When ATC gives you headings to fly, do they consider wind correction? In theory they should because they call it a heading and not a track, but do they? After all, the heading they want you to fly depends on wind direction and airspeed.
Or do they actually mean track instead of heading?
When the controller says heading, he means heading. So if he wants you to go into a specific direction, he will take wind into account. The reason for issuing heading are:
Quite often a controller will ask you to report your present heading prior to instructing a one so he can make more accurate adjustments to your course, especially if you were under own navigation before being vectored.
With Mode S radars and the right equipment in the aircraft, the current heading can be downloaded from the avionics without the pilot being aware of it.
ATC gives headings, and they mean heading; any wind correction is included in the controller's planning. You'll occasionally hear controllers adjust headings ("turn 10 degrees left") because the wind exceeded their expectations.
When ATC gives you headings to fly, do they consider wind correction? In theory they should because they call it a heading and not a track, but do they? After all, the heading they want you to fly depends on wind direction and airspeed. Or do they actually mean track instead of heading?
When I learned to fly helicopters, I of course spent significant time learning about and practicing autorotations. The CFI at my school, who had around 15,000 hrs (that's right, fifteen thousand!) said a few times that practice, knowledge and currency are vital — but as long as you got the entry right (following which you can fly to the ground) and executed at least a decent attempt... might not get to use the machine again, and you might spend some time in hospital, you would live to fly another day. I am assuming a reasonable place on dry land is available to finally come to rest
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 for the approach I received the following call (callsign) request heading It caught me off guard, and it took a while but I eventually interpreted it as "say heading" and gave him my current 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
It's apparently legal for pilots to fly over the top of clouds and fly VFR. However, I don't understand how it's possible to do so, especially since there is no visual reference to rely on to ensure that you are heading in the right direction. So, how exactly does this work, are there any limitations on this and is it possible to be done safely?
Provided an aircraft with a fly-by-wire system, there are basically two possible choices when it comes deciding how to let the pilots interface with it: rate control / attitude hold: a deflection... translate to a deflection of the surfaces, mimicking the "old" mechanical control setup. It is my understanding that this is the design choice of Boeing in its new aircrafts. I do not wish to discuss... or Airbus/Boeing certified pilots or even pure civil/(former) military pilots. Does any of you have any reference?
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?
proceeding on course. Question: If I receive an IFR clearance along the lines of "*N1234, cleared to XXX as filed, climb and maintain...." and I didn't file any kind of departure, am I expected to fly the above ODP, and will ATC know what I'm doing if I do? Does it matter if it is VMC or IMC? ... that is in with the rest of the approach plates. Knoxville, TN (KTYS) contains the following departure procedure in that section: DEPARTURE PROCEDURE: Rwy 5L, climb heading 048° to 3400 before proceeding
text. So, questions: Can ACARS be turned off? Would this generate a warning at the base station? Can ACARS send postion, altitude and heading information automatically? Can ACARS be repeatedly pinged to track an aircraft's position and heading? Would this require any intervention by the pilots? (posted separately) Is this system standard on commercial airliners? What data do Airlines collect
that it must be engaged, or even operative. Simply "equipped", and also that this is to approve an aircraft for RVSM. From what I can find, there is no operational requirement for the autopilot to actually be working or engaged. Assuming that my MEL allows me to defer the autopilot and still fly, can I fly in RVSM airspace? Some people however say that if you are in RVSM airspace...FAR Part 91, Appendix G, Section 2 says: (c) Altitude-keeping equipment: All aircraft. To approve an aircraft group or a nongroup aircraft, the Administrator must find that the aircraft meets
If you are on a heading, being vectored to intercept final on an instrument approach, and it appears that you will fly through the final approach without being cleared to intercept it, what should you do?