JOHA Aviation

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Rosmalen
JOHA Aviation

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JOHA verbindt passie voor luchtvaart met sterk leiderschap en ondernemerschap. Voor een toekomst die blijft vliegen.

Wij bieden commerciële pilootdiensten voor AOC’s, strategisch luchtvaartadvies en ondersteuning bij duurzame innovatie.

16/09/2026

A tyre can be on the runway and still have almost no grip. ⚠️

On a wet surface, pressure builds in the water ahead of a rolling tyre. If it cannot escape through the tread or pavement texture, a water wedge lifts the tyre: dynamic hydroplaning.

A useful rule of thumb is:

V ≈ 9√P

V is speed in knots and P is tyre pressure in psi. At 200 psi, the calculated speed is about 127 knots. This estimates a possible onset region, not a certified operating limit.

Viscous hydroplaning can occur at lower speeds on a thin film over smooth or rubber-contaminated pavement. Reverted-rubber hydroplaning can follow a locked-wheel skid, when trapped water becomes steam and overheats the tyre.

Grip loss reduces braking and directional control. Spoilers transfer more weight onto the wheels and reverse thrust contributes, but crews calculate performance using aircraft-specific data, runway condition codes, wind and contaminant depth.

Passengers may hear stronger reverse thrust or experience a longer rollout.

Water looks shallow.

At speed, it can carry an aircraft tyre. 🛡️

07/09/2026

An aircraft can be stationary while its wheels are still managing enormous energy. 🔥

During braking, kinetic energy becomes heat:

E = ½mV²

Speed is squared. Double the speed and the energy to absorb becomes four times greater, before allowing for mass.

On many airliners, carbon multi-disc brakes convert that energy through friction. Anti-skid controls brake pressure to keep each tyre near maximum useful grip instead of locking it.

The surprising part comes after stopping. Heat continues moving from the brake stack into the wheel and tyre, so temperatures can keep rising even though the aircraft is parked.

Fusible plugs provide protection. At a designed temperature, their cores melt and release tyre pressure before overheating can cause a more violent wheel or tyre failure.

Transport-aircraft certification includes maximum-energy rejected-takeoff testing, with brakes near their fully worn limit. Operational cooling times remain aircraft-specific and depend on brake temperature, airflow and the next departure.

Passengers may notice a remote parking position, firefighters standing by or a delayed turnaround.

The aircraft has stopped.

The energy has not disappeared. 🛡️

05/09/2026

A GPS position can look perfect and still be unusable for landing. 🛰️

Accuracy tells pilots how close the calculated position is likely to be. Integrity answers a different question: can the system detect when that position should not be trusted?

Conventional GPS receivers use RAIM, Receiver Autonomous Integrity Monitoring. RAIM compares the timing-based distance measurements, called pseudoranges, from multiple satellites for consistency.

The numbers matter.

Five satellites are normally required to detect a faulty signal. Four can be enough with barometric aiding, using pressure-altitude input. To identify and exclude the bad satellite, FDE needs six, or five with barometric aiding.

The surprising part: the moving map may still look stable when integrity is unavailable. A believable display is not the same as an assured navigation solution.

Before certain GPS approaches, crews check predicted RAIM availability. If an integrity alert occurs during the approach, the receiver may remove approach guidance and the crew follows the aircraft-specific procedure, which can mean discontinuing the approach.

Passengers may experience only a go-around or unexpected turn.

GPS provides position.

Integrity provides permission to trust it. 🛡️

01/09/2026

The bars show up on the primary flight display. Center them, and the aircraft follows the commanded flight path. 🎯

On an ILS approach, it uses localizer and glideslope deviation to work out the corrections needed to stay aligned with the runway and descend on path.

Here’s the surprising part: the flight director can stay active with the autopilot off. The pilot’s hand-flying the aircraft, just following the cues.

Passengers won’t notice a thing. A smooth turn or descent through cloud can be flown by hand with the same precision. 👨‍✈️

The bars guide. The pilot flies.

31/08/2026

If the instability spreads through the compressor, pressure can collapse and airflow may briefly reverse. That system-wide oscillation is called a surge. ⚡

It can look dramatic: a bang, vibration, rising exhaust-gas temperature, fluctuating RPM, reduced thrust, and sometimes a brief flame at the exhaust.

Here’s the surprising part: a short stall can clear itself, and the engine keeps running normally. Only repeated or non-recoverable events risk flameout or damage.

Modern engines guard their stall margin with variable stator vanes, bleed valves, and carefully scheduled fuel flow. 🛠️

The crew follows the aircraft-specific checklist, watches the engine indications, and reduces or shuts down the engine if needed.

The noise may be dramatic. ✈️
The response stays procedural.

30/08/2026

⏳ 18 months. 13 exams. No second chance on the clock.

Did you know an ATPL candidate has just 18 months and 4 sittings from their first theory exam to pass all subjects? ⚠️ Miss that window, and the entire theoretical course has to start over.

And there's more this year: EASA is rolling out the ECQB 2026 📚. It's the updated question bank for ATPL/CPL/IR exams, including new learning objectives on fuel and energy management ⛽.

Students already testing under ECQB 2024 simply continue as normal ✅. New candidates start on the updated version.

👨‍✈️ For candidates: plan your sittings tightly. That clock doesn't pause.
🧑‍💼 For flight schools: every syllabus update is a moment to check your training material, scheduling, and student support. Do it before a gap becomes a missed deadline.

Exactly where Joha comes in 🤝: processes that keep pace, so no one gets grounded on the way to the cockpit.

Blijf vliegen. ✈️

29/08/2026

The panels that rise after touchdown are not primarily there to slow the aircraft through drag. ✈️

They are ground spoilers and their critical job is to destroy lift.

Lift follows:

L = ½ ρ V² S CL

Immediately after touchdown, speed V remains high, so the wings can still support part of the aircraft’s weight. Raising the spoilers disrupts airflow and sharply reduces CL, the wing’s lift coefficient.

Less lift means more load on the main wheels.

More wheel load gives the tyres greater grip, allowing the anti-skid system and wheel brakes to generate effective braking force. The spoilers also add aerodynamic drag, but that is only part of their contribution.

The timing matters. FAA guidance notes that at approximately 118 knots, a two-second delay can consume almost 400 feet of runway.

Passengers see the panels rise as reverse thrust becomes audible. Automatic deployment logic varies by aircraft and may use ground-sensing, wheel-speed and thrust-lever conditions.

Spoilers do not merely help slow the aircraft.

They make the planned stopping performance available. 🛬

28/08/2026

A cockpit warning can temporarily outrank air traffic control. ⚠️

TCAS II is an airborne collision-avoidance system that operates independently of ATC.

It interrogates Mode S transponders and tracks nearby aircraft using range, relative altitude and closure rate.

A Traffic Advisory (TA) means: identify the threat. Pilots do not manoeuvre using TA information alone.

If the risk increases, a Resolution Advisory (RA) commands a vertical response: climb, descend, level off—or restrict vertical speed.

The surprising part is the coordination.

When both aircraft have TCAS II, their systems exchange intentions once per second over the 1030/1090 MHz Mode S link. One can receive “CLIMB” while the other receives “DESCEND.”

Pilots follow the RA immediately, even when it conflicts with an ATC altitude instruction and advise the controller as soon as workload permits.

Passengers may feel an unexpected level-off or climb. That is not improvisation.

ATC provides separation.

TCAS protects the final airborne safety layer. 🛡️

25/08/2026

At cruise altitude, one aircraft can show 280 knots IAS, 470 knots TAS and Mach 0.78, all at once. ✈️

Those numbers answer different questions.

📊 Indicated airspeed (IAS) comes from pitot-static pressure. It reflects aerodynamic loading, making it central to lift, stall margins and structural limits.

🌬️ True airspeed (TAS) is the aircraft’s actual speed through the air. As density decreases with altitude, the same IAS corresponds to a higher TAS.

🔊 Mach number is TAS divided by the local speed of sound. Because that speed changes mainly with temperature, Mach becomes increasingly important high up.

This creates a crossover altitude. Below it,

VMO: maximum operating indicated speed is the relevant high speed limit. Above it,
MMO: maximum operating Mach takes over. Exact values are aircraft-specific.

Your passenger screen may show a fourth number: groundspeed. Wind makes that faster or slower than TAS.

During descent, at constant Mach, IAS normally increases. Crews therefore transition from Mach control to IAS before approaching VMO.

Pilots do not fly one speed.

They fly the speed that protects the limit that matters.

Adres

Pastoor De Leijerstraat
Rosmalen
5246JD

Website

http://www.joha.nl/

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