Compute rate of descent required to achieve a given height loss over time.
To calculate a required rate of descent, we must first calculate the total altitude loss.
We then divide the total altitude change, by the required time to achieve this change.
This division will give us a rate of descent / climb (generally in feet per minute)
6.14.2(k) Starboard;
Starboard is the Right side of the aircraft when looking from behind, and is distinguished by a green light.
6.12.6. Explain the effect of a change in temperature on the altimeter reading of a transiting aircraft.
Generally what is happening here is, in warm air the air expands and cold air it compresses Also this effects the pressure lapse rates. Which in turn affects the accuracy of our altimeter.
When you transit from an area of higher temperature to an area with a lower temperature your altimeter will “over read”. As in this case your altimeter will tell you are that 2,000 ft, where in fact you have descended to 1,400 ft. a lot closer to the ground. Cold air has a higher temperature lapse rate.
This is why most instrument approaches used by airlines have minimum temperature below which the approach is not to be carried out.
The easiest way to recall this is to think of the altimeter acting like the atmosphere; colder temperatures are experienced higher in the atmosphere, so the altimeter will also read higher than your actual altitude. Meaning you are lower than what you think you are
Note: Very dangerous
When you transit from an area of lower temperature to an area with a higher temperature your altimeter will “under read”. As in this case it will tell you are that 2,000ft, where in fact you have climbed to 2,700ft.
The easiest way to remember this is to think of the altimeter acting like the atmosphere; high temperatures are nomally lower in the the atmosphere, so the altimeter will also read lower than your actual altitude. meaning that you are higher than the altitude indicated. Dangerous with regard to local terrain.
Describe the Techniques for Map Reading in Flight.
Success depends on thorough knowledge of; direction, distance, groundspeed, selection and identification of landmarks and checkpoints.
Use a ruler marked with scales; measure distances with your thumb, or some navigation computers have distance scales on edges of the wind side.
In the cockpit place the chart on your lap to align the track you are following, with the ground that you are flying over.
You want to be referencing features on the ground with features on the map, and obtaining position fixes.
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.
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
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
Maintain your Flight Log ATA for intermediate points and destination as well as updated fixes and ETA/EET
Note time and new heading at turning point
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)
270 T° |
090 T° |
180 T°
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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.
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6.14.2(j) Port;
Port is the Left side of the aircraft when looking from behind, and is distinguished by a red light.