside of mandatory inspections to the FAA, either.

1Capwatts86

2) Required documents

At the start of each preflight, make sure your aircraft has all the required documents on board. Remember the acronym ARROW which stands for Airworthiness, Registration, Radio Station License, Operating Manual, and Weight and Balance.

2Jack Snell

3) Fuel quantity

Never rely solely on the fuel quantity indicators. Make sure you visually check your fuel tanks to make sure you have enough gas for your flight.

1fireboatks

4) Pitot tube drain hole

You should always make sure that the pitot tube is open, as well as the drain hole. If you end up flying through precipitation, you want to make sure that your pitot tube is draining properly, so your indicated airspeed isn’t affected.

4JPC24M

5) Landing gear condition

Instead of skimming over the tire and saying “It looks good to me!”, make sure you actually check that the tire has proper inflation and that the tread isn’t worn down. It’s also important to make sure that the brake pads are intact, and that there isn’t any hydraulic fluid leaking.

5Anne Worner

6) Bottom of the fuselage

While it may seem unneeded, it helps you make sure there aren’t any dents on the bottom of the aircraft, tail strikes, or debris from prop blast. You also want to make sure there isn’t any excessive oil dripping, and that the avionics antennas are still intact before you go.

primary

7) Contaminants on the wings

When it’s below freezing, it can be easy to overlook contaminants on the wing like frost and clear ice, which both have adverse effects to your aircraft’s performance.

NTSB Frosted Wing

8) The propeller

Take your time to do a thorough inspection of the propeller. Make sure that both the leading and trailing edges of the propeller are smooth, and don’t have nicks or cracks. In addition to the visual inspection, you can also perform an audible test on composite props. Gently tap on the propeller from the hub to the propeller tip with a metal coin. If the tapping sounds hollow or dead, your prop could be delaminated, and you should have a mechanic check it out.

8RM Bulseco

9) Fuel filler caps

Double check them before you fly! If they’re not properly attached, you could risk fuel leakage from the top of the wing, which could make for a bad day.

primaryjay-jerry

What else is easy to miss on preflight? Tell us in the comments below.

Categories: Aviation, Flying, Gambia, Microlights | Tags: , , , , , | Leave a comment

Why Do Your Wings Have Dihedral? | Boldmethod

Why Do Your Wings Have Dihedral? – Bothmethod
If you look closely at the wings on most aircraft, they’re tilted up slightly. Why would they ever do that? It’s not because you pulled too many Gs on your last flight. It’s because of a design feature called dihedral.

primary
First Off, What’s Dihedral?
Dihedral sounds like one of those words you cringed at in math class, but it’s actually pretty simple. Dihedral is the upward angle your aircraft’s wings. Here’s a great example of wing dihedral on a Boeing 777:

boeing-777-dihedral

Why Do You Need Dihedral?
It all comes down to stability. If you didn’t have dihedral, you’d spend more time keeping your wings level. Here’s why:

dihedral-stability
When you bank an airplane, the lift vector tilts in the same direction as the bank. And when that happens, your airplane starts slipping in the same direction, in this case, to the right.

The problem is, if you have a straight-wing aircraft, there’s no force that will bring the airplane back to wings-level flight without you intervening. And while that may be good for an aerobatic aircraft or fighter jet, it’s not something you want in your general aviation aircraft or airliner.
How Dihedral Fixes The Problem

When you add dihedral, you add lateral stability when your aircraft rolls left or right. Here’s how it works: let’s say you’re flying along and you accidentally bump your controls, rolling your plane to the right. When your wings have dihedral, two things happen:

1) First, your airplane starts slipping to the right. That means the relative wind is no longer approaching directly head-on to the aircraft, and instead is approaching slightly from the right. This means that there is a component of the relative wind that is acting inboard against the right wing.
dihedral-overhead
2) Second, because the relative wind has the inboard component, and because the wings are tilted up slightly, a portion of the the relative wind strikes the underside of the low wing, pushing it back up toward wings level. What’s really happening here is the low wing is flying at a higher AOA, and producing slightly more lift.
dihedral-slip-rear
The more dihedral your aircraft has, the more pronounced the effect becomes. But for most aircraft, they only have a few degrees of dihedral, which is just enough to return your wings to level during small disturbances, like turbulence, or bumping your flight controls in the cockpit.
It’s Not All Good News: Dihedral Comes At A Cost.

Dihedral isn’t always good, and like almost every design factor, it comes with a cost. In this case, there are two costs: increased drag, and decreased roll rate….

Become a better pilot.
Subscribe to the Boldmethod email and get real-world flying tips and information direct to your inbox, every week.

Source: Why Do Your Wings Have Dihedral? | Boldmethod

Categories: Flying, Gambia, Microlights | Tags: , , , , | Leave a comment

The 7 Hardest Parts About Becoming A Private Pilot

Everyone knows that crosswind landings are usually challenging for student pilots. But beyond landings (and money!), there’s a lot about learning to fly that can be pretty tough. Here’s what you should be ready for.

The 7 Hardest Parts About Becoming A Private Pilot 

Boldmethod

Everyone knows that crosswind landings are usually challenging for student pilots. But beyond landings (and money!), there’s a lot about learning to fly that can be pretty tough. Here’s what you should be ready for…

1) Aircraft Systems
One of the toughest topics for private pilot students is aircraft systems. As less and less people grow up working on cars or around machinery, there’s diminishing knowledge behind what makes that engine turn.Want to know more about the systems and equipment in your aircraft? Dig into your POH and read section 7. Better yet, find a local A&P at your airport and have them walk you through a few systems with the cowling off. Getting hands-on with the equipment behind closed panels is a great way to learn how your airplane flies.

2) The National Airspace System
It’s more than identifying lines of airspace on a sectional chart. You’ll need to know what weather minimums exist at different altitudes (day and night), what your equipment requirements are, and what your communication requirements are.
We can help – give our National Airspace System course a try.

3) Learning Regulations
There are hundreds of FAA Regulations that govern how, where, and when you can fly. Some of them can be pretty confusing. As a student pilot, you’re just as responsible for adhering to the FARs as any fully certificated pilot. Keep yourself out of trouble and learn those regs!

4) Aerodynamics
A huge part of learning to fly is understanding the physics behind how it all works. But how can a strong foundation of aerodynamics save your life? One simple example is the lift to drag ratio for your airplane. At L/D max, or the best lift to drag ratio, you’ll find an approximate best glide speed.

5) Decoding Textual Weather
Whether it’s a METAR or PIREP, it’s your responsibility as a pilot to maintain your skills for decoding textual weather.

Need a refresher? Give our Aviation Weather Products course a try.

6) “Radio Talk”
Learning how to actively listen for your callsign in busy airspace with dozens of airplanes on-frequency is tough. Adding that to learning the correct verbiage provides quite the task for brand new student pilots. Here are some things you shouldn’t say over the radio.

7) Getting Into “School Mode”
First and foremost, getting your brain into a “school mode” can be tough, especially if you haven’t sat in a formal classroom setting in years. Learning to fly is undoubtedly fun, but there’s also a lot of work outside the cockpit.

Categories: Aviation, Flying, Gambia, Microlights | Tags: , , , , , | Leave a comment

Boldmethod’s Top 10 Stories Of 2016

2016 was a quite a year at Boldmethod, and we have readers like you to thank for it (thanks!).  So to wrap up 2016 and get ready for 2017, here are our 10 most popular stories of the year. Enjoy, and Happy New Year!

10) Pitch For Airspeed, Power For Altitude? Or The Other Way Around?

primary

 

You’re high on the glideslope. How do you correct? Do you pitch down, or do you reduce power? Read story…

 Source: Boldmethod’s Top 10 Stories Of 2016, According To You | Boldmethod

 

9) How To Fly An IFR Departure Procedure With A “Climb Via”

primary-pb

 

ExpressJet gave us a flight crew and a jet for the day (how cool is that?). So we went out and flew one of the more confusing things in instrument flying: a departure procedure with a “climb via”. Read story…

 

 

8) How To Survive An Engine Failure Immediately After Takeoff

primary-image

 

An engine failure is always something that will get your blood pumping, but there’s one place where it can be particularly pulse-pounding… Read story…

 

 

Source: Boldmethod’s Top 10 Stories Of 2016, According To You | Boldmethod
Categories: Uncategorized | Tags: , , , , , , | 1 Comment

Blog at WordPress.com.