Posts Tagged ‘VOR’

Is flying VFR with an iPad prudent?

Wednesday, October 1st, 2014

At the risk of sounding old school, I’m going to address a topic about modern flight instruction. I got this particular idea while perusing an internet bulletin board. The issue was the practice of using an iPad for VFR navigation once the private pilot checkride is over. Is this a good idea?

The argument in favor of using the iPad comes down to one of convenience. Simply put, with electronic charts and GPS capability, it essentially renders obsolete the need to use paper charts or to keep a paper log. The pilot can simply follow the magenta line between points A and B. And all of this is true. Cockpit clutter is decreased, and theoretically so is workload. In the airplane in question, the panel does not have modern “glass” avionics nor a GPS; it features steam gauges and two VORs.

I believe that a private pilot should rely as little as possible on such electronic gee-wizardry, even when it’s mounted in the airplane. The reason I say this is that part of basic airmanship is learning, using, and understanding—truly understanding—the art of navigation. This includes the concept of calculating and using wind correction angles, compass corrections, and isogonic lines. Simply following a course line on a screen is not understanding; it’s rote, and rote is not a skill.

The skill of computing courses and distances and wind correction angles is not to be taken for granted. It needs to be practiced for awhile to be fully ingrained, and since new pilots generally only fly on good VFR days, there is no reason not to complete a flight log and use it (along with a sectional) while looking out a window. I have no issue with using an electronic sectional with no courses on it, because it is easier than using paper, and as a simple resource, it does indeed reduce workload.

Once the basic skill of filling out the blocks on a paper nav log are mastered, transitioning to a computer-generated one is not only reasonable, but on a long trip, prudent, as the computer is the most accurate method available. However, the pilot should still practice steering the proper course on the DG while using a VOR (when applicable), and should most definitely keep track of times and fuel burns. Where there is a discrepancy, you need to know how to account for it, and to come up with an alternate plan of action when one is called for (usually an unplanned fuel stop in a headwind).

Flying VFR with your head buried in the cockpit is not only a bad idea, it’s unsafe. There is a value in being able to fly from A to B using nothing but a chart, a watch, and a pencil. Besides, most of us learn to fly in part because we want to enjoy the view. The best way to do that is to use it to help you aviate and navigate.—Chip Wright

Which comes first: flying or ground school?

Wednesday, January 9th, 2013

It’s a classic aviation topic of discussion: Do you start with ground school or flying lessons?

The answer, of course, is yes.

Back in the day, pilots-to-be overwhelmingly sat in a classroom and learned the academic side of flying the same way they learned algebra, English, and history. Courses would run several weeks depending on how many days a week it met, and most students were flying concurrently. Nowadays, so many pilots engage in the self-paced home-study courses that it’s probably difficult to find a traditional ground school.

The advantage of starting with flying right away is that you have a much easier time keeping up your enthusiasm, and besides, flying is fun, so why not do it? The truth is that you can do both at the same time, but you need to learn how to do it efficiently and effectively.

The home-study courses available today are a far cry from what was available even 10 years ago, and they are light years ahead of where they were 20 years ago. Jeppesen used to charge a king’s ransom for a series of video tapes that accompanied the private pilot curriculum. Now, online classes and DVDs have replaced VHS, which means you can go right where you want to study, and better yet, it’s all interactive, which keeps you more engaged. The video quality is better as well. And Jepp being Jepp, they still charge a king’s ransom, but the Kings are still doing their thing as well.

There are some areas of study you should start with right away. Aerodynamics, the FARs, and weather are topics that you can’t get a jump on fast enough. Most people are more weather savvy today, thanks to the Weather Channel and the Internet, but aviation weather is still information intensive, so getting a leg up on it early is always a good idea.

But a few areas of study call for caution when it comes to getting too far ahead of where your training is. You should spend a lot of time reading, watching, and studying all of the maneuvers. However, don’t jump into trying to understand all of navigation until you are ready to do your cross-country flying. In more modern aircraft, you may already have a bit of proficiency with the GPS since you use it all the time. In older airplanes, it may just be you and your VOR indicators. I am a firm believer that you will be a better pilot—you’ll certainly be more knowledgeable—if you can do everything the old-fashioned way, and that includes using a manual E6B. After all, it doesn’t ever need to have batteries replaced. As for the panel-mount GPS, a good instructor will take the time to show you all the ins and outs you need to know as you need to know them.

When getting ready for your knowledge test, don’t do it by just memorizing all of the answers. Make sure that you understand the theory and the concepts discussed in each question. Be able to answer them using what you know, especially weight and balance and navigation questions. Some of them are indeed rote memorization (the FARs), but make sure you really know the material and know where to find it!

Learning all that you need to know can seem daunting, but if you break it down into chunks, it is much more manageable. Yes, you can fly before you open a book, but if you combine the two, you will have more effective learning and have a more enjoyable training experience.—By Chip Wright

Did you know? Opening your flight plan

Monday, June 11th, 2012

Opening a flight plan should be the easiest part of your cross-country. Tune in the nearest Flight Service Station on your radio, call ‘em up, request that the plan be opened, give your departure time, and on you go.

Except it isn’t, sometimes. You forget to call up flight service. Or you call them up and nobody’s home because you copied down the wrong frequency. Or you call them up and they hear you, but for some mysterious reason the flight plan you filed is not actually on file, so you have to give them all the details while trying to keep the airplane upright.

Last week, pending a VFR flight from Maryland to Tennessee, I called Lockheed Martin to get a standard weather briefing. (I don’t usually file by computer.) After the briefer and I had gone over all the weather and notams, he offered to have the flight plan opened at the specified time without my having to contact flight service. I was pleasantly surprised–I hadn’t known this option was available. And it worked! How do I know? Because I was a few minutes late closing the flight plan, and flight service called me to check up on my whereabouts.

When I called for a briefing on the return trip, no such offer was made. So if you want to take advantage of this service, you might have to ask. And make sure you make a realistic prediction of when you’ll be wheels up–because when you say you’re in the air, the clock is ticking.–Jill W. Tallman