曝光臺 注意防騙 網(wǎng)曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費(fèi)者

does an airport with this box have?
6. When does a great circle match
the direction of a rhumb line?
7. To reduce speed from 450 kts to
350, and delay your ETA of 1200 by
10 minutes, when do you pull the
levers back?
8. If you are at 100° E, with a local
time of 1200, what is the GMT?
9. If the time in Question 8 changes
to 0200 on January 4th, what is the
GMT and date?
10. You are due to depart from 120°
W at 2000 on June 20th, for an
airfield at 120° E. If your flight
planned time is 10 hours, when will
you arrive?
11. If the standard time is 1400 hrs
Mountain Time (in Canada), what is
the standard time in Spain?
Some Answers
1. 960 miles. Line up 60 against 364
on the outer scale, then look for the
answer against 158 minutes.
2. Line up 14 on the inner scale
against 60 on the outer, to read the
groundspeed of 257 kts against the
60 triangle. Since this is more than
the TAS, there is a 7 kt tailwind.
3. 292° at 132 kts.
4. Great circle.
5. A heavy line box means an FSS
with standard frequencies, 126.7,
121.5 and 243.0. Others are above,
but, in this case, 243.0 isn't available.
6. At the midpoint of the track.
7. 5 mins at the original groundspeed
is 37.5 nm. At 100 kts (the speed
reduction), this is 22 ½ minutes. You
need to arrive at 1210, so subtract
this to get 1247.5 (call it 1248). As
for distance, 22 ½ mins at reduced
groundspeed (250 kts) is 125 nm.
8. Being noon, the Sun is overhead,
but 400 minutes (100 x 4) away from
Greenwich, so GMT is 0520.
9. The time difference is still 400
minutes, but it is the day before, so it is
1920 on January 3rd.
10. If you work through GMT, the
date takes care of itself. You start off
from a point 480 minutes (in time)
before GMT, which is 0400 on the
21st. If you add 10 hours, you arrive
at 1400 GMT (on 21st). The time
difference at the destination is also
480 minutes, so LMT arrival is 2200.
11. Mountain time is 7 hours behind
GMT, and Spain is 1 hour ahead, so
the standard time in Spain is 2200.
Flight Planning
This may appear tedious in the early
stages, but planning is actually
around ¾ of a trip – you're not just
getting paid for the flying! The more
planning you do, the more answers
you will have to hand when things
go wrong and the better the trip will
be, as any plan you have spent time
over is better than one cooked up on
the spur of the moment – this
especially applies with jets. If you get
yourself into a little routine, the
process will become speedier as time
goes by.
Proper Planning Prevents Poor
Performance.
Well begun, half done.
Points to remember are the weather
details for the destination and
alternates, plus takeoff alternates if
you have to land back in a hurry (this
could mean up to eight airfields),
check the runways available (and
crosswinds!) and NOTAMS, in case
any aids are out.
When IFR, most important are your
minima, especially for alternates
which, if you remember, are higher
for planning purposes.
Sometimes ATC have preferred
routings, which are in the CFS. Check
the altitudes on the route, and ensure
you have the performance to
maintain them – adjust your all-up
weight as necessary.
Take a look at the runway lights at
your destination (VASIs, PAPIs,
etc), so you know what to expect
when you pop out of the murk
(especially the decision bar, which is
1000 feet back from the threshold).
Always ensure you are using the
same units, that is, don't mix
magnetic and true headings and wind
directions. Either apply the magnetic
stuff to everything before you start,
or work it all out in true and apply
the magnetic variation at the end.
Keep ATC informed of delays,
otherwise SAR might be called out
by mistake!
326 Canadian Professional Pilot Studies
Fuel
Very few aircraft will actually take a
full load of passengers and fuel, so
you need to know how long it will
take between two points, find out
how much fuel it will take, then fit
the passengers in. Do not put the
passengers in first and fit the fuel in
afterwards! Not unless you plan to
stop en route, at least. Of all the
things there is absolutely no excuse
for in Aviation, running out of fuel
is one of them! If you have to take
less fuel, then you will have to stop
and pick up some more on the way,
　
中國航空網(wǎng) www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：Canadian Professional Pilot Studies2(76)