AOPA Online Members Only -- AOPA ePilot Custom Content --Vol. 6, Issue 52

November 11, 2009



The following stories from the December 24, 2004, edition of AOPA ePilot were provided to AOPA members who expressed an interest in the particular subject areas. Any AOPA member can receive information tailored to their areas of interest by updating their preferences online.



My ePilot - Student Interest, Training Tips
VISUAL SEPARATION
Inbound for landing at a tower-controlled airport with radar, you have reported in (as described in the December 17, 2004, "Training Tips" and have been radar identified. The approach controller informs you that you are "number two for the airport." When you are handed off to the control tower for landing, the tower controller instructs you to enter a left base leg for the runway, stating that "traffic you are following is a Cessna Caravan on a one-mile final." As taught, you respond that you are looking for the traffic. You scan the approach course for the single-engine turboprop. There it is-and you take a second to be certain that it is indeed the C-208 you see. When you report the traffic in sight, the controller responds, "Follow that traffic, cleared to land."

On your return flight, you are cleared for takeoff shortly after another aircraft has departed. Your takeoff clearance includes a heading to fly to avoid the other aircraft. This time, when you report it in sight, the controller says, "Maintain visual separation from that traffic, proceed on course." Clearly, the sooner you can spot traffic, the sooner you can get where you are going, and the controller's workload is reduced.

This common terminal procedure, visual separation, is explained in Chapter 4 of the Aeronautical Information Manual. It works one of two ways:
"1. The tower controller sees the aircraft involved and issues instructions, as necessary, to ensure that the aircraft avoid each other.
2. A pilot sees the other aircraft involved and upon instructions from the controller provides separation by maneuvering the aircraft to avoid it." When pilots accept visual separation, "they must maintain constant visual surveillance and not pass the other aircraft until it is no longer a factor."

Restricted visibility or the speed of the other aircraft may not allow visual separation to be effective. As the pilot, it's your call, as Robert I. Snow explained in the March 2002 AOPA Pilot article "Stay Clear." Another consideration is avoiding wake turbulence (reviewed in the January 24, 2003, "Training Tips").

Visual separation keeps traffic moving. Be ready to do your part when flying in busy terminal airspace.

My ePilot - Student Interest, Training Products
AVMAP GEOPILOT GPS FROM SPORTY'S FEATURES COLOR DISPLAY
Planning to treat yourself to a GPS? Sporty's has one for you to consider: the AvMap GeoPilot portable moving-map GPS. The unit has a 5.6-inch color display that is sunlight-viewable. It can store up to 10 flight plans of up to 100 legs each, and it offers vertical navigation, aircraft checklists, full simulator functions, and calculator functions for fuel or winds. The AvMap GeoPilot uses Jeppesen NavData for the United States, Canada, and Central and South America. The unit operates on a 10v-35v power supply that plugs into a cigarette lighter. The AvMap GeoPilot sells for $895; a GoPak auxiliary battery is available for $99.95. For more information or to order online, see the Web site or call 800/SPORTYS.

Note: Products listed have not been evaluated by ePilot editors unless otherwise noted. AOPA assumes no responsibility for products or services listed or for claims or actions by manufacturers or vendors.

My ePilot - Student Interest, Final Exam
Question: Where would I find the regulation that applies to fuel requirements for VFR flights?

Answer: You can find this information in 14 CFR Part 91 Section 91.151, "Fuel requirements for flight in VFR conditions." It states: "No person may begin a flight in an airplane under VFR conditions unless (considering wind and forecast weather conditions) there is enough fuel to fly to the first point of intended landing and, assuming normal cruising speed; (1) during the day to fly after that for at least 30 minutes; or (2) at night to fly after that for at least 45 minutes." Looking for more information on fuel management? Read the July 2002 AOPA Flight Training article, "Learn What You Burn."