6.10.4(d) Position of another aircraft or point using relative bearing and the clock face method.
When referencing the position of other aircraft or points using relative bearings, we use the clock code.
The clock code works by referencing the position objects, as a relative bearing from the nose of the aircraft.
If the object was off our right wing (3 o’clock) the relative bearing would be 090°.
And if it was directly behind us (6 o’clock) the relative bearing would 180°.
On your navigation computer you should be able to locate some small arrows labelled:
KM, STATUTE, and NAUTICAL, or abbreviations pretty close to these.
Then simply line them up as in these examples….
6.4.6(a) True north;
6.4.6(b) Magnetic north;
6.4.6(c) Compass north;
is the direction along the earth’s surface in relation to the geographic North Pole
is the direction along the earth’s surface in relation to the magnetic North Pole.
This is the where the north-seeking pole of a magnetic needle points when free from local magnetic influence.
The magnetic North pole is located in Hudson bay Canada.
The direction in which a compass needle points.
This could differ slightly from “Magnetic North” due magnetic interference in your aircraft from (the aircraft, aircraft radio, pilot headsets,(any thing metal) etc.
6.2.4(g) Define and identify on a diagram of the Earth: Latitude/longitude.
Latitude and longitude are used to accurately pinpoint a location on the Earth’s surface.
When plotting positions, we state the latitude then longitude.
Positions can be expressed in degrees, minutes and seconds of an arc.
One degree is made up of 60 minutes, and one minute is made up of 60 seconds.
Eg: 45′ 30′ 45′ N – 122′ 50′ 45′ W
List and Explain RADAR Services that may be Available to VFR Flights.
A limited number of Transponder Codes are available for allocation to VFR aircraft on cross-country flights. When filing a VFR Flight Plan via IFIS, the pre-allocated code will be shown in the message acknowledging acceptance of the filed Flight Plan. When filing via FAX or by phone with the National Briefing Office, no acknowledgment of a pre-allocated code will be made.
Application for permanent codes must be made to the National Briefing Office.
The pilots of all VFR transponder equipped aircraft, whether on flight plans or not, who have been assigned a discrete aircraft or ATC code, should operate that code at all times, unless otherwise instructed by ATC, or when an emergency SSR code is required.
The pilots of other VFR aircraft should set the code indicated in Table ENR 1.6-1.
Radar Assistance can assist a pilot if in a threatening position or potentially threatening – such as being lost / disorientated – can give simple vectoring to a suitable location or guide other aircraft to your position
Describe the requirements and procedures to manage SARTIME.
When lodging the flight plan you are required to nominate a SARTIME – the time at which Search and Rescue will be alerted if a pilot has not terminated the flight plan at or before that time.
SARTIME can be for the destination or crossing bodies of water etc – it will need updating once crossed.
If your flight is delayed for any reason and SARTIME will be exceeded before you wish to terminate the flight plan then amend the SARTIME by radio
Calculate the latest time of departure for a given VFR cross-country flight or a given leg.
To calculate the latest time of departure, which is the latest time we can set off on our cross country flight, we must first work out ECT, or when the country gets dark.
We then must take this time and subtract the total flight time of our flight. This gives us a latest time of departure, to fly our route and land before it gets dark.
We generally try and be on the ground 30 minutes before ECT, which gives us additional time if we were to detour or have to hold.
Generally speaking as a rule, if we have the fuel, we have to have the daylight to burn it..
Describe: a) the effect of variations in Heading, Speed and Altitude; b) the limitations affecting navigation in conditions of reduced visibility.
Variation in heading, speed and altitude can cause deviations from your flight planned route and times e.g. there could be different winds at different altitudes, and with heading and speed changes, the drift correcting as well as the GS for the given leg will change.
In reduced visibility it is harder to see, and is therefore harder to find your fixes and navigate by visually locating references on the ground. You also won’t be able to see as far, and possibly have to fly lower than you had planned to, which can throw you off.
To work out the time required you need ….
1. Speed, is in Knots which nautical miles per hour.
2. Distance to intend to travel.
In this example we have calculated a Speed of 120 Knots and a Distance of 60 nautical miles to fly.
On the Wizz wheel, Distance is on the out side and time is on the inside.
1. Speed of 120kts on the outside (which is Distance travelled in an hour)
2. so, Time on the inside finds the Hour [60 MIns].
Now we have a Distance and Time Ratio set up you can easily work out the time required as follows
3. Find the Distance on the outside.
4. Read off the Time on the in side.
Notes: easy to work out any Distance and Time relationship
Describe the factors that affect daylight conditions
Altitude and Atmospheric Conditions both affect daylight conditions.
Altitude – Whilst you are at the earth’s surface in darkness after sunset, an aircraft at altitude above you may still be in full sunlight. Thus the hours of sunrise and sunset depend on the altitude of the observer. Days are longer, nights are shorter the higher your position.
Atmospheric Conditions – Clarity and brightness of daylight and twilight is influenced by cloud, precipitation and the like, and by large obstructions such as mountains.