Flight Simulator 2004 ISO – Repa !EXCLUSIVE!
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Flight Simulator 2004 ISO – Repa
On a system of aviation safety, are only certain systems and procedures that have been proven to be 100 safe. In this book, some critical limits in general aviation for a specific category of operations are identified. By way of example, in this document we will only consider aeronautical VFR instrument flight, which is fully documented. This is also applicable for aeronautical VFR flight into instrument meteorological conditions (IMC), which is also fully documented. In fact, not only will VFR flights be considered, but also IFR flights into IMC, which also results in a safer commercial aviation through the reality that a correct implementation of these recommendations in VFR operations will, at least in most cases, result in safer operations.
The new provisions establish a more accessible IR enabling more European General Aviation (GA) pilots to obtain such rating, thereby increasing safety by reducing the number of potential controlled flights into terrain (CFIT).
The danger due to the presence of instruments used for flight control (in the cockpit), is dealt with through the so-called “Limits of Operations” (LOA) DQR. DQR refer not only to operators and operators procedures, but also to instruments such as the attitude director indicator, altimeter, electrical/autopilot, etc. The LOA DQR covers the use of instruments and controls. For example, the DQR may indicate that the maximum allowable pitch attitude or maximum allowable bank angles are restricted during performance of a sustained turn.
The risk due to fire, water and heat is dealt with in accordance with Regulation (EU) 1073/2014. It is an obligation for any internal and/or external source to alert the pilot-in-command/aircraft commander of a potential risk of a fire in air and especially in the cargo area/cabin. The pilot-in-command/aircraft commander has the duty to render such information to the flight crew, preferably by means of warning message (such as lights, sound and/or vibrations) according to each possible consequence. This information must be furnished both in written, verbal and pictorial form. “Rendering” means the provision of such information, with a potential consequence, to the flight crew, who is thereby given the opportunity to react in accordance with the given information. However, neither the warning message nor the reaction of the flight crew are mandatory. The general information that the crew is obliged to receive is fairly simple (e.g. possible presence of fire, emergency landing, etc.). It is up to the aircraft manufacturer to determine the nature of the information that should be made available in the event of a fire in the aircraft.
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in severe situations, the ground crew may need to make an emergency landing. in many cases, the best method is to make a forced landing on short final. this requires the flight crew to make a visual approach and landing on a short final. after the aircraft lands, it will need to be checked, de-iced, and refueled before returning to service.
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