Flight Rules of Thumb - ONLY...!!!

[Flyting]

What flying Rules of Thumb do use in your everyday flying...?
Been searching the site and came up with a few from various threads, which started out as possitive and ended as :mad:.

Irrespective of what machine you're flying, where you're flying, or what job you're flying.

Oh, and try not post any useless information or :mad: comments. This would be a great resource to all pilots if everyone shared their experience instead of turning it into a joke/comment/cheque's in the mail/trust me I'm a Dr... :ugh::ugh::ugh: thread...!

[BlenderPilot]

AS350: For training we use 5ft hover power as the reference for take-offs.If simulated max pwr is the same as hover pwr, a cushion creep is possible. For an IGE towering take off 5-10% over hvr pwr is required. For an OGE take off, a minimum of 10% over hvr pwr is needed. A figure of 10% less than hvr pwr is a suitable figure to use as a max for teaching limited pwr running landings - it ensures that the run on speed is not excessive.

Nice Stuff. What is a "Cushion Creep"?

[ab33t]

When in icing and you can see the wing through the ice you are clearly in trouble

[Whirlygig]

Always use the search function ....:}

http://www.pprune.org/rotorheads/334058-your-favourite-old-timers-rules-thumb.html

Cheers

Whirls

[MightyGem]

What is a "Cushion Creep"?
Just a way of transitioning to forward flight using as least amount of power as possible. From as low a hover as possible, just gently ease forward on the cyclic. The aircraft will move forward. Ease the collective up just to maintain height, or allow some run on along the ground. As translational lift takes effect the aircraft will then climb. Works different for different aircraft. When I was flying the Lynx, from a 5-10' hover, it would fly away without having to touch the collective.

[DTibbals53]

When flying a 3 degree glideslope, the target rate of decent is 50% of ground speed times 10. For example: 90Kts GS / half = 45 x 10 = 450 fpm. Take the GS by half and add a zero is the easy way to think of it.

This will get you very close to dead on target.

Another rule of thumb: If you are all thumbs that day, it is a bad day to fly!

[GoodGrief]

90Kts GS / half = 45 x 10 = 450 fpm

which translates into ' 5 times GS '

saves brain power.

[RaymondKHessel]

Some pretty remedial ones for the R22/R44:

On approach, check 3-2-1 (http://wikirfm.cyclicandcollective.net/wikirfm-pplh/settling-with-power/) to avoid settling with power: Rate of descent less than 300 fpm whenever using >20% power and below 10 KIAS. It's not perfect and a bit conservative, but it's a good pre-landing check. (And for better or worse, this or some variation is drilled into most students' heads.)

The fuel gages show your endurance (http://wikirfm.cyclicandcollective.net/ground-lessons/flight-plan/): a full main tank is good for 2 hours and a full auxiliary is good for an hour.

For hover autos...well, this isn't a rule of thumb really, but throttle-pedal, settle-pull (http://wikirfm.cyclicandcollective.net/wikirfm-pplh/hovering-autorotations/). It's just a good way to break that maneuver down.

I think this is a good thread...the other one was more tongue-in-cheek (and already 6 pages!).

[SilsoeSid]

Never go anywhere your brain hasn't been 5 minutes previously.
:ok:

[VfrpilotPB/2]

Rule of Thumb:.. Never believe your fuel gauge.:ok:

PeterR-B
vfr

[MightyGem]

a full main tank is good for 2 hours and a full auxiliary is good for an hour.

Errr...won't that depend on the size of the tank and your fuel burn?

[Gas Producer]

Errr...won't that depend on the size of the tank and your fuel burn?
I think Mr Kessel did specify R22/R44, and he's about right.

One I use everyday....

True airspeed is 105% of that indicated for every 3,000' DA.

GP :}

[Fareastdriver]

Use your experience so as not to get into situations where you need your experience to get out of them.

[MightyGem]

I think Mr Kessel did specify R22/R44
So he did. :O

[albatross]

Rule of Thumb:.. Never believe your fuel gauge.

Rule of thumb - ALWAYS believe your low fuel light.:eek:

[Impress to inflate]

If in doubt, there is no doubt.

i.e if your not sure, don't do it or cross check and remove any doubt

[peterprobe]

Say no when you feel its a no. Don't delay on your feeling of professionalism.... it will bite you. No one will thank you when it's a burning wreck or trashed in a field!!!:ugh:

[Gas Producer]

So at 6,000 the true airspeed is 210% of that indicated.. or did I get that wrong..?

Fellow Rotorheads,

My apologies. I normally put more thought into what I write.

This should leave you in no doubt:

For true airspeed: Add 5% of your indicated airspreed to your indicated airspeed for every 3,000' of DA.

So, 100kts IAS, 3,000'...105kts true. 120kts IAS, 9,000'.... 138kts true.

Hope this clarifies :ok:

A couple of others...

If in doubt, chicken out.

You're only gonna crash when you're near the ground.

If you can't hover, don't bother (landings at altitude).

If you think you're trying too hard, you probably are.

GP :}

[diginagain]

Another pre-field landing checklist;

Crops
'Oles
Cows
Kids
'Umps
Poles

[Flyting]

General

Confined Landing:
Do the P.A.W.S. check:

Power

http://i101.photobucket.com/albums/m78/whirleybirdsa/powercurve.jpg

Draw a horizontal line across the graph from point B (IGE Hover) to point C, which is X speed in straight and level flight. Point B and point C both use the same power. The trick is to know what the speed at point C is. To find this, when lifting off, stabilize into an IGE hover and read what power is being used. Now, using that same power, establish a S&L flight +-500’ above your IGE hover alt. Read what speed that particular aircraft gives at that IGE power setting.
Now when you come to land at a different LZ, reverse the process. Fly at the speed you obtained earlier, as you are approaching the LZ at +-500’ agl, and check what power you are using. This will give you an idea for what you will be using for an IGE hover at that LZ.
Obviously, the graph shifts according to altitude, temperature, etc, but it is an easy way of figuring it out instead of having to add/subtract Tq/MAP to give an IGE power required.

Area

Wind
Wires
Way in/Way out

Size
Shape
Sun
Surroundings
Slope
Surface

Rough rule of thumb to get you going. Every ten pounds you want to lift will require one horsepower.

When flying a 3 degree glide slope, the target rate of decent is 50% of ground speed times 10. For example: 90Kts GS / half = 45 x 10 = 450 fpm. Take the GS by half and add a zero is the easy way to think of it.
This will get you very close to dead on target.
or:
which translates into ' 5 times GS '

120KTS= 2 miles a minute

At 1500' you can see the legs of horses
At 1000' you can see the legs of cows
At 500' you can see the legs of sheep

Fuel consumption of an aircraft engine is equal to 1/2 the Hp divided by 10. (160 hp engine. 1/2 the hp = 80 divided by 10 = 8 gph)

Never believe your fuel gauge-Always trust your Low Fuel Light

For true airspeed: Add 5% of your indicated airspeed to your indicated airspeed for every 3,000' of DA.
So, 100kts IAS, 3,000'... 105kts true. 120kts IAS, 9,000'... 138kts true.

70% Tq does not give you "VNE", I was just saying in the 14 different airframes I have flown, a rule of thumb I have found that much above 70% Tq gives you high fuel flow without a whole lot of airspeed increase.

A formula to work out a rate of turn (degrees per sec
for a given airspeed and angle of bank)
Use 10% of IAS +7 e.g.: 100kts = 17 AOB e.g.: 80kts = 15 AOB
this is a std rate one turn 360 degree in 2 min.

A 3-degree glide slope is a decent of 318 feet per nautical mile. A good rule of thumb to determine the rate of decent required to maintain a 3 degree glide slope is:
AS/2 x10= ROD, example: 120knots/2 x0= 600 ft per min.

You need 100 ft to accelerate 10 Kts in auto. Therefore, to accelerate to 50 Kts you need approx 500 ft.

NVG
The dusk period and resultant sky glow issues are so variable as to defy any attempt at ANOTHER prescriptive restriction or rule. One outcome based rule of thumb that we are going to trial as an SOP is as follows:
"IF the NVG image is washed out AND you feel you have to go in unaided AND you want to turn on the searchlight to help - then you should postpone the landing until dark enough for NVG"

Secondly we have a rule of thumb to deal with reduced vis or very poor contrast conditions....if you are down to 400' and 60kts then abort and turn back seek alternative method (such as IFR).

Humidity Factor/Performance
0% humidity = baseline
25% humidity = +100 feet DA, and minus 1% power (therefore -1% gross weight to hover.)
50% humidity = 200 feet DA, and minus 2% power
75% humidity = +300 feet DA and -3% power
100% humidity = +400 feet DA and -4% power.
So, for each 25% humidity above 0, subtract 1% from your hover weight.

206:
+- 10% power is needed for OGE than IGE
You lose +-3% Tq for every 1000’ gained
+- 1% Tq is lost with every 1.5 deg OAT gained
Never pull the collective faster than the Tq needle can move

33lbs per 1% of torque. Obviously any tot or n1 limitations would have to be taken into account.

Check what power (torque) it uses to maintain level flight at 80KIAS about 500' above your intended landing site. Add 20% (torque) to that figure to give you a IGE hover. To climb back out of the landing site add another 10% and if you have picked up some freight or Pax add 1% for every 15Kg.
The advantage of this method is it automatically takes into account the altitude you are operating at.

Fuel consumption:
206B = 25 US gals/Hr

A119
Will cruise at 145 kts @ 90% TQ at 2720 kg but burn a lot of fuel.
We normally fly at 68-70% TQ again at MAUM and accepted 123 - 125 Kts, giving a range of 450 nm

UH1H/205:
1 inch of TQ is about 400lbs of payload.

Fuel consumption:
Bell 205 100Lbs = 10Mins

AS350:
For training we use 5ft hover power as the reference for take-offs. If simulated max power is the same as hover power, a cushion creep is possible. For an IGE towering take off 5-10% over hover power is required. For an OGE take off, a minimum of 10% over hover power is needed. A figure of 10% less than hover power is a suitable figure to use as a max for teaching limited power running landings - it ensures that the run on speed is not excessive.

Fuel consumption:
AS350 is easy 10% = 20mins

R22/R44
You lose about 1" MAP off the Max and must add 0.5" MAP to the IGE for every 1000' alt gained to get your power available for T/Off & Landings

The fuel gages show your endurance (http://wikirfm.cyclicandcollective.net/ground-lessons/flight-plan/): a full main tank is good for 2 hours and a full auxiliary is good for an hour.

[Oogle]

There is always enough time for a quick walkaround before flight. :O

[P1,P2,P45]

Never fly the A model of anything! (unless you would like your significant other to try the B model of you)

Pay attention to what the birds are doing, if they aren't flying you shoud consider giving it a miss.

If you are inland and a considerable distance from the shore, and you should see a seagull, consider remaining where you are and stay away from the coast.

If you 'think' you might be flying behind the aircraft, it's too late you already are!

[Hell pirate]

Rules were only ever started for Military use in times of war. Which when at war, there are no rules. And then Air law was only ever written for lawyers to make money. They were written by a German Jew who started before 1934
First ever rule, a wave of a hand or fist.:ok:
If you can see a 100 foot then fly a 100 mile, just don't hit anyone or thing.:{
And don't get lost.:D
Anybody care to contribute.

Ok cant post it as there are to many characters (26479) so you will have to read it for yourselves... The Hague Rules of Air Warfare - World War I Document Archive (http://wwi.lib.byu.edu/index.php/The_Hague_Rules_of_Air_Warfare)

The Hague, December, 1922-February, 1923
[These rules were never adopted by the powers concerned.]


These rules come along before our time but as you can see they are all for warfare. I have been trying but to no-avail to find the first ever civi rule book and when this was published. Most of what I have found is about over-flying other Territories air space. and as I've said, it was written for lawyers not pilots.
So are all pilots, flying lawyers. Not me.:=

[Colibri49]

1) If you think you've thought of it all, think again.

2) Particularly with IFR flight, do VAs by reference to the checklist.

3) New unregistered cables have a habit of appearing out of nowhere.

[bluestack]

"if you're looking out the window enjoying the view - you're missing something"

Not correct in all cases, but a good prompt to give everything a scan..

[Fokker DVII]

"If your altimeter is falling, so is the sky"

This one references the Kollsman window on the altimeter.
If you notice when ATC announces the altimeter setting over the freq that the Kollsman setting is continuously going down ... usually it means the ceiling is too.

[Hughes500]

Remember to remove the ground power connector before take off !:ooh:

[Cows getting bigger]

Keep the aiming point just above your toes - (22 autos).

[heloguy412]

When you can't remember the rules of thumb use T.L.A.R.
"That Looks About Right".

I have found that students who use rules of thumb tend to be very robotic in the cockpit. Try to feel what the aircraft is doing using your eyes, ears, and seat of your pants.

Keep the rules of thumb in your back pocket for when you fly IFR.

[organ donor]

UH-1H

A rise of 2 degrees C causes a loss of 1.5 PSI torque

A rise of each 1000 foot in altitude will cause a loss of 0.75 PSI torque

An increase of 1 PSI torque is equivelent to 200 LBS lift capability

For a given power setting, there is approx 1000 LBS difference in gross weight between IGE and OGE

Hovering OGE requires approx 5 PSI torque more than IGE

[SASless]

Limitations are for Normal Operations!

There is nothing "normal" about crashing!

Ass, Tin, Ticket in that order!

Helicopters are reusable containers for precious cargo.

[inmate]

1. The Altitude above you is usless

2. The Fuel used is usless

3. The Airport behind you is usless