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and very limited information about
other traffic as not everybody calls
up. They can, however give you
weather and Notams, as they're
usually not as busy as radar
controllers.
Operational Procedures 101
Procedural Service gives separation
between participating traffic but
without the luxury of radar. It's
mainly used on approach and
advisory routes. The controller will
state the type of service provided (so
it goes on tape and can be used at
the subsequent Board of Inquiry), so
even though you may have been
identified, don't assume you have the
service requested until told so. In
VMC, it's still your responsibility for
collision avoidance, so you will need
to maintain a good lookout.
Flying VFR where weather or other
circumstances demand that you
should be IFR (i.e. in order to avoid
Eurocharges) should be avoided. In
the same vein, Special VFR should
not be used to get around Rule 5,
that is, you can't use a clearance of
"not above 1000'" as an excuse to fly
low over Birmingham where you
should be over 2000. If you are so
cleared, it's only from an Air Traffic
point of view—they're assuming you
know what you're doing.
Special Helicopter Zones
The London Specified Area is where
you can't fly so low in a helicopter
that you cannot land clear if an
engine fails, so no single-engined
helicopter can operate in it unless
along the River Thames. As you're
over water, flotation equipment is
required, together with approved life
jackets for all occupants.
Specific routes for helicopters flying
in the London Control Zone and
through the Specified Area are
shown in the Air Pilot and included
in other guides. They're also
overprinted on a special OS map, a
copy of which you must have with
you. Information on other zones
with special helicopter procedures,
such as Glasgow, will also be found
in the Air Pilot.
Recording Of Flight Times
Flight times in personal flying
logbooks are from first movement
under power until rotor rundown for
helicopters, and first chocks away
(with the intention of taking off)
until final chocks on for fixed wing.
Those in Technical Logs, by
contrast, are from take-off to landing
only, sometimes entered in decimal
hours. It's common practice, where
several flights are made per hour
without closing down (pleasure
flying), to record the first take-off
and last landing times and to note
the actual airborne time in between.
There are many ways of doing this,
the most accurate being with a
stopwatch, but there is an unofficial
and widely used practice (by
arrangement with your local CAA
surveyor), when pleasure flying, of
using two thirds of the total time
between first take-off and last
landing. Accountants love it, but
engineers don't, as they regard the
wear and tear as still taking place.
Too much of this sort of paperwork
will really play havoc with servicing
schedules (and profit and loss
figures) as parts will wear out quicker
than anticipated, despite the 'fudge
factor' allowed by the CAA when
setting up maintenance
requirements.
Timings should be local, unless
consistently in another time zone.
Navigation Procedures
The definition of navigation is taking
an aircraft from place to place
without reference to the ground.
102 Operational Flying
Some points to note about doing it
in the Arctic are that it’s darker for
longer and there are fewer navaids.
Mercator doesn't work, and you
need to switch to Polar
Stereographic, so rhumb lines are
therefore not the shortest course,
and you must use great circles
instead. Naturally, compasses begin
to get unreliable, and there is
increased deviation due to the
aircraft's own magnetic field.
Otherwise, equipment not directly
required for navigation should be
tuned to ground stations to check
accuracy or ground speed, so errors
can be detected and the equipment
available in an emergency. It also
keeps the circuits warm, but this is
really a hangover from old steamdriven
equipment that would go
unserviceable if bumped around too
much when cold.
Don't rely on a beacon until it has
been identified and confirmed by
both pilots. For computerised
equipment, one pilot should read
aloud the co-ordinates, tracks or
distances, while the other operates
the keyboard and reads them back as
a cross-check. Otherwise, for singlepilot
　
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