Page 27 - Contact Newsletter Oct 2023

There is also a Sensation of Skidding and .Don't ever stick your nose into a valley in marginal
Slipping. Slipping into the turn when turning weather thinking you can make it through to the
from into the wind to downwind and skidding out other side. Could be a boxed in valley with
of the turn when turning from downwind into insufficient space to turn around - there could be
wind the pilot must be aware of these sensations power lines - rising ground in the valley could
and illusions and by all means ignore them exceed the climb performance of the aircraft and
and very importantly maintain balanced flight could also lead you into cloud.
with the ball in the centre. . NAVIGATIONAL PROBLEMS. .
TURBULENCE, ROTORS and WIND SHEAR caused There is one place a pilot must be absolutely sure
by surface friction, obstacles and topography will of his position and the nature of the terrain he/she

also make the Low Level Environment an is pointing the nose of the aircraft toward and that
uncomfortable and hazardous place to be. is in the Low Level Environment especially in bad
Turbulence is another good reason to slow down weather or reduced visibility. This requires a high
to a safe maneuvering speed. . standard of map reading and navigational ability.
Rotors and Strong Down drafts caused by terrain Map reading and visual navigation at low level can
can be very strong and have been the cause of be tricky since you no longer have the advantage
many accidents. By understanding the conditions of a 'bird's eye view' of the area to be navigated
that cause them, much can be done to anticipate over and requires some practice to be proficient at
them and plan around them. . it. .
Micro bursts and wind-shear in the vicinity of The position of the Sun offers up a whole bag of
Thunderstorms is also an area of great concern and hazards by reducing clear forward vision. Never fly
to be anticipated and watched out for. close to terrain with your nose pointing toward the

CLEARING HIGH GROUND. . Sun - this is a big no - no! .
When there is ridge or rising ground ahead on Beware of the added confidence given by good
track, how do you know that at your present G.P.S. navigational equipment here because it
height that you'll be able to clear it without could just lead you further into trouble when the
climbing? The rule of thumb is that if you can see a pilot's mindset is to push on!!!! (refer to previous
horizon beyond then you'll probably be able to article 'Go to Button'). By all means make use of
clear the terrain. But here you have to be very this equipment but do so with care and vigilance.
careful in discerning that what you see beyond is Remember too that the useful range of VOR and
actually a horizon and not a mountain range, or ADF equipment will be reduced and depending on
more - higher terrain! . the distance from beacons could become useless.
Be sure that the gradient of the rising ground An idea of the useful range of the VOR can be
ahead does not exceed the performance of your estimated by the formula: .
aerie! Don't get stuck in the situation where you Range (n.m) = 1.25 x the square root of the
can't turn away without still maintaining a positive altitude of the aircraft - elevation of the
rate of climb! You think I'm joking - just a little transmitter (feet). .
while ago a pilot practicing Precautionary Landing Also VHF radio range to an ATSU will be reduced

Procedures at fairly low level turned towards high making two way communication with ATC not
ground and found that at full power he could not possible. .
clear terrain and also could not turn (remember to When flying low over a body of water one needs
turn you need more power to compensate for the to be particularly careful especially when there is
additional drag in the turn). He made contact with no wind to add 'texture' to the surface by way of
terrain but fortunately was not hurt - the aerie ripples or waves. Ones depth perception over a flat
however was a write off! . and consistently smooth surface is severely
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