Describe the techniques and procedures for:
a)  Setting Heading; 
b)  Cruise Routine / Activity cycle; 
c)  Maintaining a Flight Log; 
d)  Turning Points; 
e)  Approaching / rejoining at a destination aerodrome. 

Setting heading

Make sure the DI is correctly synchronised with the magnetic compass, also check co-ordination between the compass, the DI and magnetic direction of the runway used for your take-off
After becoming airborne enter the Actual Time of Departure (ATD) on the flight log – usually not the same time as the Set Heading time (S/H)
Note and record the S/H time when you settle on the heading for the first leg of the flight
Record the new heading if different from the flight planned one
Calculate and record the ETA for the first checkpoint or turning point by adding the estimated elapsed time (EET) to the S/H
Determine and record the ETAs for the remaining checkpoints and the ETA for destination

Cruise

Once the top of the climb is reached (TOC) concentrate on stabilising the aircraft in the cruise configuration involving:

– selecting the required nose attitude and power setting to maintain the flight planned IAS/CAS/TAS and altitude
– trimming the aircraft
– leaning the mixture to obtain maximum engine performance
– completing a SADIE or CLEAR safety check
– obtain a fix on your position and record on flight log / chart and include the time at the TOC position
– work out your groundspeed then confirm the flight ETA / amend

mMental calculations can be done to determine time and groundspeed
60 / Time x Distance = Groundspeed

Flight Log

Maintain your Flight Log ATA for intermediate points and destination as well as updated fixes and ETA/EET

Turning points 

Note time and new heading at turning point

Destination aerodrome

When approaching the destination aerodrome, use standard overhead rejoin procedure if not familiar with the aerodrome (unless it is stated in aerodrome plate not to use this procedure eg Taupo due extensive skydive activities)
If that is the case, use the procedure set out on the aerodrome plate. 

6.4.6(f)  True direction; 

True direction is the horizontal direction expressed as angular distance from True North.

True North (geodetic North) is the direction along the earth’s surface towards the geographic North Pole. 

True geodetic North differs from magnetic North (a compass points toward the magnetic North pole)

True Directions

270 T°	090 T°
180 T°

Calculate the Minimum Fuel Required on a given VFR Cross-Country Flight.

To calculate the minimum fuel required for a flight, first we must plan and work out the distances, winds and ground speeds. 

Once we have worked out the distances with ground speeds, we can get a time for each leg and the total journey. 

With this total time, we work out the Total Fuel required for the journey against the Fuel Burn per hour. 

This gives us our minimum fuel for the journey, then we add reserves (30 minutes flight time during the day, 45 minutes flight time at night) and also take into account any unusable fuel (if any)

This gives us our Minimum Fuel for the cross country flight. 

Compute time and distance to climb/descen, given groundspeed, rate of climb/descent and height to climb/descend. 

To compute how long it would take to climb / descend to a certain altitude, we first take the total height change (start height plus or minus the final height) and divide that height change by the rate of climb or descent. 

This will give us a time that it will take to climb / descend from the original altitude to the final altitude. 

6.14.2(j)  Port; 

Port is the Left side of the aircraft when looking from behind, and is distinguished by a red light. 

6.12.4. Explain the effect of a change in mean sea level air pressure on the altimeter reading of a transiting aircraft. 

Transiting Aircraft from  Higher to a Lower QNH.  

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When you transit from an area of Higher QNH than an area with a lower QNH and you do not adjust your altimeter sub-scale, your altimeter will “over read”. As in this case altitimeter will tell you 2,000ft, where in fact you have descended to 1,400ft. a lot closer to the ground.

Easiest way to recall this is, the altimeter acts like the atmosphere, low pressure is higher in the  atmosphere, so the altimeter will also read higher than your actual altitude.(Note; very dangerous)

Transiting Aircraft from  Lower to a Higher QNH. 

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When you transit from an area of lower QNH than an area with a higher QNH and you do not adjust your altimeter sub-scale. Your altimeter will “under read”. As in this case your altimeter will tells you  2,000ft, where in fact you have climb to 2,600ft. 

Easiest way to recall this is, the altimeter acts like the atmosphere, high pressure is lower in the the atmosphere, so the altimeter will also read lower than your actual altitude

Calculate the expected Fuel Burn on a given leg.

To calculate a Fuel Burn for a given leg, first we must work out the time of the given leg using the distance and ground speed; derived from the flight planning TAS and the local forecast winds.

We then work out the fuel burnt on that leg using our Fuel Burn per hour against the time for the given leg.

Eg: If we burn 20L an hour, and the flight leg is 30 minutes, we will burn 10L