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AIR NAVIGATION

Jan 23, 2016

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Page 1: AIR NAVIGATION

AIR NAVIGATIONAIR NAVIGATION

Key RevisionKey Revision

Press F5 to start.Press F5 to start.

Page 2: AIR NAVIGATION

This presentation may be used This presentation may be used either as a either as a revision aidrevision aid or as a or as a

self-testself-test program. program.

Revision

Self-test

Instructions

Page 3: AIR NAVIGATION

This presentation may be used This presentation may be used either as a either as a revision aidrevision aid or as a or as a

self-testself-test program. program.To To reviserevise, just use the ‘down arrow’ or left , just use the ‘down arrow’ or left mouse button to progress. The correct mouse button to progress. The correct answer(s) will be answer(s) will be highlightedhighlighted. Press ‘down . Press ‘down arrow’ again to go on to the next question.arrow’ again to go on to the next question.

To test yourself, use the mouse to ‘left click’ directly on the highlighted a) b) c) or d) alongside to the correct answer.

If you are correct your answer will be highlighted. If your answer was incorrect you will be invited to try again. Click ‘OK’ to go back and try again.

If you don’t want to try again and just want the answer, left click or ‘down arrow’ will highlight the correct one.

Page 4: AIR NAVIGATION

AIR NAVIGATIONAIR NAVIGATION

For revision, press the ‘down For revision, press the ‘down arrow’ or left mouse button arrow’ or left mouse button

to advance.to advance.

Press ‘up arrow’ to go back.Press ‘up arrow’ to go back.

Page 5: AIR NAVIGATION

AIR NAVIGATIONAIR NAVIGATION

To test your knowledge, click To test your knowledge, click directly on the highlighted directly on the highlighted a)a) b)b) c)c) or or d)d) alongside the alongside the

correct answer.correct answer.

Page 6: AIR NAVIGATION

AIR NAVIGATIONAIR NAVIGATION

Contents List.Contents List.

Click on a chapter.Click on a chapter.

Chapter 1 Distance, speed and time.

Chapter 2The triangle.

Chapter 3The 1 in 60 rule.

Chapter 4Compasses.

Chapter 5Weather.

exit

Page 7: AIR NAVIGATION

AIR NAVIGATIONAIR NAVIGATION

Chapter 1Chapter 1

Distance, speed and time.Distance, speed and time.

exitReturn to contents list

Page 8: AIR NAVIGATION

Pilots must make regular checks of their Estimated Time of Arrival (ETA) at destination as well as estimated times for passing waypoints en-route.

Distance, Speed & TimeDistance, Speed & Time

These are necessary for ATC reports, and vital for ensuring sufficient fuel remains to reach the destination.

Page 9: AIR NAVIGATION

Regular checks of Estimated Time of Arrival (ETA) are important. These calculations help the crew to determine that:

a) The aircraft has sufficient fuel to reach the destination.

b) The wind velocity will not change.

c) They are flying the shortest route.

d) The drift is correct.

Page 10: AIR NAVIGATION

Regular checks of Estimated Time of Arrival (ETA) are important. These calculations help the crew to determine that:

a) The aircraft has sufficient fuel to reach the destination.

b) The wind velocity will not change.

c) They are flying the shortest route.

d) The drift is correct.

Page 11: AIR NAVIGATION

Aircrew are always aware of their Estimated Time of Arrival (ETA). Why is this?

a) Fuel flow rate depends on ETA.

b) It is the easiest calculation to do.

c) It is important for fuel calculations and air traffic control purposes.

d) A revised ETA tells them the wind has changed.

Page 12: AIR NAVIGATION

Aircrew are always aware of their Estimated Time of Arrival (ETA). Why is this?

a) Fuel flow rate depends on ETA.

b) It is the easiest calculation to do. .

c) It is important for fuel calculations and air traffic control purposes.

d) A revised ETA tells them the wind has changed.

Page 13: AIR NAVIGATION

Distance on the earth’s surface is measured in Nautical Miles.

Distance on the EarthDistance on the Earth

One Nautical Mile (nm) is the equivalent to one minute of latitude, (one sixtieth of a degree).

Page 14: AIR NAVIGATION

Degrees of latitude and longitude are marked with the symbol °.

Distance on the EarthDistance on the Earth

Minutes of latitude and longitude are marked with the symbol ’.

Page 15: AIR NAVIGATION

Distance on the earth's surface is measured in nautical miles (nm). Which of the following is true?

a) One nm is equal to one minute of latitude.

b) One nm equals 1/10,000th of the distance from the North Pole to the Equator.

c) One nm is equal to 5280 feet. d) One nm is equal to one minute of longitude.

Page 16: AIR NAVIGATION

Distance on the earth's surface is measured in nautical miles (nm). Which of the following is true?

a) One nm is equal to one minute of latitude.

b) One nm equals 1/10,000th of the distance from the North Pole to the Equator.

c) One nm is equal to 5280 feet. d) One nm is equal to one minute of longitude.

Page 17: AIR NAVIGATION

One degree of latitude is equal to:

a) 360 nms b) 60 nms

c) 60 kms d) 1 nm

Page 18: AIR NAVIGATION

One degree of latitude is equal to:

a) 360 nms b) 60 nms

c) 60 kms d) 1 nm

Page 19: AIR NAVIGATION

One minute of latitude on the earth's surface is equal to:

a) 1 nautical mile. b) 60 nautical miles.

c) 1 knot. d) 1 km.

Page 20: AIR NAVIGATION

One minute of latitude on the earth's surface is equal to:

a) 1 nautical mile. b) 60 nautical miles.

c) 1 knot. d) 1 km.

Page 21: AIR NAVIGATION

Nautical maps do not have scales on the borders. We use the scale shown along each meridian.

Measuring DistanceMeasuring Distance

If dividers are used to measure distance, the degrees and minutes scale on the nearest meridian should be used to convert that distance into nautical miles.The degrees and minutes on the parallels of latitude should not be used for measuring purposes because convergence towards the poles shrinks the scale.

Page 22: AIR NAVIGATION

0º 15ºE 30ºE 45ºE

LongitudeDistances should not be measured using parallels as they converge towards the poles.

Only at the equator does one degree of longitude equal 60 nm.

Page 23: AIR NAVIGATION

15º N

30º N

45º N

60º N75º N

LatitudeDistances measured using scales along the meridians will be accurate.

Page 24: AIR NAVIGATION

The LATITUDE of a point is its distance measured in degrees and minutes:

a) From the Greenwich (Prime) Meridian.

b) From the true North Pole.

c) North or South of the Equator.

d) From the true South Pole.

Page 25: AIR NAVIGATION

The LATITUDE of a point is its distance measured in degrees and minutes:

a) From the Greenwich (Prime) Meridian.

b) From the true North Pole.

c) North or South of the Equator.

d) From the true South Pole.

Page 26: AIR NAVIGATION

The distance between two points on a navigation chart can be measured with dividers. What scale will then be used to convert that distance to nautical miles?

a) The minute scale along a meridian close to the area of interest on the chart.

b) 1:50,000 scale.

c) The minute scale along a parallel of latitude.

d) Any meridian scale off any chart.

Page 27: AIR NAVIGATION

The distance between two points on a navigation chart can be measured with dividers. What scale will then be used to convert that distance to nautical miles?

a) The minute scale along a meridian close to the area of interest on the chart.

b) 1:50,000 scale.

c) The minute scale along a parallel of latitude.

d) Any meridian scale off any chart.

Page 28: AIR NAVIGATION

Change of LatitudeChange of Latitude

If two places are on the same meridian, it is possible to determine how far apart they are by calculating the differences in Latitude.In this example Keil is due north of Wartzburg.

54N

53N

52N

51N

50N

Keil 54° 20’ N

Wartzburg 49° 48’ N

Page 29: AIR NAVIGATION

Change of LatitudeChange of Latitude

Remembering that one minute of latitude is one nautical mile, we can see that Wartzburg is just 12 nautical miles south of the 50° line of latitude.49° 48’ plus 12’ = 50° 00’.

54N

53N

52N

51N

50N

Keil 54° 20’ N

Wartzburg 49° 48’ N

Page 30: AIR NAVIGATION

Change of LatitudeChange of Latitude

Each degree of latitude between 50° North and 54° North is a further 60 nautical miles.

4 times 60 = 240 nautical miles.

54N

53N

52N

51N

50N

Keil 54° 20’ N

Wartzburg 49° 48’ N

Page 31: AIR NAVIGATION

Change of LatitudeChange of Latitude

Finally, we can see that Keil is another 20’ North of latitude 54° North.

So another 20 nautical miles must be added to our total.

54N

53N

52N

51N

50N

Keil 54° 20’ N

Wartzburg 49° 48’ N

Page 32: AIR NAVIGATION

Change of LatitudeChange of Latitude

12’ + 240’ + 20’ = 272’

Keil is therefore 272 nautical miles due north of Wartzburg.

54N

53N

52N

51N

50N

Keil 54° 20’ N

Wartzburg 49° 48’ N

240’

12’

20’

Page 33: AIR NAVIGATION

In Germany, Kiel is due north of Wartzburg. If Kiel's latitude is 54 20N and Wartzburg's is 49 48N how far are they apart?

a) 272 nm b) 2720 nm

c) 27.2 nm d) 227 nm

Page 34: AIR NAVIGATION

In Germany, Kiel is due north of Wartzburg. If Kiel's latitude is 54 20N and Wartzburg's is 49 48N how far are they apart?

a) 272 nm b) 2720 nm

c) 27.2 nm d) 227 nm

Each degree is 60 nm each minute is 1 nm.

Wartzburg is 12 minutes South of 50N, Kiel 20 minutes North of 54N.

50N to 54N is 4 degrees. Each degree is 60 nm.

4 x 60 + 12 + 20 = 272 nm.

Page 35: AIR NAVIGATION

Oslo airport (Norway) is due north of Braunschweig airfield near Hanover (Germany). If their latitudes are 59 53N and 52 20N respectively, how far are they apart?

a) 453 nm b) 454 nm

c) 554 nm d) 445 nm

Page 36: AIR NAVIGATION

Oslo airport (Norway) is due north of Braunschweig airfield near Hanover (Germany). If their latitudes are 59 53N and 52 20N respectively, how far are they apart?

a) 453 nm b) 454 nm

c) 554 nm d) 445 nm

52 20N to 59 53N is 7 degrees and 33 minutes.

Each degree is 60 nm, each minute is 1 nm.

7 degrees x 60 nm = 420nm, plus 33nm = 453nm.

Page 37: AIR NAVIGATION

Your destination airfield is situated due south of your departure airfield. If the two latitudes are 63 25N and 57 58N, how far are they apart?

a) 327 b) 317

c) 323 d) 333

Page 38: AIR NAVIGATION

Your destination airfield is situated due south of your departure airfield. If the two latitudes are 63 25N and 57 58N, how far are they apart?

a) 327 b) 317

c) 323 d) 333

Page 39: AIR NAVIGATION

Dundee is due north of Abergavenny. If their latitudes are 56 27N and 51 50N, how far are they apart?

a) 277 kms. b) 323 kms.

c) 323 nms. d) 277 nms.

Page 40: AIR NAVIGATION

Dundee is due north of Abergavenny. If their latitudes are 56 27N and 51 50N, how far are they apart?

a) 277 kms. b) 323 kms.

c) 323 nms. d) 277 nms.

Page 41: AIR NAVIGATION

On land we measure distance in miles and speed in miles per hour (mph).

Aircraft SpeedAircraft Speed

In aviation we use nautical miles (nm) to measure distances and speed is measured in nautical miles per hour, known as knots and abbreviated ‘kts’.

Page 42: AIR NAVIGATION

An aircraft measures speed through the air using an instrument called an Air Speed Indicator (ASI).

Aircraft SpeedAircraft Speed

The ASI compares the pressure caused by the aircraft’s forward motion through the air (the ‘Pitot’ pressure) with the pressure of the air surrounding the aircraft (the ‘Static’ pressure).

The faster the aircraft flies, the greater is the difference between these two pressures.

Page 43: AIR NAVIGATION

In aviation, speed is measured in:

a) kilometres per hour (km/hr). b) miles per hour (mph).

c) knots (kts). d) metres per hour (m/hr).

Page 44: AIR NAVIGATION

In aviation, speed is measured in:

a) kilometres per hour (km/hr). b) miles per hour (mph).

c) knots (kts). d) metres per hour (m/hr).

Page 45: AIR NAVIGATION

The Air Speed Indicator (ASI) calculates speed by:

a) Measuring the pressure difference between pitot and static pressures.

b) Measuring the pitot pressure.

c) Measuring the static pressure. d) Multiplying pitot pressure by static pressure.

Page 46: AIR NAVIGATION

The Air Speed Indicator (ASI) calculates speed by:

a) Measuring the pressure difference between pitot and static pressures.

b) Measuring the pitot pressure.

c) Measuring the static pressure. d) Multiplying pitot pressure by static pressure.

Page 47: AIR NAVIGATION

The indicated airspeed (IAS) is corrected for Pressure Error and Instrument Error to give a more accurate airspeed – Calibrated Airspeed (CAS).

Calibrated AirspeedCalibrated Airspeed

IAS + Pressure Error + Instrument Error = CAS

Pressure Error is caused by the airflow around the aircraft. Carefully positioning the pitot and static tubes can minimise, but not eliminate completely, this error.

Page 48: AIR NAVIGATION

Calibrated Air Speed (CAS) is:

a) Pitot pressure minus static pressure.

b) IAS after correction for pressure error and instrument error.

c) Always less than IAS. d) Always greater than IAS.

Page 49: AIR NAVIGATION

Calibrated Air Speed (CAS) is:

a) Pitot pressure minus static pressure.

b) IAS after correction for pressure error and instrument error.

c) Always less than IAS. d) Always greater than IAS.

Page 50: AIR NAVIGATION

Calibrated Air Speed (CAS) equals Indicated Air Speed (IAS) plus corrections for:

a) Altitude error. b) Pressure error.

c) Instrument error. d) Pressure and instrument error.

Page 51: AIR NAVIGATION

Calibrated Air Speed (CAS) equals Indicated Air Speed (IAS) plus corrections for:

a) Altitude error. b) Pressure error.

c) Instrument error. d) Pressure and instrument error.

Page 52: AIR NAVIGATION

As an aircraft flies higher the air becomes less dense, so the aircraft flies faster through the thinner air to achieve the same force on the pitot tube.

True AirspeedTrue Airspeed

To find the True Airspeed (TAS) at altitude the Calibrated Airspeed must now be corrected for air density changes caused by temperature and altitude.

CAS + Density Error (temperature & altitude) = TAS

Page 53: AIR NAVIGATION

To summarise:

True AirspeedTrue Airspeed

IAS + Pressure & Instrument Error = CAS

CAS + Density Error (temperature & altitude) = TAS

Page 54: AIR NAVIGATION

To summarise:

True AirspeedTrue Airspeed

IAS + Pressure & Instrument Error = CAS

CAS + Density Error (temperature & altitude) = TAS

I P I C D T

Page 55: AIR NAVIGATION

When Calibrated Airspeed (CAS) is corrected for altitude and temperature, it becomes:

a) True Air Speed (TAS). b) Indicated Airspeed (IAS).

c) Mach Number. d) Indicated Groundspeed.

Page 56: AIR NAVIGATION

When Calibrated Airspeed (CAS) is corrected for altitude and temperature, it becomes:

a) True Air Speed (TAS). b) Indicated Airspeed (IAS).

c) Mach Number. d) Indicated Groundspeed.

Page 57: AIR NAVIGATION

If a car travels 120 miles at 60 mph, it will take 2 hours to complete the journey.

Calculation of Flight TimeCalculation of Flight Time

Distance (D)

Speed (S)

= Time (T) = 2 hours120 miles

60 mph

Page 58: AIR NAVIGATION

Similarly, if we know the distance and time taken, we can calculate the speed.

Calculation of Flight TimeCalculation of Flight Time

Distance (D)

Time (T)

= Speed (S)

= 60 mph120 miles

2 hours

Page 59: AIR NAVIGATION

If we know the speed of the vehicle and the time the journey has taken, then we can calculate the distance covered.

Calculation of Flight TimeCalculation of Flight Time

Speed (S) x Time (T) = Distance (D)

60 mph x 2 hours = 120 miles

Page 60: AIR NAVIGATION

Aircraft normally fly at faster speeds and cover greater distances, but the principle and the mathematics remain the same.

Calculation of Flight TimeCalculation of Flight Time

Speed (S) x Time (T) = Distance (D)

600 kts x 2 hours = 1200 nm

Page 61: AIR NAVIGATION

How fast must an aircraft fly to cover 1200 nm in 3 hours?

a) 400 kts b) 800 kts

c) 400 mph d) 3600 kts

Page 62: AIR NAVIGATION

How fast must an aircraft fly to cover 1200 nm in 3 hours?

a) 400 kts b) 800 kts

c) 400 mph d) 3600 kts

1200 nm in 3 hours requires the aircraft to cover 400 nm each hour (1200 / 3 = 400). 400 nm per hour = 400 knots.

Page 63: AIR NAVIGATION

A Hercules is flying at a groundspeed of 210 kts. How far will it travel in 3 hours?

a) 630 nms. b) 70 nms

c) 630 km. d) 210 nms.

Page 64: AIR NAVIGATION

A Hercules is flying at a groundspeed of 210 kts. How far will it travel in 3 hours?

a) 630 nms. b) 70 nms

c) 630 km. d) 210 nms.

3 hours @ 210 kts (nautical miles per hour) = 630 nautical miles.

Page 65: AIR NAVIGATION

A Tornado flies from its base to a target in 30 minutes. If the distance is 250 nms, what speed is it flying at?

a) 125 kts. b) 500 kts.

c) 750 kts.. d) 800 kts.

Page 66: AIR NAVIGATION

A Tornado flies from its base to a target in 30 minutes. If the distance is 250 nms, what speed is it flying at?

a) 125 kts. b) 500 kts.

c) 750 kts. d) 800 kts.

250 nms in 30 minutes means the aircraft would cover 500 nms in one hour, giving a speed of 500 kts.

Page 67: AIR NAVIGATION

A Nimrod flies on patrol for nine hours at a speed of 300 kts. How far does it travel in this time?

a) 2400 nms. b) 2700 nms.

c) 3000 nms. d) 3900 nms.

Page 68: AIR NAVIGATION

A Nimrod flies on patrol for nine hours at a speed of 300 kts. How far does it travel in this time?

a) 2400 nms. b) 2700 nms.

c) 3000 nms. d) 3900 nms.

Page 69: AIR NAVIGATION

A Hercules flies from A to B, a distance of 1000 nms at a groundspeed of 250 kts. How long does the flight take?

a) 3 hrs 20 mins. b) 4 hrs.

c) 3 hrs 30 ins. d) 5 hrs.

Page 70: AIR NAVIGATION

a) 3 hrs 20 mins. b) 4 hrs.

c) 3 hrs 30 mins. d) 5 hrs.

A Hercules flies from A to B, a distance of 1000 nms at a groundspeed of 250 kts. How long does the flight take?

Page 71: AIR NAVIGATION

All military and commercial aviators use the same time.

Units of TimeUnits of Time

This is known as either Greenwich Mean Time (GMT) or Universal Time (UT).

Page 72: AIR NAVIGATION

Universal Time (UT) time is used as standard in military and commercial aviation. By what other name is it known?

a) British Summer Time (BST). b) European Daylight Saving Time (EDST).

c) Greenwich Mean Time (GMT).

d) Local Time (LT) i.e. the time of the country over which the aircraft is flying.

Page 73: AIR NAVIGATION

Universal Time (UT) time is used as standard in military and commercial aviation. By what other name is it known?

a) British Summer Time (BST). b) European Daylight Saving Time (EDST).

c) Greenwich Mean Time (GMT).

d) Local Time (LT) i.e. the time of the country over which the aircraft is flying. 

GMT is also known as Z or ZULU time, eg 0800Z is 8 a.m. GMT, or sometimes UTC, which stands for Universal Time Constant.

Page 74: AIR NAVIGATION

AIR NAVIGATIONAIR NAVIGATION

Chapter 2Chapter 2

The triangle.The triangle.

exitReturn to contents list

Page 75: AIR NAVIGATION

Whenever we talk about aircraft or wind movement, we must always give both direction and speed of that movement.

Vectors and VelocityVectors and Velocity

Direction and speed together are called a velocity.

A velocity can be represented on paper by a line called a vector.

Page 76: AIR NAVIGATION

The bearing of the line represents the direction of the movement.

Vectors and VelocityVectors and Velocity

Page 77: AIR NAVIGATION

The bearing of the line represents the direction of the movement.

Vectors and VelocityVectors and Velocity

Page 78: AIR NAVIGATION

The bearing of the line represents the direction of the movement.

Vectors and VelocityVectors and Velocity

Page 79: AIR NAVIGATION

The bearing of the line represents the direction of the movement.

Vectors and VelocityVectors and Velocity

Page 80: AIR NAVIGATION

The bearing of the line represents the direction of the movement.

Vectors and VelocityVectors and Velocity

Page 81: AIR NAVIGATION

The bearing of the line represents the direction of the movement.

Vectors and VelocityVectors and Velocity

Page 82: AIR NAVIGATION

The bearing of the line represents the direction of the movement.

Vectors and VelocityVectors and Velocity

Page 83: AIR NAVIGATION

The bearing of the line represents the direction of the movement.

Vectors and VelocityVectors and Velocity

The length of the line represents speed.

Page 84: AIR NAVIGATION

The bearing of the line represents the direction of the movement.

Vectors and VelocityVectors and Velocity

The length of the line represents speed.

Page 85: AIR NAVIGATION

The bearing of the line represents the direction of the movement.

Vectors and VelocityVectors and Velocity

The length of the line represents speed.

Page 86: AIR NAVIGATION

The bearing of the line represents the direction of the movement.

Vectors and VelocityVectors and Velocity

The length of the line represents speed.

Page 87: AIR NAVIGATION

The bearing of the line represents the direction of the movement.

Vectors and VelocityVectors and Velocity

The length of the line represents speed.

Page 88: AIR NAVIGATION

The bearing of the line represents the direction of the movement.

Vectors and VelocityVectors and Velocity

The length of the line represents speed.

Page 89: AIR NAVIGATION

Vectors and VelocityVectors and Velocity

A

Imagine trying to sail a boat across a fast flowing river.

Page 90: AIR NAVIGATION

Vectors and VelocityVectors and Velocity

A

This line with one arrow represents the velocity of the boat (its speed and the direction it was pointed).

Page 91: AIR NAVIGATION

Vectors and VelocityVectors and Velocity

A B

If a boat is pointed directly across a river, the flow of the river will push the boat downstream.

Page 92: AIR NAVIGATION

Vectors and VelocityVectors and Velocity

A B

The line with three arrows represents the speed and direction of the current.

Page 93: AIR NAVIGATION

Vectors and VelocityVectors and Velocity

A B

Although the boat started off pointing at ‘A’ it finished up at ‘B’ because of this current.

Page 94: AIR NAVIGATION

Vectors and VelocityVectors and Velocity

A B

Joining the ends of these two lines with a third line completes the ‘vector triangle’.

Page 95: AIR NAVIGATION

Vectors and VelocityVectors and Velocity

A B

This line, with two arrows, is the resultant and represents the actual course of the boat.

Page 96: AIR NAVIGATION

A similar triangle can represent an aircraft’s movement through air which is itself moving (wind).

The Air TriangleThe Air Triangle

heading and true airspeed (HDG/TAS)

wind speed and directiontrack and

groundspeed

Note that the wind vector describes the direction the wind is blowing from – northerly in this example.

Page 97: AIR NAVIGATION

The angle between the heading and the track, caused by the wind, is called drift.

The Air TriangleThe Air Triangle

wind speed and directiontrack and

groundspeed

drift

heading and true airspeed (HDG/TAS)

Page 98: AIR NAVIGATION

Velocity consists of:

a) Speed only. b) Direction only.

c) Speed and direction together. d) Several speed vectors together.

Page 99: AIR NAVIGATION

Velocity consists of:

a) Speed only. b) Direction only.

c) Speed and direction together. d) Several speed vectors together.

Page 100: AIR NAVIGATION

A vector is a representation on paper of:

a) Speed. b) Time.

c) Direction. d) Direction and speed.

Page 101: AIR NAVIGATION

A vector is a representation on paper of:

a) Speed. b) Time.

c) Direction. d) Direction and speed.

Page 102: AIR NAVIGATION

A vector is a line, drawn to represent a velocity. This is achieved by:

a) The bearing represents knots at all times.

b) The bearing represents speed and the length represents direction.

c) The length represents mph at all times.

d) The bearing represents direction and the length represents speed.

Page 103: AIR NAVIGATION

A vector is a line, drawn to represent a velocity. This is achieved by:

a) The bearing represents knots at all times.

b) The bearing represents speed and the length represents direction.

c) The length represents mph at all times.

d) The bearing represents direction and the length represents speed.

Page 104: AIR NAVIGATION

In the diagram, vector 2 is added to vector 1. What is vector 3 (A-C) known as?

a) The ready vector. b) Current.

c) The resultant vector. d) Drift.

1 2

B

A C3

Page 105: AIR NAVIGATION

In the diagram, vector 2 is added to vector 1. What is vector 3 (A-C) known as?

a) The ready vector. b) Current.

c) The resultant vector. d) Drift

1 2

B

A C3

Page 106: AIR NAVIGATION

In the triangle of velocities, DRIFT is:

a) The bearing of the wind vector.

b) The angle between the wind and track vectors.

c) The angle between heading and track vectors.

d) The angle between heading and wind vectors.

Page 107: AIR NAVIGATION

In the triangle of velocities, DRIFT is:

a) The bearing of the wind vector.

b) The angle between the wind and track vectors.

c) The angle between heading and track vectors.

d) The angle between heading and wind vectors.

Page 108: AIR NAVIGATION

In the air triangle, the heading vector includes 2 components. They are:

a) Heading and wind velocity. b) Heading and groundspeed.

c) Heading and drift. d) Heading and true air speed.

Page 109: AIR NAVIGATION

In the air triangle, the heading vector includes 2 components. They are:

a) Heading and wind velocity. b) Heading and groundspeed.

c) Heading and drift. d) Heading and true air speed.

Page 110: AIR NAVIGATION

In the air triangle, the track vector includes 2 components. They are:

a) Track and drift. b) Track and heading.

c) Track and groundspeed. d) Track and true air speed.

Page 111: AIR NAVIGATION

In the air triangle, the track vector includes 2 components. They are:

a) Track and drift. b) Track and heading.

c) Track and groundspeed. d) Track and true air speed.

Page 112: AIR NAVIGATION

In the air triangle, the wind vector includes 2 components. They are:

a) Wind speed and drift. b) Wind speed and heading.

c) Wind speed and the direction the wind is blowing from.

d) Wind speed and track.

Page 113: AIR NAVIGATION

In the air triangle, the wind vector includes 2 components. They are:

a) Wind speed and drift. b) Wind speed and heading.

c) Wind speed and the direction the wind is blowing from.

d) Wind speed and track.

Page 114: AIR NAVIGATION

In the Air Triangle shown below, name the components of the 3rd side, represented by a dotted line:

a) Wind velocity. b) Heading and true airspeed.

c) Drift and groundspeed. d) Track and groundspeed.

Page 115: AIR NAVIGATION

In the Air Triangle shown below, name the components of the 3rd side, represented by a dotted line:

a) Wind velocity. b) Heading and true airspeed.

c) Drift and groundspeed. d) Track and groundspeed.

Page 116: AIR NAVIGATION

In the Air Triangle shown below, name the components of the 3rd side, represented by a dotted line:

a) Wind direction and speed. b) Heading and true airspeed.

c) Drift and groundspeed. d) Drift.

Page 117: AIR NAVIGATION

In the Air Triangle shown below, name the components of the 3rd side, represented by a dotted line:

a) Wind direction and speed. b) Heading and true airspeed.

c) Drift and groundspeed. d) Drift.

Page 118: AIR NAVIGATION

As we have demonstrated, the vector triangle consists of 6 elements:

• heading and true airspeed

• windspeed and direction

• track and groundspeed

Solving the Vector TriangleSolving the Vector Triangle

Providing we know four of the elements of the vector triangle (any four) it is possible to calculate the other two.

Page 119: AIR NAVIGATION

The Air Triangle of velocities can be used to calculate flight data. There are 6 elements in total. How many elements are needed to calculate those missing?

a) 2 b) 4

c) 5 d) 6

Page 120: AIR NAVIGATION

The Air Triangle of velocities can be used to calculate flight data. There are 6 elements in total. How many elements are needed to calculate those missing?

a) 2 b) 4

c) 5 d) 6

Any of the four elements will enable the remaining two to be found.

Page 121: AIR NAVIGATION

Despite modern equipment, pilots must still make quick, accurate calculations in their heads.

Mental CalculationsMental Calculations

Every pilot should know the distance his aircraft will cover in one minute for any given groundspeed.For instance, a Tornado flying at 420 kts groundspeed will cover 7 nm per minute. If the next turning point is 35 nm away, dividing 35 by 7 tells him he will be there in 5 minutes.

Page 122: AIR NAVIGATION

The table on the next page shows how many nautical miles per minute are covered at various groundspeeds.

Mental CalculationsMental Calculations

Ensure you know the examples in italics.

Page 123: AIR NAVIGATION

Mental CalculationsMental Calculations Groundspeed (kts) nm/minute

60 1

120 2

180 3

240 4

300 5

360 6

420 7

480 8

540 9

Page 124: AIR NAVIGATION

You are flying at 120 kts groundspeed. How long will it take to fly 20 nms?

a) 60 minutes. b) 10 minutes.

c) 6 minutes. d) 2 minutes.

Page 125: AIR NAVIGATION

You are flying at 120 kts groundspeed. How long will it take to fly 20 nms?

a) 60 minutes. b) 10 minutes.

c) 6 minutes. d) 2 minutes.

120 kts is 120 nms per hour or 2 nms per minute.

To fly 20 nms at 2 nms per minute would take 10 minutes.

Page 126: AIR NAVIGATION

You are flying a Tornado at 420 kts groundspeed. How many miles do you travel each minute?

a) 42 nm b) 8 nm

c) 7 nm d) 6 nm

Page 127: AIR NAVIGATION

You are flying a Tornado at 420 kts groundspeed. How many miles do you travel each minute?

a) 42 nm b) 8 nm

c) 7 nm d) 6 nm

There are 60 minutes in each hour.

420 divided by 60 is 7 nm per minute.

Page 128: AIR NAVIGATION

You fly between 2 features on the ground and you notice it takes 3 minutes. If the features are 18 nm apart, what is your groundspeed?

a) 54 kts b) 180 kts

c) 280 kts d) 360 kts

Page 129: AIR NAVIGATION

You fly between 2 features on the ground and you notice it takes 3 minutes. If the features are 18 nm apart, what is your groundspeed?

a) 54 kts b) 180 kts

c) 280 kts d) 360 kts

3 minutes to cover 18 nm is 6 nm per minute.

Each hour is 60 minutes, you will cover 6 x 60 = 360 nm per hour.

Page 130: AIR NAVIGATION

Pilots are constantly calculating and updating their ETA’s, both for turning points and final destination.

Estimated Time of Arrival Estimated Time of Arrival (ETA)(ETA)

ETA’s are important for both fuel and Air Traffic Control purposes.

If an aircraft fails to arrive at its destination on time, then ATC will initiate ‘overdue action’.

Page 131: AIR NAVIGATION

An aircraft departs from base, but does not arrive at the destination on its Estimated Time of Arrival (ETA). What action will Air Traffic Control take?

a) No immediate action is required.

b) Close down and go home.

c) Contact the departure base. d) Initiate overdue action.

Page 132: AIR NAVIGATION

An aircraft departs from base, but does not arrive at the destination on its Estimated Time of Arrival (ETA). What action will Air Traffic Control take?

a) No immediate action is required.

b) Close down and go home.

c) Contact the departure base. d) Initiate overdue action.

Page 133: AIR NAVIGATION

AIR NAVIGATIONAIR NAVIGATION

Chapter 3Chapter 3

The 1 in 60 rule.The 1 in 60 rule.

exitReturn to contents list

Page 134: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

A line drawn on the map between departure and destination (or from one turning point to another) is

known as the Track Required.

Track Required

Page 135: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

If the aircraft drifts off track, then the line from our departure airfield to our present position is known as

Track Made Good (TMG).

pinpointTrack Made Good

Track Required

Page 136: AIR NAVIGATION

An aircraft is flying from point A to point B. Halfway a pinpoint fix shows it to be off track. A line between point A and the fix would be known as:

a) Drift. b) Revised track.

c) Track made good. d) Track required.

Page 137: AIR NAVIGATION

An aircraft is flying from point A to point B. Halfway a pinpoint fix shows it to be off track. A line between point A and the fix would be known as:

a) Drift. b) Revised track.

c) Track made good. d) Track required.

Page 138: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

The angle between the Track Required and the Track Made Good (the actual track of the aircraft) is called

the Track Error (TE).

pinpointTrack Made Good

Track Required

Track Error

Page 139: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

The 1 in 60 rule states ‘if an aircraft flies a Track Made Good (TMG) one degree off the Track Required, after

60 miles of flying the aircraft will be one mile off track’.

pinpointTrack Made Good

Track Required

Track Error

Page 140: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

Similarly, if an aircraft flies a Track Made Good (TMG) ten degrees off the Track Required, after 60

miles of flying the aircraft will be ten miles off track.

pinpointTrack Made Good

Track RequiredT E = 10 degrees

10 miles

60 miles

Page 141: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

The pilot now has the information he requires to get the aircraft back on track.

pinpointTrack Made Good

Track RequiredT E = 10 degrees

10 miles

60 miles

Page 142: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

The rule works for track errors up to 23 degrees.

pinpointTrack Made Good

Track RequiredT E = 10 degrees

10 miles

60 miles

Page 143: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

Where the aircraft has flown less than 60 miles the triangle has to be extended to determine how far the

aircraft would be off track after 60 miles.

pinpointTrack Made Good

Track RequiredT E

4 miles

30 miles

Page 144: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

In this example the aircraft is 4 miles off track after just 30 miles. After 60 miles it would be 8 miles off

track giving a Track Error (TE) of 8 degrees.

pinpointTrack Made Good

Track RequiredT E

4 miles

30 miles

Page 145: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

Here the aircraft is 6 miles off track after 40 miles. After 60 miles therefore, it would be 9 miles off track

giving a Track Error (TE) of 9 degrees.

pinpointTrack Made Good

Track RequiredT E

6 miles

40 miles

Page 146: AIR NAVIGATION

Using the 1 in 60 rule, calculate how many miles off track an aircraft will be if it flies 60 nm with a track error of 2 degrees.

a) 60 nms b) 6 nms

c) 4 nms d) 2 nms

Page 147: AIR NAVIGATION

Using the 1 in 60 rule, calculate how many miles off track an aircraft will be if it flies 60 nm with a track error of 2 degrees.

a) 60 nms b) 6 nms

c) 4 nms d) 2 nms

Page 148: AIR NAVIGATION

An aircraft flies a track made good, 3 degrees in error from the required track. Using the 1 in 60 rule, how many miles off track will the aircraft be after 60 miles of flying?

a) 2 nms b) 6 nms

c) 1 nm d) 3 nms

Page 149: AIR NAVIGATION

An aircraft flies a track made good, 3 degrees in error from the required track. Using the 1 in 60 rule, how many miles off track will the aircraft be after 60 miles of flying?

a) 2 nms b) 6 nms

c) 1 nm d) 3 nms

Page 150: AIR NAVIGATION

An aircraft is flying from A to B, after 20 nms it is found to be 3 nms off track. What is the track error?

a) 6 degrees. b) 2 degrees.

c) 9 degrees. d) 4 degrees.

Page 151: AIR NAVIGATION

An aircraft is flying from A to B, after 20 nms it is found to be 3 nms off track. What is the track error?

a) 6 degrees. b) 2 degrees.

c) 9 degrees. d) 4 degrees.

If the aircraft was 3 nms off track after 20 nms, projecting ahead it would be 9 nms off track after 60 nms, therefore 9 degrees.

Page 152: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

Where the aircraft has flown more than 60 miles before obtaining a pinpoint, you must determine how far the aircraft was off track back at the 60 mile point.

pinpointTrack Made Good

Track RequiredT E

6 miles

120 miles

Page 153: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

In this example the aircraft is 6 miles off track after 120 miles, so would have been 3 miles off track after

60 miles, a 3 degree Track Error.

pinpointTrack Made Good

Track RequiredT E

6 miles

120 miles

Page 154: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

Here the aircraft is 6 miles off track after 90 miles, so would have been 4 miles off track after 60 miles, that’s

a 4 degree Track Error.

pinpointTrack Made Good

Track RequiredT E

6 miles

90 miles

Page 155: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

Once a pilot has determined his position and therefore his Track Error, then he can adjust his heading.

pinpointTrack Made Good

Track Required

60 miles 60 miles

TE

Page 156: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

The aircraft is to the left of the Track Required, so must turn to the right. If the Track Error is 8 degrees,

by how many degrees should he change heading?

pinpointTrack Made Good

Track Required

60 miles 60 miles

TE

Page 157: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

If he turns by only eight degrees (the Track Error) the pilot will only parallel the Track Required.

pinpointTrack Made Good

Track Required

60 miles 60 miles

TE

A further eight degrees (16 degrees in all) will put him back on track after another 60 miles.

Page 158: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

If he turns by only eight degrees (the Track Error) the pilot will only parallel the Track Required.

pinpointTrack Made Good

Track Required

60 miles 60 miles

TE

A further eight degrees (16 degrees in all) will put him back on track after another 60 miles.

Page 159: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

If he turns by only eight degrees (the Track Error) the pilot will only parallel the Track Required.

pinpointTrack Made Good

Track Required

60 miles 60 miles

TE

A further eight degrees (16 degrees in all) will put him back on track after another 60 miles.

Page 160: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

If he turns by only eight degrees (the Track Error) the pilot will only parallel the Track Required.

pinpointTrack Made Good

Track Required

60 miles 60 miles

TE

A further eight degrees (16 degrees in all) will put him back on track after another 60 miles.

Page 161: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

If he turns by only eight degrees (the Track Error) the pilot will only parallel the Track Required.

pinpointTrack Made Good

Track Required

60 miles 60 miles

TE

A further eight degrees (16 degrees in all) will put him back on track after another 60 miles.

Page 162: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

If he turns by only eight degrees (the Track Error) the pilot will only parallel the Track Required.

pinpointTrack Made Good

Track Required

60 miles 60 miles

TE

A further eight degrees (16 degrees in all) will put him back on track after another 60 miles.

Page 163: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

If he turns by only eight degrees (the Track Error) the pilot will only parallel the Track Required.

pinpointTrack Made Good

Track Required

60 miles 60 miles

TE

A further eight degrees (16 degrees in all) will put him back on track after another 60 miles.

Page 164: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

If he turns by only eight degrees (the Track Error) the pilot will only parallel the Track Required.

pinpointTrack Made Good

Track Required

60 miles 60 miles

TE

A further eight degrees (16 degrees in all) will put him back on track after another 60 miles.

Page 165: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

If he turns by only eight degrees (the Track Error) the pilot will only parallel the Track Required.

pinpointTrack Made Good

Track Required

60 miles 60 miles

TE

A further eight degrees (16 degrees in all) will put him back on track after another 60 miles.

Page 166: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

This new track is known as the Revised Track.

pinpointTrack Made Good

Track Required

60 miles 60 miles

TE

The angle between the Revised Track and the original Track Required is the Closing Angle (CA).

Closing AngleRevised Track

Page 167: AIR NAVIGATION

An aircraft is flying from point A to point B. A pinpoint fix shows it to be off track. A line from the pinpoint fix to point B would be known as:

a) Track made good. b) Track required.

c) Revised track. d) Heading required.

Page 168: AIR NAVIGATION

An aircraft is flying from point A to point B. A pinpoint fix shows it to be off track. A line from the pinpoint fix to point B would be known as:

a) Track made good. b) Track required.

c) Revised track. d) Heading required.

Page 169: AIR NAVIGATION

An aircraft is flying from A to B, a distance of 120 nm. Halfway, a fix shows the aircraft to be 4 nm right of track. What heading change does the pilot require to reach point B?

a) 8 degrees right b) 8 degrees left

c) 4 degrees right d) 4 degrees left

Page 170: AIR NAVIGATION

An aircraft is flying from A to B, a distance of 120 nm. Halfway, a fix shows the aircraft to be 4 nm right of track. What heading change does the pilot require to reach point B?

a) 8 degrees right b) 8 degrees left

c) 4 degrees rght d) 4 degrees left

Page 171: AIR NAVIGATION

20 nm after takeoff for a pre-planned destination, a pilot finds that he is 3 nm off track. By how much does the pilot need to turn to regain the intended track after flying a further 20 nm?

a) 18 degrees b) 9 degrees

c) 6 degrees d) 3 degrees

Page 172: AIR NAVIGATION

20 nm after takeoff for a pre-planned destination, a pilot finds that he is 3 nm off track. By how much does the pilot need to turn to regain the intended track after flying a further 20 nm?

a) 18 degrees b) 9 degrees

c) 6 degrees d) 3 degrees

Page 173: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

When the pinpoint is not exactly halfway along the track, a little more thought is required.

pinpoint

TMG

Track Required

30 miles 60 miles

CARevised Track

Each triangle must be evaluated separately.

Page 174: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

After 30 miles the aircraft is 4 miles off track. The Track Error is therefore 8 degrees.

pinpoint

TMG

Track Required

30 miles 60 miles

CARevised Track

Turning eight degrees to the right will parallel the Track Required.

4nm

Page 175: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

After 30 miles the aircraft is 4 miles off track. The Track Error is therefore 8 degrees.

pinpoint

TMG

Track Required

30 miles 60 miles

CARevised Track

Turning eight degrees to the right will parallel the Track Required.

Page 176: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

After 30 miles the aircraft is 4 miles off track. The Track Error is therefore 8 degrees.

pinpoint

TMG

Track Required

30 miles 60 miles

CARevised Track

Turning eight degrees to the right will parallel the Track Required.

Page 177: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

After 30 miles the aircraft is 4 miles off track. The Track Error is therefore 8 degrees.

pinpoint

TMG

Track Required

30 miles 60 miles

CARevised Track

Turning eight degrees to the right will parallel the Track Required.

Page 178: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

After 30 miles the aircraft is 4 miles off track. The Track Error is therefore 8 degrees.

pinpoint

TMG

Track Required

30 miles 60 miles

CARevised Track

Turning eight degrees to the right will parallel the Track Required.

Page 179: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

After 30 miles the aircraft is 4 miles off track. The Track Error is therefore 8 degrees.

pinpoint

TMG

Track Required

30 miles 60 miles

CARevised Track

Turning eight degrees to the right will parallel the Track Required.

Page 180: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

After 30 miles the aircraft is 4 miles off track. The Track Error is therefore 8 degrees.

pinpoint

TMG

Track Required

30 miles 60 miles

CARevised Track

Turning eight degrees to the right will parallel the Track Required.

Page 181: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

After 30 miles the aircraft is 4 miles off track. The Track Error is therefore 8 degrees.

pinpoint

TMG

Track Required

30 miles 60 miles

CARevised Track

Turning eight degrees to the right will parallel the Track Required.

Page 182: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

After 30 miles the aircraft is 4 miles off track. The Track Error is therefore 8 degrees.

pinpoint

TMG

Track Required

30 miles 60 miles

CARevised Track

Turning eight degrees to the right will parallel the Track Required.

Page 183: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

The pilot must turn further right to get onto the Revised Track – but by how much?

pinpoint

TMG

Track Required

30 miles 60 miles

CARevised Track

He is paralleling the Track Required, so must continue to turn through an angle equivalent to the Closing Angle (CA).

4 nm

Page 184: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

As the aircraft was 4 miles off track, using the 1 in 60 rule gives a Closing Angle (CA) of 4 degrees.

pinpoint

TMG

Track Required

30 miles 60 miles

CARevised Track

4 nm

Page 185: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

pinpoint

TMG

Track Required

30 miles 60 miles

CARevised Track

4 nm

The pilot must turn 12 degrees in all, 8 degrees to parallel the Track Required and 4 degrees to get onto the Revised Track.

As the aircraft was 4 miles off track, using the 1 in 60 rule gives a Closing Angle (CA) of 4 degrees.

Page 186: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

pinpoint

TMG

Track Required

30 miles 60 miles

CARevised Track

The pilot must turn 12 degrees in all, 8 degrees to parallel the Track Required and 4 degrees to get onto the Revised Track.

As the aircraft was 4 miles off track, using the 1 in 60 rule gives a Closing Angle (CA) of 4 degrees.

Page 187: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

pinpoint

TMG

Track Required

30 miles 60 miles

CARevised Track

The pilot must turn 12 degrees in all, 8 degrees to parallel the Track Required and 4 degrees to get onto the Revised Track.

As the aircraft was 4 miles off track, using the 1 in 60 rule gives a Closing Angle (CA) of 4 degrees.

Page 188: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

pinpoint

TMG

Track Required

30 miles 60 miles

CARevised Track

The pilot must turn 12 degrees in all, 8 degrees to parallel the Track Required and 4 degrees to get onto the Revised Track.

As the aircraft was 4 miles off track, using the 1 in 60 rule gives a Closing Angle (CA) of 4 degrees.

Page 189: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

pinpoint

TMG

Track Required

30 miles 60 miles

CARevised Track

The pilot must turn 12 degrees in all, 8 degrees to parallel the Track Required and 4 degrees to get onto the Revised Track.

As the aircraft was 4 miles off track, using the 1 in 60 rule gives a Closing Angle (CA) of 4 degrees.

Page 190: AIR NAVIGATION

An aircraft flying from A to B finds itself 6 nms off track. It has a further 60 nms to travel. What is the required closing angle?

a) 10 degrees b) 6 degrees

c) 3 degrees d) 2 degrees

Page 191: AIR NAVIGATION

An aircraft flying from A to B finds itself 6 nms off track. It has a further 60 nms to travel. What is the required closing angle?

a) 10 degrees b) 6 degrees

c) 3 degrees d) 2 degrees

Page 192: AIR NAVIGATION

An aircraft flying from A to B finds itself 4 nms off track. It has a further 60 nms to travel. What is the required closing angle?

a) 6 degrees b) 4 degrees

c) 3 degrees d) 2 degrees

Page 193: AIR NAVIGATION

An aircraft flying from A to B finds itself 4 nms off track. It has a further 60 nms to travel. What is the required closing angle?

a) 6 degrees b) 4 degrees

c) 3 degrees d) 2 degrees

Page 194: AIR NAVIGATION

An aircraft flying from A to B is found to be off track at the pinpoint shown below. The pilot calculates the track error as 6 degrees and the closing angle of 3 degrees. By how much does the pilot need to turn to reach point B?

a) 9 degrees to the left b) 9 degrees to the right

c) 2 degrees to the left d) 2 degrees to the right

fix

TE CA

A B

Page 195: AIR NAVIGATION

a) 9 degrees to the left b) 9 degrees to the right

c) 2 degrees to the left d) 2 degrees to the right

An aircraft flying from A to B is found to be off track at the pinpoint shown below. The pilot calculates the track error as 6 degrees and the closing angle of 3 degrees. By how much does the pilot need to turn to reach point B?

A B

fix

TE CA

Page 196: AIR NAVIGATION

An aircraft flying from A to B is found to be off track at the pinpoint shown below. The pilot calculates the track error as 12 degrees and the closing angle of 8 degrees. By how much does the pilot need to turn to reach point B?

a) 20 degrees to the right b) 12 degrees to the right

c) 8 degrees to the right d) 4 degrees to the right

fix

TE CA

A B

Page 197: AIR NAVIGATION

a) 20 degrees to the right b) 12 degrees to the right

c) 8 degrees to the right d) 4 degrees to the right

An aircraft flying from A to B is found to be off track at the pinpoint shown below. The pilot calculates the track error as 12 degrees and the closing angle of 8 degrees. By how much does the pilot need to turn to reach point B?

A B

fix

TE CA

Page 198: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

pinpoint

TMG

Track Required

40 miles 30 miles

CA

Revised Track

After flying for 40 miles the aircraft is 6 miles off track. It has a further 30 miles to travel. By how much does the pilot need

to turn to regain track at B?

Here is an example of the most complex problem you will face in the examination.

TE 6 m

Page 199: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

pinpoint

TMG

Track Required

40 miles 20 miles

Extend the first triangle the full 60 miles to find out how far you would be off track there – that’s the track error in degrees.

To solve this problem you must consider the two triangles individually.

TE 6 m9 miles

Page 200: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

pinpoint

TMG

Track Required

40 miles 20 miles

This is the angle you must turn right to parallel the Track Required. To regain track, let’s look at the second triangle.

After 60 miles you would be 9 miles off track. The Track Error is therefore 9 degrees.

TE 6 m9 miles

Page 201: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

pinpoint

Track Required

30 miles 30 miles

CA

Revised Track

This gives a Closing Angle of 12 degrees and this must be added to the 9 degrees already turned to regain track at B.

As you only have 30 miles to travel the Closing Angle can be found by projecting the triangle back to 60 miles.

6 m12 miles

Page 202: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

pinpoint

TMG

Track Required

40 miles 30 miles

CA

Revised Track

In the examination always draw the triangles on scrap paper to check the sums.

The Track Error of 9 degrees plus the Closing Angle of 12 degrees requires a turn of 21 degrees to regain track at

B.

TE 6 m

Page 203: AIR NAVIGATION

The 1 in 60 ruleThe 1 in 60 rule

A B

pinpoint

TMG

Track Required

40 miles 30 miles

CA

Revised Track

Examination questions have Track Errors left and right.

For simplification, in all of these examples the aircraft has been off track to the left.

TE 6 m

Page 204: AIR NAVIGATION

An aircraft flying from A to B finds that after 40 nms it is 4 nms off track. It has a further 60 nms to travel. By how much does the pilot need to turn to regain the intended track at B?

a) 12 degrees b) 10 degrees

c) 6 degrees d) 4 degrees

Page 205: AIR NAVIGATION

An aircraft flying from A to B finds that after 40 nms it is 4 nms off track. It has a further 60 nms to travel. By how much does the pilot need to turn to regain the intended track at B?

a) 12 degrees b) 10 degrees

c) 6 degrees d) 4 degrees

Page 206: AIR NAVIGATION

An aircraft flying from A to B finds that after 30 nms it is 4 nms left of track. It has a further 40 nms to travel. By how much does the pilot need to turn to regain the intended track at B?

a) 16 degrees to the right b) 14 degrees to the right

c) 14 degrees to the left d) 12 degrees to the left

Page 207: AIR NAVIGATION

An aircraft flying from A to B finds that after 30 nms it is 4 nms left of track. It has a further 40 nms to travel. By how much does the pilot need to turn to regain the intended track at B?

a) 16 degrees to the right b) 14 degrees to the right

c) 14 degrees to the left d) 12 degrees to the left

Page 208: AIR NAVIGATION

An aircraft flying from A to B finds that after 20 nms it is 2 nms right of track. It has a further 40 nms to travel. By how much does the pilot need to turn to regain the intended track at B?

a) 12 degrees to the left b) 9 degrees to the left

c) 6 degrees to the left d) 6 degrees to the right

Page 209: AIR NAVIGATION

An aircraft flying from A to B finds that after 20 nms it is 2 nms right of track. It has a further 40 nms to travel. By how much does the pilot need to turn to regain the intended track at B?

a) 12 degrees to the left b) 9 degrees to the left

c) 6 degrees to the left d) 6 degrees to the right

Page 210: AIR NAVIGATION

An aircraft flying from A to B finds that after 40 nms it is 6 nms right of track. It has a further 30 nms to travel. By how much does the pilot need to turn to regain the intended track at B?

a) 24 degrees right b) 21 degrees left

c) 18 degrees left d) 12 degrees left

Page 211: AIR NAVIGATION

An aircraft flying from A to B finds that after 40 nms it is 6 nms right of track. It has a further 30 nms to travel. By how much does the pilot need to turn to regain the intended track at B?

a) 24 degrees right b) 21 degrees left

c) 18 degrees left d) 12 degrees left

Page 212: AIR NAVIGATION

AIR NAVIGATIONAIR NAVIGATION

Chapter 4Chapter 4

Compasses.Compasses.

exitReturn to contents list

Page 213: AIR NAVIGATION

The earth’s molten core creates a weak magnetic field which resembles the field around a bar magnet.

Magnetic VariationMagnetic Variation

This ‘magnet’ inside the earth is inclined slightly to the earth’s axis, so true north and magnetic north are not in the same place.

Page 214: AIR NAVIGATION

Magnetic North Pole

True North Pole

Page 215: AIR NAVIGATION

The difference in direction between true and magnetic north (variation) is at its greatest in polar areas.

Magnetic VariationMagnetic Variation

Also, just as the lines of magnetic force go into the ends of a bar magnet, they angle steeply into the earth in polar areas causing compass needles to ‘dip’ as they try and align themselves.For these reasons, compasses are very inaccurate in polar areas.

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Where are variation values at their greatest?

a) In the Northern hemisphere. b) In polar regions.

c) At the equator. d) In the Southern hemisphere.

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Where are variation values at their greatest?

a) In the Northern hemisphere. b) In polar regions.

c) At the equator. d) In the Southern hemisphere.

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As a compass nears the Magnetic North Pole, the compass detector will try and point at the magnetic material inside the Earth. This tilting is called:

a) Drip. b) Drop.

c) Dip. d) Variation.

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As a compass nears the Magnetic North Pole, the compass detector will try and point at the magnetic material inside the Earth. This tilting is called:

a) Drip. b) Drop.

c) Dip. d) Variation.

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The Direct Indicating Compass (DIC) is a very simple aircraft compass. Because of its limitations it is only used as a standby on most aircraft.

The Direct Indicating The Direct Indicating CompassCompass

Its limitations are:

• It only reads correctly in unaccelerated straight and level flight.

• It only reads magnetic heading.

• It is unreliable at high magnetic latitudes.

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The Direct Indicating Compass (DIC) does, however, have three significant advantages.

The Direct Indicating The Direct Indicating CompassCompass

These advantages are:

• It is simple and reliable.

• It is cheap and lightweight.

• It does not require any form of power.

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When would a Direct Indicating Compass (DIC) be most accurate?

a) In unaccelerated flight. b) In a turn.

c) In a steady climb. d) In a steady descent.

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When would a Direct Indicating Compass (DIC) be most accurate?

a) In unaccelerated flight. b) In a turn.

c) In a steady climb. d) In a steady descent.

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Which of the following statements is true, concerning the Direct Indicating Compass (DIC)?

a) The DIC gives a reading of aircraft true heading.

b) The DIC needs only a small power supply.

c) The DIC is not affected by turns and accelerations.

d) The DIC only reads magnetic headings.

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Which of the following statements is true, concerning the Direct Indicating Compass (DIC)?

a) The DIC gives a reading of aircraft true heading.

b) The DIC needs only a small power supply.

c) The DIC is not affected by turns and accelerations.

d) The DIC only reads magnetic headings.

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All RAF aircraft are equipped with a Direct Indicating Compass (DIC). Why is this?

a) The DIC is the most accurate compass available.

b) The DIC is not affected by turns or accelerations.

c) The DIC gives a reading of true heading.

d) The DIC is reliable and needs no power supply.

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All RAF aircraft are equipped with a Direct Indicating Compass (DIC). Why is this?

a) The DIC is the most accurate compass available.

b) The DIC is not affected by turns or accelerations.

c) The DIC gives a reading of true heading.

d) The DIC is reliable and needs no power supply.

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The gyro-magnetic compass (GMC) was invented to overcome the limitations of the DIC.

The Gyro-Magnetic The Gyro-Magnetic CompassCompass

It can also power various compass repeaters around the aircraft (for navigators, WSOps etc).

It has three main components:

• A magnetic detector (or flux valve).

• A turn / acceleration cut-out switch.

• A gyroscope.

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The magnetic detector or ‘flux valve’ is solid state equipment (i.e. no moving parts) which electrically senses the magnetic field. It is located in the wingtip in order to keep deviation to a minimum.It is, however, still subject to the same turning and acceleration errors as the DIC.

A turn / acceleration cut-out switch prevents the gyroscope from receiving erroneous updates during aircraft manoeuvres.

The Gyro-Magnetic The Gyro-Magnetic CompassCompass

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The gyroscope continues to point to the same direction, no matter what manoeuvres the aircraft may make.

The GyroscopeThe Gyroscope

It is constantly being updated by signals from the magnetic detector, but only when the aircraft is in straight and level flight.

The turn / acceleration cut-out switch ensures that only valid magnetic signals are used to update the gyroscope.

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Despite the fine tolerances employed in gyroscope production, no gyroscope is completely error free and will suffer ‘real’ errors as a result.

The GyroscopeThe Gyroscope

Gyroscopes will also tend to point to a position in space, although the earth rotates 360° each 24 hours, creating ‘apparent’ errors.These ‘real’ and ‘apparent’ errors increase over time and are known as ‘gyro wander’.

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Which of the following is not a component within a Gyro-magnetic compass system?

a) A turn / acceleration cut-out switch.

b) A gyroscope.

c) A suspended magnet. d) A flux valve magnetic detector.

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Which of the following is not a component within a Gyro-magnetic compass system?

a) A turn / acceleration cut-out switch.

b) A gyroscope.

c) A suspended magnet. d) A flux valve magnetic detector.

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Which of the following statements about the Gyro-magnetic compass is true?

a) When the aircraft climbs or descends, the flux valve takes over from the gyroscope.

b) The gyroscope takes over from the flux valve whenever the aircraft turns.

c) The Gyro-magnetic compass is less accurate than the Direct Indicating Compass.

d) The flux valve controls the speed of the gyroscope.

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Which of the following statements about the Gyro-magnetic compass is true?

a) When the aircraft climbs or descends, the flux valve takes over from the gyroscope.

b) The gyroscope takes over from the flux valve whenever the aircraft turns.

c) The Gyro-magnetic compass is less accurate than the Direct Indicating Compass.

d) The flux valve controls the speed of the gyroscope.

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Which of the following is one advantage of a gyro-magnetic compass over a Direct Indicating Compass?

a) A gyro-magnetic compass requires no electricity.

b) A gyro-magnetic compass can feed repeaters around the aircraft.

c) A gyro-magnetic compass is cheaper.

d) A gyro-magnetic compass does not work during turns or accelerations.

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Which of the following is one advantage of a gyro-magnetic compass over a Direct Indicating Compass?

a) A gyro-magnetic compass requires no electricity.

b) A gyro-magnetic compass can feed repeaters around the aircraft.

c) A gyro-magnetic compass is cheaper.

d) A gyro-magnetic compass does not work during turns or accelerations.

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A gyroscope cannot be perfect, and so over a period of time it becomes inaccurate, this is called:

a) Gyro wander. b) Variation.

c) Gyro rigidity. d) Turn / acceleration error.

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A gyroscope cannot be perfect, and so over a period of time it becomes inaccurate, this is called:

a) Gyro wander. b) Variation.

c) Gyro rigidity. d) Turn / acceleration error.

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Inertial navigation systems (INS) use accelerometers (highly accurate gyroscopes) to detect rate of change of position along three axes.

Inertial NavigationInertial Navigation

Providing your start point is accurately entered you can obtain an instant read out of your position at any time.

Combining laser gyroscope INS with satellite navigation systems has significantly enhanced accuracy in modern aircraft.

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What principle does an Inertial Navigation System (INS) use to calculate the position of the aircraft?

a) A gyroscope feeds position to the computer.

b) The navigator must update the system all the time.

c) It uses compass heading and doppler values to compute aircraft position.

d) It is set accurately on the ground, then measures acceleration in the fore, aft and lateral.

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What principle does an Inertial Navigation System (INS) use to calculate the position of the aircraft?

a) A gyroscope feeds position to the computer.

b) The navigator must update the system all the time.

c) It uses compass heading and doppler values to compute aircraft position.

d) It is set accurately on the ground, then measures acceleration in the fore, aft and lateral.

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Within an Inertial Navigation System the movement of the aircraft is measured by sensors called:

a) Axis. b) Accelerators.

c) Accelerometers. d) Inertials.

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Within an Inertial Navigation System the movement of the aircraft is measured by sensors called:

a) Axis. b) Accelerators.

c) Accelerometers. d) Inertials.

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AIR NAVIGATIONAIR NAVIGATION

Chapter 5Chapter 5

WeatherWeather

exitReturn to contents list

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Student pilots do not have the experience, and basic training aircraft do not have the instruments to safely fly in cloud and fog.

Meteorological ConditionsMeteorological Conditions

Beginners may only fly in Visual Meteorological Conditions (VMC), when visibility is good and aircraft can remain clear of cloud.When this is not the case, Instrument Meteorological Conditions (IMC) apply and only pilots with instrument ratings may fly aircraft equipped with suitable instrumentation.

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At flying training schools and training units, special conditions apply.

The Visual CircuitThe Visual Circuit

Trainee pilots will not be allowed to take off and fly circuits unless the cloudbase and visibility meet the aerodrome controller’s requirements.

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Beginners may only fly in good weather conditions. These conditions are called:

a) Instrument Meteorological Conditions (IMC).

b) Runway Visual Range (RVR).

c) Visual Circuits (VC). d) Visual Meteorological Conditions (VMC).

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Beginners may only fly in good weather conditions. These conditions are called:

a) Instrument Meteorological Conditions (IMC).

b) Runway Visual Range (RVR).

c) Visual Circuits (VC). d) Visual Meteorological Conditions (VMC).

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In order to fly in Instrument Met Conditions (IMC), which of the following are required:

a) A clear windscreen canopy. b) No cloud in the local area.

c) An instrument rating only. d) The correct instrumentation and a suitable pilot instrument rating.

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In order to fly in Instrument Met Conditions (IMC), which of the following are required:

a) A clear windscreen canopy. b) No cloud in the local area.

c) An instrument rating only. d) The correct instrumentation and a suitable pilot instrument rating.

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In order to fly a visual circuit, a trainee pilot requires:

a) No wind. b) Good visibility and no cloud in the sky.

c) Good visibility and no wind. d) Visibility and cloudbase conditions to meet the aerodrome controller's requirements.

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In order to fly a visual circuit, a trainee pilot requires:

a) No wind. b) Good visibility and no cloud in the sky.

c) Good visibility and no wind. d) Visibility and cloudbase conditions to meet the aerodrome controller's requirements.

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The take off runway will normally be the one which allows the aircraft take off to be made into wind.

WindWind

Into a strong wind an aircraft reaches flying speed quickly and needs a shorter take off run.

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In this example the aircraft is about to take off on runway 27 (runway direction 270°).

CrosswindCrosswind

27

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The wind is 20 kts from the direction 300° (300/20).

CrosswindCrosswind

27

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This wind can be split into two parts – the crosswind component

CrosswindCrosswind

27

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This wind can be split into two parts – the crosswind component and the headwind component.

CrosswindCrosswind

27

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With a wind angle 30° off the runway direction the crosswind component will be 50% of the total wind speed.

CrosswindCrosswind

27

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With a wind angle 30° off the runway direction the crosswind component will be 50% of the total wind speed (i.e. 10 kts crosswind for 20 kts windspeed).

CrosswindCrosswind

27

10

10

10

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With a wind angle 30° off the runway direction the headwind component will be 90% of the total wind speed.

CrosswindCrosswind

27

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With a wind angle 30° off the runway direction the headwind component will be 90% of the total wind speed (i.e. 18 kts headwind for 20 kts windspeed).

CrosswindCrosswind

27

2

18

18

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If a 20 kt wind is blowing at an angle of 90° to the runway direction, then the whole of that 20 kts of wind will be crosswind with no headwind component.

CrosswindCrosswind

27

2020

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CrosswindCrosswind

27

Similarly, if a wind is blowing straight down the length of a runway then the whole of that wind will be headwind with zero crosswind component.

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Why does an aircraft take off into wind?

a) To increase the groundspeed at take off.

b) To take off at a lower airspeed.

c) To use the full length of the runway.

d) To decrease the length of take off run.

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Why does an aircraft take off into wind?

a) To increase the groundspeed at take off.

b) To take off at a lower airspeed.

c) To use the full length of the runway.

d) To decrease the length of take off run.

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A wind is blowing at 90 degrees angle off the runway direction. If the wind speed is 20 kts, what is the crosswind component?

a) 2 kts b) 10 kts

c) 12 kts d) 20 kts

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A wind is blowing at 90 degrees angle off the runway direction. If the wind speed is 20 kts, what is the crosswind component?

a) 2 kts b) 10 kts

c) 12 kts d) 20 kts

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The wind is blowing directly down the length of a runway. What is the crosswind component?

a) Equal to the wind's speed. b) Equal to 3/4 of wind speed.

c) Equal to half the wind speed. d) Zero.

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The wind is blowing directly down the length of a runway. What is the crosswind component?

a) Equal to the wind's speed. b) Equal to 3/4 of wind speed.

c) Equal to half the wind speed. d) Zero.

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Fog presents a unique problem for the pilot, particularly at night when runway lights can be clearly seen from overhead the airfield.

Shallow FogShallow Fog

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Once on the glideslope, the pilot is looking at the fog at a much shallower angle and the reduced visibility may prevent the aircraft from landing.

Shallow FogShallow Fog

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The slant visibility can be measured using equipment placed close to the runway touchdown zone.

Shallow FogShallow Fog

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These yellow installations in the foreground measure the visibility in the direct vicinity of the runway.

Shallow FogShallow Fog

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This slant visibility measurement, known as the Runway Visual Range (RVR) is passed to the pilot by ATC.

Shallow FogShallow Fog

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The airfield has a covering of shallow fog. A pilot circling directly overhead sees the runway lights clearly. However, on the approach to land he may have great difficulty seeing any lights. Why is this?

a) Runway lights are designed to be seen from high level only.

b) Fog is more dense closer to the ground.

c) Fog will appear thicker when on the glide path because the pilot is looking at a shallower angle.

d) The thickest fog always settles at the end of the runway.

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The airfield has a covering of shallow fog. A pilot circling directly overhead sees the runway lights clearly. However, on the approach to land he may have great difficulty seeing any lights. Why is this?

a) Runway lights are designed to be seen from high level only.

b) Fog is more dense closer to the ground.

c) Fog will appear thicker when on the glide path because the pilot is looking at a shallower angle.

d) The thickest fog always settles at the end of the runway.

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During periods of poor visibility due to fog, ATC will advise the pilot of the slant visibility along the runway. This visibility is measured accurately and is known as:

a) Runway Range. b) Runway Visual Range.

c) Runway Radar Range. d) Glide Slope Visibility.

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During periods of poor visibility due to fog, ATC will advise the pilot of the slant visibility along the runway. This visibility is measured accurately and is known as:

a) Runway Range. b) Runway Visual Range.

c) Runway Radar Range. d) Glide Slope Visibility.

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Precipitation is rain, sleet, snow or hail.

PrecipitationPrecipitation

Heavy rain might restrict the visibility or even flood the runway.

If the precipitation is frozen, or the temperature at ground level is below zero, the precipitation may stick to the airframe causing icing and create serious problems during take off.

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The collective noun for rain, sleet, snow and hail is:

a) Participation. b) VMC.

c) IMC. d) Precipation.

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a) Participation. b) VMC.

c) IMC. d) Precipitation.

The collective noun for rain, sleet, snow and hail is:

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What problems can be caused by heavy rain?

a) Heavy snow. b) Runway Visual Range.

c) Thunderstorms. d) Restricted visibility and runway flooding.

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What problems can be caused by heavy rain?

a) Heavy snow. b) Runway Visual Range.

c) Thunderstorms. d) Restricted visibility and runway flooding.

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Both jet and piston engines are affected by icing.

Engine IcingEngine Icing

Whilst large and commercial aircraft have effective de-icing systems for engines and airframes, it is best to avoid icing conditions if possible.In light aircraft and high performance military aircraft with little or no anti-icing protection it is essential to avoid icing conditions completely.

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What problems can be caused by precipitation at freezing temperatures?

a) Crosswinds. b) Icing.

c) Fog. d) Thunderstorms.

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What problems can be caused by precipitation at freezing temperatures?

a) Crosswinds. b) Icing.

c) Fog. d) Thunderstorms.

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What can be the effects of heavy icing on an aircraft's performance?

a) Loss of aerodynamics only. b) Loss of aerodynamics and reduced engine performance.

c) It will fly much slower. d) There is no adverse affect on an aircraft's performance.

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What can be the effects of heavy icing on an aircraft's performance?

a) Loss of aerodynamics only. b) Loss of aerodynamics and reduced engine performance.

c) It will fly much slower. d) There is no adverse affect on an aircraft's performance.

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What effect can icing have on the aerodynamics of an aircraft?

a) The windscreen may freeze over.

b) Lift will decrease and weight will increase.

c) Ice forming on the leading edge of the wing will increase lift.

d) There will be no adverse effect on the aerodynamics.

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What effect can icing have on the aerodynamics of an aircraft?

a) The windscreen may freeze over.

b) Lift will decrease and weight will increase.

c) Ice forming on the leading edge of the wing will increase lift.

d) There will be no adverse effect on the aerodynamics.

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A flight briefing indicates icing en-route. The aircraft has no ice protection. What advice would you give a novice pilot?

a) Fly above the cloud. b) Fly slowly, the icing will have less effect.

c) Fly quickly, the icing will have less effect.

d) Plan a route avoiding icing conditions or cancel the flight.

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A flight briefing indicates icing en-route. The aircraft has no ice protection. What advice would you give a novice pilot?

a) Fly above the cloud. b) Fly slowly, the icing will have less effect.

c) Fly quickly, the icing will have less effect.

d) Plan a route avoiding icing conditions or cancel the flight.

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An extra question has found its way into this examination which is not covered in the manual:

ConclusionConclusion

The earth revolves from West to East on its axis.

The sun appears to rise in the East, but as the Sun is stationary it is the earth rotating West to East.

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Which way does the Earth revolve on its axis?

a) East to West. b) West to East.

c) North to South. d) South to North.

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Which way does the Earth revolve on its axis?

a) East to West. b) West to East.

c) North to South. d) South to North.

The sun appears to rise in the East and set in the West.

As the sun is actually stationary, it is the Earth which is revolving West to East.

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AIR NAVIGATIONAIR NAVIGATION

The EndThe End

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AIR NAVIGATIONAIR NAVIGATION

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