I'm from Brazil, and here we use the West/East rule, so we use an odd flight level when we fly between
0/360 - 179, and when we fly between
180 - 359 we fly in an even flight level.
But what should you do in other countries? Where I can find those rules?
I've heard that in Europe it's totally different, and that in some countries in Asia they use meters, instead of feet.
Where can I find this information?
Every country's Civil Aviation Authority issues an Aeronautical Information Publication (AIP) as part of their Aeronautical Information Services (AIS) which contains the information you are looking for. Most likely the information about Flight Level rules will be contained in the GEN (General) or ENR (En-Route) section. For Europe, most information from the AIP's can be found through the European AIS Database
I'm from Brazil, and here we use the West/East rule, so we use an odd flight level when we fly between 0/360 - 179, and when we fly between 180 - 359 we fly in an even flight level. But what should you do in other countries? Where I can find those rules? I've heard that in Europe it's totally different, and that in some countries in Asia they use meters, instead of feet. Where can I find this information?
a better idea of what happened. Wouldn't this be easy to implement without disturbing current FDR use and development? These would be destroyed in a fiery land crash, but that is not their purpose. This is just so we can find plane crashes in the sea when we don't know precisely where they went down (and to get basic data when the black boxes are too deep to get to immediately). Malaysian flight...Without getting into the mess of redesigning existing Flight Data Recorders, I have a simple proposal that I think would help in deep water crashes. I propose that several floating cushion sets
Let's say that we're directly west of CATLI and have been cleared direct CATLI for the RNAV approach. We load the approach into the GNS430 and proceed direct the fix. After crossing CATLI outbound for the hold-in-lieu-of-procedure-turn, we realize that we want to stay in the hold for a few more turns. How do I tell the 430 that I don't want it to sequence to ZAMGI upon arrival at CATLI?
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airliners happen on take off and landing, and there is no time to parachute. In order to get to a position where 100+ people can successfully jump out, you'd most likely need to descend some 20,000 ft and then maintain straight and level for a good 3 to 5 minutes once you got past 12,000 (so people have oxygen to breathe when they jump). And if you can descend and maintain level flight, you might... out? It seems like a somewhat practical solution, yet I have never heard of anyone doing it. Why do pilots often try to find a road to land on or a lake to ditch in when trouble strikes instead
I recently had the opportunity to fly a PAR approach into Büchel Airbase in Germany. It was a ton of fun and I'll definitely try it again when I get the chance. However, as we were getting set up... heading. He didn't complain, but I'm still not sure if that's what he wanted. A bit later I got a similar call (callsign) request QNE However, I was unfamiliar with that Q-code (as a private pilot... on board (which I incorrectly assumed at that point was what QNE meant), again, using "request". Anyway, I've never heard a controller say "request" before, is it just army version of "say"? I'm pretty
Here in Idaho we have a lot of mountains and desert areas where if I had to make an emergency landing or crashed it may take a very long time to find me. In that case I can see the benefit to opening a flight plan. But in areas where I'm flying over most or all populated areas, someone would see the crash well before they would start looking for me. In that case, are there other reasons to file and open a flight plan?
The answer for How does wind affect the airspeed that I should fly for maximum range in an airplane? refer to a velocity/power-required curve. As far as I can tell, this curve can't be deduced from information in the flight manual. I suppose one could experiment and determine what power setting is required in order to maintain level flight at a bunch of airspeeds. (Or for a glider, record the sink rate, which is proportional to the negative of the power-required, at a bunch of airspeeds.) Would that be accurate enough? Are these curves available from the manufacturer?