by Joseph Standley | Jun 20, 2012 | All Pilots, Student Pilots
How well do you know VOR’s? Do you know to intercept and track a VOR radial or use it for navigation. Can you tell by looking at your chart, which ones have DME and which don’t? Can you identify the morse code on it? If you ever get lost or disoriented they are perfect for finding your position, but would you know how to use them to figure it out? There are many student pilots that struggle with VOR’s. They can explain them perfectly on the ground but when they get in the air and start to use them, the confusion sets in. Don’t worry because private pilots have a hard time too.
Assuming that you know the basics of a VOR, let me give you a couple of tips that can make things a little easier for you when using them. Many people get the TO or FROM indicator confused and they are not sure which one they should be using. The needle will always center with a TO setting and a FROM setting, so which do you use? Tip number one: if you are going TO a VOR, then use a TO setting. To make it even easier, the ONLY time you should use a TO indication is if you are heading directly TO the VOR you are using to navigate. All the rest of the time, you will use a FROM setting.
If you want to go directly to a VOR, just center the needle with a TO setting and fly the direction indicated at the top of the VOR (plus or minus wind correction as needed to stay on course). If the course shows that you have to fly 273° to get there, then you should be heading the same general direction toward the west.
Tip number two: if you want to fly to a VOR and you KNOW the VOR is somewhere Southwest of you, then you also know to fly to it you will be flying Southwest. If you know you will be flying Southwest and that the general direction of the course indicated above the VOR should be the same, then you can expect the needle to center somewhere between South and West. If you know it will center between South and West, then spin the dial quickly to get it to South or West and then turn it slowly from there to center it. The TO indication will be automatic.
What about for those of you that don’t have a clue how to use a VOR? You’ve read books, received instruction with the same explanations as the books leaving you just as confused. You’ve heard the terms TO and FROM, Reverse Sensing, Intercepting and Tracking, etc. and you just don’t get it.
We have the perfect thing for you; an e-lesson in pdf format with detailed, plain english explanations, written in an easy to understand format, eliminating all the confusing terms to help you understand once and for all. It includes diagrams and simple explanations for better visualization. Knowing how to use VOR’s will make things easy for you and will be required if you ever want to get an instrument rating. For the price of about 10 minutes with an instructor, it’s well worth it!
VOR NAVIGATION – Detailed, easy to visualize explanations and diagrams to eliminate confusion. Intercepting and tracking and more. Just a couple of simple things to remember to avoid confusion.
$9.95
Simple Explanations for Using the VOR
Testimonial
Hi Joe,
I read through the VOR lesson today from your website. THANK YOU!
Before getting your VOR lesson, I read both the test prep and handbook sections on VOR’s from other books and could follow what they were saying but not apply it. I would take practice tests and get several of the questions wrong.
After I read your booklet, I went straight to the Gleim and ASA test prep questions. The only one I missed was because I estimated a length (NM on a chart) incorrectly. So it works! I had to go back and reread my textbook to see why I was so confused in the first place because it seemed straight forward after your description.
I think the reason I understood your method better was you described and then applied each portion of a difficult topic individually. The difference seemed to be you took each part; Radial, CDI and to/from, explained it and then immediately demonstrated how to apply it. Like–you’ve got to learn to hold altitude in level flight before you start practicing stalls with minimum altitude loss. I’m still working on that one.
Have a good week.
Lindy
by Joseph Standley | Jun 14, 2012 | All Pilots
I was really disturbed by what happened today. I was out flying with a student about 15 miles from 3ck (my home airport) when I heard someone on the radio announcing their position on downwind at 3ck for for runway 18. I thought that I probably heard it wrong or it was a mistake on his part. Then a short time later, I heard it again ” Lake in the Hills, Cessna 12345 on base for runway 18.”
There it was again, I knew I heard it right! I spoke up this time, “Cessna 12345, which runway are you using at Lake in the Hills?” He responded, “Runway 18.” Of course, I had to say something now! “Cessna 12345, Lake in the Hills has and East / West runway, runways 26 and 8″
He Replied ” OK, thanks! Cessna 12345 departing the pattern.”
I want to know WHAT imaginary runway he was lining up for? Would he have landed on a road? What was he looking at? There is an airport on the same frequency about 15 minutes north called Burlington, which doesn’t sound anything like Lake in the Hills and it’s more then 30 miles away. If it was Lake in the Hills he wanted to go but somehow ended up there, then how did he not notice the 30 mile difference? Did he look at the Airport Facility Directory to see what runways we had before he left for his trip and if so, where did he come up with a runway that didn’t exist?
This is a perfect example of why you should have all available information about your trip. If you’re going to fly somewhere, make sure you know what you’re doing and where you are going. I see stuff like this all the time. It’s scary how many pilots are slipping through the cracks and getting their license when they shouldn’t have them. This is the reason I decided to start this website. It has to stop before someone gets hurt. Instructors need to care more and stop pushing people through when they aren’t ready. It should be about safety and doing things right, not how many students you can push through.
Whatever the reason was, let it be a wake up call for all students and pilots. You need to stay up to speed on things. If you don’t know something, then swallow your pride and get with an instructor and learn it. Keep learning, keep asking questions and keep reading. Your life and the life of others is in your hands. It’s better to be safe than sorry. This situation could have ended differently and I’m just glad that nobdy was hurt.
by Joseph Standley | Jun 8, 2012 | All Pilots
This is a subject I’ve seen posted several times with many comments from people arguing their point of view. The FAA recommends entering the traffic pattern at a 45° angle to the downwind. Many people I have noticed argue against this but I am one that believes it is the best way and I will explain why. First, let me make it clear, that it is a recommended entry and I do not always enter on the 45. There are times I feel it’s necessary and other times I don’t.
The main reason I feel people should use the 45° entry is to fit into the pattern when it’s busy. I’ve literally watched planes cross directly in front of someone climbing out after take off. I’ve seen people flying at pattern altitude directly over the top of the runway and make a 90° turn onto the downwind right in front of someone already in the pattern on the downwind only 2000′ away! These people are cutting people off who are already in the pattern. How is that any different than cutting somone off on the road and why do people think that’s ok?
When you’re in the pattern and it’s busy, you have to keep track of what is going on around you and where people are in the pattern. If people use the 45 for their entry, then everyone will know what to expect and keep their eyes and ears open for people entering from the 45. It’s hard enough to keep track of what’s going on as it is but to then have people coming at you from all angles at your same altitude, it poses much more risk of a collision!
If you’re coming in to an airport when nobody is flying, and you happen to be lined up to enter straight in, or on a base leg, then there is no reason you can’t enter any way you want. You’re not cutting anyone off. When people are already established in the pattern then it is up to you to fit in. If everyone entered the same way, then there would be no confusion.
Entering on the 45, you will be about 2.5 – 3 miles out. This will give you a good view of the traffic pattern and it will give you time to listen to where people are and decide whether your timing will be right to fit in. If you’re on the 45 and someone is turning crosswind, then your spacing isn’t going to work. The person turrning crosswind is lower, slower and less maneuverable, therefore you as the person trying to fit in should give way. The easiest way is to do a 360° turn on the 45 for spacing. Announce what you are doing and by the time you complete your circle, then the crosswind traffic will already be on downwind and won’t be a factor. You are still far enough out and well outside the pattern so it’s a non issue. If someone is behind you on the 45 and someone is turning crosswind, the exit the 45 and come back in. It’s not worth the risk.
If you’re coming from the non traffic pattern side of the runway, it’s best not to cross the departure end of the runway on your way to the 45 entery. Fly well above the traffic pattern over the top of the runways to avoid people already in the pattern. When you crossing over the top you can see clearly where your 45 entry point will be and you can watch for traffic entering there. After you have cleared the traffic pattern area, then start your descent while turning to get onto the 45. Don’t fly outbound on the 45 because then you will set yourself up to fly head to head with another plane. Keep the 45 in sight to your side and when it’s clear, and you are past the pattern, then turn on to it.
I fly almost daily, and I’ve had way more chances to think about this stuff then a pilot who doesn’t fly that often. I’ve been flying long enough and frequent enough to see advantages and disadvantages to many things. Just because it’s a recommended entry procedure and you can enter any way you want, doesn’t mean that you should always enter any way you want. Listen to what is going on and if you are going to cut in front of anyone, then don’t do it! If it works out that you can go straight in or enter on a crosswind, then that’s great. The point I’m making, is to be safe and think of others, not just yourself. If I haven’t addressed any concerns here, then feel free to contact me and I will be happy to clarify anything.
by Joseph Standley | May 22, 2012 | All Pilots
Night flying is actually really nice. It’s usually so smooth that you can’t feel the plane moving at all! It’s cool, quiet and very peaceful. When you train for your license, you will be required to do some night flying, but it’s only a few hours.
After getting your license, you may be a little nervous about flying at night. Flying at night is more risky, but if you plan properly, then it’s not a problem. Part of what makes people uncomfortable about night flying is the thought of an engine failure. It would be scary, I have to admit, but the chance of that happening is pretty slim, as long as you’re flying a well maintained airplane.
To minimize your fear you need to minimize risk. In other words, plan on the conservative side and have a plan of action in case of some kind of problem. If you know exactly what you are going to do because you thought it out ahead of time, then you won’t be so nervous. What I mean by plan on the conservative side is do your preflight planning.
Know all about the area you’re flying in, where the obstacles are at any airports you may be landing at, make sure to have enough fuel, oil, etc. Instead of flying low, fly higher so you have more gliding distance in case of a problem. Fly along a path that will take you near more airports. I straight line is nice but if you’re planning to be more conservative at night then altering your course isn’t a big deal. When landing, don’t get low! You can’t see trees until you’re right next to them. This is why preflight planning is important too.
If you’re nervous about getting lost, then go up with an instructor and practice navigating at night to get more comfortable. One last thing that may help you is to start off staying at the airport doing take offs and landings. Next time, make it a goal to leave the area, keeping the airport in sight. Just traveling 10 miles from the airport and keeping it in sight will give you more confidence. Stretch it out a little farther next time. Before you know it, you won’t have a problem flying at night anymore and you’ll be able to enjoy the sunset from the air!
by Joseph Standley | May 15, 2012 | All Pilots
In simple terms, don’t be a slob in the airplane! When you fly the plane, you should have everything within easy reach so you can grab it when you need it. I can’t count how many times I’ve gone out flying with a student that fumbles and drops everything, just to lose it under the seat and then ask me for help. How would you feel as a passenger in a plane if your pilot was dropping everything? So, how can you organize things so they won’t fall all over the place? First, don’t shove everything in one small pocket on the plane, because once you take one item out, the rest may follow.
My suggestion to start is to get a knee board. Don’t get a big bulky one because it gets in the way. The little ones that tie onto your leg get in the way too and they only have one clip which doesn’t hold much. Then there are the knee boards that are made of cloth that have 3 panels. They are good at holding lots of stuff but they don’t make a vey good work surface because everything is laying sideways on each side of your leg leaving you with a little surface area, which isn’t very flat.
The knee board I prefer is the flat one made of metal that folds in half and has a clip on each panel. I can use the clips to hold a few different things, easily lifting up the edge of my sectional to view a flight plan I may have under it while having blank paper and airport diagrams on the other side. It gives me a large work surface to see everything laid out flat. I have a hard surface to write on while getting instructions or clearences from approach control. I don’t need a strap to hold it in place because it’s large enough to stay on my lap and flat enough to not get in the way. Best of all, I can pick all of it up at once, fold it in half and put it out of the way for take off and landing in about 5 seconds.
So, what about the stuff that you can’t fit on the knee board? What about those rare moments that you may need something bigger, like an airport facility directory or the book of approach plates that you didn’t think you’d need? Most pilots have a flight bag and they are usually sitting on the back seat. Many keep their bags out of reach and closed up tight. I always keep mine within reach and open with anything else I may need right where I can grab it without having to look or search around for it. I plan ahead.. When I’m done, I put it back. I also keep several pens handy in case I drop one.
If you haven’t even started to taxi yet and stuff is falling all over the floor, stop and reorganize because if it’s happening now, it will happen later. One more word of advice, don’t put stuff on top of the instrument panel! One problem with that is that it can block some of your view. The other problem is it could fall off in turbulence, hitting you in the face and get caught under the rudder pedals, causing another set of problems. Fly safe!
by Joseph Standley | May 10, 2012 | All Pilots
It’s nothing but clear blue sky as far as you can see and the winds are light. Why get a weather briefing? I’m just going up for an hour! What could go wrong?
Have you done this before? Many people do, just to find out that they wish they didn’t! So what could go wrong? Let’s start by saying, just because there are calm winds on the surface, doesn’t mean it’s smooth and calm above. You may run into very strong turbulence. Winds above may be really strong too. Strong winds don’t always mean turbulence, but if you have little fuel and you’re planning a short trip somewhere and the winds are strong enough, you may not have enough fuel to get where you want to go. Winds can be very light at the surface and over 50kts just a couple thousand feet off the ground. What about windshear? An abrubt change in direction or speed of the wind close to the ground that is invisible to you until it’s too late. I’d rather know before I go!
There are also notams that can pop up. You decide you’re going to fly to another airport to visit a friend, to find out that the runway is closed for repair. Hopefully you’re paying attention and looking for the X on the end of the runway because if you land on a closed runway, you’re risking your safety, and now your license.
Oh yeah, let’s not forget the nice trip you were having, until you got intercepted by a military jet for flying into a restricted area due to the president being in town. That should be worth about a 90 day suspension of your pilot license along with a couple of thousand dollars trying to fight it! Think how much it would be if you relied on your income from a flying job you can no longer do for a long time.
The point I’m trying to make here, is that there are several things that could happen, even on a clear day. Isn’t it worth a 10 minute phone call to be sure everything is fine before you go? It’s better to be safe, than sorry.
