Scott beale aviation

5/17/2018 Scott Beale Aviation
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Scott Beale Aviation
Scott Beale is a seasoned aviation professional with over two decades of leadership experience. Scott has lead
premier aviation companies through significant growth strategies, business turn around plans, strategic
planning and execution. Scott is an accomplished commercial pilot type rated in the Gulfstream and Citation
aircraft and has flown hundreds of hours in special mission government aircraft.
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What is Zulu Time and How is
it Used in Aviation?
This blog was originally posted on ScottBealeAviation.net. You can
also see it on my Medium page!
Time-keeping was invented by humans. In the past, timekeeping was
as simple as checking the position of the sky. Then came sundials
and finally, clocks.
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It was the advent of the railroads that necessitated developing and
adopting a method of time-keeping that was consistent not only
within countries and continents, but among all countries and
continents, or in other words, all over the world. When the aviation
industry emerged in the early 20th century, it became apparent to
those inside and outside of the industry that a way to standardize
time-keeping world-wide, skewed to the aviation industry, was
desperately needed.
The adoption of Greenwich Mean Time as the starting point for
worldwide timekeeping worked well as long as humans crossed time
zones on the ground. After all, one can only travel so fast on a train
or in an automobile. But when planes began flying across time zone
after time zone within the course of one flight, aviators needed a way
to determine quickly what time it was without having to take into
consideration whether it was day or night.
The solution came in using a 24-hour clock, with zero o’clock defined
as midnight Greenwich Mean Time (GMT). Then you simply added
the number of time zones east of GMT of your current position or
subtracted the number of time zones west of GMT of your current
position to arrive at the aviation industry standard time, known as
Zulu Time.
Why is this important? Because pilots could easily synchronize
arrival and departure times and quickly heed warnings of adverse
weather systems. Just like pilots world-wide must communicate with
air traffic control in English—a common language necessary for
safety and air traffic control—using Zulu time enables pilots to quickly
determine what time events in other time zones will affect them. So if
a pilot flying over the center of North America is told that a weather
system will arrive at approximately 1900 hours Zulu Time, he or she
can quickly determine that the weather front will arrive at 1300 hours
local time.
How do you translate Zulu Time to local time? Each time zone is
given a letter from the military phonetic alphabet, moving east from
Greenwich, England. The first time zone to the east of Greenwich is
“Alpha.” Continuing east around the globe, each subsequent time
zone follows alphabetically.
Over central North America, the Central time zone is named Sierra in
military/aviation time. Since Sierra/US Central time is six time zones
west of Greenwich Mean/Zulu time, the pilot simply consults a chart,

which says to subtract six hours from the given Zulu time to arrive at
the corresponding time Sierra/US Central Time. And since a 24-hour
clock is used, the pilot doesn’t have to waste time figuring out if the
time in question is A.M. or P.M.
#zulu #time #time zones #greenwich mean time #aviation
#aviation industry #airplane #airport #airline #Scott Beale
#Scott Beale Aviation
aviationgreats
aviationgreats
JetBlue Airbus A321 arriving in MCO.
aviationblogs
11 notes

aviationblogs

757-200 just overhead
flyingpe84
Source: myverycrazyblog
flyingpe84
retrowar
T 6 Texan
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35 notes

T-6 Texan
Source: retrowar
The Five Most Diﬃcult
Landing Strips in America
You can find the original blog posting at ScottBealeAviation.net.
Most people have seen images of airports and runways in exotic
locations, where pilots and flight crew are expected to navigate
mountainous passes, short runways, or treacherous looking
approaches, sometimes without even having the benefit of a flight
tower. The following landing strips are not in far-off, exotic locations;
however, they are extremely difficult to land and are all located within
the United States.
Aspen/Pitkin County Airport in Colorado
Any pilot attempting a takeoff or landing from this ski-lover’s haven
outside Aspen will be required to go through special training in order
to navigate the airport’s steep approach and mountainous
surroundings. As if that wasn’t daunting enough, pilots must take off
and land from opposite directions – using a single runway.
Bert Mooney Airport in Butte, Montana
This airport, situated between two national parks – Yellowstone and
Glacier – throws several obstacles in the way of approaching pilots.
Deer that wander on or near the runways are a constant threat, and
the extreme temperature swings in the area present another
challenge. The fact that this airport doesn’t have a control tower only
compounds all of these potential dangers.
Yellowstone Regional Airport in Cody, Wyoming
Just fifty-three miles from Yellowstone National Park, the natural
beauty that surrounds this airport can be misleading. Not only is this
location another one that lacks a control tower, but there is also no
approach control facility to this airstrip This means that pilots landing
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approach control facility to this airstrip. This means that pilots landing
here must rely on their training and determine the rate of their plane’s
descent without the benefit of any vertical guidance.
LaGuardia Airport in New York City
Just a few miles from two other airports, JFK and Newark, the area
that surrounds LaGuardia is some of the busiest airspace on the
planet. While other airports must contend with mountainous terrain
and wild animals, other aircraft combined with ever-changing
weather conditions present most of the dangers when approaching
or leaving the largest airport system in the United States.
Ronald Reagan Washington National Airport in Virginia
Similar to LaGuardia, the problem areas with this airport are mostly
man-made. However, instead of airspace that is filled to capacity, the
pilots who approach Reagan National Airport must navigate the
many no-fly zones and other restricted areas around the nation’s
capital. To further complicate landings, pilots must perform a sharp
forty degree turn and then visually line the airplane up with the
Potomac River before approaching the runway.
#aviation #landing #airplane #airport #air travel #Scott Beale Aviation
#Scott Beale
Navigating an Airport Traﬃc
Pattern
This blog was originally posted on ScottBealeAviation com

This blog was originally posted on ScottBealeAviation.com.
Just as there are intersections and specific rules for automobiles, the
procedure for airplanes is even more intense. Automobiles use only
a lateral axis for movement whereas airplanes have three axes:
longitudinal, lateral, and vertical. Hence, there is much more that
goes into the traffic flow of aircraft.
Every airport has an “unspoken” basic traffic pattern that pilots
should follow. In and around airports where there is nocontrol tower,
there is much more freedom to modify this taught pattern; however, it
is imperative that pilots announce their position over the airport’s
frequency via radio. Conversely, if an airplane is approaching or
departing from a controlled airport, it is imperative that they follow a
specific pattern. Traffic patterns can extend off the right side of the
runway, or they might extend off the left side. The Federal Aviation
Administration’s recommended altitude for most traffic patterns is
1,000 feet above ground level.
Just what is this pattern? Picture a rectangular perimeter wherein the
runway runs alongside at least 60% of the length of one side. Each
side is known as a leg. Once an aircraft takes off, they climb out on
the Departure leg. At the end of the Departure leg, the pilot can
either leave the traffic pattern, or they can turn to the next leg, which
is known as the Crosswind leg. This leg runs perpendicular to the
departure leg and is the first short side of the rectangular perimeter.
Pilots then turn from Crosswind leg to the Downwind leg, which is
opposite and parallel to the runway, proceeding past the end of the
runway a short distance until the pilot turns to the Base leg. The pilot
typically would contact the control tower before the turn to Base leg.
It is on Base leg that the pilot is setting up the aircraft for landing, i.e.
descending and lowering flaps. At this point, the landing runway
should be approximately at the pilot’s visual 10:00 position. The Final
leg is the path wherein the airplane descends to the runway for
landing. Procedure for otherwise incoming aircraft into the traffic
pattern is suggested on Downwind at an approximate 45-degree
angle.
Ultimately, it is difficult to communicate this visual simply in words;
therefore, for a visual from the Airman’s Information Manual, access
this page.
#aviation #navigation #airport #plane #traffic control #traffic pattern
#Scott Beale Aviation #Scott Beale

flyingpe84
retrowar
Tomcat airborne
Source: retrowar
80 notes

Source: vimeo.com #aviation #jargon #language #airplane #airline
#flight #Scott Beale Aviation
Wherever you’re heading this holiday season, if you’re traveling by
air, expect some heavy traffic. But don’t let the long lines at the
airport, overcrowded terminals, and overwhelming stress stand in
your way of visiting family this year. I’ve gathered a few tips on how
to make your travels a little less expensive and stressful.
1. Peak Travel Dates – Avoid Them
With Christmas and New Years Day falling on Mondays this year, you
can expect people to begin their travels on the Saturdays before. Try
your best to avoid traveling on these two days. If you have the
vacation time from work, book your flight for Friday morning. If you
still see high flight prices, try searching for flights with flexible dates.
Many airlines have an app that will allow you to search for a flight 3
+/- days from your actual search, which will show you all the
cheapest flights around that time. And, don’t be afraid to shop
around. If you always fly United, consider looking into airlines such
as Spirit or Frontier, which are often much cheaper.
2. Know the Airports and Carefully Plan Your Connections
When you’re booking a flight, you want to be mindful of all the other
coordinating parts of air travel, such as parking, rental cars, and

hotels. Do your research to find out which airports are going to score
you the best deal. Often, a cheaper flight will have a connection. Plan
this connection to be a short layover, but not too short where you’ll
find yourself sprinting through the terminal. If you can plan a
connection to a smaller city, you might find fewer delays and foot
traffic in the terminals.
3. Plan Ahead
You can bet on there being lines in the traffic coming into the airport,
waiting for the shuttle from your lot, and in the security check-ins. As
a rule of thumb, it’s best to arrive at the airport (not the lot you’re
parking in but the actual airport) two hours before your flight for
domestic travel and three hours for international. However, if you’re
traveling during the holidays, you may wish to tack on an extra hour
for each to account for all the waiting you’ll be doing. Also, take as
many shortcuts as you can. For example, print your boarding pass at
home or make sure it’s handy on your smartphone so they can
quickly scan it for you. If you’re planning on giving lots of gifts this
year, have them shipped directly to your destination so you can cut
down on the amount of luggage you’re hauling.
4. Travel Early or Late in the Day
Travel during a time of day when most people would rather be asleep
or at home. If you’re flying before the sun comes up, bets are that
your flight won’t be delayed. Also, red-eye flights are the least
attractive for people because it puts you in an awkward traveling
time; however, this may be the best time to fly if you wish to avoid the
crowds.
#aviation #holiday #christmas #new years #nye #airplane #airport
#terminals #air travel #Scott Beale Aviation

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