For spoofing, I imagine RAIM would make that somewhat less dangerous (though not an expert.) RAIM is used to exclude information from a malfunctioning GPS satellite, so you'd have to spoof multiple satellites to mislead an aviation GPS.
4. (OK, more than 3) Aviation GPS units are more resilient to failure than standard consumer electronics. In the event of jamming they'd alert the pilot and stop providing positions before losing sufficient accuracy.
1. The approaches mentioned in the answer would end up switching to ground-based navigation on the order of 2,000 feet above the ground. My understanding is that GPS spoofing and jamming are relatively short-range.
I see your point. I suppose it could be worded better - it doesn't say "Fly direct DHP, DHP322 WINCO", though neither does it say "Join DHP322, WINCO". I'm willing to agree to disagree... I'll look in the TERPS tomorrow to see if I can find some context.
But the "expect" stuff isn't necessarily convenient - it's so everyone's on the same page. I frequently get told to expect a route that's significantly out of my way - just in case I go NORDO, which I then never fly. That's near the DC SFRA, for security, but I could see that happening in busy airspace as well.
I suppose that DHP, DHP322 WINCO would be easier to fly with lost comms coming off of one of the 9's. (Where do you intercept DHP322 unless they give you direct DHP?)
@RalphJ I agree with you mostly, but that's where I'm coming up short. As in the comments, why not "Intercept DHP R-322 to WINCO INT"? Sure, it's a different departure - but we're flying what's printed.
@RalphJ I agree that I would not anticipate flying to DHP. I'm thinking about what I would do if I lost comms right after tower told me to switch to departure.
@voretaq7 Yeah, that could be. Both of the runways we used today have a PAPI, and I had 4 whites when I went visual both times. It's certainly true what they say - a good landing starts with a good approach.
I'm on my 16th simulated instrument hour, and I still can't land at the end of an approach. I'm consistently ballooning in the flare, adding power, then stalling six inches off the ground for a good thump.
@DanHulme I'm not sure if it's called something different in the UK, but I learned (in the US) that adverse yaw is, as mentioned in the question, caused by aileron deflection in a turn.
I was on flight following and said, "request tree thousand fife hundred for clouds" - expecting a delay or something while the controller figured stuff out.
@casey The exclusion in 91.1(a) is aircraft regulated under FAR 103 (balloons, kites, unmanned rockets and unmanned balloons) and FAR 101 (ultralights).
@voretaq7 It comes back pretty quickly. In both the Warrior and Arrow, using the crosswind takeoff procedure of full aileron deflection before advancing the throttle, it's centered and I'm resisting it well before rotation.
@JayCarr As I understand it, some insurers will reduce your rates when you get your commercial rating, because you've demonstrated a higher level of proficiency.
A pilot with a new commercial certificate is excited at the new world of getting-paid-to-fly they have opened up. That is, until their instructor or good friend reminds them of 14 CFR 119 and the grey line that separates operations that do or do not require an operating certificate.
It is cut a...
@JayCarr As with everything else in FAA-land, it's not quite that simple... you'd need commercial insurance, and have to be very careful to not be holding out.
The Hangar
The Hangar
I think we all know the answer today, but it's amazing to think that one day in the future the actual answer won't be so clear
A pilot with a new commercial certificate is excited at the new world of getting-paid-to-fly they have opened up. That is, until their instructor or good friend reminds them of 14 CFR 119 and the grey line that separates operations that do or do not require an operating certificate.
It is cut a...