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CLASS NOTES
Introduction Section A
Charts Section B
Navigation Section D
Airspeed Section E
Altimeter Section F
Calculations Section G
Exercises Section H
Miscellaneous Section M
PG 2/2 Z 0-0
NAVIGATION
Section A Introduction
Syllabus
Course summary
PG 1/1 A 0-0
NAVIGATION SYLLABUS
2 65 Mapping
· Aeronautical maps and charts
· Projections and their properties
· Conformality
· Equivalence
· Scale
· Great circles and rhumb lines
4 69 Distances
· Units
· Measurement of distance in relation to map projection
PG 1/3 A 2-0
7 28 Magnetic compass
8 67 Direction
· True north
· Earth s magnetic field, variation annual change
· Magnetic north
· Vertical and horizontal components
· Isogonals, agonic lines
9 68 Aeroplane magnetism
· Aeroplane magnetism
· Compass deviation
· Turning, acceleration errors
· Avoiding magnetic compass interference with the compass
11 21 Airspeed indicator
12 22 Altimeter
14 72 Principles of navigation
· IAS, RAS (CAS) and TAS
· Track, true and magnetic
· Wind velocity, heading and groundspeed
· Triangle of velocities
· Calculation of heading and groundspeed
· Drift, wind correction angle
· ETA
· Dead reckoning, position, fix
17 76 Practical navigation
· Compass headings, use of deviation card
· Organisation of in-flight workload
· Departure procedure, log entries, altimeter setting and
establishing IAS
· Maintenance of heading and altitude
· Use of visual observations
· Establishing position and checkpoints
· Revision to headings and ETA
· Arrival procedures, ATC liaison
· Completion of flight plan and aeroplane log entries
18 74 Time
· Relationship between universal co-ordinated (standard)
(UTC) time and local mean time
· Determination of sunrise and sunset times
1 AERONAUTICAL CHARTS
- Chart symbols
- Indicators of height
- Definitions - summary
2 MAGNETIC COMPASS
- Compass checks
- Isogonals
PG 1/2 A 3-0
3 NAVIGATION
- Computer solution.
4 ALTIMETRY
- Altimeter
- QNH problem
5 CALCULATIONS
- Speed calculations
- Fuel consumption
6 PRACTICAL NAVIGATION
PG 2/2 A 3-0
NAVIGATION
PG 1/1 B 0-0
THE GRATICULE
The earth is spherical in shape with diameter about 8,000 miles and rotates about its axis once per
day. The extremities of the axis of rotation are called the poles and are designated North and South.
Positions to the left of an observer facing North are designated, West, and those to the right, East.
In order to specify a location on the surface of the earth a graticule or grid system is required. The
standard system is shown on the sketch below and consists of a series of imaginary lines going from
north to south and from east to west.
The lines going north to south are called Meridians of Longitude and are numbered, in degrees
(maximum 180), east or west of the prime meridian of Greenwich. The lines going east to west are
called Parallels of Latitude and are numbered, in degrees (maximum 90), north or south of the
equator. Each degree (°) is divisible into 60 minutes (') and each minute into 60 seconds (") or
alternatively minutes and decimals of a minute – normally to 3 places of decimals.
It is noted that the meridians converge together at the poles and are of equal length whereas the
parallels never meet and get shorter going from the equator to the poles.
Positions are fixed on the surface of the earth with reference to the point of intersection of lines of
latitude and longitude; for example Athy has co-ordinates 53°N, 7°W.
A great circle is a circle on the earth's surface the plane of which passes through the centre of the
earth. All meridians are great circles whereas the only parallel which is a great circle is the equator.
All other parallels are termed small circles. A great circle route is the shortest distance between two
points on the earth's surface: the plane of a great circle divides the earth into two halves: there is
only one great circle between any two places on the earth's surface.
A nautical mile is defined as the distance on the surface of the earth represented by one minute of
arc along a great circle; it is taken as 6080 feet (1852 m). One second of longitude at the equator
(one sixtieth of a nautical mile) represents about 30 m (100 feet). In decimals of minutes 0.001
minutes represents 1.8 m (6 feet)
PG 1/1 B 1-1
NAUTICAL MILE
Great Circle
1 Nautical
Mile
1 Minute
A nautical mile is defined as the distance on the surface of the earth represented by
one minute of arc measured along a great circle. As the earth is not a perfect sphere it
can vary somewhat but the standard in Europe is taken as 6080 feet (1852 m).
PG 1/1 B 2-1
NAVIGATION BY GREAT CIRCLE AND RHUMB LINE
The figure below illustrates the difference between great circle and rhumb line tracks.
Whereas the shortest distance between C and D is along the great circle marked
the angle at which the track cuts the meridians changes
continuously. This requires the navigator to continuously change his course throughout
the journey. With rhumb line navigation shown the angle is
constant and no change of course is required.
It can be seen that in the case of meridians of longitude and the equator in the case of
latitude, the great circle and rhumb line courses are identical.
At lower latitudes, and over relatively short distances, the difference between rhumb line
and great circle courses is not great and the advantage of the former from the
navigational point of view outweighs its disadvantages. At extreme latitudes the
differences become greater as can be seen from the rhumb line and great circle tracks
from A to B.
PG 1/1 B 3-0
MERCATOR'S PROJECTION
PROPERTIES
Great Circles All great circles, with the exception of the equator and the
meridians, appear as curves concave to the equator.
Rhumb Lines Rhumb lines appear as straight lines cutting the meridians at a
constant angle.
PG 1/2 B 4-0
MERCATOR'S PROJECTION
60N
45N
30N
A
15N
0 Equator
15S
PG 2/2 B 4-0
LAMBERT CONFORMAL CONIC
The principle upon which the Lambert Conformal Conic projection is constructed can
most easily be demonstrated by imagining a cone placed around the earth as shown in
the figure below. The standard parallels are the lines of latitude within which the area to
be mapped is situated. For example, on the Ireland ICAO 1:500,000 chart the standard
parallels are 51° N and 55° N. When the area selected is projected onto the cone and
the cone is then laid flat it is easily seen that when this area is relatively small the
conformity between the chart and the mapped area is extremely good.
The meridians appear as straight lines which converge towards the nearer pole.
The parallels of latitude appear as arcs of concentric circles centred on the nearer pole.
Lambert's projection is the most widely used mapping system for both navigational and
topographical charts.
PROPERTIES
Rhumb Lines Rhumb lines, with the exception of meridians, will appear as
curves concave to the nearer pole
PG 1/2 B 5-1
PG 2/2 B 5-1
CHART SCALE
Scale is defined as the ratio between a length measured on a chart and the actual
distance so represented on the earth.
Distance on Chart
Scale =
Distance on Earth
- A graduated scale line printed on the bottom of the chart giving the
distance measured in kilometres and nautical miles.
- A representative fraction - the ratio of one unit of length on the chart to the
corresponding distance on the earth measured in the same units and
represented as a fraction.
e.g. 1:250,000
This means that 1 unit of measure (inch, centimetre, etc.) on the chart
represents 250,000 units (inches, centimetres, etc.) on the earth.
By using a scale rule - with the scale of the rule matched to that of the chart - distance
can be measured directly from the chart.
PG 1/2 B 6-0
PROBLEMS ON CHART SCALE
5 1:5,000,000 ? nm = 10 cm 270 nm
6 1:5,000,000 270 nm = ? cm 10 cm
12 1:500,000 ? nm = 37 cm 100 nm
14 1:250,000 72 nm = ? cm 53.4 cm
16 1:500,000 ? km = 7 cm 35 km
PG 2/2 B 6-0
AERONAUTICAL CHARTS - HEIGHT DEPICTION
1. Contours
2. Spot Height
Individual height shown on a chart by a black dot and the actual height in
feet.
1234
4. Hachuring
5. Hill Shading
PG 1/1 B 8-0
NAVIGATION
20 Magnetic Compass
67 Direction
68 Aeroplane Magnetism
PG 1/1 C 0-0
Terrestrial Magnetism
Notes
1 Geographical and Magnetic poles do not coincide
2 Magnetic poles are not antipodal
3 Poles appear to be under the earth not on the surface
4 Position of poles vary from year to year
PG 1/1 C 1-0
E TYPE COMPASS
The E type compass, also known as the vertical card compass, is shown on the
accompanying diagram and is the most common model fitted to modern light aircraft. It
consists of a glass or plastic fronted sealed chamber, filled with a damping fluid, in
which a set of magnets, attached to a card (compass rose) which is free to pivot, is
mounted. On the face is located a lubber line against which the compass heading is
read - normally in units of 5 degrees.
In theory the internally mounted magnet and card remain stationary with respect to the
magnetic poles; in practice the inertia of the instrument, the direction of turn, the speed
of turn, acceleration effects and other causes result in errors in the readings obtained
from the compass when these factors are present.
Turning Errors
Acceleration/Deceleration Errors
PG 1/2 C 2-0
Serviceability Checks for Magnetic Compass
PG 2/2 C 2-0
MAGNETIC VARIATION AND DEVIATION
Example
To convert from true to magnetic we first apply the variation - in this case we
add it because it is West - giving 253 as the magnetic heading. To convert from
magnetic to compass heading apply the deviation - being East in this case we
subtract it - giving 251 as the compass heading. So to use the compass to fly a
true heading of 245 we fly with a setting of 251 .
PG 1/3 C 3-0
COMPASS DEVIATION CARD
For Steer
Heading Compass
000 357
045 045
090 092
135 138
180 183
225 227
270 269
315 312
360 357
PG 2/3 C 3-0
PG 3/3 C 3-0
COMPASS PROBLEMS
PG 1/1 C 4-0
NAVIGATION
Section D – Navigation
72 Principles of Navigation
73 The Navigational Computer
PG 1/1 D 0-1
Effects of Wind
TRIANGLE OF VELOCITIES DEFINITIONS
HEADING (H) The direction of the fore and aft axis of the aircraft. The
direction in which an aircraft must point in order to reach its
destination, taking the affects of wind into account. Heading
can be True (T), Magnetic (M) or Compass (C)
TRUE AIR SPEED The speed of the aircraft relative to the air.
(TAS)
AIR VECTOR The combination of Heading and TAS is termed the Air
Vector
TRACK (Tr) The intended direction of an aircraft over the ground. The
Track is always true
GROUND VECTOR The combination of Track and Ground Speed is termed the
Ground Vector
WIND VECTOR The true direction FROM which the wind is blowing and the
(W/V) speed of the air relative to the earth.
TRACK MADE This is the actual as distinct from the intended track the
GOOD (TMG) aircraft made over the ground.
DRIFT The drift is the angle between the Heading and the Track. It
is referred to as port or starboard according as to whether
the Track lies to the left or right of the Heading.
TRACK ERROR This the difference between the intended track and the track
made good.
When drawing Vector Diagrams the following symbols are used for the various
vectors each of which makes up a side of the Triangle of Velocities. H(T), Tr and W
are represented by the direction of the sides while the TAS, G/s and V are
represented by the lengths of the sides, respectively, of the triangle.
SOLUTION OF TRIANGLE OF VELOCITIES
As previously explained there are 6 possible variables which affect the direction
and speed of an aircraft as it flies under the influence of wind. These are:-
Wind direction
Wind speed
TAS
Track (required)
Ground speed
Heading
Knowledge of any four of these variables will allow the calculation of the other two. In
practice the most common problem to solve is where the TAS, Track, Wind
direction/speed are known and the Heading and Groundspeed are required to be
calculated. The heading determines the direction in which to point the aircraft whereas
the Groundspeed determines how long it takes to get to the destination and
consequently how much fuel is required.
Solution by plotting
Problem
Given the TAS = 95 kts, Track (required) = 100 (T), Wind = 210 /25,
Find the Heading (T) and Groundspeed.
Solution
1. Select a suitable unit of length which will allow the triangle to fit on a standard
page - in this case 1 centimetre to 10 kts.
2. Using the protractor draw a line representing the track at 100 . Leave the line
as long as possible - its length is not known yet. Draw 2 arrows, to symbolise
track, on the line.
3. Select a point B towards the end of the line and again using the protractor
draw a line to represent the wind direction to this point. Mark a point C a
distance of 2.5 centimetres along this line. Draw 3 arrows, to represent wind,
on this line.
PG 1/2 D 3-0
4. Open a compass to 9.5 cm and from the point C draw a short arc cutting the
track; mark this point A. On the line AC draw 1 arrow representing the
Heading. Measure the distance AB and the direction along AC
Now
PG 2/2 D 3-0
Solution of the Triangle of Velocities using the Navigation Computer
(ASA E6-B Flight Computer)
A Given the Wind (W/V), Track (Tr) and True Air Speed (TAS)
Find the Heading (Hg) and Groundspeed (G/s)
Example: W/V = 345/25, Tr = 041, TAS = 110
Procedure
Refer to Fig 1
Fig 1
Refer to Fig 2
Fig 2
PG 1/3 D4-1
Refer to Figure 3
6 Read the
Groundspeed (94)
under the grommet on
the speed arc.
Result
Fig 3 Hdg = 030o
G/s = 94 kts
2 Set the wind direction against TRUE INDEX by rotating the inner
scale.
3 Add 100 to the wind speed and mark this point on the centre line of
the plastic window with a soft pencil.
4 Rotate the inner scale so that the Track is lined up with the TRUE
INDEX.
7 Read the Drift. To find the Heading add the Drift to the Track - if it
lies to the right, or subtract from the Track - if it lies to the left.
PG 2/3 D4-1
C Given Track Tr, Heading Hg, Groundspeed G/s and
True Air Speed TAS, find Wind Velocity W/V
1 Set the Track against the TRUE INDEX by rotating the inner scale.
3 Compute the drift – the difference between the Heading and the
Track.
4 If the Heading is less than the Track then make a pencil mark at
the intersection of the TAS and the drift line on the left of the centre
line. If more mark on the right.
5 Rotate the inner scale so that the pencilled dot is on the centre line
above the grommet.
7 The difference between the pencilled dot reading and the grommet
reading is the wind speed.
2 Set the wind direction against TRUE INDEX by rotating the inner
scale.
3 Subtract 100 from the wind speed and mark this point on the
plastic window with a soft pencil
4 Rotate the inner scale so that the Heading is lined up with the
TRUE INDEX.
5 Move the slide up or down until the grommet is over the TAS.
7 Read the Drift. To find the Track add the Drift to the Heading - if it
lies to the right, or subtract from the Heading - if it lies to the left.
PG 3/3 D4-1
FINDING THE HEADING AND THE GROUNDSPEED
PG 1/2 D 5-0
FINDING THE WIND VELOCITY
Given the Heading, Track (Made Good), Groundspeed and True Air Speed
PG 2/2 D 5-0
ONE-IN-SIXTY RULE
It is quite often the case that, because of changes in the wind velocity, aircraft speed,
weather or other factors, an aircraft will be found to have strayed from its intended track.
In order to calculate the required change in heading necessary to bring the aircraft to its
planned destination a simple rule has been devised which provides a quick calculation
of this change in heading to be made.
Starting Planned
point 60 nm position
1° 1nm
Actual
position
If the aircraft is off track by 10 miles in 60 its heading is off by 10° (approx.). If it is off track
by 10 miles in 30 its heading is off by 20° and so on.
Alternatively if the number of degrees off track is known the distance off track can be
calculated by:
PG 1/3 D 6-0
1
EXAMPLE
Graphically
40 120
4
After travelling 40 nm the distance off track is 4 miles. Applying the formula we have
60 x 4
Deg off Track = = 6°
40
Therefore to bring the plane back on a parallel track requires a northerly change in
heading of 6°.
To get the plane to it's destination we apply the rule again. In this case we are 4 nm off
track and we have to travel 120 nm.
60 x 4
Deg = = 2°
120
Therefore to bring the plane back on a parallel track a correction of 6° is required plus
2° to change the heading so as to reach it's destination - a total of 8° to the left.
PG 2/3 D 6-0
2
ONE-IN-SIXTY RULE PROBLEMS
3. After travelling one quarter the distance between two places an aircraft is found
to be 6° off track. Find the alteration in heading required to bring the aircraft to its
destination.
5. The track from A to B is 260(T) and the distance between them is 150 nm. After
travelling 90 miles from A on a heading of 265(T) an aircraft is found to be 6 nm
south of track. Find the new heading to bring the aircraft to B.
PG 3/3 D 6-0
3
MAKING GOOD A RECIPROCAL TRACK
When it is intended to return to base along the same track as the outward journey
this track is called a Reciprocal. It is different by 180°. On the assumption that the
direction and speed of the wind has not changed, it is possible by means of a simple
rule to determine the heading which must be flown for the return journey.
On the sketch below the Track from A to B is 018°. From the wind velocity the Drift has
been calculated at 10° Port, therefore the Heading is 028°. The reciprocal Heading is
208° (028 + 180). Applying twice the Drift (20°) in the opposite direction gives the
heading of 188° (208 - 20) which must be flown to return to A.
NAVIGATION
Construction
Serviceability checks
Corrections
PG 1/1 E 0-0
The Air Speed Indicator
The purpose of the Air Speed Indicator is to measure the speed of the aircraft as it
moves through the air. It measures the speed relative to the air. The measuring
instrument, illustrated below in a much simplified diagram, consists of the Pressure
Head and the Dashboard Instrument.
The Pressure Head consists of the Static Head – an open tube mounted externally,
unaffected by the airstream, which measures the air pressure outside the aircraft –
and the Pitot Head which is an open ended tube mounted externally to the aircraft
but directed into the airstream and measures the pressure effect of the flow of air
over it.
PG 1/4 E 1-1
Serviceability Checks for the Airspeed Indicator
2 Check that the cover, if fitted, has been removed from the pitot head.
4 Check that the instrument glass is clean and the dial, needle and numerals
are clearly visible
6 When taxiing observe that the needle may move from zero especially when
travelling into wind.
Airspeed
Accuracy in the airspeed is important for navigation and so the airspeed read directly
from the instrument must adjusted for errors and non-standard conditions.
IAS Indicated airspeed is the aircraft airspeed as read directly from the
aircraft airspeed indicator.
RAS (CAS) Rectified airspeed (calibrated airspeed) is the IAS when corrected
for position and instrument errors. Position errors arise from the
inaccuracies in the installation of the instrument and also from the
angle of attack. Instrument errors are inherent in the instrument
itself. Position and instrument errors change with IAS. A chart for
converting IAS to RAS is usually provided with the aircraft manual.
A sample is attached.
TAS True Air Speed is the true speed of the aircraft relative to the air.
TAS is the RAS when corrected for the affects of atmospheric
conditions which are different from the International Standard
Atmosphere. RAS is corrected with reference to outside air
temperature and pressure altitude.
PG 2/4 E 1-1
AIRSPEED CORRECTION
CITABRIA
PG 3/4 E 1-1
FINDING THE TRUE AIRSPEED (TAS)
In the lower right-hand window of the computer set the Pressure Altitude, in
thousands of feet, against the temperature. Then read the TAS on the outer scale
against the RAS on the inner scale.
PG 4/4 E 1-1
NAVIGATION
Section F Altimeter
Construction
Errors
Serviceability checks
Settings
PG 1/1 F 0-1
Atmospheric Pressure
The atmosphere surrounding the earth contains a mixture of gasses which exert a
pressure. This pressure is greatest at the surface and decreases with altitude.
Temperature also decreases with altitude. The approximate variation is shown on
the diagram below.
We use the variation in pressure with height above the ground as a means of
determining altitude in an aircraft. However, the pressure also varies for
meteorological reasons and this fact must also be taken into account and
appropriate allowances made.
The unit of pressure used in aviation is the hecto-Pascal (hPa) (formerly the milibar
to which it is exactly equivalent). In the US the inch of mercury (’’ Hg) is the common
measure of atmospheric pressure. The standard atmospheric pressure is 1,013 hPa
or 29.92 ’’ Hg.
The instrument used for the determination of altitude is called the altimeter and is
essentially a sensitive barometer calibrated in feet rather than pressure units. It is
described in the following pages.
PG 1/5 F 1-1
The Aneroid Altimeter
The purpose of the altimeter is to measure the height of the aircraft above the
ground or sea level. In construction it is a form of sensitive aneroid barometer which
registers height in feet rather than in pressure units. Modern instruments, properly
calibrated and installed, will indicate height to within 10 feet.
The sensitive part of the instrument consists of one or more thin, circular, sealed
metal capsules from which the air is partially evacuated before sealing. It is firmly
mounted on a strong base and its corrugated faces are held apart by a powerful leaf
spring.
The principle features of the instrument are shown on the drawings below.
PG 2/5 F 1-1
The panel instrument face as presented to the pilot generally looks like this:
2 Check that the cover, if fitted, has been removed from the pitot head.
4 Check that the instrument glass is clean and the dial, needle and
numerals are clearly visible
PG 3/5 F 1-1
Altimeter Errors
Altimeter Corrections
PG 4/5 F 1-1
Altimeter Setting
When the subscale of the instrument is adjusted the main scale also changes (by
about 30 ft per Pa). Since one of the principal function of the altimeter is to maintain
clearance between aircraft it is clear therefore that the subscale must be set to a
figure which is common to all aircraft in the vicinity. There are three standard
settings for the subscale and these are:-
Pressure Altitude When the barometric pressure of 1013 hPa is set on the
(QNE) altimeter sub-scale the altimeter indicates pressure
altitude.
In addition:
PG 5/5 F 1-1
NAVIGATION
Section G Calculations
PG 1/1 G 0-0
UNITS OF MEASUREMENT
Altitude Feet
Distance Nautical miles
Speed Knots
Visibility Kilometres
Time Hours : minutes UTC
Fuel Litres (gallons)
Temperature Degrees Celsius C
Weight Pound, kilogram
Conversion between nautical miles (nm), statute miles (st m) and kilometres
(km)
Conversion between imperial gallons (imp gal), US gallons (US Gal) and litres
PG 2/2 G 1-1
DETERMINATION OF GROUNDSPEED
Calculator
Given the distance travelled and the elapsed time determine the
groundspeed
Divide the distance travelled by the time in minutes then multiply the
result by 60.
Computer
Set the time in h:m on the time inner scale against the distance
travelled on the outer scale. Read the speed in knots on the outer
scale opposite “60 Rate” mark.
Note: 1 Be careful with the position of the decimal point!
2 Use the normal numerical inner scale for times less than
1 hour
PG 1/4 G 2-1
DETERMINATION OF DISTANCE TRAVELLED
Calculator
Given the groundspeed and the elapsed time determine the distance
travelled
Multiply the groundspeed by the time in minutes and divide the result
by 60.
Computer
Set the “60 Rate” mark on the inner scale against the groundspeed on
the outer scale. Opposite the time in h:m on the inner time scale read
the distance on the outer scale.
PG 2/4 G 2-1
CALCULATION OF ENDURANCE
Given the usable fuel (gallons) and the fuel consumption (gallons per hour -
GPH). Calculate the endurance in hours and minutes.
Calculator
Divide the usable fuel by the fuel consumption, multiply the result by
60 which gives the answer in minutes. Convert the minutes to hours
and minutes.
Calculator
Set The “60 Rate” mark against the fuel consumption on the outer
scale and then opposite the usable fuel on the outer scale read the h:m
on the inner time scale.
PG 3/4 G 2-1
DETERMINATION OF JOURNEY TIME
Given the distance travelled and the groundspeed, determine the journey time.
Calculator
Computer
Set the “60 Rate” mark against the ground speed on the outer scale
and opposite the distance on the outer scale read the time in minutes
or h:m on the inner scale.
PG 4/4 G 2-1
NAVIGATION
Section H Exercises
Exercise 1
Exercise 2
Exercise 3
PG 1/1 H 0-1
PPL EXAMINATION SAMPLE QUESTIONS 1
NAVIGATION
PG 1/3 H 1-1
Q6 The track from 53:40.6N 007:19.3W to 52:43.5N
008:52.9W is
A 235
B 045
C 225
D 209
PG 2/3 H 1-1
Answers
1 B
2 C
3 C
4 B
5 C
6 C
7 A
8 A
9 B
10 D
PG 3/3 H 1-1
FLIGHT PLANNING SAMPLE 2
It is planned to carry out a flight under VFR from Coonagh (EICN) to overhead
Abbeyshrule (EIAB) to overhead Galway Airport (EICM) and returning to Coonagh.
Using the ICAO 1:500,000 chart of Ireland and the data given on page 4, complete
the flight plan and answer the following questions.
PG 1/6 H 2-1
Q8 After climbing to flight altitude from Coonagh the
altimeter sub-scale should be set at A QFE at EICN
B 1013 hPa
C QNH
D 1000 mbar
Q12 The minimum fuel for the flight (including 20 minutes run-
up, taxi and take off as well as 1 hour reserve) is
A 20 gals
B 12 gals
C 18 gals
D 100 litres
PG 2/6 H 2-1
Q13 When passing Gort at 3,100 ft, ATC request that you
change heading so as to pass overhead EINN at 1,500 ft -
descent to start 10 nm out. To comply, your rate of
descent (assuming 75 kts groundspeed) should be
A 300 ft/min
B 200 ft/min
C 250 ft/min
D 150 ft/min
A 200
B 203
C 213
D 210
PG 3/6 H 2-1
FLIGHT PLAN
Time From To Wind (W/V) Track Head(T) Head(C) GS (kts) Dist (nm) Time ETA
10:00 EICN EIAB 270/15
EIAB EICM 280/20
EICM EICN 280/20
Totals
PG 4/6 H 2-1
Answers
1 8
2 9
3 10
4 11
5 12
6 13
7 14
PG 5/6 H 2-1
FLIGHT PLAN
Time From To Wind (W/V) Track Head(T) Head(C) GS (kts) Dist(nm) Time ETA
10:00 EICN EIAB 270/15 033 023 028 83 67 48 10:48
10:48 EIAB EICM 280/20 250 258 263 56 49 53 11:41
11:41 EICM EICN 280/20 166 180 189 81 39 29 12:10
Totals 155 130
PG 6/6 H 2-1
FLIGHT PLANNING 3
It is planned to carry out a VFR cross country flight from Coonagh (EICN) to Kilkenny
(EIKL) to Abbeyshrule (EIAB) and returning to Coonagh.
Complete the flight plan attached and answer the following questions
1 The TAS is
A 70 kts
B 75 kts
C 72 kts
D 78 kts
3 After take off from EICN ATC specify “not above 1,000 ft until advised”. P 9 is
on your flight path. In this circumstance you may
A A rhumb line
B An agonic line
C A great circle
D An isogonal
PG 1/8 H 3-1
5 MEFs represent
A Safety altitudes within areas of one half of one degree of latitude and
longitude
B The maximum heights AMSL within areas of one half of one degree
of latitude and longitude
C Answer A but inclusive of an allowance for unknown obstacles
D Answer B but inclusive of an allowance for unknown obstacles
A 099
B 271
C 091
D 279
A 110
B 283
C 099
D 101
A 60 nm
B 62 nm
C 64 nm
D 58 nm
A 11:38
B 11:33
C 11:25
D 11:31
A 195
B 200
C 198
D 207
A 91 kts
B 94 kts
C 89 kts
D 98 kts
PG 2/8 H 3-1
12 The minimum fuel for the flight, to next nearest gallon, (including 20 minutes
run up, taxi and take off as well as 1 hour reserve) is
A 23 Imp gals
B 20 Imp gals
C 22 Imp gals
D 16 Imp gals
13 Given the following conditions what is the maximum payload which can be
carried
Basic empty weight (inc. unusable fuel and oil) 1,796 lbs
Minimum fuel (Q 12) specific gravity = 0.72
Pilot’s weight 175 lbs
Maximum take off weight authorised 2,320 lbs
A 191 lbs
B 197 lbs
C 185 lbs
D 181 lbs
A 1,000 metres
B 2,800 ft
C 2,700 ft
D 2,600 ft
A 190 feet
B 799 metres
C 122.6 metres
D 122.6 feet
17 On route from EICN to EIKL you are found to be overhead Urlingford (40 nm
out, 10 nm to go). Determine the new Heading(C) to EIKL.
A 146
B 124
C 142
D 088
PG 3/8 H 3-1
18 Calculate the new ground speed for the leg from Urlingford to EIKL
A 52 kts
B 54 kts
C 50 kts
D 48 kts
A 56 min
B 59 min
C 52 min
D 39 min
A 07
B 18
C 25
D 36
A 250 m
B 460 m
C 12,295 ft
D 5,000 ft
PG 4/8 H 3-1
24 When overhead EIAB and turning onto the heading for EICN you
should
A 94
B 88
C 90
D 96
A 140/20
B 140/16
C 145/19
D 145/16
A Asphalt
B Tarmac
C Grass
D Compacted earth
PG 5/8 H 3-1
FLIGHT PLAN
Time From To Wind (W/V) Track Head(T) Head(C) GS (kts) Dist (nm) Time ETA
10:00 EICN EIKL 130/24
EIKL EIAB 130/24
EIAB EICN 130/24
Totals
PG 6/8 H 3-1
FLIGHT PLAN
Time From To Wind (W/V) Track Head(T) Head(C) GS (kts) Dist (nm) Time ETA
10:00 EICN EIKL 130/24 091 103 110 55 51 56 min 10:56
10:56 EIKL EIAB 130/24 348 359 001 94 58 37 min 11:33
11:33 EIAB EICN 130/24 214 195 203 68 67 59 min 12:32
Totals 176 2h32m
PG 7/8 H 3-1
1 B 15 A
2 A 16 D
3 D 17 C
4 C 18 B
5 D 19 D
6 C 20 D
7 A 21 B
8 D 22 A
9 B 23 B
10 A 24 A
11 B 25 B
12 C 26 D
13 A 27 C
14 B 28 C
PG 8/8 H 3-1