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THE G-CBRR FLYING GROUP RULES

2008-11-13T17:54:00.000-08:00

THE G-CBRR FLYING GROUP RULES

GENERAL
1. Any operations for renewal of aircraft C of A or the issue/renewal of a permit to fly will only be undertaken by the person authorised by the CAA/PFA to undertake such tests;
2. It is the responsibility of members intending to fly as Pilot-In-Command of the Group aircraft to ensure that the aircraft is serviceable and all pre-flight actions required of a Pilot are completed;
3. Normally, unless agreed otherwise, fuel/oil for a minimum of one hour's flight should remain in the aircraft after use. The aircraft will be left in a clean and tidy state for the next member's use;
4. All members should know and understand the aircraft systems and emergency checklist actions required;
5. All flights must be booked in and out in the Group Movements Book, along with fuel/oil uplifts and defects and comments;
6. Any adverse comment or defect will be dealt with in consultation with a Group official, i.e. Chairman / Secretary / Treasurer / Technical Officer.

THE RULES OF THE FLYING GROUP

1. The Name of The Group
The full name of the "Group" is The G-CBRR Flying Group

2. Object
The object of the Group is to provide safe and economical flying for the members of the Group through the operation and ownership of an aeroplane or aeroplanes (maximum number of members is legally limited to 20).

3. Administration
The Group shall be administered by a Committee consisting of a Chairman, Secretary and Treasurer. The Committee shall be elected annually by the members of the Group. The member acting as, and registered as Trustee for the Group shall ensure that Insurance and maintenance provisions are in place and Permit renewals are dealt with.

4. Annual General Meeting
An Annual General Meeting shall be held within three months of the end of each calendar year, at which the reports of the Committee and the audited accounts of the Group shall be considered. The Chair will be taken by a member elected at this meeting by the members present. The meeting shall elect the Committee, appoint honorary auditors and consider any other relevant business. A summary of the audited accounts and the agenda of the Meeting shall be sent to all members at least fourteen days before the date of the meeting.

5. Membership
A person of not less than 18 years of age and possesses a current PPL which qualifies them to fly the aircraft type may become a member of the Group in accordance with paragraph 17(d) and by paying to the Honorary Treasurer or the share holder the agreed purchase price for one share of the Group. All members shall have one full vote in matters concerning the Group, with the Chairman having an additional (casting vote). Members shall have equal rights to use the aeroplanes owned or operated by the Group subject to the operational regulations currently in force, and shall have equal obligations towards their maintenance.

6. Persons permitted to fly
Only members and a small number of named pilots specifically appointed by the Committee (and notified to the Group's insurers) to act as training or check out pilots may act as Pilot-In-Command. A member may carry a passenger at his discretion and may also permit the passenger to pilot the aeroplane although the member must at all times remain Pilot-In-Command.

7. Value of a share
In the event of a member being expelled, or a share being offered to the Group by a resigning member or the family of a deceased member, the Committee shall decide the price at which the Group may offer to buy the share. The price shall not be less than the one portion of audited net assets of the Group. In the case of failure to agree, reference may be made to a mutually acceptable independent assessor. The Group shall be under no obligation to purchase any share.
A resigning member may sell his share to a prospective member in accordance with Rule 8, for whatever sum they agree between them.

8. Sale of a share
Any member wishing to sell a share shall give notice of his intention to the Secretary. The member has the primary responsibility for finding a replacement, but all members are to be encouraged to advertise the vacancy. A prospective member shall be given a copy of the Rules and a list of members and be invited to attend the next meeting. After this meeting the remaining members shall decide in accordance with Rule 17 whether or not to admit him. The Group shall not act unreasonably in considering proposed members. Nothing less than a full share may be sold. Exceptionally the Group may purchase the share.. Any moneys owed to the Group by the share holder selling the share must be paid before the transfer is finalised.

9. Share Certificate
Each member is to receive a Share Certificate showing they are a member of the group and the method of transferring his share to a new member. A sample Share Certificate is to be kept by the Treasurer with the Rules of the Group.

10. Expulsion and Suspension
The Committee may summarily suspend a member's right to act as Pilot-In-Command, co-pilot or passenger, if it considers that the member's conduct has been, or is likely to be, detrimental to the interests of the Group; the reasons to be given in writing to all members within one week. A member so suspended shall have the right of appeal at the next meeting of the Group, which shall be held as soon as possible afterwards and in any case within one month.
An appeal will be decided by a vote of all members present. The member shall continue to pay the monthly subscription. The expelled member does not forfeit his/her right to sell the share in accordance with Rule 8.

11. Liability
The operation of the Group aeroplane shall be at the risk of the member acting as Pilot-In-Command. Each member hereby undertakes that he/she will not knowingly do or cause to be done any act that would invalidate the Group's insurance policies, and will make no claim or proceedings against the Group or any individual member for any act or omission or defect in respect of the condition of a Group aeroplane or its equipment.

12. Insurance
The Group shall maintain adequate insurance policies for its aeroplanes and operations as decided necessary by the Committee which shall include a minimum of Third Party and Passenger Liability of £1 million and all risks hull insurance as appropriate to the current value of the aircraft. If as a result of an insurance claim or damages up to the value of the current excess, that amount is the responsibility of the member in charge of the aeroplane at that time. The member has, however, the right to approach all other members with the request that they all contribute towards payment. Any member who is identified by the Group's insurers as a special risk may be required to bear any additional premium resulting from their use.
Any new Shareholder joining the Group must disclose to the Committee any previous Insurance Claim and /or Accident in which they have been involved.

13. Accounts and Subscriptions
a) It is a condition of membership that monthly subscriptions shall be paid monthly by the start of each month by banker's order or by other arrangements acceptable to the Treasurer.
i) If a member fails to pay, they shall be liable to pay in addition to the overdue monthly subscription payments a fine of an amount equal to the total of the overdue payments. Such a fine may subsequently be reduced or waived at the discretion of the members voting by a simple majority in a monthly meeting. A defaulting member shall be entitled to ask for the fine to be reviewed at a monthly meeting but not to vote on any proposal on the subject.
ii) A defaulting member will also be suspended until such time as he or she shall have paid all outstanding subscriptions and fines.
iii) If a defaulting member shall fail to clear all outstanding debts or fines within 12 months of being requested to do so their share shall be forfeit to the Group.

b) Subscriptions will be based on predicted expenditure on maintenance, hangarage, insurance, administration, etc. and such permit fees as may be necessary, but shall in any event represent the most economical costing.

c) Flying charges will be reviewed periodically by the Committee. The charges will be based on predicted costs directly incurred through flying.
i) Payment for flying is to be made by cheque or cash on receipt of a monthly account, or by such other method as is agreed with the Treasurer.
ii) Payment should be made within two weeks of such receipt or not later than four weeks. The member will be suspended if the payment is outside the four week period until the payment has been received.

d) An adequate reserve is to be accumulated for contingencies.

e) Properly kept books and accounts must be available at reasonable times for inspection by members.
i) These accounts should be audited at the end of each calendar year by two members in conjunction with the Treasurer.

14. Levies
In exceptional circumstances a cash levy may be raised equally on all members. Failure to pay within three months may result in withdrawal of privileges as in Rule 13.

15. Drawing rights of Bank Account
Cheques will normally be signed by the Treasurer, but the Group may authorise an alternative signatory.

16. Disbandment
In the event of the Group being disbanded all assets shall be realised and all moneys divided equally between members, after payment of all outstanding debts.

17. Quorums and Majority Decisions
a) Alterations to the Rules shall only be made at the request of two or more members. The proposed alterations must be sent to all members in writing at least 14 days before a meeting is held. To alter the Rules a majority of at least two-thirds of all members is required. If, due to absence, a two-thirds majority cannot immediately be obtained, absent members must be contacted by the Treasurer or Chairman to present to them the views of the meeting and to determine their votes which will be counted at the next ordinary meeting, when the proposed change of Rules will be ratified or rejected
b) Expulsions, in accordance with Rule 10, may only be effected by a majority of at least two-thirds of all other members, using the procedure as in Rule 17(a), and after all members have been notified of the proposed expulsion.
c) A decision to raise a cash levy may only be made at a meeting and by a two-thirds majority of all members. If an immediate two-thirds majority cannot be obtained due to absence, the procedure will be as in Rule 17(a).
d) The agreement to admit a new member to the Group shall be by a two-thirds majority of all members after all having been consulted, and after the objections of any member to the prospective member have been communicated to all other members.
e) The procedure for disbandment shall be as for a change of Rules, (Rule 17(a)).
f) All other major policy decisions shall be made at a Meeting by a simple majority of all members. If due to absence a simple majority is not obtained the procedure shall be as in Rule 17(a).
g) Minor policy decisions shall be made at a Meeting by a simple majority of members present.
h) A Meeting is defined as one for which notice has been given to all members a reasonable time ahead of the suggested date, not less than 14 days, and for which a reasonable venue is required. Two or more members may require a meeting to be specially convened.
i) A Quorum at an Annual General Meeting shall be 2/3 of members and at other meetings it shall be ½ of members.

18. Compliance with Regulations
All members of the Group must comply with Local and National Laws and Regulations, as well as the Group Rules and Operational Regulations.
All previous Rules of the Group are hereby revoked. A copy of the foregoing Rules is to be attached to the Minute Book.

I ________________________________________ hereby agree to the
Rules of The G-CBRR Flying Group as written above.
I confirm my name and address is as follows and will inform the Treasurer of any future instructions.

AIRWORTHINESS DIRECTIVE

2008-11-13T17:53:00.001-08:00

AIRWORTHINESS DIRECTIVE
For the reasons set out in the background section, the CASA delegate whose signature appears below issues the following Airworthiness Directive (AD) under subregulation 39.001(1) of CASR 1998. The AD requires that the action set out in the requirement section (being action that the delegate considers necessary to correct the unsafe condition) be taken in relation to the aircraft or aeronautical product mentioned in the applicability section: (a) in the circumstances mentioned in the requirement section; and (b) in accordance with the instructions set out in the requirement section; and (c) at the time mentioned in the compliance section.
Cessna 208 Series Aeroplanes
AD/CESSNA 208/21 Low Airspeed Awareness System 7/2007

Applicability: Model 208 and 208B aeroplanes, all serial numbers.
Requirement: 1. Install a low speed awareness system in accordance with the instructions in Cessna Service Bulletin CAB06-11 and Cessna Caravan Service Kit SK208-171, both dated 9 October 2006.
2. Incorporate the following new S1 ‘Known Icing Equipment’ Aircraft Flight Manual (AFM) supplement into the applicable AFM/Pilot’s Operating Handbook (POH):
AFM/POH Supplement Affected Aeroplane
Model 208 (675 SHP) FAA-approved Flight Manual Supplement S1 “Known Icing Equipment,” Cessna document D1352-S1-10, dated 20 February 2007, or later FAA-approved revision that incorporates the same information. Model 208 aeroplanes with a Pratt & Whitney of Canada Ltd (PWC),
PT6A-114A turboprop engine installed (675 SHP) or FAA-approved engine of equivalent or higher horsepower installed, equipped with airframe de-icing pneumatic boots, which are not currently prohibited from flight in known or forecast icing.
Model 208 (600 SHP) FAA-approved Flight Manual Supplement S1 “Known Icing Equipment,” Cessna document D1307-S1-09, dated 20 February 2007, or later FAA-approved revision that incorporates the same information. Model 208 aeroplanes with a PWC PT6A-114 turboprop engine installed (600 SHP) or FAA-approved engine of equivalent horsepower installed, equipped with airframe de-icing pneumatic boots, which are not currently prohibited from flight in known or forecast icing.
Model 208B (675 SHP) FAA-approved Flight Manual Supplement S1 “Known Icing Equipment,” Cessna document D1329-S1-10, dated 20 February 2007, or later FAA-approved revision that incorporates the same information. Model 208B aeroplanes with a PWC PT6A-114A turboprop engine installed (675 SHP) or FAA-approved engine of equivalent or higher horsepower installed, equipped with airframe de-icing pneumatic boots, which are not currently prohibited from flight in known or forecast icing.
Model 208B (600 SHP) FAA-approved Flight Manual Supplement S1 “Known Icing Equipment,” Cessna document D1309-S1-10, dated 20 February 2007, or later FAA-approved revision that incorporates the same information. Model 208B aeroplanes with a PWC PT6A-114 turboprop engine installed (600 SHP) or FAA-approved engine of equivalent horsepower installed, equipped with airframe de-icing pneumatic boots, which are not currently prohibited from flight in known or forecast icing.
Note 1: The aeroplane Owner/Operator holding at least a Private Pilot Licence may carry out the AFM/POH changes detailed in Requirement 2 provided that they make an entry in the aircraft records showing compliance with AD/CESSNA 208/21 Requirement 2.
3. Remove the placards installed on the aeroplane in accordance with AD/CESSNA 208/20 Amdt 1 Requirement 2.c.
4. Remove any temporary revisions and amendments from the AFM/POH incorporated in accordance with AD/CESSNA 208/20 Amdt 1.
Note 2: The aeroplane Owner/Operator holding at least a Private Pilot Licence may remove the placards and carry out the AFM/POH changes detailed in Requirement 3 and 4 respectively, provided that they make an entry in the aircraft records showing compliance with AD/CESSNA 208/21 Requirement 3 and/or 4 as applicable.
Note 3: FAA AD 2007-10-15 Amdt 39-15056 refers.
Compliance: For Requirement 1 - Within 90 days after the effective date of this Directive.
For Requirement 2 - Concurrent with Requirement 1.
For Requirements 3 and 4 - Immediately after compliance with Requirements 1 and 2.
This Airworthiness Directive becomes effective on 5 July 2007.
Background: Currently AD/CESSNA 208/20 Amdt 1 requires the incorporation of information into the applicable section of the AFM/POH together with the installation of placards. This Directive was based on FAA AD 2006-06-06 as corrected on 5 April 2006. Since AD 2006-06-06 was issued Cessna has issued new S1 AFM supplements addressing ‘Known Icing Equipment’ and developed a low airspeed awareness system.

Consequently, this Directive requires the incorporation of the applicable AFM supplement revision together with the temporary retention of the requirements of AD/CESSNA 208/20 Amdt 1 until the new AFM supplement revisions are incorporated. The Directive also requires the installation of a low airspeed awareness system. (One of the revised AFM supplement requirements being the installation of a functional low airspeed awareness system to operate the aeroplane in known icing conditions.)
This Directive is issued to assure that the pilot has enough information and the necessary equipment to prevent loss of control of the aeroplane while flying in icing conditions.
AD/CESSNA 208/20 Amdt 1 will be cancelled once the compliance period of this Directive has passed.

Charles Lenarcic
Delegate of the Civil Aviation Safety Authority
22 May 2007

Criteria forming Game

2008-11-13T17:51:00.001-08:00

Criteria forming Game

Aims
To demonstrate the principles of criteria forming
To demonstrate problems and solutions around the use of criteria.

Game – The Aeroplane Game
Tell the group that each individual is to make an aeroplane
Each aeroplane will be flown and the best one selected from the group.
But first we need to decide on the criteria in deciding which is the best plane.

Get the group to brainstorm some criteria to assess how we could possibly assess which is the best plane.
Then get the group to pick the best five.

Then get the group to make their aeroplanes.

Once completed, each plane is to be assessed individually (?5 minutes for each). Examples of criteria might be:
Design
Length of flight
Duration of flight before fall
Etc etc

Use a scoring system… 1-5 points for each criterium (1 poor, 5 excellent)

At the End
Get the group to brainstorm problems with the criteria and method used for assessing. What redefinitions would the make. What have we learnt about defining criteria?

The Process
Illustrates that criterium setting is not simple and may need modification post trial run. Trial runs are important. Groups are better at setting criteria than one individual (more points of view).

Pitfalls
Some people are clever and can be ahead of the game! Most people will try and design an aeroplane that will fly for a long time and the furthest in it’s trajectory. The wiser ones will realise that these are only two of the five or six criteria and that by concentrating to develop their planes so that they score well on the other 4 criteria will gain them more marks. But that illustrates an important point too…..simply assigning a 1-5 score for each criterium assumes that each criterium is as equally important as the others (not always true!)

Arrival by aeroplane and by train

2008-11-13T17:49:00.000-08:00

Arrival by aeroplane and by train

By aeroplane
The taxi fare from the airport to the BTZ is about 30 €.
S-Bahn S 8/S9 leaves Frankfurt Airport at regular intervals in the direction of "Hanau“ or „Offenbach-Ost“ via Frankfurt. Change at one of the bold-written stations to take S-Bahn S 3 or S 4 (direction of "Darmstadt" or „Langen“).

By train
You will arrive at Frankfurt/HBF. Take S3 or S4 direction of "Darmstadt" or „Langen“.

By aeroplane or by train

Get off at „Langen-Deutsche Flugsicherung“

The S 3 and S 4 stops are:
• Frankfurt/HBF (arrival of long-distance trains)
• Taunusanlage
• Hauptwache
• Konstablerwache
• Ostendstrasse
• Frankfurt/Süd
• Stresemannallee
• Louisa
• Neu-Isenburg
• Dreieich-Buchschlag
• Langen-Deutsche Flugsicherung (please get off)
• Langen
• Egelsbach
• Erzhausen
• Wixhausen
• Arheilgen
• Darmstadt/Hbf

Timetable: http://www.vgf-ffm.de/english/

The BTZ can be reached on foot in about 5 minutes from the station:

• After leaving the S-Bahn station turn right into the direction of the hotel "Achat".
• Achat is situated at the Robert-Bosch-Straße (Robert-Bosch-Street)
• From Achat you see a multi-storey car park-house
• After passing the entering of the parking house turn left
• Pass a red-brown building (left)
• Go into the direction of the observation platform
• Behind the observation platform turn right to the main entrance of the BTZ
• Please go to the reception for registration (working round o’clock, also on Saturday/Sunday)

Arrival by car

- Langen (Hessen) is located approximately 20 kilometres south of Frankfurt and Offenbach
- accessable via two motorways (A5, A661)

1. A5 coming from Frankfurter Kreuz in the direction of Darmstadt:
- take the exit „Langen/Mörfelden“, and continue on „Mörfeldener Landstraße“ in the direction to Langen
- you will get on the direct way to the north bypass „Nordumgehung“, change to the left lane
- take the exit „Amperestraße“, also signed with „Bundesbehörden, Fachhochschule“
- continue on the left side and turn into „Pittlerstraße“ until you arrive the roundabout
- now please turn in „Robert-Bosch-Straße“
- take the opposite exit of the second roundabout
- pass the „Steigenberger Hotel“ and the „Achat Hotel“. Finally you will arrive the multi-storey car-park on the left side called „Parkhaus 3“
- if you are without a park identity click the button „????“ and tell that you will participate in a training seminar / meeting organised by the DWD

2. A661 coming from „Offenbacher Kreuz“ to Langen:
- leave the motorway after about 16 kilometres, take the exit „Langen“
- you reach the direct way to the north bypass „Nordumgehung“, change to the left lane
- take the third exit and turn into „Ohnmstraße“/ „Robert-Bosch-Straße“, signes „Bundesbehörden, Fachhochschule“ help to find the way
- follow „Robert-Bosch-Straße“, you will pass 2 roundabouts
- pass the „Steigenberger Hotel“ and the „Achat Hotel“. Finally, you will arrive the multi-storey car-park on the left side called „Parkhaus 3“
- if you are without a park identity click the button „????“ and tell that you will participate in a training seminar / meeting organised by the DWD

MAIN PARTS OF AN AEROPLANE

2008-11-13T17:46:00.001-08:00

MAIN PARTS OF AN AEROPLANE

THE DEFINITIONS LISTED BELOW ARE COMMON
TO MOST ALL AEROPLANES. THIS IS ALSO THE
CASE FOR THE INSTRUMENTS DESCRIBED ON
THE PREVIOUS PAGE.

AIRPLANE - An airplane is a vehicle heavier than air, powered by an engine, which travels through the air by the reaction of air passing over its wings.

FUSELAGE - The fuselage is the central body portion of an airplane de¬signed to accommodate the crew and the passengers or cargo.

COCKPIT - In general aviation airplanes the cockpit is usually the space in the fuselage for the pilot and passengers; in some aircraft it is just the pilot’s compartment.
LANDING
GEAR - A landing gear is underneath the airplane and supports it while on the ground.

PROPELLER - A propeller is a rotating blade on the front of the airplane. The engine turns the propeller which pulls the airplane through the air.

WINGS - Wings are parts of airplanes which provide lift and support the entire weight of the aircraft and its contents while in flight.

FLAPS - Flaps are movable sections of an airplane wing closest to the fuselage. They both move in the same direction (down) and enable the airplane to fly more slowly.

AILERONS - Ailerons are outward movable sections of an airplane wing which move in opposite directions. They are used in making turns.

RUDDER - The rudder is the movable vertical section of the tail which controls lateral movement.

HORIZONTAL
STABILIZER - The horizontal stabilizer is the horizontal surface of the aft part of the fuselage used to balance the airplane.

ELEVATOR - The elevator is the movable horizontal section of the tail which causes the plane to move up and down.

AIRCRAFT CATEGORIES

There are many kinds of aircraft today that are used in many different ways.
Here are a few common categories to start with:

PERSONAL AND BUSINESS

Most common type seen at your airport. Often can be compared to family automobile. There are business jets that also fit into this category.

COMMERICAL AIRLINERS

Carry large numbers of passengers safely from city to city and even from country to country around the world.

HELICOPTERS

Can take—off and land in very small places. Sometimes called “Steep gradient” aircraft. New designs are able to fly almost as fast as an aeroplane.

MILITARY AIRCRAFT

Both very high performance fighters and other special purpose aircraft are needed. Many other aircraft like those in the other categories are also used.

EXPERIMENTAL

Very special aircraft used to discover new knowledge about flight. Also to test new aircraft designs.

GLIDERS

They are without engines and must be towed into the air by another aeroplane. Once free, they soar like birds using the upward air currents to stay up.

LIGHTER THAN AIR

Balloons and blimps float like corks in water. Some use a light gas and others depend upon heating the air inside for the lift force.

1. How many types of aircraft have you seen?

2. What are the advantages of air travel?

3. Can you think of other ways aircraft are used?

4. If you were a pilot, what kind of aircraft would you want to fly? Why?

HOW TO FLY

2008-11-13T17:45:00.001-08:00

FLYING IS FUN!

When a plane passes over, do you wish you could be flying high above the ground, soaring like a bird? You can be. You can know the freedom that pilots experience as they travel the limitless sky, near the stars, clouds, and winds that encircle the earth.

If you think that piloting a plane is only for those who joined the military or became commercial airline pilots, think again. You can be a part of general aviation.

The term general aviation refers to all aviation activity that is not military or commercial. Each year more than 100,000 people in the United States take lessons to learn how to fly general aviation aircraft. When asked they want to learn to fly, most say, “be¬cause flying is fun.”

Some of the people who learn to fly are salespeople who want to expand their business territories or doctors who need to reach pa¬tients in remote areas. Others fly for recreation, like going on vaca¬tion. Some people who learn to fly are teenagers getting a head start on a piloting career.

And not only is flying fun, but it’s also efficient. Many trips that normally take a whole day by car can be made in half the time, or less, in an aeroplane.

WHY DOES AN
AIRPLANE FLY?

Although nothing is mind-boggling or mysterious about flying, there is much to learn—just as there is in learning to drive a car. As you learn to fly step by step, you’ll find your training enjoyable and challenging.

Although aeroplanes have been a part of our society for more than 85 years, most people have only a vague idea of the basic principles of flight. Flight may seem complicated, but in fact it’s based on some simple laws of nature.

The principle of lift
When you examine a cross-section of an aeroplane’s wing, or airfoil, you’ll notice that the top part is curved and the bottom part is relatively flat. This special shape creates lift, which makes the aeroplane fly.

As the wing moves forward, the air flowing over the top travels faster than the air flowing beneath, resulting in a lower pressure area above the wing. The relative pressure differential provides the upward force called lift. Lift is basic to flying.

FLY - THE AEROPLANE EXPLAINED
WHAT ARE THE BASICS OF FLIGHT?

Lift and gravity
In order for an aeroplane to climb, lift must be greater than gravity, the force that holds objects on the earth.
For an aeroplane to maintain level flight at a particular altitude, lift and gravity must be the same, or in equilibrium. When gravity is greater than lift, the aero¬plane will descend.

The parts of an aeroplane
An aeroplane, of course, is more than awing, a propeller, and an engine.
The body of the aeroplane, which holds the pilot, passengers, and baggage, is called the fuselage.
The tail of the aeroplane is called the em¬pennage, and it consists of the horizontal and vertical surfaces called stabilisers. They create the stability necessary to use the lift and thrust created by the wing and the engine-driven propeller.
Parts of the wing, horizontal stabiliser, and vertical stabiliser are moveable to provide the pilot with the means to con¬trol the aeroplane. These control surfaces are called ailerons on the wings, elevators on the horizontal stabiliser, and rudder on the vertical stabiliser.
You’ll become as familiar with the workings of these different parts as you are with the operation of a car.

Thrust and drag
As an aeroplane moves forward, the wing produces lift. The force of forward move¬ment is called thrust, and it’s created by the engine-driven propeller or a jet engine.

Like the wing, the propeller is also an airfoil. As it rotates, it creates “lift” in a forward direction that is called thrust. Thrust overcomes drag (resistance of an object toward movement).

When thrust is greater than drag, dur¬ing takeoff, for instance, the aeroplane’s speed increases. When thrust and drag are equal, the aeroplane maintains the same speed. Whenever drag is greater than thrust, the plane slows down.

Lift, gravity, thrust, and drag are the four forces acting upon the aeroplane. You’ll learn to understand them thor¬oughly as you advance in your study of flight.

Control
As the pilot, you control the aeroplane, and you determine how it flies. The different movements of your controls will cause corresponding movements in the aeroplane. Here are some basic aeroplane movements.
Pulling the control wheel toward you raises the elevator, which in turn forces the tail down and the nose up. This serves to create more lift than gravity and the aeroplane will climb. To help produce the extra lift needed in the climb, you usually need additional power from the engine, which you achieve by using the throttle control. Pushing the control wheel away from you lowers the elevator, forcing the tail up and the nose down. This reduces the lift, and gravity makes you descend.
The rudder pedals control the move¬ment of the plane from right to left in much the same way as the rudder of a boat. Pushing the right rudder pedal forces the nose of the aeroplane to the right, and the left rudder pedal produces the same movement to the left:
Turning the control wheel moves the ailerons in opposite directions, enabling you to raise or lower either the right or left wing, which enables the aeroplane to turn faster than using only the rudder.
To change the attitude of the aeroplane, its relationship to the horizon, you simply use the control surfaces and the power of the aeroplane. It’s an exercise in co-ordina¬tion, much like riding a bicycle. Your Right instructor will discuss with you how these simple movements can be combined to manoeuvre the aeroplane.

Four forces act on an aeroplane when its flying.

2008-11-13T17:41:00.001-08:00

Four forces act on an aeroplane when its flying.
1) Lift: is an upward force that holds an aeroplane in the air.
2) Thrust: is the force that moves the aeroplane forward.
3) Drag: is air resistance that holds the aeroplane back.
4) Weight: is the force that pulls the aeroplane down.
The wings of an aeroplane are a a special shape, called an aerofoil. The top of the wing is straight.
Lift comes from an aeroplane's wings. Because the top of the wing is curved, air has further to go over the top than it does under the wing. This produces a lifting pressure over the wings that supports the weight of the aeroplane.
Gliders, hang gliders and birds use thermals to gain height during flight. Because they are light weight, they gain height when circling in thermals. A glider will only fly if it is moving fast enough to keep air flowing smoothly past its wings to create lift. Gliders gradually descend back to the ground unless they are flying in the air that is rising at a rate faster than the glider's normal rate of descent.
How Thermals are made:
Thermals occur when a column of warm air rises from heated parts of the ground. Air also rises when the wind meets rising ground such as hillsides, mountain ranges and coastal sand dunes.
hot air-balloon is a huge envelope, or bag, made of light material that is filled with heated air. Passengers are carried in a basket or gondola suspended underneath. Hot-air balloons rise because the air

National Air Traffic Services

2008-11-13T17:37:00.000-08:00

Applications in Flight Data Processing

Introduction

The National Airspace System (NAS) computer is based at West Drayton. It holds data on all flights travelling or due to travel in British airspace and has links to airports in this country and control centres both in this country and abroad.

It receives flight data on all flights due to travel in Europe from the Central Flow Management Unit in Brussels and disseminates appropriate information in a timely manner to controllers. It also receives radar data on all aircraft within range of British radars and correlates this with flight data, updating the estimated times at given points along the route of flight. NAS has access to vast databases containing such information as definitions of sectors and routes, and aircraft characteristics.

The route of a flight is defined by a set of fixes, which correspond (or are related to) beacons on the ground. Flight levels are given in hundreds of feet, so FL250 represents 25,000ft.

1 Planning Ahead

Several hours ahead of a flight’s planned arrival or take-off NAS receives flight plan data which includes the aircraft’s type, route and requested altitude.

NAS converts the route into a set of fixes and works out a Calculated Time of Arrival for each of these fixes. At an appropriate time ahead this data is then sent to the controllers through whose sectors the flight will pass.

In plan view the route leaving an airport at A might look like this, where B,C,D,E are all fixes.

Suppose distances and bearings are as follows:

AB (15nm, 270^o), BC (8nm, 290^o), CD (30nm, 340^o), DE (60nm, 020^o)

At this stage a fairly rough estimate of times is all that is necessary so NAS uses a simple model of how an aircraft flies by assuming a straight line climb to the requested altitude.

P is the point at which the aircraft reaches its cruising altitude.

Suppose a Boeing 777 (200 series) leaves the airport at A, requesting FL270.

According to the NAS database, the average climb rate for this type of plane is 1600 ft/min and its cruising speed is 485 knots. Its ground speed during climb is taken to be 80% of the cruising speed.

Ignoring the effect of wind

Time to reach cruising altitude = 27000 / 1600 min

= 16.875 min

Ground speed = 80% of 485 / 60 nm/min

= 6.47 nm/min

Distance travelled = 109 nm

Top of Climb is therefore between Dand E, 4 nm before E.

We can now work out the time and altitude at each of the fixes B, C, D, E.

In practice NAS also has access to Met data, so can make allowance for the effect of wind at different altitudes.

Suppose the average wind vector for the segment AB is 30 knots from the SW.

The component of the wind in the direction of BA is

30 cos 45^o

= 21.2 knots

so the aircraft’s ground speed will be

80% of 485 – 21.2 knots

= 366.8 knots

or 6.11 nm / min

Similar calculations are needed on each route segment to establish the position of the Top of Climb and the time at which the aircraft will be over each fix.

The times calculated in this way are used for planning purposes only. Once the flight is airborne they are checked regularly against progress shown on radar and updated as necessary.

Note:

For applications requiring greater accuracy a more sophisticated flight model is used.

where F is the thrust, D is the drag (which depends on V), V is the speed, h is the height and m is the mass. The rate at which m decreases depends on the rate at which fuel is used up, which depends on F.

Iterative methods are needed to solve such an equation along with detailed data on aircraft engine performance and how the flight management system is set to control the aircraft.

2 Using Radar to Correct an Initial Estimate

For flights which arrive from abroad rather than taking off from UK airports, NAS bases its CTA calculations on the time when the foreign control centre estimates that the flight will arrive at the first fix in UK airspace. This fix is known as the inbound co-ordination fix. Such estimates may not be very accurate.

UK radar can however see and identify the flight well before it reaches the inbound co-ordination fix, so NAS is able to work out a more reliable estimate of the time at which the flight will pass the fix.

Of course the flight may not intend to pass directly overhead the fix, so what we want is the calculated time it will be “at or abeam the fix”. The flight is “abeam” the fix when it crosses the perpendicular to the route segment along which the flight will leave the fix.

NAS estimates the aircraft’s speed and direction by measuring its progress over a number of successive radar plots. Radar positions are given as (x,y) coordinates relative to the system plane. The sytem plane is defined by a pair of axes pointing E and N and has its origin somewhere West of Lands End.

In this diagram A is the inbound co-ordination fix, AB is the route segment leaving the inbound co-ordination fix and UV is the perpendicular to AB through A. PQ represents the path of the flight.

Once NAS radar has identified the flight NAS uses a succussion of plots to estimate the position and velocity of the aircraft. Suppose that relative to the system plane P is at (p,q) and the velocity vector is (u,v)^T.

We need first to check that the aircraft is actually heading for the correct inbound co-ordination fix. Our test for this is that the point Q should be within 10 nm of A.

It is convenient to work relative to a set of axes AB and AV.

If the bearing of B from A is a and A is at the point (a,b) then relative to the new axes

P is at

(p’,q’) = ((p-a)sin a + (q-b)cosa, ( p-a)(-cosa) +(q-b)sina) )

and the velocity vector is

(u’,v’)^T = ( usina + v cosa , u(-cosa ) + v sina )^T

Relative to the new axes, the equation of line PQ is

(y-q’) / (x-p’) = v’ / u’

which crosses the new y-axis at

y = q’ – p’(v’ / u’)

If this value is less than 10 nm then we assume that the flight is heading for route segment AB and proceed to the next part of the calculation.

The time for the flight to reach Q will be given by

t = p’ / u’.

Once the time at which the flight will reach Q is known, then the Calculated Time of Arrival can be adjusted for every fix along the route of flight.

3 Short Term Conflict Alert

If two aircraft are both flying at the same level they may get too close to each other.

NAS constantly monitors the radar data on all flights to predict their distance of closest approach. If a breach of separation is possible within the look-ahead period, then the controller will be alerted as both targets will start to flash on his radar display.

Suppose that the three aircraft shown are in level flight at the same altitude and their position and velocity vectors relative to the system axes are r(i) and v(i) for i = 1,2,3. NAS carries out a series of checks.

1) Any pair of aircraft which are currently more than 51 nm apart will be ignored in all further comparisons, so the first check is:

R₀ = | r(i) – r(j) | > 51.

2) A current lateral conflict exists between aircraft i and j if

R₀ = | r(i) – r(j) | <>

3) Two aircraft are in a state of predicted lateral conflict if all the following conditions apply.

a) The tracks are generally comverging towards each other.

b) The tracks are not converging excessively slowly.

c) The predicted minimum separation between the tracks is less than 50 nm.

d) The predicted minimum separation occurs within the next 16 minutes.

The tests for these conditions are as follows:

a) V_C = ( r(i) – r(j) ) . ( v(i) – v(j) ) <>²/h

b) V = | v(i) – v(j) | > 7 nm/min

c) R_M²= R₀²+ V_C X T_M <>² nm² where T_M = - V_C / V²

d) T_M <>

A pair of aircraft which is in a state of predicted lateral conflict will be retested 18 seconds later using smaller distance and time parameters.

For aircraft which are not both in level flight, NAS performs a set of complex calculations relating to expected altitude before considering lateral separation.

Similar calculations can be used to enable the controller to see in advance whether an instruction which he is about to issue to a pilot will cause a conflict situation in the future.

4 Is the system safe?

Air Traffic Control is a Safety Related activity. Each piece of equipment is therefore designed to the highest safety standards and in many cases duplicate equipment is provided so that if one item fails another takes over.

A new system is to be provided passing information from Heathrow Airport to the Terminal Control Room at West Drayton. As part of the system design a decision has to be made as to whether it is necessary to provide duplication.

The new system takes data from the Ground Movements Radar (GMR) at Heathrow, combines this with data from NAS, and sends the output to a display in the Terminal Control Room.

For a sceme in which the new system is duplicated, the Reliability Block diagram (simplified to omit communications networks) looks like this:

For all existing systems records of failure are kept and an experimental probability of failure is calculated annually using data from the previous 4 years.

The reliablity of a system is then defined as 1 – P (failure).

We know that R_GMR= R_NAS = 0.9999

For the system above:

If a single New system is introduced the reliability of the system is

R_GMRx R_NEW x R_NAS

If the New system is duplicated the reliability of the system is

R_GMR x (1 - (1 - R_NEW )²) x R_NAS

Duplicating the New system therefore causes an improvement in reliability of dual/single x 100%

= (1 - (1 - R_NEW )²) x 100 / R_NEW%

For the new system, no historical data is available so we work out the improvement achieved by using the dual thread design for various values of R_NEW

R_NEW	0.1	0.2	0.5	0.75	0.99	0.999	0.9999	0.99999
Improvement	190	180	150	125	101	100.1	100.01	100.001

If the new system was very unreliable then there would be a significant benefit in using the dual thread design.

However we have no intention of installing an unreliable system.

If the new system is as reliable as NAS and GMR

i.e. R_GMR = R_NEW = R_NAS = 0.9999

then the single thread design would give a reliability of

0.9997 (equals 3 failures in 10,000 hours)

whereas the dual thread design would give a reliability of

0.9998 (equals 2 failures in 10,000 hours)

We could conclude from this that the reliability gain from a dual thread design would not justify the extra cost.

Antique Airplane Rejuvenation

2008-11-13T17:34:00.000-08:00

Vintage Aeroplane Europe, I

1945 BOEING

B75N1 STEARMAN

N56200, 75-7813

Available in Europe - May 2008

Antique Airplane Rejuvenation

AIRFRAME: New VintageAero Rejuvenation. 375 hours since ground-up restoration in 1999, including all new wing wood & hardware. Covered in Stitts Polyfiber and finished in an authentic PolyTone Navy scheme. New Stitts fabric rejuvenation for a long-lasting crack-free gloss finish.

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Ø Full Electric with Jasco Alternator

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Ø Map case and tool box in rear baggage

Ø Original Boeing control lock

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Ø Airframe stencils and markings

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SPECIFICATIONS AND/OR DESCRIPTIONS ARE PROVIDED AS INTRODUCTORY INFORMATION AND DO NOT CONSTITUTE REPRESENTATIONS OR WARRANTIES OF SELLER OR ITS AGENTS. ACCORDINGLY INSPECTION AND VERIFICATION OF AIRCRAFT AND EQUIPMENT IS THE SOLE RESPONSIBILITY OF THE PURCHASER AND/OR PURCHASERS AGENT. ANY PROPOSED TRANSACTION IS SUBJECT TO FINAL EXECUTION OF A SALES AGREEMENT ACCEPTABLE TO SELLER AND THEIR COUNSEL. AIRCRAFT SUBJECT TO PRIOR SALE OR REMOVAL FROM THE MARKET.

THE NIGHT QUALIFICATION (AEROPLANES)

2008-11-13T17:32:00.000-08:00

THE NIGHT QUALIFICATION (AEROPLANES)

Pre course requirements

An applicant for a U.K. night rating must have completed a total of 50 hours as pilot of aeroplanes to include:
25 hours as pilot in command
5 hours instruction in instrument flying of which 2.5 hours may be tuition in instrument flying in an approved simulated flight trainer
The flying section of the U.K. night rating course consists of 5 hours of flight by night comprising:
A minimum of 3 hours dual instruction including at least one hour of night navigation. The remaining hours may be solo during which at least one airfield departure and return, and 5 solo take-offs and landings shall be completed.

NIGHT QUALIFICATION (AEROPLANES) FLYING TRAINING/EXPERIENCE REQUIREMENTS

When applying for an Night Qualification you must produce evidence of having met the following flying requirements:
(a) 5 hours overall night training in aeroplanes to include (b) and (c),
(b) (i) 3 hours dual night training to include (ii);
(ii) 1 hour dual night navigation;
(c) 5 Take-off and full stop landings at night as PIC of aeroplanes.

Examination required nil

The holder of a licence that does not include a valid instrument rating (aeroplane) shall not act as pilot-in-command of an aeroplane carrying passengers at night unless, during the previous 90 days, at least one takeoff and landing has been completed at night.

Aeronautical Engineering

2008-11-13T17:18:00.000-08:00

sub-field: Aeronautical Engineering

purpose: This knowledge based unit standard is one of a series intended for people certifying the release to service of aircraft or aeronautical components following maintenance or repair. People credited with this unit standard are able to certify the maintenance of pressurised aeroplanes by applying knowledge of: high-speed aerodynamics, aeroplane design, aeroplane construction, flight control systems, hydraulic systems, landing gear systems, pneumatic systems, air conditioning systems, pressurisation systems, oxygen systems, ice and rain protection systems, fuel systems, fire protection systems, aircraft reliability principles and structural maintenance programmes to the certification of aeronautical maintenance. This will be evidenced by meeting the requirements of the CAA Aircraft Maintenance Licence Subject 005 – Aeroplanes Two Examination.

entry information: Open.

accreditation option: Evaluation of documentation and visit by NZQA and industry.

moderation option: A centrally established and directed national moderation system has been set up by the Aviation, Tourism and Travel Training Organisation.

special notes: 1 The Civil Aviation Authority of New Zealand (CAA) Aircraft Maintenance Licence, Subject 005 – Aeroplanes Two Examination is the national standard, and is linked to international standards.

2 This unit standard is aligned with the Civil Aviation Authority of New Zealand Advisory Circular AC 66-2.1A, Basic Examination Syllabus, Subject 005, Aeroplanes Two. This is available on the CAA website at www.caa.govt.nz.

3 Applied knowledge –

Will be in the context of aeronautical maintenance as defined by Civil Aviation Rules Part 1 as follows: ‘in relation to an aircraft or aircraft component, all work and inspections performed to ensure the continued airworthiness of the aircraft or component and all modifications’;

will include making judgements regarding the scope, processes, and quality of maintenance for release to service certification; and

will be in accordance with industry texts as defined by the candidate’s workplace or enterprise.

4 Industry texts include but are not limited to –

Published aeronautical training manuals or text books;

enterprise exposition;

manufacturer publications;

government and local body legislation;

airworthiness or regulatory authority requirements.

Elements and Performance Criteria

element 1

Apply knowledge of high-speed aerodynamics to the certification of aeronautical maintenance.

performance criteria

1.1 Knowledge of high-speed flight is applied in accordance with industry texts.

1.2 Knowledge of high-speed flight design features is applied in accordance with industry texts.

1.3 Knowledge of aircraft control in high-speed flight is applied in accordance with industry texts.

element 2

Apply knowledge of pressurised aeroplane design and construction to the certification of aeronautical maintenance.

performance criteria

2.1 Knowledge of pressurised aeroplane design principles is applied in accordance with industry texts.

2.2 Knowledge of pressurised aeroplane construction principles is applied in accordance with industry texts.

2.3 Knowledge of pressurised aeroplane structure maintenance is applied in accordance with industry texts.

2.4 Knowledge of pressurised aeroplane structure inspection and certification is applied in accordance with industry texts.

element 3

Apply knowledge of pressurised aeroplane flight control systems to the certification of aeronautical maintenance.

performance criteria

3.1 Knowledge of pressurised aeroplane flight control systems and components is applied in accordance with industry texts.

3.2 Knowledge of pressurised aeroplane flight control system and component maintenance is applied in accordance with industry texts.

3.3 Knowledge of pressurised aeroplane flight control system and component inspection and certification is applied in accordance with industry texts.

element 4

Apply knowledge of pressurised aeroplane hydraulic systems to the certification of aeronautical maintenance.

performance criteria

4.1 Knowledge of pressurised aeroplane hydraulic systems and components is applied in accordance with industry texts.

4.2 Knowledge of pressurised aeroplane hydraulic system and component maintenance is applied in accordance with industry texts.

4.3 Knowledge of pressurised aeroplane hydraulic system and component inspection and certification is applied in accordance with industry texts.

element 5

Apply knowledge of pressurised aeroplane landing gear systems to the certification of aeronautical maintenance.

performance criteria

5.1 Knowledge of pressurised aeroplane landing gear systems and components is applied in accordance with industry texts.

5.2 Knowledge of pressurised aeroplane landing gear system and component maintenance is applied in accordance with industry texts.

5.3 Knowledge of pressurised aeroplane landing gear system and component inspection and certification is applied in accordance with industry texts.

element 6

Apply knowledge of pressurised aeroplane pneumatic systems to the certification of aeronautical maintenance.

performance criteria

6.1 Knowledge of pressurised aeroplane pneumatic systems and components is applied in accordance with industry texts.

6.2 Knowledge of pressurised aeroplane pneumatic system and component maintenance is applied in accordance with industry texts.

6.3 Knowledge of pressurised aeroplane pneumatic system and component inspection and certification is applied in accordance with industry texts.

element 7

Apply knowledge of pressurised aeroplane air conditioning and pressurisation systems to the certification of aeronautical maintenance.

performance criteria

7.1 Knowledge of pressurised aeroplane air conditioning and pressurisation systems and components is applied in accordance with industry texts.

7.2 Knowledge of pressurised aeroplane air conditioning and pressurisation system and component maintenance is applied in accordance with industry texts.

7.3 Knowledge of pressurised aeroplane air conditioning and pressurisation system and component inspection and certification is applied in accordance with industry texts.

element 8

Apply knowledge of pressurised aeroplane oxygen systems to the certification of aeronautical maintenance.

performance criteria

8.1 Knowledge of pressurised aeroplane oxygen systems is applied in accordance with industry texts.

8.2 Knowledge of pressurised aeroplane oxygen system maintenance is applied in accordance with industry texts.

8.3 Knowledge of pressurised aeroplane oxygen system inspection and certification is applied in accordance with industry texts.

element 9

Apply knowledge of pressurised aeroplane ice and rain protection systems to the certification of aeronautical maintenance.

performance criteria

9.1 Knowledge of pressurised aeroplane ice and rain protection systems is applied in accordance with industry texts.

9.2 Knowledge of pressurised aeroplane ice and rain protection system maintenance is applied in accordance with industry texts.

9.3 Knowledge of pressurised aeroplane ice and rain protection system inspection and certification is applied in accordance with industry texts.

element 10

Apply knowledge of pressurised aeroplane fuel systems to the certification of aeronautical maintenance.

performance criteria

10.1 Knowledge of pressurised aeroplane fuel systems is applied in accordance with industry texts.

10.2 Knowledge of pressurised aeroplane fuel system maintenance is applied in accordance with industry texts.

10.3 Knowledge of pressurised aeroplane fuel system inspection and certification is applied in accordance with industry texts.

element 11

Apply knowledge of pressurised aeroplane fire protection systems to the certification of aeronautical maintenance.

performance criteria

11.1 Knowledge of pressurised aeroplane fire protection systems is applied in accordance with industry texts.

11.2 Knowledge of pressurised aeroplane fire protection system maintenance is applied in accordance with industry texts.

11.3 Knowledge of pressurised aeroplane fire protection system inspection and certification is applied in accordance with industry texts.

element 12

Apply knowledge of aircraft reliability and structural maintenance principles to the certification of aeronautical maintenance.

performance criteria

12.1 Knowledge of aircraft failure and reliability principles is applied in accordance with industry texts.

12.2 Knowledge of aircraft maintenance programmes and quality processes is applied in accordance with industry texts.

Comments on this unit standard

Please contact the Aviation, Tourism and Travel Training Organisation info@attto.org.nz if you wish to suggest changes to the content of this unit standard.

Please Note

Providers must be accredited by the Qualifications Authority or a delegated inter-institutional body before they can register credits from assessment against unit standards or deliver courses of study leading to that assessment.

Industry Training Organisations must be accredited by the Qualifications Authority before they can register credits from assessment against unit standards.

Accredited providers and Industry Training Organisations assessing against unit standards must engage with the moderation system that applies to those standards.

Accreditation requirements and an outline of the moderation system that applies to this standard are outlined in the Accreditation and Moderation Action Plan (AMAP). The AMAP also includes useful information about special requirements for providers wishing to develop education and training programmes, such as minimum qualifications for tutors and assessors, and special resource requirements.