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Phil Croucher

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Everything posted by Phil Croucher

  1. Now you're asking - I will be back from Bahrain on Tuesday - then i can look at itunes. Phil
  2. Yeah, it comes with a demo topo map - you're supposed to buy more. But if you have air nav pro, that's fine Phil
  3. There is an app for the iphone (I have it). Not sure if they've updated it. Phil
  4. Hi there - Yes, Cougar are a great bunch - as are Great Slave. Say Hi to Rick Gerundin!

    Phil

  5. Hi there - Yes, Cougar are a great bunch - as are Great Slave. Say Hi to Rick Gerundin!

    Phil

  6. Bat - you would be surprised (or maybe not) how many can't even grasp those basics. Had one student (with a CPL) ask if the radio altimeter worked on QFE or QNH. Phil
  7. Hi leadsled - like Daz says, basic arithmetic, including moving stuff round formulas, but mental arithmetic woud be a real plus, stuff like how many hours can you stay up if you have 50 gallons being used at 6 gallons per hour. The big subject that will help you with flight theory and meteorology is physics, but only certain aspects. Taken individually, the subjects aren't hard - the problem is they are best studied all at once - it's the volume of information that is the problem, and when you graduate on to modern glass cockpits, you will find the ability to handle a lot of it useful. Good luck! Phil
  8. Battery life - 9 hours - no cables trailing in the cockpit - big screen - more useable than any GPS I can think of. Cougar already have their ship's documents on them. Or rather 2 of them in case someone sits on one. The one piece of software that is the icing on the cake is aeroweather - with 3G you don't even need a wifi connection to get your weather anytime. Phil
  9. Dunno if this helps: As you increase your speed, there is less resistance to the air passing through the blades, so the angle of attack increases (because there is more upflow). This gves you more lift, so the rate of descent reduces. The reduction is largest at slow forward speeds where the ROD flow is slowed down the most. Put another way, at higher speeds, you have more parasite drag. This allows you to travel further in the same time, and you can go further if you use the best glide speed. The correct speed is found by drawing a tangent from the origin to the curve. Thus, the speed is always faster in an autorotation for range, with a higher rate of descent, so get used to it (you can see the extra bit in the pic). Add half the wind speed if you are battling against a headwind.
  10. They certainly used to have strange requirements for what is essentially a VFR job. Pihl
  11. Things have changed! Time was you had to at least attempt to take off, even if you didn't get out of dispersal. Phil
  12. "The more lawyers and politicos involved in it, the worse it will be - guaranteed. " Too true - this is where you enter the murky world of JAA/EASA. Phil
  13. "And the relevance is what, Phil?" Wasn't somebody mentioning that TC couldn't supply a definition of a built up area? "From a regulatory point of view, the sticking point is usually whether or not you are over a built up area or not.....but try and define a built up area. You won't find it defined in the CARs...it has a pretty loose interpretation when you look at the previous cases that have resulted in fines." Since TC should take its lead from ICAO, who issue the Standards and Recommended Practices for all member states, I thought it appropriate to mention their defintiion in case anybody ever needed some guidance in the future. Phil
  14. Thanks guys - and over-talk pretty much summed up what I think. Most of the operators have an N1 procedure in their ops manuals, but in a country like the UK torque will almost always be the limiting factor. I will pass on your comments to those concerned. Much appreciated. Fred - The JAA teaching is that, since 60% of the air going through a turbine is for cooling purposes, humidity does not have that much effect on a turbine, although I always add the proviso that you would be wise not to lift too much if a shower has just gone through. Of course, with pistons, it is severely relevant. You haven't met my grandmother. Phil
  15. Hi guys - just trying to settle an argument over here in UK - what is the accepted way of doing power checks for confined areas and such, especially on the 206? Do you use N1 or torque and why? Most people use N1, but the authorities want them to use torque. I've used both myself, but it would be as well to get it straight. The students concerned belong to a hot country. phil
  16. The ICAO definition is (more or less): In relation to a city, town or settlement, an area substantially used for residential, commercial or recreational purposes. So I guess that may include a golf course. Phil
  17. Thank you Claude - I'm afraid I won't be at HAI this year as I'm too busy running my school, but I may be travelling to Canada later on this year. I believe I did mention the B3e in the intro but as it's new I didn't have much information - more would be greatly appreciated! I will email you. BTW - tell Gary he owes me some progress tests! Phil
  18. Hi change - the website version is always the latest (due to lag in the supply chain etc) but that one hasn't changed much for the last 6 months. Aviation world certainly do stock the books, as do Hammond, but you won't necessarily find them with people who also stock Culhane, such as Calgary Pilot Supply Phil PS - forgot to mention - the colour versions are not available in bookstores - only from the website. This is because they cost so much there's hardly any margin if you set a sensible price.
  19. Hi Claud - I will send you a complementary copy. Phil
  20. Thanks! If there's anything you feel ought to be corrected or added, please let me know. Phil
  21. Sold to the gentleman in the back! You can now get it from here: www.electrocution.com/aviation/#350 phil
  22. Just an update - just one or two graphics to go and a struggle with the ISBN number and it should be ready in about a week - will keep you posted. Phil
  23. Winnie "But that is all second hand info, I have never worked there, and hope to not have to..." It's true, but you can add the option not to come in at all (and get no pay) if you get called before 9 am, which is great if you have already turned down other work. If you make it till after 1 pm you get a day's pay, but sometimes you can also sit all day in the crewroom while "someone" flies all day then you don't get the turn time either. Phil
  24. It's that time again - and I hope all here have the best time they could have with their families. Phil
  25. Dick - you got it in one. It's not always the money that keeps you in one place, it's whether you feel part of the family. Let's face it - the work's pretty much the same wherever you go, and nowhere is perfect. Looks like you're where it's as good as it gets. phil
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