Are there any sites similar to SkyVector (US-based) for GA aviation maps in Australia?
I understand that Air Services Australia has miscellaneous single-purposes maps available, but they seem to be mostly airport diagrams and approach procedures. I'm looking for GA VFR maps.
If the only thing available is SkyVector's world maps (of Australia), how accurate are they?
Google found me the online ordering website for Airservices Australia.
Airservices Australia has every chart you will need to fly anywhere in Australia. What ever your rating, where ever you live. You can order your charts online as you need them, or start an amendment service today and have them delivered automatically.
Are there any sites similar to SkyVector (US-based) for GA aviation maps in Australia? I understand that Air Services Australia has miscellaneous single-purposes maps available, but they seem to be mostly airport diagrams and approach procedures. I'm looking for GA VFR maps. If the only thing available is SkyVector's world maps (of Australia), how accurate are they?
StallSpin's answer on the recent question about VFR traffic patterns has got me thinking about the "Remarks" section of the Airport/Facility Directory. We are all taught in training to review the AFD entry for airports we intend to visit (part of FAR 91.103's "become familiar with all available information" requirement), and to comply with any restrictions noted - typically things like "no touch-and-go landings", "Standard traffic pattern required of all aircraft", "Prior Permission Required for jet aircraft", etc. Aside from it being The Right Thing To Do, and avoiding the possibility
Inspired by a discussion in chat. Most GA piston singles are powered by either Lycoming or Continental engines. The engine designs used by both manufacturers are broadly similar (4-cycle, horizontally-opposed, gasoline-powered, air-cooled), and they're both generally available with either carburetors or fuel injection, but I know they're not "identical products". What are some of the differences between the designs used by the two manufacturers, and what practical implications do those choices have for pilots?
inside of fiberglass components like wingtips, and flush-mounte antennas are available for transponders and DME equipment. For slower light GA aircraft more aerodynamic antennas are also available (e.g. blade-style transponder antennas are available which produce about 80% less drag than older spike-and-ball style antennas), measured at 250 MPH. Since the average light GA aircraft has a VNE below 250 MPH and isn't generally covered in antennas, how significant is the antenna drag on a typical light GA airframe? For example, would stripping the ~6 pounds of antenna drag from your average
I really appreciate skyvector.com as a tool for initial route planning and providing me with a good lookout to the upcoming VFR flight, but honestly I'm not very satisfied with the FAA Sectional charts. Using these charts navigation in some more congested areas is tough work especially as I'm not very familiar with the area yet. Its often useful to have a satellite picture of these areas to identify some helpfull landmarks, which might not be shown on the sectional. Does anyone know how to transfer the skyvector route to Google Maps, or know an alternative to achieve a similar result?
Is there a good website which shows airports (both public and GA)? I can look it on Google and Bing Maps (as shown in the image below). Shown the picture, I have zoomed in a lot to see airport icons (bottom left and top right). I feel that the icon on Bing (right) can be easily spotted than the one on Google (left). Even if I zoom out one level, Bing still shows both airports but Google doesn't. When I search on Internet, mostly A/F Directories are returned. Wikipedia also has a thorough list but I don't like plotting them on a map to find their proximity.
Most GA piston aircraft still use dual magnetos for their ignition system, but there are some STC kits available to add electronic ignition to common piston engines, and new aircraft often come with FADEC systems. Are there particular FAA requirements for electronic ignition systems? If so, what are they and how can you demonstrate compliance?
I noticed on SkyVector that, for example, the Resolute Bay VOR (YRB) and Baker Lake VOR (YBK) seem to be oriented in such a way that the 360 radial is pointing in the direction of true north (and I don't think the variation is anywhere near zero there). I know VORs are supposed to be oriented according to magnetic north, but is it common practice close to the magnetic poles to have them point true instead? If so, is there any way to tell if a particular VOR is doing just that, except looking at the chart and noticing that the small arrow is pointing north rather than off to one side?
I hope this is a relevant place for me to ask a math question regarding aircraft design. I am trying to understand how one would implement a controller to control the pitch angle of an airplane for a small exercise. I understand the control part and its implementation. What I do not grasp is how one acquires the longitudinal equations of motions (which are then used for the control part) which serves as the starting point. What is the starting point or what are the principles used to derive these equations? If I know how to derive these equations for a very simple case, then I know I have
For instance, I don't remember paragraph 61.51(e)(iii) at all from way back when I studied it to determine when I could log PIC time. I'm fairly certain that it has been added since then (actually, there was no sport pilot license back then so I know that it has at least been changed), but I would like to know when it was changed and what the changes were. At the bottom of the reg, it includes... FR 42549, Aug. 21, 2009; Amdt. 61-128, 76 FR 54105, Aug. 31, 2011] This tells me when it was amended, but not what was amended. Does the FAA make that information available?