6.12.2(d)  AMSL; 

Above mean sea level (AMSL)

This is often referred to as altitude. 

6.10.2(d)  Position line. 

A position line is defined as a line which an aircraft is known to be on at a particular time.

Position lines can be obtained from physical features such as roads, railway lines or coastlines; two or more features that are positioned on the TMG (track made good) or visual relative bearings from or to features such as navigations aids.  

6.8.2(d)  Calibrated airspeed (CAS); 

Calibrated airspeed, is IAS corrected for pressure or position error (sometimes referred to as instrument error); which arises from the location of the static port (where we read the static pressure) 

A kilometre is the length of 1/10,000th of the distance between the equator and either pole.

A kilometre is one thousand metres or 3280 feet.

It currently has no use in aviation distances 

6.4.6(g)  Magnetic direction;

 

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

The difference between True North and Magnetic North is the Magnetic Variation (Variation) of your location.

 

New Zealand has a Variation of around 20°East

Saying : East is Least.

To fly East that is 090 ° True, you will need to head 070 ° Magnetic.

e.g. 090°T East is least so -20°E  = 070°M.

To fly West that is 270° True, you will need to head 250° Magnetic.

eg. 270°T East is least so -20° E  = 250° M.

 

Other locations in the world could have a Variation of around 20°West

Saying : West is Best.

To fly East that is 090 ° True, you will need to head 110 ° Magnetic.

eg. 090°T West is best so +20°E  = 110°M.

To fly west that is 270° True, you need to head 290 Magnetic.

eg. 270°T west is best so +20° E  = 290° M.

 

 

6.2.4(c) Define and identify on a diagram of the Earth 
the Equator; 

The Equator is an imaginary line around the middle of the Earth. It is halfway between the North Pole and the South Pole, at 0 degrees latitude. The equator divides the planet into a Northern Hemisphere and a Southern Hemisphere. The Earth is widest at its Equator.

Example One.

Your aircraft burns 60litre/hour and you need to fly for 86minutes.
How much fuel will you use flying this leg?

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Example Two.

Your aircraft burns 150litre/hour and you need to fly for 29.2minutes.
How much fuel will you use flying this leg?

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Example Three.

You have used 74 litres of fuel in 35.5minutes.
What was your Fuel Flow

State the factors influencing GPS/GNSS reliability.

* Multi-Path Error – due to satellite signals bouncing off the Earth’s surface resulting in signals arriving at the GPS receiver from different directions and different times

*Ionosphere Propagation Effect – results from charged particles in the ionosphere interfering with the propagation speed, and thus the travel time of satellite signals

*Tropospheric Propagation Effect – results from water vapour in the tropopause slowing down the satellite signals which cause ranging errors – minimised by compensation modelling in the GPS receiver

*Receiver Error – due to the difficulty of the receiver in precisely matching the internal pseudo-random code with that of the satellites

*Interference – interference from many sources can degrade the accuracy of the equipment. Can be due to insufficient shielding from VHF transmitters, RADAR, TV, and FM stations in the vicinity of the GPS receiver. If interference is experienced or there is a loss of RAIM – report details to appropriate ATS unit

*Battery – life limitations where unit is hand-held

Describe and apply techniques for:
a)  position fixing; 
b)  changing heading to make good the desired track; 
c)  changing heading to make good next turning point or destination; 
d)  amending ETA. 

Position fixing

To accurately work out our position, we must get a position fix using 2 or more reference features. With the reference feature a known location, we work out our position relative to the feature or location. With a bearing and a distance from the feature, we can get an idea of our position, the more features we reference from the more accurate the fix will be. 

Changing heading 

To change heading to make good the desired track, we must fly the track with any drift corrections. This means the nose of the aircraft may not be pointing directly down the track, but the wind will be holding us on the desired track. 

To change heading to make good the next turning point, we must use the 1 – in – 60 rule. 

Amending ETA

To amend the ETA, first we must determine what time we will arrive at the position or destination. Once we have determined an accurate ETA with a ground speed using the wind we are experiencing at the specific height, we can update our flight log and then update ATC. 

Identify and label the three vectors of the triangle of velocities.

The three vectors are; 

1. Black Line is the Aircraft’s Heading and True Air Speed (TAS)

3. Blue Line is the Wind Velocity, Direction and Speed

Your Aircraft Heading  and Speed plus the effect of the wind gives you the 

3. Green Line which is your Track and Ground Speed over the surface of the earth.

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