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PILOT NAVIGATION

PILOT NAVIGATION. Senior/Master Air Cadet. Learning Outcomes. Know the basic features of air navigation and navigational aids. Understand the techniques of flight planning. Understand the affects of weather on aviation. Flight Planning. Introduction.

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PILOT NAVIGATION

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  1. PILOT NAVIGATION Senior/Master Air Cadet

  2. Learning Outcomes Know the basic features of air navigation and navigational aids Understand the techniques of flight planning Understand the affects of weather on aviation

  3. Flight Planning

  4. Introduction In Air Navigation, we discussed the Triangle of Velocities We shall now revise the components of the Triangle and learn how this helps us to plan a flight. Finally, we will learn how to co-ordinate our sortie with other agencies

  5. Triangle of Velocities Comprises 3 vectors drawn to scale (a vector being a component of the Triangle, having both direction & speed) One side shows movement of the aircraft in still air (HDG & TAS) Another shows wind speed & direction(W/V) The third shows actual movement of the aircraft over the surface of the earth (TK & G/S), resulting from the other 2 vectors

  6. Triangle of Velocities Thus there are 6 components Wind Speed Wind Direction Aircraft Heading True Airspeed Groundspeed Track

  7. Solution of the Triangle As long as we have 4 of the components it can be solved by a number of methods: Scale drawing on graph paper or map/chart Dalton dead-reckoning Computer Mental arithmetic Micro computers

  8. Flight Planning Both in private aviation & military training, flight planning is carried out using a Pilot Nav Log Card On this card the flight is divided into a number of legs

  9. Pilot Nav Log Card

  10. Flight Planning Before flight, the Triangle Of Velocities is solved for each leg However, to do this, more information is required

  11. Flight Planning First, the pilot needs to know the Tracks and Distances of the various legs So he draws them on a route chart We will now plan a VFR Tutor flight from Leeming to Marham via Cottesmore at 3000ft AMSL

  12. Leeming Cottesmore Marham MAR COT

  13. Flight Planning For the purposes of our exercise, we have ignored any airspace issues or any airspace changes since this version of the chart was produced

  14. The forecast wind is 180/30 for the first leg Producing a headwind (G/S < TAS) and some port drift 180/30 The forecast wind is 220/25 for Leg 2 Producing a crosswind with port drift, plus a tailwind 220/25

  15. Flight Planning - Log Entries The Pilot must enter some Log Card details before solving the Triangle of Velocities: Track Measured With A Protractor Distance Measured from map/chart against the Latitude scale or using a Nav ruler of same scale

  16. COT MAR 161 096 98 44

  17. Flight Planning - Log Entries Altitude or Height for each leg Decided by operational, weather, safety & other needs Forecast W/V Forecast Air Temperature (Temp) Indicated Air Speed (IAS) Normally The Recommending Cruising Speed

  18. Flight Planning - Log Entries True Airspeed (TAS) Calculated from the IAS/RAS & Air Temperature using a Dalton Computer Variation (Varn) Found on the map/chart

  19. Flight Planning – Obtaining TAS To obtain TAS using the Dalton Computer Set forecast temp +10C against 3000ft From a 120kt IAS/RAS on the inner scale We can obtain 125kt TAS on the outer

  20. COT MAR 3000 3000 120 120 125 125 161 096 98 44 180/30 220/25 +10 +10 2W 2W

  21. Solving the Triangle of Velocities First we will use graph paper Later we will use the Dalton Computer The theory is the same but, as you will see, the Dalton Computer is quicker

  22. Flight Planning – Triangle of Velocities Once Track, Distance & TAS are known for each leg, the Triangle of Velocities can be used to calculate: The Heading to counter the wind & fly the desired Track The Groundspeed (G/S)

  23. Flight Planning – Triangle of Velocities We already have 4 of the 6 elements of the triangle (1st leg)

  24. W/V NORTH (TRUE) Flight Planning – Triangle of Velocities We first draw the W/V from the direction 180º & give it a length of 3 units (to represent 30 Kt)

  25. Flight Planning – Triangle of Velocities Next, at the downwind end of the W/V draw the Track & G/S line on the reciprocal of 161ºT, for an unknown length This length denoting G/S is one element we will discover

  26. Flight Planning – Triangle of Velocities All we currently know is that G/S will be less than our TAS of 125 Kt

  27. Flight Planning – Triangle of Velocities Next, from the upwind end of the W/V line, draw an arc representing TAS to a length of 12.5 graph units (125 knots), until it crosses the Track & G/S line Then, with a protractor, measure the direction of the resultant Heading line & the length of the G/S line

  28. Heading/TAS (12.5 units) (Heading direction to be measured) Track 161T & G/S (to be measured) W/V 3 units Flight Planning – Triangle of Velocities Drift

  29. Flight Planning – Triangle of Velocities We calculate that the length of the Track & G/S line is 9.6 units, so the G/S Will Be 96 Kt

  30. Flight Planning – Triangle of Velocities Using a protractor, the Heading is 166ºT We can now apply the Varn of 2ºW to 166º(T) to give a Heading of 168º(M) (True to Compass add West) After entering this information on the Log Card, we can then calculate the Leg 1 time by using a G/S of 96knots & distance of 98nm

  31. Leg Time Calculation - Dalton Computer To calculate leg time – for Leg 1 put the black triangle under the 96 Kt G/S on outer scale Then against the 98 nm distance on the outer scale Extract a leg time of 61.3 mins on the inner scale Repeat the exercise for Leg 2, to Marham

  32. COT MAR 168M 108M 3000 3000 Notice that the info we will need readily at each turning point, is at the top. Info that can be referred to in slower time, is further down the card 120 120 61.3 19.5 125 125 161 096 98 44 180/30 220/25 +10 +10 96 136 2W 2W

  33. Triangle of Velocities – Dalton Computer For Leg 1, put on the W/V 180/30 First, turn the dial until 180 or S is at the top Then, put a mark 30kts below the centre circle

  34. Triangle of Velocities – Dalton Computer Next, turn the dial until Track 161 is at the top Then, ensuring that the centre circle is over the TAS 125kts Observe that there will be 5 degrees port drift In order to fly the desired Track of 161, we will have to offset for the drift

  35. Triangle of Velocities – Dalton Computer We offset for the drift by turning the dial the opposite way - in this case 5 degrees right of Track 161 This gives us a Heading of 166(T), still with 5 degrees port drift It also gives us 96Kts G/S

  36. Flight Planning – Triangle of Velocities Repeat the process for Leg 2 (remembering to change the wind) You can see that by using the Dalton Computer, we can solve the Triangle of Velocities more rapidly and conveniently than by scale drawing

  37. Flight Planning - ETA If we wished to arrive overhead Marham at a particular time, say 1000hrs, we can now calculate a departure time from overhead Leeming, in addition to a time overhead Cottesmore Flight time is 61.3 mins to Cottesmore and 80.8 mins total to Marham Therefore we can annotate our Log Card with the desired times (ETA COT 0940.5, ETA MAR 1000.0 & ETD LEE 0839.2

  38. COT MAR 168M 108M 3000 3000 120 120 61.3 19.5 0839.2 0940.5 1000 125 125 161 096 98 44 180/30 220/25 +10 +10 96 136 2W 2W

  39. Fuel Planning

  40. Fuel Planning One of the main purposes of calculating flight times is to ensure sufficient fuel is available Running a car out of fuel will be inconvenient In an aircraft…… it could be fatal

  41. Fuel Planning At the planned altitude and speed, the Tutor consumes fuel at: 48 Kg an hour 48/60 X 61.3 mins = 49.0 Kg So 49 Kg is needed for Leg 1 Similarly, for Leg 2, 16Kg is required Total fuel required is therefore 49+16 = 65Kg, although in reality, additional fuel would be needed for Take-off, Recovery & Diversion

  42. Fuel Planning If we require 55 Kg minimum overhead Marham for recovery and diversion purposes, we can annotate our Log Card for fuel

  43. COT MAR 168M 108M 3000 3000 120 120 61.3 19.5 0839.2 0940.5 1000 120 71 55 125 125 161 096 98 44 180/30 220/25 +10 +10 96 136 2W 2W

  44. Other Information The most important is the Safety Altitude This is the altitude an aircraft must climb to or not fly below in Instrument Meteorological Conditions (IMC)

  45. Safety Altitude This ensures the aircraft does not hit the ground or obstacles such as TV masts

  46. Safety Altitude Safety Altitude is calculated by adding 1000ft to the highest elevation on or close to the planned route (RAF use 30nm) & rounding it up to the next 100ft In mountainous regions, a greater safety margin is added

  47. Safety Altitude An aircraft can not descend below the Safety Altitude unless the crew has: Good visual contact with the ground or the services of ATC (Apart from specially equipped aircraft such as Tornado GR4 which can, when appropriate, use TFR)

  48. Safety Altitude Using the guidelines, we calculate Safety Altitude as 3600ft for Leg 1 & 2600ft for Leg 2 As we plan to fly the route at 3000ft AMSL, if we encountered poor weather during Leg 1, we would have to climb to 3600ft until conditions improved We can now enter Safety Altitude figures on our Log Card

  49. COT MAR 168M 108M 3000 3000 120 120 61.3 19.5 0839.2 0940.5 1000 120 71 55 3600 2600 125 125 161 096 98 44 180/30 220/25 +10 +10 96 136 2W 2W

  50. This notification is usually in the form of an ATC Flight Plan Sortie Co-ordination Ideally prior to flight, aircraft crews must notify ATC of their sortie details, so that action can be initiated if the aircraft becomes overdue at its planned destination

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