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(figure out where the decimal point
should go mentally).
To find TAS, line up the
temperature against the pressure
altitude in a window in the rotating
slide rule (it may be labelled True Air
Speed), then read the TAS on the
outer scale against the RAS. Don't
forget to allow for compressibility at
speeds over 300 kts.
Conversions are done by lining up
arrows on both scales representing
the commodities concerned. For fuel
weights, you will need the specific
gravity, which is 1 for water, and used
as a common denominator. It will
vary from place to place, but that in
the Flight Manual is the one to use.
For example, if the s.g. of fuel is
taken as .8, how much does 1 gallon
weigh? The answer is 8 lbs (water
would weigh 10). Alternatively, how
many litres do you need to get from
the fuel guy if you can carry 2600 kg
and the s.g. is 8.2? Try 3170.
In the picture above, you will see
that the arrow labelled km on the
outer scale is opposite the one
marked statute (miles) on the inner
scale. All you do is read of the direct
equivalent on each scale – here,
112.5 km is equal to 70 statute miles.
Note: Electronics are all very well,
but batteries run out and electrics
reserve the right to go wrong at the
158 JAR Private Pilot Studies
drop of a hat, as any avionics
technician will tell you. My
recommendation, at least in flight, is
to use an E6B or a CR, because they
are easier to work without getting
your head stuck in the cockpit. The
alleged accuracy you get with
electronic computers is not worth
the bother (and the expense), since
you won't be able to read the
instruments that closely anyway.
There is absolutely nothing wrong in non-
ATP pilots who don't fly high speed
aircraft using circular slide rules, despite
what other books may say.
Weight & Balance
This must follow the Flight Manual,
to ensure an aircraft is safely loaded.
As the Flight Manual forms part of
the Certificate of Airworthiness (or
Permit to Fly), if its conditions are
not met, any insurance is invalid.
There are two aspects to Loading,
the weights themselves and their
distribution, and you sometimes get
some nasty surprises—fuel in wings
means unusually shaped fuel tanks,
so you won't get a straight line
variation; every fuel load will have a
different figure, principally because
the fuel tanks have a C of G system
all of their own, running separately
from the aircraft (even in small
helicopters, like the Bell 206 or 407).
Every aircraft has a Maximum Takeoff
Weight, which is the maximum with
which you may get airborne
(although you may not always be
able to use it – see below). Any
aircraft will fly overweight to a
certain extent, if only because there’s
a tolerance range in the performance
figures– ferry flights frequently do
so, with the extra weight being fuel,
but having the physical ability
doesn’t mean that you should. You
will at some stage be under some
pressure to take an extra bit of
baggage or top up with that bit of
fuel that will save you making a stop
en route, but consider the
implications. Firstly, any C of A (and
hence insurance) will be invalid if
you don’t fly the aircraft within the
limits of the flight manual, and,
secondly, you will be leaving yourself
nothing in hand for turbulence and
the like, which will increase your
weight artificially. The designer will
have allowed for 60-degree turns all
the way up to MAUW, but not
heavier than that. Even worse, your
engine-out capabilities will be less
than expected, particularly with
autorotation.
There are very few light aircraft that
will allow you to fill all the seats and
cargo holds and still take full fuel.
The effects of overloading include
reduced acceleration capabilities
(leading to longer takeoff and
landing distances), decreased climb
capability (watch for those
obstacles), reduced range, ceiling,
manoeuvrability, braking and
margins, to mention but a few.
Here are some of the most common
weights you will encounter:
·  The Empty Weight is that in the
Weight and Centre of Gravity
Schedule (in the Flight Manual),
which is established by actual
weighing before the machine is
used. It is the weight of the
empty aircraft, plus unuseable
fluids, and any fixed equipment.
·  The Basic Empty Weight is the
　
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