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CPL - Air navigation > Navigation > Flashcards

Navigation Flashcards

1
Q

Low level navigation procedures

A
  • Turn on all lights + make regular position reports
  • Increase the amount of checkpoints (reduces likelihood of getting of track)
  • Slow down a/c giving you more time to make decisions + increasing manoeuvrability when close to terrain (note you will need to amend EETs and fuel burn will increase)
  • Don’t devote too much time to flight log as it draws your attention inside the a/c
  • Don’t hesitate to ask ATS for help if your navigating limits are being reached
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2
Q

Low level navigation considerations

A

When flying at a low level the distance you can see is reduced and if forced down by bad weather its likely other a/c are in the same situation, bad weather also means a further reduction of visibility

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3
Q

SARTIME

A

The time at which search and rescue will be alerted if a pilot hasn’t terminated the flight plan at or before that time.

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4
Q

Amending SARTIME

A

Important to terminate flight plan before SARTIME, this can be done over the radio with any ATS unit

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5
Q

Setting heading

A
  • Align DI with compass
  • Note new heading from the flight log
  • Complete a look out
  • Choose visual reference point that coincides with heading
  • Calculate and record ETA by adding EET to the set heading time based on this data make a departure report to appropriate ATS unit
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6
Q

Cruise routine/activity

A

After reaching TOC configure and trim a/c for straight and level flight. Mixture should be leaned to obtain max engine performance (if at appropriate alt) and complete SCADIE checks every 10-15 mins

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7
Q

SCADIE S

A

Suction in green range

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8
Q

SCADIE C

A

CO detector clear

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9
Q

SCADIE A

A

Amps, ammeter not discharging or overcharging

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10
Q

SCADIE D

A

DI aligned with compass

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11
Q

SCADIE I

A

Icing, check for carb ice and if applicable air frame icing

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12
Q

SCADIE E

A

Engine

  • T+P’s green range
  • Fuel: contents remaining, cross check fuel log to gauges and switch tank
  • Mixture as applicable
  • Power set correctly to achieve flight planned TAS
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13
Q

Maintaining a flight log

A
  • Ensure not to jeopardise a good VFR scan by concentrating too long on your chart or taking too long to record data in the flight log, record actual time of departure and setting headings times
  • Calculate ETA’s for turning points and preselected checkpoints
  • Monitor G/S with regular pinpoints and amend EET and ETA’s as necessary
  • Maintain an accurate fuel log at ;east every 30 mins and record remaining endurance
  • Record new tracks, headings and ETA’s if diverting from planned track
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14
Q

EET

A

Estimated elapsed time

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15
Q

Turning points

A

a turning point is where you change heading to make good your flight planned track, these are recorded in the To and From columns in the flight log. Procedure is as follows:

  • Turn: turn onto new heading
  • Time: record time and calculate new ETA
  • Talk: make a radio call advising your intentions
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16
Q

Approaching an aerodrome

A
  • TOD should be calculated and at this point configure the a/c for descent
  • Pilots should brief themselves ahead of time on how they will join the circuit and carry out a TEM brief
  • Pre landing checks may be carried out earlier to allow the pilot to concentrate on flying the a/c at what might be an unfamiliar aerodrome
  • Radio calls should be made as appropriate e.g. 10nm from an uncontrolled aerodrome
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17
Q

TOD

A

Top of descent point

18
Q

TOC

A

Top of climb point

19
Q

TEM brief

A

Threat and error management brief such as a TCTWO

20
Q

TCTWO

A 
T - Threats identified
C - Chart (brief departure procedure)
T - Terrain
W - Weather
O - Operational (NOTAMS, Safe endurance, other)
21
Q

Position fixing

A

To define a position on earth a network of lines of latitude and longitude are used to from a grid/graticule (latitude is always given before longitude)

22
Q

Fix

A

A geographical position of an a/c obtained by visual reference to features on the ground or by a navigational aid. It requires 2 or more bearings/features to be found

23
Q

Pinpoint

A

Similar to a fix except its determined by one feature on the ground

24
Q

Reciprocal heading

A

Heading + 180 degrees +/- drift

  • if drift angle is starboard then double the drift and add it to the reciprocal heading
  • if drift angle is port then double it and subtract from the reciprocal heading
  • remember SAPS
25
Q

Starboard

A

Right

26
Q

Port

A

Left

27
Q

Waypoint

A

A fix or location such as a reporting point or a radio beacon which is entered an area navigation (e.g. GPS) system

28
Q

Fly-by waypoint

A

a/c doesn’t have to fly directly over waypoint (hollow points)

29
Q

Fly-over waypoint

A

a/c required to fly directly over waypoint (shaded in points)

30
Q

Position referencing: latitude and longitude

A

Your latitude and longitude co-ordinates can be used to state the position of the a/c, expressed as latitude followed by longitude in degrees, minutes and seconds

31
Q

What factors can force a diversion

A
  • Low fuel
  • Running out of daylight
  • Bad weather
32
Q

In flight - diverting to alternate aerodrome that isn’t within visual range, heading change

A

1:60 rule can be used, this will only be accurate for a heading correction less than 15° so a heading correction greater than this will only be an approx heading

33
Q

In flight - diverting to alternate aerodrome that inst within visual range process

A
  • Draw freehand track on map to assist in identifying checkpoints as well as giving a better indication of distances/direction
  • Once decision to divert has been made, turn onto new heading, calculate new ETA, fuel and advise ATC of your intentions
34
Q

Diverting to alternate aerodrome - flight planning

A
  • During flight planning its important to examine availability of suitable aerodromes either side of planned track
  • Take note of airspace and controlled aerodrome requirements etc when selecting alternates
  • Ensure aerodrome charts for alternates can be accessed easily during flight
35
Q

Lost procedure

A
  • Admit you are lots to prevent situation worsening
  • Determine how long you can stay in the air for, taking into consideration fuel, daylight and weather
  • Look for a prominent feature on the ground that you can identify on your chart and remain in current location or maintain current heading until ETA of current checkpoint
  • If current checkpoint is not in view at ETA then maintain heading for a time interval of 10% of time since last positive fix ensuring that compass and DI are aligned, compass inst effected by metal objects, variation and drift have been applied correctly
  • Determine the DR position of the a/c using latest G/S and track info, this will give us the position of our MPP
36
Q

Lost procedure method 1 establishing an area of uncertainty

A

Using MPP as a starting point apply +/- 10% of estimated distance flown since last fix to an arc of 30° either side of probable TMG

37
Q

Lost procedure method 2 establishing area of uncertainty

A

Draw a circle around MPP with a radius equal to 10% of the estimated distance flown since last positive fix then determine a safe altitude within the area to determine adequate terrain clearance

38
Q

Still lost after lost procedure

A
  • Expand most probable area by 10-20% of distance flown since last fix
  • If conditions permit fly to a higher alt
  • Turn towards prominent feature such as coastline/large river/road/railway line and follow until next town, where a fix is more likely to be obtained
  • Steer reciprocal heading and attempt to return to last fix
  • Seek navigational assistance from ATS you were last in contact with
39
Q

MPP

A

Most Probable Position

40
Q

Diversion around obstacles

A
  • Divert 60° off track, and note time of initial diversion leg (as this will be how much time you need to add to ETA)
  • If you need to parallel track turn back 60° in opposite direction initially and then another 60° when you are ready to rejoin track, once at original track then turn 60° in original turn direction
  • If you don’t need to parallel track then turn 120° in opposite direction to rejoin track and once at original track then turn 60° in original direction

CPL - Air navigation (8 decks)

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