An Aviat 67 is an expensive beast, though extremely well built. If you were going to use a slide computer, you won't get a better one - the AFE ARC 2 would be another good choice.

I still use my whizzie after over 40 years - it doesn't need batteries so no embarrassing silences when the calculator dies :) Also be aware that the electronic ones tend to use the American nautical mile which is a few feet less than the standard one of 6080 feet.

We train with the Jeppesen CR-3 circular flight computer - it is much easier to use than the Dalton/E6B slide thingies, and can be obtained new for around £26 off ebay. As there is a hole through the middle you can put a bit of string through it and use it one handed when you hang it from a suitable place in the cockpit. In our Beavers, there was a convenient hook by the door.

In the absence of the old workbook, which is well out of print, I have done a replacement (PM for details), and we have done an Android app for it as well.

Point of order, Paco. Both the American and British Admiralty nautical miles were 6080ft. The 'international nautical mile' is 1852m, just over 6076ft!

...and EASA, bless them, define a nautical mile as 1852 km, LO 061 01 05 01 in Annex II to ED Decision 2016/008/R.

I'll have to check with the Admiralty manual, but my understanding is that the British version is the one used for calibration and navigation in general, which is correct at 48 degrees of latitude. According to the Dictionary of Military and Associated terms from the US DOD, "The United States has adopted the international nautical mile equal to 1,852 meters or 6,076.11549 feet." That would be at 45 degrees.

That's a loooooong nautical mile, even for EASA! :)

But who cares - the calculators use 6076 - I'd forgotten the number, but you kindly supplied it! :)

According to Wiki The US abandoned the longer nautical mile in 1954 and the UK changed in 1970. TBH we still teach 6080ft because (i) its easier to remember along with 3280 and 5080 (ii) the error is only 0.065% (iii) if you use the calculator the conversion is accurate anyway.

That about sums it up!

Could you please explain in which way it would be better ?

More computations available ? (given that any computer can do any multiplication I don't see much more to do beyond that, except of course CAS TAS Mach conversions, and density altitude, and wind computation)

More precision ?

A better build ? (easier to move the sliding circle to an exact position)

(For the record, I wouldn't use any specialised electronic computer, just my general purpose calculator which can do everything when programmed right)

So, what about ATPL exams ?

In any case, thank you paco for all the info you're providing. It looks like you are working for an FTO ?

You might want to check that you are allowed to use a programmable calculator.....

That aside, the CR-3 is cheaper and way more logical. It doesn't use a slide, and is based on cosines. The slide rule side is similar to the others, it is true, but it's the wind side that scores - it makes grid navigation a breeze.

http://www.captonline.com/CR3.jpg

In the picture, your true course is 130. Your grid course is shown opposite your longitude, in this case 090 degs opposite 40E.

You can do this a little bit with the CRP-5, but it goes all the way round on the CR-3.

Also, convergency.

http://www.captonline.com/CR32.jpg

180 nm on the outside scale, find the cosine of the latitude, in this case 54 degs N, departure is right opposite (the sine of 36 is the same as the cosine of 54).

Busted! :) I do indeed work for an ATO .

Advice re: ATPL groundschool in the UK
 

Fellow pilots,

I am an FAA IR/CPL (Irish national), and have spent hours researching different schools for the next step of my training. I plan to commit to a UK-based Distance Learning course in order to maintain my present source of income as a flight attendant. I would appreciate any reviews/recommendations from current/past students/instructors/experts.

I am particularly interested in an updated review of CATS, as the price is enticing but my research is inconclusive as to the consistency and quality of the instruction.

I am looking for an ipad based, offline course that provides high quality animations and consistent textual instruction. Also important to me is the quality of instruction during the brush up courses. While my research indicates that BGS scores highly in all these regards, I would appreciate input of any recent/present CATS/Padpilot users out there so that I can decide which way to fly...

Hello
I am reading something very weird in my Oxford ATPL books (fifth edition)
In Air law, 10.4 (page192), it is stated that a holding pattern should be flown at M0.83 if at or above FL340.
WTF ? M0.83 is above MMO for numerous aircraft..

Thanks

That's the maximum allowed speed, not a "you must fly this" speed.

Ok so I guess that's a mistake of my textbook.. "Holding patterns are to be flown at the following speeds :"
Then it proceeds to give a table of speeds including the M0.83 of above.

Another surprising point is that the turbulent conditions speeds are higher than the normal condition speeds. Why would you be allowed to go faster in turbulent conditions ? To go through higher variations of VRTG and get past VNE more easily ?

"ICAO Doc 8168 Vol 1 §6 ¶ 1.3.1 Holding patterns shall be entered and flown at or below the airspeeds given"

Get past VNE more easily - What do you mean by that? Why would you want to exceed VNE?

Because in turbulent air it is common to see speed increase in unwanted manners.
So i was being ironic, basically.

The usual recommendation for going through rough air is to decrease speed (under vra), not increase the maximum allowable. I dont have my book right now but the max speed increased from 230kt to 280kt when in rough air, which seems absurd.

I will google that icao doc tomorrow

Exam Questions (HELP)
 

Hi All

I'm struggling to work these questions out.

1)The altitude of an airfield with an ATZ is given as 350ft, how high will the ATZ be above the airfield?

2)You are flying at 4300ft on a QNH of 1003 under controller airspace which has base of FL45. Are you in controlled airspace?

3)You are travelling at 270knts with a tailwind of 30knts, how long will it take you to travel 150nm?

4)You weigh 95kg, your friend weighs 85kg. Your aircraft has an empty weight of 265kg, how many litres of fuel can tou carry without exceeding your MOTW of 450kg?

Can anyone help me out by showing how to work these out?

1) Trick question. Air Traffic Zones always have a height of 2000ft above the aerodrome. Because it's above an AD with an elevation of 350ft, the height of the ATZ will be 2000ft but it's altitude will be 2350ft.



2) Flight Levels are based off standard QNH of 1013hpa. 1hpa = 27ft.

1013hpa - 1003hpa = 270ft difference.

The pressure setting you are flying via is lower than 1013.

The easiest way to think about this is -

When you move the sub scale knob on the altimeter to the right to increase the value to 1013, the altimeter needle will also increase.

It will increase by 270ft.

4300ft + 270ft = 4570ft pressure altitude = above FL45. You are in controlled airspace.




3) 270kts airspeed + 30kts tailwind = 300kts ground speed.

speed = distance / time therefore time = distance/speed

time = 150nm / 300kts = 30 mins.



4) Pilot and passenger total weight = 180kg.

180kg + aircraft weight 265kg = 445kg.

You can only carry 5kg of fuel. Question asks for it in litres.

The specific gravity SG of AVGAS is roughly 0.72.

5kg / 0.72 = 6.9 litres.

You can only carry 6.9 Litres before infringing on the aircraft's MTOW.

Hi wingwarrior, I would recommend a look at Calendonian, their notes are good, can highlight them in a PDF which is good, also recommend a BGS login. Will send you a DM on experience of my school.

Hello
I just received my access to aviationexam databases.

What should we do if the answer to the question is debatable ?
For instance I once had to choose between :
A STAR means standard instrument arrival
B STAR means standard arrival

My book says : STAR means standard (instrument) arrival

I don't care about this particular question, but what should we do in the general case ?
Does this database really contain most of the questions we'll see on the exam day and their correct answer ?

My method will now be to first read the books, and then do the questions (at the end of each book or at the end of each major chapter of that book), dividing my time equally between them : is this a good strategy ?

I would like to get both 90+% and the real knowledge to pass interviews later
And for that I will be working six full months at 25-30 hours per week (have been doing so for already one month)

Maybe subjects should be separated into a "scientific/critical thinking" category (such as flight mechanics) and another "brainless QCM answering" category like air law, and a different method used for each category ?

Thanks for all suggestions, as I hope to be taking my ATPL th exams once in my life, I won't have a trial run.

I know you said you didn't care but ICAO DOC 8168, Definitions, gives:

"Standard instrument arrival (STAR). A designated instrument flight rule (IFR) arrival route linking a significant point, normally on an ATS route, with a point from which a published instrument approach procedure can be commenced."

So your book is not 100% correct by including the brackets. A small point I agree but even with that information you would answer (a). In the general case you can either ask the database provider or your ATO for clarification or check online. I would not say that this was actually debatable as VFR arrival procedures also exist and would fall under the definition given at (b).

I do care, however, about how I could learn this without reading the complete billions of pages of ICAO/EASA documentation.

Similar question in this topic :
http://www.pprune.org/professional-p...ml#post9640592