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Introduction to user requirements Finland ( PT/LLF member in pilots role )

Introduction to user requirements Finland ( PT/LLF member in pilots role ). The Finnish Aviation Association is the head of total ~200 aviation clubs, founded 1937. +10 000 members Main activities are: Motorflying/normal category planes Soaring Parachuting Model flying Smaller groups:

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Introduction to user requirements Finland ( PT/LLF member in pilots role )

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  1. Introduction to user requirementsFinland (PT/LLF member in pilots role) • The Finnish Aviation Association is the head of total ~200 aviation clubs, founded 1937. • +10 000 members • Main activities are: • Motorflying/normal category planes • Soaring • Parachuting • Model flying • Smaller groups: • Ultralights (increasing), balloons experimental and hang/paragliding

  2. User requirements generally, LL-IFR Inside GA and sport aviation the user needs vary in wide range: For LL-IFR the rules of using weather information for planning the flight are quite similar as for heavier traffic, TAF´s playing the most important role. Flight is conducted often ”inside” weather. This points out the importance of relevant and detailed route weather information starting from MOD phenomena. 2 09.03.10

  3. User requirements generally VFR VFR is flown mostly on QNH settings or also on also low flight levels. Because the cabins are normally unpressurized, this means the use of max. height 12 000ft on en route. Higher heights/levels can be used during short periods and with oxygen masks vertical range increases. Turbocharged engines give extra capacity to penetrate vertically the nasty weather. VFR is not so much regulated as IFR and it is the responsibility of the pilot to maintain VMC. In VFR en route and at least in IGA flights alternative route/destination AP´s are however reasonable to take into account in planning.

  4. Views on IGA – flight planning Planning starts normally with longer term ”strategic” planning and can be done by public weather data. In case, also alternative route may be planned in advance. Preliminary calculations on wind/range are done. The fuel availibility, opening hours of the AP and airspace restrictions etc may set limits to planning.

  5. Weather data used in IGA planning The general wx-situation is shown best on SW-charts. The flight time and range by W/T-charts. The more detailed picture by AREA FCST´s: GAMET, GAFOR or Plain language. Most detailed information may be got via special forecasts, if the route such requires. METAR´s and TAF´s on en route are used to check the weather and its consistency with AREA FCST´s. For destination/alternative AP´s TAF´s and METAR´s are used. If not available, the nearest is normally used.

  6. Weather data used in IGA planning SIGMET´s, AIRMET´s and Pilot Reports if available any. WX- radar composite/short fcst+lighting data. Satellite imaginery ICING and TURB FCST´s if available.

  7. Difficulties experienced in IGAflight planning The different lay out of AREA FCST´s may make them difficult to interpret for the user. The main purpose of AREA FCST´s is to satisfy domestic users, but for foreign pilots it may be difficult to understand plain national language forecast. The availability of AREA FCST´s for whole route may not realize allways in IGA. If the route crosses several states, there may be a lenghty exercise to study all the AREA FCST´s having several small subareas.

  8. Difficulties experienced in IGA flight planning For the user it is time consuming to try locate the long co-ordinate expressions for weather. For the unfamiliar foreign user it may not be easy to try to locate reported detailed geographical locations. In case of AP self briefing facilities malfunctions it may not be easy to get assistance in wx-briefing.

  9. Proposed ways to develope IGAweather service To produce an english version of AREA FCST`s if such not exists. To develope internet availability of AREA FCST´s from EUR area. To harmonize the used lay out´s. To consider the use of graphical or other interpretation forms easy for the user. To encourage the use of pilot reports.

  10. Typical operational values of GA - planes Most planes are not certified to known icing. Normal category is +3,8g - -1,5g. In practice there is some extra design g - tolerance. Max. landing crosswind components are between 10-20kt. Most GA - planes have free aspirated engines and have limited capability of climbing at or near MTOW when approaching 10 000ft especially above standard temperatures. Endurance is normally 3-6h and cruise spds 80-250kt.

  11. VMC in controlled airspace/day Airspace class: A, B, C, D, E VFR generally at night: 3km in landing circuit, en route 8km and no CLD BLW 2000ft.

  12. VMC in uncontrolled airspace/day Airspace class: F,G,(G+)

  13. Lake Runway; No Taf, No Metar, but fun !

  14. Sometimes it´s better to wait foran amended area fcst !

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