23857122-1221-481980-0021

AERONAUTICAL SYMBOLS AERODROMES LANDPLANE SEAPLANE Military base Civil Of major aeronautical importance Joint civil and military base Military Civil Joint civil and military Offering services that include repairs for normal traffic and/or refueling 0 800 OO ¢ ©6060 860 Landing area or anchorage No public services available LANDPLANE AERODROME DATA SEAPLANE ioni Elevation in feet HARMON FIELD 18 SEWN elr Wat: oo evs ; i 18 LH 46 Ll Minimum lighting L = Minimum lighting Airport of entry heltered GCA SYSTEM H Hard surfaced runway Ss al ed 278 126.18 46 Length of longest runway a to nearest hundred feet 62 Length of longest runway . h feet 278 126.18 2870 Control tower transmitting frequencies pomeareck real When information is lacking, the respective character will be replaced by a dosh _—{, - L— 32 AIR NAVIGATION LIGHTS Rotating light] ea eee * Flashing light (With code). Rotating light (With flashing code) — — — ae * Pi A al OSC a Se e Rotating light (With course lights) — — — J /, .-hvw L Flashing light Se aes * Lightship — — — — — — —— — —— — - SEC-sector id F-fixed FL-flashing Occ-occulting Alt-alternating Gp-group R-red W-white G-green B-blue (U). Marine alternating lights are red and white unless otherwise indicated. Marine lights are white unless colors are stated. RADIO FACILITIES Use of the word ‘‘Radio’’ within the box indicates voice facilities BS i i i woLl Radio range © Radio broadcasting station o——_| (Without voice) {woaRY Face] FWA 1260 Bn Marine radiobeacon Sit aR | Radiobeacon, nondirectional (Without voice) 10™-20m & 30m.40m (homing) MISCELLANEOUS tee 8 ° Restricted areas are numbered, and are pte Jscuoniclnelouisoe ona ae Toso) indicated on the charts as follows: Civil oaths Control zone Mooring mast — — — — — — — — — ir Prohibited area EEA (AR-78) Prominent transmission line 1——————_ Danger or warning area E (D-32) (W-46) Caution area (C-54) J, Ve Blue tint indicates extent 1) of all controlled areas Obstruction {Numerals indicate elevation above sea level of top.) Fan Marker Beacons (75 meg) NEWTON 100 watts (Reporting point) t AURAL RANGE (bearings are magnetic at the station) FASION VERY HIGH FREQUENCIES (VHF) PRINTED IN BLUE VHF FOUR-COURSE VISUAL-AURAL RADIO RANGE The Blue and Yellow Visual Sectors are indicated by a B and Y; the Aural Sectors byA and N Letter preceding frequency in box indicates channel VAR MATAWAN RADIO. W 109.1 MWA == VHF OMNI-DIRECTIONAL RADIO RANGE DESCRIPTION The VHF omni-directiona] range provides visual track guidance along any selected radial from the station out to a distance of approximately 50 miles when flying at the minimum instrument altitude. These ranges operate in the frequencies between 112 and 118 megacycles and require a special omni range type receiver to make use of the navigational features. Also provided are simultaneous voice communication and 3-letter (coded) identification. In operation, the pilot selects a course by setting the pointer on a course or radial selector to the desired magnetic bearing and then flies that course by refer- ence to a cross pointer instrument. 7/12/51 Bearings are magnetic at the station. 47, be uae Radius of circle is 15 nautical miles. QO ™ \ %, ~ ° a ~ 4 . - AERODROMES - ORLANDO SECTIONAL CHART [tke FACILITIES : GEOGR. FUEL RUNWAYS LOCATION NAME POSITION | TYPE |ELEV. |(OCTANE) |REPAIRS| NO.|LONGEST LIGHTS REMARKS Allenhurst, Fla. Haulover Canal 28°45'-80°46’ | Mun.| 3 1 | 3000 Unattended Astor Park Sellers Lake 29°06'-81°38’ | Priv. | 70 _ 2 [2350 (Sellers Lake), Fla. Brooksville, Fla. Brooksville Mun. 28°28/-82°27" | Mun.| 70] 80 3 | 7000H Livestock on field 2 | el : attended days Bunnell, Fla. | Bunnell Mun. | 29°28’-81°12" | Mun. | 34 4 | 5000H Livestock on field Cedar Key, Fla. Cedar Key 29°08’-83°03’ | Com. | 00 80) | lee ae [PAM [sone Wooden dock, hand Seapl. way| pump. Attd. & fuel ai intermit. Cedar Key, Fla. Geo. T. Lewis (Mun.) | 29°08’-83°03’ 1 [2400H |_ Attd. & fuel intermit. Cross City, Fla. __| CAA Site 58 ___|29°88'-83°06"_| 2 |5000H [Boundary 28°52'-82°34" ice S| aes 3000 Unattended Crystal River, Fla. | West Citrus Co. (Mun.) SECTIONAL CHARTS The sectional aeronautical chart series provides complete coverage of the United States. An additional chart covers the Hawaiian Islands. These charts are designed primarily for piloting, which is also known as contact flying. They contain a maximum amount of cultural topographic features including important landmarks. Sectional charts are revised at six-month periods to insure that the airman has the latest information available, and are sold through authorized agents located at airports and principal cities throughout the United States. They may also be obtained by writing to the Director, U. S. Coast and Geodetic Survey, Department of Commerce Building, Washington 25, D. C. In the lower right-hand corner is printed the date of the chart. Below this the next scheduled printing is indicated. If the date of the chart is more than six months old, users are advised to check with the notices (Dates of Latest Prints) on file with authorized agents. Charts that carry older dates than those shown in large type on this list of dates are obsolete. Daytona Beach, Fla. | Daytona Beach __ 29°11’-81°03’ | Mun. | 34 80, 91, 100 2 Major | 4 |4140H |Runway Daytona Beach, Fla. | Raymond ~ | 29°14’-81°02" | Com. | 00 2 | Unlim. Ramp, float, docks. Seapl. N. of bridge. tas), Res | Bee eed Fig A Inactive De Land, Fla. [De Land Mun. __[29°04’-81°17" [| Mun. | 80__| 80 4 |6004H |Runway on req. Dunnellon, Fla. Dunnellon Mun. 29°03'-82°23’ | Mun. | 66 i 3 [5000H | Cattle on fld., unattd. Gainesville, Fla. _| Gainesville Mun. 29°41'-82°16' | Mun. | 155 | 80 5000H Gainesville, Fla. | Stengal Field _ | 29°37’-82°28" | Com. | 70 | 80 [3500 | Rough Ces Cove Springs, | Green Cove Com. [20 | 80 | Minor | 1/2200 | Soft, light acft. only Green Cove Springs, | OLF Lee Field 29°58'-81°39" | Navy| 21. |. | 4 |5130H [Rnwy., flood Ofl. bus. only contact Fla. de eee | Sis si My, prior req. NAS Jacksonville ak land | ___|[28°32'-8 Mun. | 108 | 80 2/7/2000 aan Ui ded Haines City 28°07'-81°39’ | Mun. | 175_ oe ae pe CAA Site 7 on field U ded a l Hawthorn —__—_—=é|29°884'-82°04" | Priv. | 120 |. +( 2 [2000 _ Howey In The Howey "| 28°42’-81°46" | Priv. | 75 7a ai eos 2000 ema ae a. Inverness, Fla. InvernessMun. _| 28°49’-82°19" | Mun.| 50. |. 1 |2000 Unattd., rough,sandy Eo ea perme gol 1 aak | Livestock on field Keystone Heights, | Keystone Air Park —[29°51’-82°03’_| Mun. | 192 | 80,91 | Major | 8 |5000H |Port strip Its. oe eh 8 a i Pin Hans [ez Ais gE RY prior req. Keystone Heights, Keystone Seaplane _| 29°50'-82°03’ | Mun. | 160 | 80,91 | Major | 4 [6500 | Dock & dolly. Circle : Fla. Su a ee Base yen Pipes _| Seapl. bine arpt. for sveg. Kissimmee, Fla. Kissi Mun, 28°17'-81°26' | Mun. | 82 ois EAE 188) BOOT B CAA Site 8 on field Lake Butler, Fla. | Lake Butler OLF 29°59'-82°22" [Navy | 131 | 4 | 6000H Closed, not maintd. Lakeland, Fla. Lodwick 28°04'-81°57" | Mun. | 159 | 80,91 | Major | 4 |8500H |Rnwy. bndy. Rnwy. lgts. prior req. to 2400 & then Bias AE te bu | us unavailable Lakeland, Fla. Skyland 28°03'-81°59"_| Com. | 170 | 80 Major | 3 [2100 Port. strip lights _| Lights local oper. only E ‘Eagles Nest 28°53’-81°52’ | Com. | 80 _ 1-1 | 2100 MIT ie. GEAY 18 sian | 28°68'-B1°58! | & Come | a0 ae 2 | 2000 tai tas Caution Lee | Leesburg Mun. _[ 28°49’-81°48’_[ Mun. | 67 | 80 __| Major | 2 |5000H |Bndy., prior req. Malabar, Fla. [Malabar OLF _—([28°01’-80°40"_| Navy | 27 __ ee 4 |4000H | Rae Closed, not maintd. Melbourne, Fla. Melbourne Anch. 28°05'-80°35' | Com. | 00 7 |) daa Unions aaeerecns Limited sveg. at Potters 2 a eh EGA _| Seapl. AS Airport Melbourne, Fla. Pele pare oar Gallie| 28°06’-80°38" | Mun. | [4300H | Runway Lights 16-34 rnwy. un. Minneola, Fla. __| Kerlin Field ___(| 28°36’-81°44"_| Priv. bal ADO Na i TE Unattended New Smyra Beach, New Smyra Beach | 29°03’-80°57’_| Mun. | 12 | 80,91 | Major | 4 15000H Attd. 24 hrs. a. un. Ocala, Fla. __| Taylor Field Mun. | 29°10'-82°09" | Mun. | 84 __ 4000H_ |Rnwy., bndy. Attd. days Orange Lake, Fla. Woodhams 29°26’-82°13’ | Com. | 150 | 80 2100 | Attd. days except Sundays Hancock ————=é:«o2.9°29'-8 1°58” Cannon Mills i 28°32'-81°18" mea ry Emergency _ [3600 2000 | 5280 i 7 ~ [Inactive Or ___[Hoequist (| 28°80'-81°24"_ rlando, Fla. Raymonds 28°32'-81°25' _| Major | Orlando, Fla. | Orlando Mun. No.1 [28°82’-81°20" | "| Major | 6 [5568H | Runway *F id. Its. on req. North E-W rnwy.clsd. Orlando (Winter Aviation Country 28°36'-81°22' | Cx | |Major |All 17 rand (wis a ee ajor |All |7920 |Ramp, dock Ormond, Fla. Tomoka 29°187-81°07'" | g Closed, not maintd. Osceola, Fla. Osceola OLF __|28°47’-81°04" | Closed, not maintd. Palatka, Fla. Kay Larkin Mun. 29°39'-81°41" | Pierson, Fla. Pigeon Memoral ~~ | 29°14’-81°27"_ Occasional operation | un Plant City, Fla. | Plant City Mun. __| 28°00’-82°09" Bia = Plant City, Fla | Robinson Field —__[ 28°00’-82°08" | St. Augustine, Fla. | St. Augustine Mun. | 29° 7'-81°20' Attd. daily except acdsee Pal Have ee lick Monday St. Cloud, Fla. St. Cloud Mun. Anch] 28°16’-81°17" ie Samsula, Fla. _| Spruce Creek, OLF_| 29°04’-81°02"_| Closed, not maintd. Sanford, Fla. NAS Sanford 28°47/-81°14" | ~|Temp. rnwy. | Fld. gts. 30 min. a z 6 2 TEEPE aco) Seg EB a notice Silver Springs, Fla. | Silver Springs Aero | 29°13'-82°03" [ Com. | "75 | 80 a 1 | 2640 ‘ ige Sorrento, Fla. Mt. Plymouth Hotel | 28°47'-81°31" Starke, Fla. Conway Airpark — 7 ; z Tampa (Sulphur Hillsborough County | 28°03’-82°25’ | Mun. | 67 |. | 8 |6000H >| 2) catnip sag Meepally/elomeditoralll Springs), Fla. Mun.) aeft. until further old BE SEE notice 7-25-51 a : s sogse UNITED STATES SECTIONAL AERONAUTICAL CHARTS Pen one DULUTH. ane Buren bo rae TWIN CiTIES ey N Oey tees < vee Cah Ii awa > rea yee a cae to4 ~~ Sioux city _} DUBUQUE | ° 3051. CHICAGO pe LINCOLN ie ton as © |\ ES MOINES, bye : Astncl : psa y 2 ° Ta i ‘a NY Sent a > CINCINNAT! — SALINA ‘- st fe & LE WHITNEY ° RaNSAS city — / J ° i ene Leats b° Sepa, Oe OR ehh a arts NOREE iS) se °S aNGeLes p s 38° Ld KR CHATTANOOGA’ uTTLE ROCKO vA : poe y REN OWREN : i AM i SHREVEPORT a BIRMINGH! Ms cs aati dlaveutass : NENG : oy : BEAUMONT}. sees i Tigv Sw < oa SRR Tarts a oN Me 99°40 CORPUS bas STATUTE MILES 100___200 100 500 400 23 ADDITIONAL AERONAUTICAL CHARTS PUBLISHED AND PRINTED BY THE U. S. COAST AND GEODETIC SURVEY Planning Charts AP-9 and 3069a 1:5,000,000 3060d 1:3,000,000 Aircraft Position Charts 3071 North Atlantic 1:5,000,000 3073 Caribbean Sea 1:5,000,000 Route Charts Show limited topographic information, selected 1:2,000,000 aerodromes, and major radio data. Direction Finding Charts Six charts cover the United States 1:2,000,000 World Aeronautical Charts Forty-three charts cover the United States 1:1,000,000 Flight Charts Thirty-seven charts cover the principal air 1:1,000,000 routes of the United States Designed to provide additional landmark 1:250,000 information and topographic detail for important air terminals. More than 475 charts designed for use in man- Approach 1:250,000 uals with Radio Facility Charts Landing 1:31,680 Similar to Instrument Approach and Landing Approach 1:250,000 charts but printed in black and halftone in- Landing 1:75,000 stead of color. Show very little detail. 1:90,000 Show runways and selected aerodrome information 1:12,000 and objects in the vicinity that may be hazards to air traffic- Sixty-five charts of the U.S. show all radio fa- cilities, airways and other information nec- essary for instrument flying. Local Charts Instrument Approach and Landing Charts Instrument Landing System Charts Airport Obstruction Plans Radio Facility Charts 1:2,000,000 A catalog giving a complete list and description of the various series is available upon request. 4/11/51 AERODROMES - ORLANDO SECTIONAL CHART 6 FACILITIES GEOGR. FUEL RUNWAYS LOCATION NAME POSITION | TYPE |ELEV. |(OCTANE) |REPAIRS | NO.|LONGEST LIGHTS REMARKS Tarpon Springs, Fla._|Tarpon Springs Mun. |28°09'-82°47'__|Mun. | 12 a 2 [2550 Titusville, Fla. Titusville Mun. 28°37'-80°49' |[Mun. | 28 | 80 Minor | 2 [2600 |Bndy. prior req. _|Irreg. attended Titusville, Fla. Titusville Anch. 28°36’-80°48" Com: 00 80 1 | Unlim. 2 ramps eapl. ‘Titusville (Coca), Titusville-Cocoa 28°31’-80°47' |Mun. | 35 | 80 Major | 4 |5000H |Rnwy. on req. Repairs on 2 hrs. Fla. Mun. notice. Cattle on fld. Umatilla, Fla. Umatilla Anch. 28°55'-81°39' ria 100 1 [5280 Dock, emerg. only eapl. Umatilla, Fla. Umatilla Mun. 28°56'-81°39’ | Mun. | 100 1 [2300 Unattd., use strip only Williston, Fla. Williston Mun. 29°22'-82°28' | Mun. | 70 2 | 7000H Unattended Winter Haven, Fla. [Gilbert Field (Mun.) |28°04’-81°45" [Mun.| 135 | 80 Major | 2 |4000H Winter Haven, Fla. |Gilbert (Mun.) 28°03'-81°44’ |Mun.| 125 | 80 Minor [All | 6600 Seapl. way afl Winter Park Showalter Airpark | 28°36’-81°19’ | Com. | 91 80,91 |Major | 2 |2500 |B 2 bndy. & flood. _ (Orlando), Fla. Zephyrhills, Fla. Zephyrhills Mun. 28°13'-82°09' | Mun. | 92 80 Major | 2 [5550H |Port. bndy. for local oper. Fuel octane ratings listed by number are those available to civil aircraft, unless otherwise noted. Military fuel is listed by letter code indicating octane ratings as follows: A+: 115/145, A: 100/130, B: 91/98, C:73 or 80, J: JP-1,3. The above listing does not include Air Force aerodromes. *Joint civil and military operation; Air Force facilities at these fields are not listed. Consult the latest Airman’s Guide for ch in data sub t to date of chart. 7-25-51 LIGHT SIGNAL PROCEDURES FOR AIRPORT TRAFFIC CONTROL The following procedures are used by airport traffic control towers in the control of aircraft not equipped with radio. These same procedures will be used to control aircraft equipped with radio if radio contact cannot be established. (Note: It should be understood that pilots may proceed in a conventional manner if no signals are displayed) Airport traffic control personnel use a directive traffic control signal which emits an intense narrow beam of a selected color (either red, white, or green) when controlling traffic by light signals. The normal range of the signal in good weather is ten miles in day time and fifteen miles at night and is readily discernible to the pilot of any aircraft that is visible to the controller. Although the traffic signal light offers the advantage that some control may be exercised over non-radio equipped aircraft, all pilots should be cognizant of the disadvantages which are: 1. The pilot may not be looking at the control tower at the time a signal is directed toward him. 2. The directions transmitted by a light signal are very limited since only approval or disapproval of a pilot’s anticipated actions may be transmitted. No supplementary or explanatory information may be transmitted except by the use of the “General Warning Signal” which advises the pilot to be on the alert. Signals from a portable traffic control light shall mean the following: Color and Type of Signal On the Ground In Flight STEADY GREEN Cleared for take-off Cleared to land FLASHING GREEN Cleared to taxi Return for landing (to be followed by steady green at proper time) STEADY RED Stop Give way to other aircraft and con- tinue circling FLASHING RED Taxi clear of landing area (runway) in Airport unsafe-do not land use FLASHING WHITE Return to starting point on airport ALTERNATING RED & GREEN General Warning Signal - Exercise Extreme Caution. TRAFFIC PATTERN INDICATED BY SEGMENTED CIRCLE TRAFFIC PATTERN INDICATOR LANDING STRIP INDICATOR x Lory ay < % bey Q i —> € i) WIND INDICATOR = og CITY Os (REASON FOR RIGHT-HAND TURNS) Pm S || (aye i a ho Safe flying requires that a pilot know the traffic pattern for the airport when landing or taking off. The segmented circle marker, illustrated above, furnishes the pilot this information. When traffic pattern indicators are used with the circle marker, they tell the pilot to make his turn in the direction in which the indicators point. If the traffic pattern indicators are not used, the pilot will know that the normal left-hand pattern must be followed. For additional information see TSO-N5, copies of which are available from Office of Aviation Information, A-258, C.A.A., Department of Commerce, Washington 25; DiC; , THE KOCH CHART FOR ALTITUDE AND TEMPERATURE EFFECTS TO FIND THE EFFECT OF ALTITUDE AND TEMPERATURE 120 CONNECT THE TEMPERATURE AND AIRPORT ALTITUDE 110 BY A STRAIGHT LINE. READ THE INCREASE IN TAKE-OFF DISTANCE AND THE ie DECREASE IN RATE OF CLIMB FROM STANDARD SEA 90 LEVEL VALUES HERE 80 r— 16 5 70 Ex 5 ali ai PERCENT Ei = 00 DECREASE horses, < IN RATE OF |— te CLIMB — Ei i on He re 90 [ay o [-) BS 40 Le zy re 80 fe 23 2 260 Fae nce Ea 80) ice EN < 200 [ie 19 o~ na ADD THIS PERCENTAGE TO ———” 140 ee ob i e20 YOUR NORMAL TAKE-OFF DISTANCE Ft, i 100 ia Eo e -— FH 28 Fe £0 60 Ea ee é . Hag) aE a 0 0 — =o -10 oe Es o 2 fo) ie ra -20 aga o a < 9 EXAMPLE: The diagonal line shows that 230% must re -30 be added for a temperature of 100° and a pressure lara altitude of 6,000 feet. Therefore, if your standard [ero temperature sea level take-off distance, in order to climb to 50 feet, normally requires 1,000 feet of runway, it would become 3,300 feet under the con- ditions shown. In addition, the rate of climb would be decreased 76%. Also, if your normal sea level rate of climb is 500 feet per minute, it would become 120 feet per minute. This chart indicates typical representative values for “personal” airplanes. For exact values consult your airplane flight manual. The chart may be conservative for airplanes with supercharged engines. Also remember that long grass, sand, mud or deep snow can easily double your take-off distance. Declassification Authority: NND 57565 CRUISING ALTITUDES CRUISING ALTITUDES WITHIN CONTROL AREAS AND ZONES--Aircraft at or more than 3000 feet above the surface within control areas and/or control zones must be flown at odd or even 1000-foot levels appropiate to the direction of flight. “Odd and even” indicators are shown on Coast and Geodetic Survey Radio Facility Charts. The following rules will govern the altitude at which aircraft shall fly when making flights along civil airways: Green and Red Airways Eastbound flights. Aircraft making good a true course of from 0° (or 860°) to, but not including, 180° along a green or red civil airway'shall fly at an ODD thousand-foot level above sea level (such as 3000, 5000, or 7000 feet). Westbound flights. Aircraft making good a true course of from 180° to, but not including, 360° (or 0°) along a green or red civil airway shall fly at an EVEN thousand-foot level above sea level (such as 2000, 4000, or 6000 feet). Amber and Blue Airways Northbound flights. Aircraft making good a true course of from 270° to, but not including, 90° along an amber or blue civil airway shall fly at an ODD thousand-foot level above sea level (such as 3000, 5000, or 7000 feet). Southbound flights. Aircraft making good a true course of from 90° to, but not including, 270° along an amber or blue civil airway shall fly at an EVEN thousand-foot level above sea level (such as 2000, 4000, or 6000 feet). CRUISING ALTITUDES OUTSIDE CONTROL AREAS AND ZONES--When the flight visibility is less than three miles, aircraft must be flown at an altitude appropriate to the magnetic course as illustrated below. 0° EVEN THOUSANDS (PLUS 500) ODD THOUSANDS 90° EVEN THOUSANDS ODD THOUSANDS (PLUS 500) 180° MAGNETIC HEADINGS VISUAL FLIGHT PLANS The Civil Air Regulations do not require that a VFR flight plan be filed for a VFR flight. However, the filing of such a flight plan is desirable, and the CAA urges that VFR flights be covered by flight plan whenever practicable as such filing materially assists in search and rescue operations if such action becomes necessary. Flight plans may be submitted to thé nearest CAA airway communications station either in person or by telephone. Flight plans may be filed by radio if no other means are available but this practice should be avoided whenever possible to reduce congestion of radio channels. If filing the flight plan, the pilot should state the name of the CAA communications station with which he will close his flight plan. If the destination is not served by a CAA communications station, or isin Canada or Mexico, the method by which the arrival report will be filed must be clearly understood by all concerned. VFR flight plans are transmitted via CAA communica- tions facilities only to the CAA communications station with which the pilot has stated his arrival report or closing of flight plan will be filed. One hour after the estimated time of arrival, if no notice of arrival ig received, queries are sent out over CAA communications systems to determine the location of the aircraft. If no information concerning the aircraft is obtained after an exhaustive communications inquiry, search and rescue operations are inaugurated. In as much as the government may be put to considerable expense in determining the location of aircraft when an arrival report is not filed, it is vitally necessary that all pilots make certain that notice of arrival is filed. If flight is terminated prior to reaching the point of intend- ed destination specified in the flight plan, pilots should contact the nearest CAA communications station and the request that an arrival report be transmitted over CAA facilities to the CAA communications station with which the pilot stated the arrival report would be filed. Pilots of aircraft operating on VFR flight plan who desire to make flight progress reports, should include in the report the phrase: “VFR FLIGHT PLAN FROM (blank) TO (blank).”’ The flight plan shall contain the items listed under INSTRUMENT FLIGHT RULES - Flight Plan, except ‘‘Alternate Airport” and except that a visual flight rule flight plan should always specify “VFR” as a cruising altitude. The use of this term in lieu of an actual altitude indicates that the pilot intends to fly in accordance with Visual Flight Rules. Aircraft may be operated in accordance with VFR above a well defined cloud or other formation provided, climb to and descent from such ‘on top” flight can also be made in accordance with VFR. f LOSS OF AIRCRAFT PERFORMANCE DURING HOT WEATHER Thin Air Reduces Lift. You get thin air at high altitudes and in hot weather. The hotter the temperature, the thinner the air. Do you realize that Kansas City Airport with an elevation of 744 feet above sea level can have an effective elevation identical to Stapleton Field, Denver, at 5325 feet above sea level, under conditions of extreme heat and low pressure? Do you realize that Brees Airport at Laramie, Wyoming, at 7273 feet above sea level, can be above the safe operational al- titude of your aircraft during hot weather? Note: The effective elevation of Brees Airport at 86°F, for example, is 10,250 feet-Caution! The rarified air at higher altitudes lowers the efficiency of engine and propeller, and lessens a plane’s rate of climb. A typical light plane has a maximum rate of climb at sea level of 420 feet per minute, whereas its maximum rate of climb at 5,000 feet altitude is only 225 feet per minute. This plane might be able to clear a 400 foot hill or factory stack located a few miles from a sea level airport, but if the pilot tried it at 5,000 feet, he would smack right into the middle of the obstruction. Remember: Any increase in operating altitude (due to elevation or high temperature) greatly increases take-off and landing roll. SFA EVEL 7 me Gg a ). if in: hee a Cm oe oe ATMOSPHERIC DENSITY AT SEA LEVEL ENABLES A PLANE TO TAKE OFF IN A RELATIVELY SHORT DISTANCE etre oy : aE 750 an 2000 1000 —_: 1250 1500 THE DISTANCE REQUIRED FOR A TAKE-OFF INCREASES WITH THE ALTITUDE OF THE FIELD VISUAL FLIGHT MINIMUM CEILINGS AND DISTANCES FROM CLOUDS WITHOUT AIR TRAFFIC CONTROL CLEARANCE IN CONTROL ZONES ELSEWHERE rn Za 4p A 2000' py: fey age} Tiny 001 Cady --%, Mi Wry) ee a MF 4) YY A446 Be D> Dy, = BLE tavic sg, 500° o dr. PE OR aaa ORT CR wer ad inh a, 2000’ . CONTROL AREAS DO NOT EXTEND BELOW 700’ THEREFORE: CLEAR OF CLOUDS { Lz nN agg H_ TRAFFIC CLEARANCE IN CONTROL AREAS PG > i ) WP Sra DDE AND AL ety ELSEWHERE CLEAR OF CLOUDS - ALL LEVELS ee ey arene ee a Ee (Ge ee We, my. LI we pate” CONTROL AREAS DO NOT EXTEND BELOW 700! CAS" py | THEREFORE: CLEAR OF CLOUDS CA yy | VISIBILITY MINIMUMS WITHOUT AIR TRAFFIC CONTROL CLEARANCE IN CONTROL ZONES IN CONTROL AREAS ELSEWHERE 3 MILES AT ALL LEVELS 3 MILES iP e i 1 MILE ALL LEVELS \ \ \ \ \ \ asa NORTE oe AR yg, ae 700 vist a x CONTROL AREAS DO NOT EXTEND BELOW 700’ \ THEREFORE: 1 MILE Seg N \ Ps \ UAT LZ WITH TRAFFIC CLEARANCE IN CONTROL AREAS IN CONTROL ZONES ELSEWHERE WHERE VISIBILITY IS LESS THAN 3 MILES ALL FLIGHTS ARE IN ACCORDANCE WITH INSTRUMENT FLIGHT RULES ONLY 1 MILE ALL LEVELS 3 MILES OR LESS ALL LEVELS CONTROL AREAS DO NOT EXTEND BELOW 700’ THEREFORE: 1 MILE V.H.F. OMNI-RANGE (VOR) The V.H.F. omni-range operates within the 112-118 megacycle band. In this band it is relatively free from atmospheric and precipitation static and interference from other radio stations. Furthermore, it is not limited to four courses as is the A-N range, but provides definite guidance on any course, to or from the station, the pilot may select. That is why it is called the Omni (Directional) Range. At minimum instrument altitudes the VOR gives reliable indications up to about 50 miles, depend- ing on enroute terrain. In flying the V.H.F. omni-range, the pilot uses three basic instruments. The first is the Flight Path Deviation Indicator (cross- pointer instrument), the same type used for the visual-aural range (VAR) and the ILS localizer. The vertical needle of this in- strument tells the pilot whether he is right or left of the desired course. The second is an Omni-bearing Selector, manually oper- ated by the rotation of a small knob, by which the pilot selects the course he desires to fly. When the cross-pointer needle is centered, the omni-bearing selector indicates the magnetic bearing of the aircraft either to or from the station. The third is a “TO-FROM” indicator which shows whether the bearing indicated by the Omni-bearing Selector is from or to the station. Furthermore, the “TO-FROM” needle can tell a flier when his aircraft is too far from the VOR or is otherwise receiving a weak signal. In this case the needle points to a red sector instead of TO or FROM, In operation, the pilot selects a course by adjusting the omni-bearing selector to the desired magnetic bearing, and then main- tains it by keeping the cross-pointer needle centered. If the aircraft is correctly aligned with the TO-FROM indications, when the needle swings to the right, for example, it indicates that the course selected lies to the right. For example, an aircraft is due south of a VOR station. If its pilot desires to fly to the station, he sets the omni-bearing selector to indicate 0°. The “TO-FROM” indicator will then point to the word “TO”. As the aircraft passes over the station the “TO-FROM” indicator will point to the word “FROM”. If a turn of 180° is made north of the station, although the vertical cross-pointer needle will again become centered, the “TO-FROM” indicator will still point to “FROM”. The pilot, however, will now find that he must fly ‘‘Away from the needle” to stay on course. This shows him that the “TO-FROM” indicator is incorrect. So, the pilot now rotates his omni-bearing selector to 180°. After he has done this, the ““TO-FROM” indicator shifts to the “TO” position, and flying ‘Toward the needle” will keep him on course. TABLE OF V.H.F. RECEPTION DISTANCES With the increasing use of VHF and UHF frequencies for communication and navigation it appears desirable to publicize the reception distances for these frequencies. They, therefore, are tabulated below: Feet Above Ground Reception Distance**- Station* Statute Miles 500 30 1,000 45 3,000 80 5,000 100 10,000 140 15,000 175 20,000 200 *No physical obstruction intervening. **Based on zero elevation of the facility. If you are using a VHF transmitter, remember that its effective range increases with your altitude. Don’t attempt to contact a station unless you are within “line of sight” U.S. WEATHER BROADCASTS AND TRANSMISSIONS All continuously operated CAA radio range and radio beacon stations having voice facilities on the range or radio beacon fre- quencies broadcast weather reports and airway information at 15 and 45 minutes past each hour. The 15-minutes past-the- hour broadcast is an “airway” broadcast consisting of weather reports from important terminals located on airway (s) within approximately 400 miles of the station. The 45-minutes-past-the-hour broadcast is an “area” broadcast consisting of weather reports from locations within the flight information, area of the station. The broadcast consists of the local weather report and the latest available surface reports from other locations. Reports more than one hour old are not broadcast. Local winds aloft are broadcast 4 times after the broadcasts at 6:15 and 12:15 A.M., and P.M.,E.S.T. The velocities of winds aloft are broadcast in knots - not miles. At selected stations the Weather Bureau provides a local terminal forecast covering the next two hours. This forecast is broad- cast, when available, immediately following the local weather report. Pilots enroute are requested to avoid, if possible, calling airway communications stations at or about 15 and 45 minutes past the hour (which are the scheduled broadcast times) to request weather information, as such calls may delay starting of scheduled broadcasts and cause inconvenience to other persons who are dependent on the broadcasts for weather reports. 6/19/50