If you know the drift that you have experienced since the last positive fix you can calculate .....

the TMG by applying that drift to the constant heading

If you know the time that has elapsed since the last positive fix ....

the distance flown can be calculated by appluing that time to the constant GS

When you know both the track and distance you have flown since the last positive fix .....

you can determine your present position

TMG can be found by referencing .....

ground features or nav aids

The DR position is found simply by measuring the .....

distance flown along the track since the last fix

DR is not a method of navigation

T/F

True - it is a technique used by the pilot along with other aids that may be available during the course of a flight

In map reading what should you do first .....

establish your position via a DR track from your last positive fix. Once you have done that look at the map for features ect then look out the window and compare.

DONT look outside then at the map as this can confuse you

When reading from a map always .....

read from the map to the ground

When ever you set out to locate a position from a map you myst first check the .....

time and then establish a DR position.

If you cannot establish a positive fix .....

go back to your last positive fix and look 15^{0 }- 20^{0} either side of the track and you will be in this arc

The only time you should be reading from the ground to the map is when .....

you have an area of probability established

If you maintain a constant heading and a constant TAS in a constant wind the .....

track you make will be a straight line

A small change of heading will produce .....

the same change in TMG with no change in GS

This assumption is correct for smaller changes of +/- 30^{0} or so

Anything larger than 90^{0} will produce a greater heading change than 90^{0}

Describe a multipilcation problem on the E6B ....

place the 10 on the B scale over the number to be multiplied

so if it is 8 x 9 place the 10 on the B scale under the 8

Now read around the B scale to the number 9 and look on the A scale for the answer

Describe a division problem on the E6B .....

150 / 5

Place the 150 on the A scale and rotate the 5 on the B scale until it is under the 150

read the answer at the 10 on the B scale

What is the formula to find the track error in degrees .....

d x 60 / D

d = distance off track

D = distance travelled since the last fix

The answer is measured in degrees off course or your track error

Finding the track error will cause the FPT to .....

parallel the original FPT not correct it back on track

To correct the track error and get us back onto our FPT we must find the .....

closing angle

Finding and applying the track error to the heading will make the TMG .....

parallel the original TMG

Applying the track error will ..... any further .....

eliminate any further errors

To find the 'Closing Angle' we must apply the one in sixt formula, describe it .....

d x 60 / D

d = distance off FPT

D = Track to Intercept (TTI)

Add the track error and the CA together to get the course to steer

The sume of the TE and CE =

TTI

In relation to a one in sixty problem:

Drift is .....

the difference between the heading that was held and the track that resulted from the use of that heading

Drif is not the same as .....

track error

Track error is the difference between .....

TMG and FPT

The original FPT has nothing at all to do with .....

drift

Drift is the difference that was held and the .....

track that resulted from the use of that heading

the one in sixty rule assumes that drift ......

doesnt change throughout

A good way to check ansers for one in sixty problems is to check the ....

drift throughout each leg of the changes

Other types of one in sixty calculations:

Cross track 1 in 60 - to find the TE we total .....

the total cross track differenc i.e. either side of the line to work out the TE, then the CA then the HDG to steer

In a cross track 1 in 60 problem .....

1. Add the distance of both errors to find the total TE

2. Calculate a normal 1 in 60 from the point B for CA

3. Add the TE and CA to find the HDG to steer

The diverging 1 in 60 may happen when you are forced to abandon your original ..... because of .....

heading because of WX

The cross track distance is the distance .....

the aircraft moves sideways as it travels between fixes

In a diverging tract 1 in 60 the TE is found by .....

applying the cross track distance to the track distances between the fixes

In a diverging 1 in 60 problem the CA is the same as a simple 1 in 60 problem

T/F

T

Converging 1 in 60:

When the first fix is off the FPT and the second fix is ....

also off the FPT on the same side but closer to the FPT

Overshooting the 1 in 60 correction (converging):

The ..... will be greater than the ..... and the heading change always ..... the FPT

The CA will be greater than the TE and the heading change always towards the FPT

This is opposite to the other converging problems. In the other problems you are heading to undershoot the target and are attempting to regain so you need to turn away from the FPT to make the target

1 in 60 without a closing angle:

what do you do at the second fix .....

find the TE by normal means and double it to find the hdg to steer to regain the FPT

What happens when I use a 1 in 60 without a CA and just double the TE .....

I create an isosceles triangle where the distance to recover the FPT will be the same time and distance as it took me to get off track in the first place

What correction do i apply when without a CA once I regain the FPT to keep that FPT ....

correct the original FPT heading by the TE to keep the FPT

One disadvantage of doubling the TE is ....

you may arrive at a location with no features to confirm your location.

Better to pick somewhere on the map with an easy to identify for confirmation