Beginning in the 1970s, the requirement for airborne navigation databases became more critical. In 1973, National Airlines installed the Collins ANS-70 and AINS70 RNAV systems in their DC-10 fleet, which marked the first commercial use of avionics that required navigation databases. A short time later, Delta Air Lines implemented the use of an ARMA Corporation RNAV […]
Area Navigation (RNAV) systems, aeronautical applications, and functions that depend on databases are widespread. [Figure 1] Since the 1970s, installed flight systems have relied on airborne navigation databases to support their intended functions, such as navigation data used to facilitate the presentation of flight information to the flight crew and understanding and better visualization of
In the upcoming years, exciting new technologies will be developed and implemented to help ease air traffic congestion, add to system capacity, and enhance safety. Some of these seamless changes will be invisible to pilots. Others will entail learning new procedures, aircraft equipment, and systems that will introduce powerful new capabilities and dramatically increase the
Helicopters, unlike airplanes, generally operate under Visual Flight Rules (VFR) and require pilots to maintain aircraft control by visual cues. However, when unforecast weather leads to degraded visibility, the pilot may be at increased risk of Inadvertent flight into Instrument Meteorological Conditions (IIMC). During an IIMC encounter, the pilot may be unprepared for the loss
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Airplanes may have installed systems that provide alternatives in certain emergency situations. For example, ballistic parachute systems, if installed, may be deployed in an emergency allowing an airplane to descend slowly enough toward the ground such that occupants usually survive the resulting impact with minor or no injuries. Airplanes may also have an Emergency Autoland
Flight training in a multiengine airplane can be safely accomplished if both the instructor and the learner consider the following factors. The participants should conduct a preflight briefing of the objectives, maneuvers, expected learner actions, and completion standards before the flight begins. A clear understanding exists as to how simulated emergencies will be introduced, and
The approach and landing with OEI is essentially the same as a two-engine approach and landing. The traffic pattern should be flown at similar altitudes, airspeeds, and key positions as a two-engine approach. The differences are the reduced power available and the fact that the remaining thrust is asymmetrical. A higher-than-normal power setting is necessary
The total mechanical energy of an airplane in flight is the sum of its potential energy from altitude and kinetic energy from airspeed. The potential energy is expressed as mgh, and the kinetic energy as ½ mV². Thus, the airplane’s total mechanical energy can be stated as: mgh + ½ mV² Where, m = mass
This section begins with the basic principle of aircraft weight and balance control, emphasizing its importance and including examples of documentation furnished by the aircraft manufacturer and by the FAA to ensure the aircraft weight and balance records contain the proper data. Procedures for the preparation and the actual weighing of an aircraft are described,
To prevent these illusions and their potentially hazardous consequences, pilots can: Anticipate the possibility of visual illusions during approaches to unfamiliar airports, particularly at night or in adverse weather conditions. Consult airport diagrams and the Chart Supplements for information on runway slope, terrain, and lighting. Make frequent reference to the altimeter, especially during all approaches,
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