Take-off
When the checks are complete the pilot makes sure that the runway and its
approach are clear of other aircraft. He then calls the control tower for
permission to take-off. When this is given, the aircraft is taxied forward and
lined up with the centre line of the runway. After a final check that the brakes
are holding at a particular engine power setting, the breaks are released, full
power is applied and the aircraft starts its take-off run.
Airmanship in the air
1.) Look-out
Look-out is possible the most important single factor when considering
Airmanship in the air. As the sky is crowded with all types of aircraft, a pilot
must therefore keep a constant look-out for other aircraft and so avoid the
chance of collision.
In the RAF a 'scan pattern' is taught during initial training. The scan involves
sweeping the eyes from wing tip across the path of the aircraft, looking above
and below the horizon, and also looking as far back over each shoulder as is
possible.
The possible of any aircraft sighted is then given to the other members of the
crew or formation by means of a 'clock code' reporting system. In the system the
pilot imagines his aircraft is 12 o'clock, directly behind the aircraft is 6
o'clock. Any aircraft sighted is then positioned relative to a clock numeral.
This is then elaborated by stating whether the aircraft is high/level/low
relative to our aircraft. In this way any aircraft sighted can be instantly
positioned so that the aircraft captain, or formation leader can decide on
avoiding action.
It may seen impossible that a pilot can miss seeing such a large as another
aircraft, but here is an example of what could happen if two aircraft were
approaching each other head on, at the same height, each flying at 500 kts. The
greatest distance an aircraft can be seen is five miles (at this distance it is
just a black dot), so if one pilot sees the other aircraft five miles away, the
closing speed of 1,000 mph means means that he has 18 seconds to take avoiding
action. The pilot takes a second or two to react, the aircraft takes a little
longer to after heading, and the final margin of safety could be very small. Not
all aircraft go as fast as 500 kts of course, but neither do pilots always see
other aircraft at maximum range of five miles. In cloudy weather or poor
visibility, the problem can be very great. This emphasizes the need for strict
Air Traffic Control.
2.)Checks
Despite the fact that a pilot has already carried out an extensive list of
checks, one he is airborne it is important that certain 'vital' checks are
carried out at regular intervals.
Example are:
* Fuel --- contents sufficient to continue flight, is consumption correct of
engine
power setting, fuel tank balance over?
*Oxygen --- contents sufficient to continue flight, are flow indicator showing
positive flow?
*Engine --- RMP setting, are temperatures and oil pressures correct for RMP?
*Altimeters --- Are correct pressure settings selected?
*Instruments --- Are all instruments erect (they can topple during aerobatics),
are compasses synchronized?
The normal interval between checks is about 15 minutes, but they do very
according to phase of flight. For example, during a climb the engine is at full,
so a more frequent check of engine limits is required. During a descent,
especially through cloud, altimeter and instrument checks become very important,
and are checked more frequently.
3.)Location
Because of airspace restriction (Airways, MATZ, Danger Areas), it is important
that a pilot always keeps a check on his position. It is for this purpose that
he carries maps, on which are marked all airspace restrictions and high
obstacles in his local flying area. A good sense of location is also important
in case a pilot has to divert to another airfield because of bad weather at this
base. For example, if he had been airborne for half an hour in a fighter with an
endurance of only one hour, he has only 30 minutes to fix his position and
decide which airfield he has enough fuel to divert to, talking into
consideration their weather.
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