ANC Academy Blog

As a pilot, you know that altitude is a crucial factor in safe and successful flight. But do you know the difference between QNH, QFE, and QNE? These three aviation terms may seem similar, but they each measure pressure in distinct ways, and understanding the differences between them is key to navigating the skies with confidence. QNH, QFE, and QNE are all terms used in aviation to describe pressure measurements. These measurements are used by pilots to determine the altitude of their aircraft, which is a crucial factor in safe and successful flight. QNH stands for "Quasi-Non-Hydrostatic," and it is a pressure measurement that is used to indicate the height of an aircraft above sea level. When a pilot receives a QNH reading, they use it to determine the altitude of their aircraft above sea level. This measurement is commonly used in areas where the terrain is relatively flat, as it provides a consistent reference point for altitude. QFE is short for "QNH at Field Elevati

I recently did a flight with a flight instructor, practicing circuits at my local airport. Climb at Vy, establish at circuit height, turn downwind, do my BUMFICH (GUMPS for the North American readers), call downwind, set up for the approach, touch-down, get back in the air, and repeat. I notice however, during the downwind, that the instructor is getting increasingly uncomfortable until I make radio call, before relaxing again. Sure enough, during the debrief, the instructor tells me that I'm taking too long to call downwind on the radio, and that I should do it sooner. This for me, was an excellent example of the subject of this post. I can tell you that the acronym ANC - aviate, navigate, communicate - is crucial to the success of any flight. These three simple words represent the three primary tasks that a pilot must constantly prioritize in the cockpit. Aviate refers to the physical act of flying the aircraft. This includes maintaining a stable and safe altitude, speed, and att

As pilots, we like to believe that we are rational, logical beings who make sound judgments based on the facts at hand. However, the truth is that we are all susceptible to cognitive biases, which are systematic patterns of deviation from norm or rationality in judgment. These biases can lead to perceptual distortion, inaccurate judgment, and illogical interpretation, and they can have serious consequences that can lead to dangerous situations in flight. There are many different types of cognitive biases, including anchoring bias, confirmation bias, and availability heuristic. Anchoring bias is the tendency to rely too heavily on the first piece of information encountered when making decisions. Confirmation bias is the tendency to search for, interpret, favor, and recall information in a way that confirms one's preexisting beliefs or hypotheses. The availability heuristic is the tendency to overestimate the probability of an event based on its availability in memory. In the field o

The other day I was teaching a student on flight simulator. After he picked up the ATIS I asked him what the crosswind was going to be for take-off. I wanted him to start thinking about the information he had in his hands, and not making a habit of listening to the ATIS just something that he was doing simply because he was going through the motions. He responds by pulling out his calculator and doing the accurate measurement. I asked him if he carried a calculator in his real world PPL lessons, and he admitted that he didn't. So how was he supposed to calculate crosswind? This article outlines the simple trick of doing this. Once the wind direction has been received (i.e via the ATIS), the pilot calculates the angle difference between the runway heading and wind direction. The pilot then imagines the minute hand on a clock face indicating on that number of minutes. For example, if the difference is 15 degrees, the pilot imagines the hand pointing at the 3 on the clockface. The amo

Airmanship is the art and science of safely and efficiently operating an aircraft. It involves a combination of technical knowledge, physical skills, and decision-making abilities that enable pilots to navigate the complex and ever-changing environment of flight. In this article, we will delve into the details of airmanship and explore what it takes to be a proficient and proficient pilot. At its core, airmanship is about understanding how an aircraft works and how it reacts to various inputs and conditions. This includes knowledge of the aircraft's systems, such as the engines, hydraulics, and electrical systems, as well as an understanding of the physical principles of flight, such as lift, drag, and thrust. Pilots must also be proficient in the use of the aircraft's controls and instruments, as well as in navigation and communication. But airmanship is more than just technical knowledge. It also involves the ability to make good decisions under pressure and to adapt to ch

In addition to the primary flight controls, which allow pilots to adjust the attitude of an aircraft in the sky, there are also several secondary flight controls that help to fine-tune the aircraft's performance. These controls include the throttle, mixture, flaps, elevator trim, and carb heat. Let's take a closer look at each of these controls and how they work. The throttle is a lever that controls the amount of fuel being delivered to the engine. By increasing or decreasing the throttle setting, the pilot can increase or decrease the power output of the engine. This, in turn, affects the speed and altitude of the aircraft. The throttle is typically located on the left side of the cockpit and is operated with the pilot's left hand. The mixture is a control that adjusts the ratio of fuel to air being delivered to the engine. By leaning the mixture, the pilot can adjust the fuel flow to match the amount of oxygen available at different altitudes. This helps to optimize the

As a pilot, it is crucial to understand the functions and proper usage of the primary flight controls. These controls allow the pilot to adjust the attitude, or position, of the aircraft in the sky and are essential for safe and efficient flight. In this article, we will delve into the details of the primary flight controls and how they work. There are three primary flight controls that pilots use to adjust the attitude of an aircraft: the ailerons, elevators, and rudder. The ailerons are located on the trailing edge of the wings and are used to roll the aircraft left or right. When the pilot moves the control stick to the left, the left aileron moves upwards and the right aileron moves downwards. This creates more lift on the left wing and less lift on the right wing, causing the aircraft to roll to the left. Conversely, when the control stick is moved to the right, the right aileron moves upwards and the left aileron moves downwards, causing the aircraft to roll to the right. The ele

Airbus is a leading manufacturer of commercial aircraft known for their innovative and advanced designs. One aspect of Airbus aircraft that sets them apart is their flight control laws, which are the sets of rules and procedures that govern how the aircraft responds to pilot inputs and various flight conditions. There are four primary flight control laws that Airbus aircraft utilize: normal, alternate, abnormal alternate, and direct. Understanding these flight control laws is important for pilots and aircraft maintenance technicians to ensure the safe and efficient operation of Airbus aircraft. Normal flight control law is the default mode of operation for Airbus aircraft and is used during all phases of flight, except during certain failure conditions. In normal flight control law, the aircraft's flight control system (FCS) is fully operational and able to provide automatic control of the aircraft's pitch, roll, and yaw through the use of hydraulic actuators. The FCS also moni

  An aircraft wing generates lift through the process of air flowing over and under the wing. The shape of the wing is carefully designed to cause the air flowing over the top of the wing to travel faster than the air flowing underneath it. This difference in speed causes a difference in air pressure, with the air on top of the wing experiencing a lower pressure than the air on the bottom. The pressure difference creates an upward force on the wing, which is known as lift. The amount of lift generated by a wing depends on several factors, including the shape and size of the wing, the speed at which the aircraft is traveling, and the density of the air. The angle at which the wing is tilted relative to the direction of motion is also important. This angle is known as the angle of attack. A wing with a higher angle of attack will generate more lift than a wing with a lower angle of attack. However, if the angle of attack becomes too high, the wing can stall, which means that it is no lon

Pilot threat and error management (TEM) is a set of strategies and techniques that pilots use to identify and mitigate potential hazards and mistakes during flight. It is a critical aspect of aviation safety, as it helps pilots to anticipate and prevent accidents and incidents from occurring. TEM has a long history in the field of aviation, with early efforts to address human error in aviation dating back to the 1930s. One of the key concepts in TEM is the recognition of threats. A threat is any factor that has the potential to compromise the safety of a flight. Threats can be external, such as bad weather or a malfunctioning piece of equipment, or internal, such as fatigue or distraction. It is the responsibility of the pilot to identify and assess these threats and to take appropriate action to mitigate them. The next step in TEM is error management. Errors are actions or decisions that deviate from the correct or expected course of action. They can occur at any stage of flight and c

 Icing on an aircraft refers to the accumulation of ice on the exterior surfaces of the aircraft, which can have serious consequences for the safety and performance of the aircraft. There are several different types of icing that an aircraft may encounter, including clear icing, rime icing, and mixed icing. Clear icing occurs when the temperature of the aircraft is warmer than 0°C (32°F) and the humidity is high. This type of icing results in a smooth, clear layer of ice that forms on the surface of the aircraft. Clear icing can be particularly dangerous because it is difficult to see and may not be immediately apparent to the pilot. Rime icing occurs when the temperature of the aircraft is below 0°C (32°F) and the humidity is high. This type of icing results in a rough, crystalline layer of ice that forms on the surface of the aircraft. Rime icing is more visible than clear icing, but it can still be difficult to see in certain lighting conditions. Mixed icing occurs when the temperat