6.10.2(b) DR position;
Dead reckoning (also ded (for deduced) reckoning or DR) is the process of calculating one’s current position by using a previously determined position, or fix, and advancing that position based upon known or estimated speeds over elapsed time, and course.
6.8.2(b) Ground speed (GS);
Ground Speed is the speed of an aircraft with reference to the ground.
The aircraft’s airspeed is affected by the wind, and the result is the Ground Speed.
Flying along at 100kts airspeed, with a 20kt headwind (blowing us backwards) our ground speed will be 80kts.
A metre is a metric unit of length equal to approximately 1.094 yards
A foot is a unit of length defined as being 0.3048 m exactly.
A foot is made up of 12 inches.
It is the primary unit of indicating height in aviation.
Its symbol is ft
In simple terms,
True North is directly up on most maps directly toward the Earth’s Geographic North Pole
and aligns with the lines of longitude.
True Direction
By aligning the 360 with the True north, as in the example below, you can see that the aircraft is heading east or 090 degrees. This is a True Direction of 090 Degrees True.
Define and identify on a diagram of the Earth: 6.2.4(a) Axis and Direction of Rotation
The earth rotates from the West towards the East. As viewed from the North, the earth turns counter-clockwise about an axis which runs between the North and South geographic poles.
Explain the limitations of using GPS/GNSS to supplement normal visual navigation.
Although GPS/GNSS can tell you where you are, it cannot do your look out for you!
There is a collision risk when in poor VFR conditions and a pilot aims to fly accurately towards a reporting point using GPS/GNSS.
Chances are that other pilots are doing the same thing and due to the accuracy of GPS the risk of their paths crossing is increased in a time of reduced visibility.
GPS is a huge benefit if used as a back up to VFR navigation and not a substitute.
Calculate the headwind/tailwind component, given runway alignment and wind velocity.
To calculate the headwind / tailwind component of a wind, first we find the actual wind conditions.
We then take the difference between the runway heading and the wind direction, and using the graph below, we enter the difference in wind direction and runway direction and also wind strength. With this we can work out how much crosswind and headwind will affect us for the given runway with the given wind.
