Jet2.com, a popular British low-cost airline, has today announced the launch of four new routes starting May 20, 2009 with one of them including the Croatian Adriatic town of Dubrovnik, to be operated from their base in Leeds Bradford.Speaking about the announcement, Philip Meeson, boss of Jet2.com, commented: "At Jet2.com we are committed to ensuring that holidaymakers in the UK have unprecedented choice when it comes to their holiday destination. These new route launches really underline this commitment to our customers and we are confident that they will be an extremely successful addition to our schedule. Dubrovnik is an especially exciting addition for us as it is the first time that we have flown into Croatia. With its Italian influences and miles of clean, sandy beaches, it is a destination which is fast becoming one of Europe’s leading holiday hot spots".

With this addition a total of 16 scheduled airlines now operate to Dubrovnik Airport. Croatia Airlines and Dubrovnik Airlines are the only airlines from the EX-YU region to operate flights to the holiday town. Jet2.com does not operate any flights to any former Yugoslav republic.

Before beginning a flight, the pilot in command of an aircraft shall become familiar with all available information concerning that flight. For flights not in the vicinity of an airport, this must include information on available current weather reports and forecasts, fuel requirements, alternatives available if the planned flight cannot be completed, and any known traffic delays of which the pilot in command has been advised by air traffic control (ATC).

ASSEMBLING NECESSARY MATERIAL
The pilot should collect the necessary material well before the flight. An appropriate current sectional chart and charts for areas adjoining the flight route should be among this material if the route of flight is near the border of a chart.

Additional equipment should include a flight computer or electronic calculator, plotter, and any other item appropriate to the particular flight—for example, if a night flight is to be undertaken, carry a flashlight; if a flight is over desert country, carry a supply of water and other necessities.

WEATHER CHECK
It may be wise to check the weather before continuing with other aspects of flight planning to see, first of all, if the flight is feasible and, if it is, which route is best.

USE OF THE AIRPORT/FACILITY DIRECTORY
Study available information about each airport at which a landing is intended. This should include a study of the Notices to Airmen (NOTAMs) and the Airport/Facility Directory. This includes location, elevation, runway and lighting facilities, available services, availability of aeronautical advisory station frequency (UNICOM), types of fuel available (use to decide on refueling stops), AFSS/FSS located on the airport, control tower and ground control frequencies, traffic information, remarks, and other pertinent information. The NOTAMs, issued every 28 days, should be checked for additional information on hazardous conditions or changes that have been made since issuance of the Airport/Facility Directory.

The sectional chart bulletin subsection should be checked for major changes that have occurred since the last publication date of each sectional chart being used. Remember, the chart may be up to 6 months old. The effective date of the chart appears at the top of the front of the chart. The Airport/Facility Directory will generally have the latest information pertaining to such matters and should be used in preference to the information on the back of the chart, if there are differences.

AIRPLANE FLIGHT MANUAL OR PILOT'S OPERATING HANDBOOK
The Airplane Flight Manual or Pilot's Operating Handbook (AFM/POH) should be checked to determine the proper loading of the airplane (weight and balance data). The weight of the usable fuel and drainable oil aboard must be known. Also, check the weight of the passengers, the weight of all baggage to be carried, and the empty weight of the airplane to be sure that the total weight does not exceed the maximum allowable. The distribution of the load must be known to tell if the resulting center of gravity is within limits. Be sure to use the latest weight and balance information in the FAA-approved Airplane Flight Manual or other permanent airplane records, as appropriate, to obtain empty weight and empty weight center-of-gravity information.

Determine the takeoff and landing distances from the appropriate charts, based on the calulated load, elevation of the airport, and temperature; then compare these distances with the amount of runway available. Remember, the heavier the load and the higher the elevation, temperature, or humidity, the longer the takeoff roll and landing roll and the lower the rate of climb.

Check the fuel consumption charts to determine the rate of fuel consumption at the estimated flight altitude and power settings. Calculate the rate of fuel consumption, and then compare it with the estimated time for the flight so that refueling points along the route can be included in the plan.

Hiller UH-12B N102JA , c/n 664 , was cancelled from the US register on 12-10-2007 as exported to NZ.
I spied it at Taupo on 03-03-08.
What has happened to it since ?

Advances in navigational radio receivers installed in airplanes, the development of aeronautical charts which show the exact location of ground transmitting stations and their frequencies, along with refined cockpit instrumentation make it possible for pilots to navigate with precision to almost any point desired. Although precision in navigation is obtainable through the proper use of this equipment, beginning pilots should use this equipment to supplement navigation by visual reference to the ground (pilotage). This method provides the pilot with an effective safeguard against disorientation in the event of radio malfunction.

There are four radio navigation systems available for use for VFR navigation. These are:

VHF Omnidirectional Range (VOR)
Nondirectional Radiobeacon (NDB)
Long Range Navigation (LORAN-C)
Global Positioning System (GPS)

VERY HIGH FREQUENCY (VHF) OMNIDIRECTIONAL RANGE (VOR)
The VOR system is present in three slightly different navigation aids (NAVAIDs): VOR, VOR/DME, and VORTAC. By itself it is known as a VOR, and it provides magnetic bearing information to and from the station. When DME is also installed with a VOR, the NAVAID is referred to as a VOR/DME. When military tactical air navigation (TACAN) equipment is installed with a VOR, the NAVAID is known as a VORTAC. DME is always an integral part of a VORTAC. Regardless of the type of NAVAID utilized (VOR, VOR/DME or VORTAC), the VOR indicator behaves the same. Unless otherwise noted, in this section, VOR, VOR/DME and VORTAC NAVAIDs will all be referred to hereafter as VORs.

The word "omni" means all, and an omnidirectional range is a VHF radio transmitting ground station that projects straight line courses (radials) from the station in all directions. From a top view, it can be visualized as being similar to the spokes from the hub of a wheel.

The distance VOR radials are projected depends upon the power output of the transmitter. The course or radials projected from the station are referenced to magnetic north. Therefore, a radial is defined as a line of magnetic bearing extending outward from the VOR station. Radials are identified by numbers beginning with 001, which is 1° east of magnetic north, and progress in sequence through all the degrees of a circle until reaching 360. To aid in orientation, a compass rose reference to magnetic north is superimposed on aeronautical charts at the station location.

VOR ground stations transmit within a VHF frequency band of 108.0 – 117.95 MHz. Because the equipment is VHF, the signals transmitted are subject to line-of-sight restrictions. Therefore, its range varies in direct proportion to the altitude of receiving equipment. Generally, the reception range of the signals at an altitude of 1,000 feet above ground level (AGL) is about 40 to 45 miles. This distance increases with altitude.

VORs and VORTACs are classed according to operational use. There are three classes:

T (Terminal)
L (Low altitude)
H (High altitude)

ATMOSPHERIC PRESSURE
Though there are various kinds of pressure, this discussion is mainly concerned with atmospheric pressure. It is one of the basic factors in weather changes, helps to lift the airplane, and actuates some of the important flight instruments in the airplane. These instruments are the altimeter, the airspeed indicator, the rate-of-climb indicator, and the manifold pressure gauge.

Though air is very light, it has mass and is affected by the attraction of gravity. Therefore, like any other substance, it has weight, and because of its weight, it has force. Since it is a fluid substance, this force is exerted equally in all directions, and its effect on bodies within the air is called pressure. Under standard conditions at sea level, the average pressure exerted on the human body by the weight of the atmosphere around it is approximately 14.7 lb./in. The density of air has significant effects on the airplane's capability. As air becomes less dense, it reduces (1) power because the engine takes in less air, (2) thrust because the propeller is less efficient in thin air, and (3) lift because the thin air exerts less force on the airfoils.


EFFECTS OF PRESSURE ON DENSITY
Since air is a gas, it can be compressed or expanded. When air is compressed, a greater amount of air can occupy a given volume. Conversely, when pressure on a given volume of air is decreased, the air expands and occupies a greater space. That is, the original column of air at a lower pressure contains a smaller mass of air. In other words, the density is decreased. In fact, density is directly proportional to pressure. If the pressure is doubled, the density is doubled, and if the pressure is lowered, so is the density. This statement is true, only at a constant temperature.

A stroll around the Wigram active aviation hangars today found the following aircraft.

ZK-SDG Cessna U206F. Skydive Tandem.

ZK-NPE Cessna 152. NZ Flying School.

ZK-CUY Piper PA-28-140. NZFS.

ZK-BTM Piper PA-18. NZFS.

ZK-DNO Cessna A150L. NZFS.

ZK-PAP GA7 Cougar. NZFS.

ZK-DHV Cessna 172M. Rutherford Assoc.

ZK-DJA Piper PA-28R. Gallett Properties (Nelson address).

ZK-CXF Cessna 150H. Pickering, Campbell & Gray Synd.

ZK-JHF Piper PA-38. Adrian Campbell (Timaru).

ZK-KVB Cessna 172N. Seachris Trust.

ZK-HYQ Hughes 269C. Harry Devonish.

ZK-CZZ Cessna A150L. Theo Newfield.

ZK-SEA Aero Gare Sea Hawk. Martin O'Neill.

ZK-CFX Turbulent. Dave Provan.

ZK-AMY DC-3.

ZK-YKV Yak 55m. 55M Ltd.

ZK-TDS Maule MX-7-180B. Canterbury Taildraggers.

ZK-TIM Europa. Tim Ward.

ZK-GBG Slingsby T42B Eagle 3 glider. Harry Richards (not airworthy).

ZK-TOP Thorp T18CW. I & G Clements.

ZK-CAT Grumman 164A. Red Cat Biplanes. With young gentleman polishing to earn some coin to re-invest in flight training.

ZK-NOW Piper PA-32-325 Brick Securities (Auckland address).

ZK-TWM Piper PA-28R-201T. Transworld Motors.

ZK-ITZ Robinson R44 11. Brent Volmer.

ZK-CUH Piper PA-28-140. Bramford Investment.

ZK-FCW Cessna 172H. Sky Signz.

ZK-CNQ Piper PA-28-140. AYO Syndicate.

ZK-DVP Cessna 172M. DVP Holdings (Wings off and cabin stripped)

Plus one PA-28 in circuit.

Three companies have bought tender documentation for the privatisation of Jat Tehnika, the largest aviation maintenance company in the EX-YU based in Belgrade. The interest for the purchase of the maintenance company, which was made independent from Jat Airways in 2005, has been more than encouraging. The tender commenced on June 16 and closed on Friday August 29. Two Israeli companies are in the run – El Al and Israel Aerospace Industries (Bedek Aviation) while the third compay comes from the neighbourhood, more precisely from Hungary – Malev. A fourth company has also purchased the tender documentation however its name has not been published although some it is rumoured to be either Lufthansa Technik from Germany or ST Engineering from Singapore.

Jat Tehnika is 100% owned by the Government of the Republic of Serbia. Tehnika has hangers at Belgrade Nikola Tesla Airport with a capacity to service 100 aircraft per year. In 2007 it had a profit of 22 million Euros while it is expected it will have a profit of 45 million by the end of this year with Jat Tehnika servicing jets from ČSA, Transaero, Jet2.com, Jat Airways and many others. The company employs 1.000 people while the company’s purchase price is estimated at 100 to 200 million Euros. The four companies have until September 26 to send in their offers.