Slip (Good) Skid (bad) and Stall

 https://www.youtube.com/watch?v=RKfG3lWCZ80

Slip  - good very safe (inside the ball)
engine out landing
kill altitude without gaining altitude
bank airplane to left; put in Right Peddle -the lower wing flight the airplane, upper wing is blank has dirty air by the fuslage, if you have a high angle of attack, the upper wing will stall and falls and level off with the lower wing and aircraft flies 
bank airplane to right; put in Left peddle  -the lower wing flight the airplane

Skid - bad and DANGEROUS (out the ball)
Right Bank; put in right peddle  - the lower wing will stall first and if high angle of attack, aircraft will fall over on it's back and go into a spin, power can also create the yaw
left bank; put in left peddle

angle of attack

Spin (to the left)
stall and a yaw
PARE
power (is the enemy in a spin because it
Power to idel 
Alerion - Neutral
Rudder - opposite the turn  RIGHT
Elevator - forward (defete the stall) decrease the angle of attack

most aircraft needs about 1000' to recover

Tail wind on base 

ILS - Landing

 

5 Acrynom for IFR

MEA  - Minimum Enroute Altitude 

lowest altitude along the route that assures navigational signal coverage and obsticle clearance

MRA  - Minimum Reception Altitude 

lowest altitude to recieve navigational coverage

MCA - Minimum Crossing Altitude 

Lowest altitude a fix can be crossed and continued on allowing to clear obsticles in normal climb

MOCA - Minimum OBstruction Clearance Altitude 

Lowest altitude to clear obstacles and recieve VOR coverages within 22nm of a VOR

MAA - Maximum Altitude Altitude 

Maximum usable altitude for airspace structure

holding-

Holding 

• What Radial are you holding?
• Righ hand (Standard) or left hand hold
• Time/Distance hold? 
• Draw the Hold on a VOR
• Where are you in relation to the VOR?
• What kind of Entry are you going to make Direct/Parallel/TearDrop?

Note:

ATC in concern about the Inbound leg of the Hold, the length of it (distance or time) and to be on the  protective side

They do not care how you enter the hold

Holding Pattern - Entry Method

"HEADING" and "RADIAL" (Radial ALWAYS leaves the VOR), Heading is the direction you're flying. When you take into consideration the WCA inbound and outbound legs at altitude, you're not flying a race track pattern any longer.

ATC: November 518 Foxtrot Tango, Hold west of the VOR on the 270 Radial, one minuite legs, Right hand turn, Expect further Clearance one zero minutes.

REMEMBER THIS. Whenever a holding clearance is given, ask yourself: ‘what is my outbound heading on the hold?’ Say for example, if you were asked to make a standard hold on the radial 120, then obviously you would be on the radial 120 but heading 300. Your outbound heading would obviously be heading 120. Then SEE what quadrant your outbound heading lies. If it is on the off-set quadrant, it is a n off-set entry and so on. Whatever quadrant your outbound heading lies is your type of entry. Very simple

HOLDING PROCEDURES

Direct Entry

• Upon crossing the fix, turn to follow the holding pattern

Parallel Entry

• Upon crossing the fix, turn to a heading parallel the inbound course

• After one minute, turn 210 degrees around (30° intercept to inbound)

• Intercept and fly inbound course

Teardrop Entry

• Upon crossing the fix, turn outbound to a heading 30° into pattern (240° heading in this example)

• After one minute, turn 210° around to intercept inbound course

 Holding Pattern Entry Methods

1. Direct Entry (Red):

- Used when approaching from the front.

- Fly straight to the holding fix, then make a 180° turn to enter the pattern.

2. Parallel Entry (Green):

- Used when approaching from the opposite side.

- Fly past the holding fix, turn opposite the pattern, then turn back to enter.

3. Offset Entry (Blue):

- Used when approaching at an angle.

- Fly toward the fix, turn 30° away, then make a turn to join the holding pattern.

Each method ensures smooth and safe holding for air traffic control.

Tips for flying an Instrument Approach Procedure IAP

 

Tips for flying an Instrument Approach Procedure IAP 

Localizer - Horizontal sideways

Glide Slope - Vertical up/down

When you're "Clear for the Approach" then you descend to the glideslope 

1. When to Brief an Instrument Approach Plate?
• Before you're in the Air, during IFR flight planning and or preflight
• Check the forecasted winds at your destination airport and brief the IAP that you could expect at the airport
• In the Air
• Brief the IAP during your enroute phase, preferable before you began to descent
• ATC approach often will tell you what IAP to expect
• Request ATC approach for an approach and depending on winds and traffic flow at the airport that may give it to you
• Set you your avionics to ensure you are fully prepared prior to reaching the Initial Approach Fix (IAF) associated with the IAP
• Confirm you have the right approach procedure and that it is current before briefing it
• Check the notes to see if there is anything that would prohibit you from flying the approach
• Look at your inbound course and set it on your CDI or HSI
• Look at the LOC frequency, if on an ILS/LOC approach and enter it in your NAV radio and identify it
• Confirm the runway length and touchdown zone elevation, as well as runway lighting
• Make sure to put the GPS Avionics in the requisite VLOC or GPS mode for the HSI
• Review any step=down altitude
• Brief the glideslope intercept altitude for a precision approach to ensure a "false glideslope" is not inadvertently followed.
• Confirm the airport weather conditions meet visibility. / ceiling minima for the approach
• Review the DA Decision Altitude and MDA
• Review the FAF, MAP and VDP if there is one
• Review the Miss Approach Procedure
• Key Tasks to do before Starting an Instrument Approach Procedure
• Perform before Landing Checklist Prior to arriving at the Instrument Approach Course after:
• ATC gives you a clearance to an Initial Approach Fix  or \\
• ATC give you vectors to intercept the Inbound Course
• Upon turning inbound on the Instrument Approach Course Maintain Altitude until the glideslope is on dot above center on the CDI
• Then configure the Aircraft for Landing, with 10deg of flaps and gear down, and reduce power to maintain glideslope and ensure a stable approach, as you cross the Final Approach Fix (FAF) 
• Gear/Flaps should be down at glideslope intercept for a precision approach or by FAF for a non-Tips for a mon-precision approach
• Make increasingly minor heading, pitch and power changes as you descend down the glideslope and approach DA or MDA
• Heading changes should NOT be more that +/- 5 degrees , and even less when you near the runway centerline and the DA/MDA
• With ILS and LPV approaches, the lateral course sensitivity will continue to increase as you approach the runway
• Key Callouts at predetermined points at IAF
• "Localizer/course Alive"  - when you turn inbound
• For ILS Callouts - "Glide slope alive"  .. or ..
• For GPS LPV callouts "Glide Path Alive"
• For GPS approach, verify/callouts (LPV or LNAV/VNAV) on avionics
• For ILS verify/callouts ("no flags" and "on glideslope at glideslope intercept")
• Callouts as you approach minimums
• "1,000 feet to minimums"
• "500 feet to minimums"
• "200 feet to minimums"
• "100 feet to minimums"
• At DA or MDA: Callout 
• "minimums, or "Landing"  or "Going Missed"
• Landing or Going Missed on an IAP
• If Landing:
• slow to landing speed and continue inbound for a landing
• Only apply additional flaps if necessary to ensure stable approach all the way to touch down
• If going missed:
• After initiating the missed - pitch up, power up, gear up, flaps up , and activate missed procedure n the GPS avionics by un-suspending the flight plan
• Contact Tower or CTAF and report going missed
• Switch to ATC Approach and report you've gone missed and are flying the published missed. 
• Await further instructions from ATC

Reference:

https://www.youtube.com/watch?v=c3bv9zkdgCw

Tower

 Tower 

1. Clearance Delivery 
- Aircraft at gate get their routes
- What squack code to put in their transponder
- which runway to go to  

2. Ground Controllers 
- Move on the ground 
- Ground Controller Radar

3. Tower Controller 
- take off and landing of aircrafts

4. Area Controller 
lateral and vertical seperation

5. Area Controller Center  ACC  
* Sectors - large volume of area
* Approach Controller 
when aircraft is about 5-7 miles of airport approach hands over aircraft tower
- Slow down aircraft
- circle Around
- Vectoring (changing headings etc)

6. ATIS 

• ATIS provides pilots with essential non-control information in busy terminal areas, reducing workload for air traffic controllers and frequency congestion.

Content:

• Airport/facility name
• Phonetic letter code (e.g., "Information Alpha") 
• Time of the latest weather observation (UTC)
• Weather information (wind direction and velocity, visibility, obstructions to vision, sky condition, temperature, dew point, altimeter setting)
• Runway in use 
• Other pertinent remarks (e.g., NOTAMs, PIREPs) 

airways 
fixes