Teaching navigation

[ZeBedie]

We still seem to be teaching nav as it was taught a lifetime ago; map, compass and watch. But the world has changed, controlled airspace is all over the country and the consequences of infringing are serious. As it is, the student will do her PPL nav with map and preprepared plog, gain a licence, then just fly around using skydemon. If skydemon becomes unavailable, have we adequatly trained her for that significant problem?

Would it not be better to teach all cross countries with skydemon, whilst maintaining a plog and following progress on a chart? On most training legs, the moving map could be taken away, such that loss of GPS and reversion to map reading would be a routine thing? It could then be hoped that this practice of running paper backup alongside skydemon would continue after graduation. But as it is, she may discard the map and plog in favour of total reliance on skydemon, with no training on reversion to paper.

[Whopity]

On most training legs, the moving map could be taken away, such that loss of GPS and reversion to map reading would be a routine thing?
surely that sounds like:
teaching nav as it was taught a lifetime ago; map, compass and watch.
But as it is, she may discard the map and plog in favour of total reliance on skydemon, with no training on reversion to paper.
So you are proposing we do more traditional nav with map, compass and watch!

The process of navigation is the same today as it was centuries ago. The equipment we now have does it for us, meaning the operator is no longer capable of doing it without the equipment. The question is do we train the operator to do it conventionally or do we train the operator to cope with equipment failure. 50 years ago on the V-Force we called that Limited Procedures (LPs) and we practiced it all the time.

[Big Pistons Forever]

The problem is we don't train new pilots on how to correctly use the new technology, its just banned from the cockpit and then the new PPL figures it out for themselves. What is needed is an introduction to based navigation principals and then how they can be used to provide a sanity check to the electronic magic and how to gracefully recover when the screen suddenly goes blank.

It is important to realize that the traditional methods of navigation were used because in the old days there was no way to have updated positions and rate of change of positions in real time. GPS obviates this challenge and provides much increased precision and accuracy for pilot navigation. It is IMO stupid to deliberately use a less accurate method of navigation. But and this is a big but, it is also easy to to miss use it so understanding what it is telling you is a skill that can and should be taught. to new pilots.

[MrAverage]

In the UK we are required to teach both the traditional method and the correct use of GPS, but as yet not the testing of both disciplines.

[Big Pistons Forever]

In the UK we are required to teach both the traditional method and the correct use of GPS, but as yet not the testing of both disciplines.

I would suggest that in most cases if it is not tested it is not taught.

[EXDAC]

Would it not be better to teach all cross countries with skydemon, whilst maintaining a plog and following progress on a chart?

I would suggest that the general principles of GPS navigation should be taught and that students should be aware than there are many different flight planning and navigation applications and platforms to run them on.

I have never used, or even seen, SkyDemon but I learned to use various VFR and IFR GPS based navigation systems without needing any instruction.

A potential killer is that VFR pilots become very familiar with DIR TO navigation and may try to use it in IMC without knowing what terrain or obstructions are on that DIR TO route. It must be empaphasized that the convenience of DIR TO navigation is not a substitute for proper flight planning.

[Whopity]

I would suggest that in most cases if it is not tested it is not taught.
Very true.

The fundamental problem is that there is no standard trainer with standard equipment, the military can teach all their pilots the same but the GA World has to make do with a huge range of different equipment some installed and some handheld and of course there is no requirement to have any specific equipment at all.
To produce a syllabus to cater for so many variables is difficult if not impossible. Changing a syllabus is not a panacea either as most instructors teach what they were taught to teach and it might take a generation to make an effective change.
The UK CAA introduced a new PPL Syllabus in 2015 in CAP1298; how many have actually seen it or use it and is it any different to what has gone before?
The only common point is traditional Nav which remains in the syllabus. Teaching all the other variables that now exist means it can't realistically be done in the time normally allocated.

[Big Pistons Forever]

There are fundamental principles that apply to the use of every GPS system and associated moving maps, like

1) Check that the database is up to date
2) What data blocks do you want
3) Understand the difference between bearing, track, and direct track
4) When to use ETE vs ETA
5) How you can use ground speed to manage flight profiles
6) What map scales are appropriate for each phase of flight
7) Advantages and disadvantages of the direct to function
8) Lateral vs vertical navigation
9) Managing navigator induced cockpit distraction and strategies to ensure that a good lookout is maintained
10) Strategies to recover from a sudden navigator failure.
11) Strategies to use the navigator to most efficiently and safely fly an unplanned inflight diversion.

I would suggest that if you asked the average PPL instructor the above questions they would really struggle to provide sensible answers.

[Whopity]

1 Check that the database is up to date]
In the case of Skydemon you can't. Its not an installed system and the user has no control of the database!

[Fl1ingfrog]

There is no difference in navigation between dead reckoning: distance/time and heading balancing drift. whether operating with a GPS or not the principles remain the same: the earths form remains the same. When you are taught dead reckoning you are taught navigation whether using GPS later or not. The only real difference is that the GPS provides instantaneous off track errors, position plus continuous ETA revisions. The GPS also offers a neat moving map. GPS screen graphics offer a much easier and more practical medium than a large and very cumbersome folded paper map; to read requires technique.

By learning traditional heading and time and map fixes to reassess errors you are operating as your GPS software works and receiving a trained fall back following a GPS failure which are not uncommon. Remember also; rubbish in = rubbish out, so you need comprehensive navigation training to properly understand this.

[Big Pistons Forever]

In the case of Skydemon you can't. Its not an installed system and the user has no control of the database!

Everybody I know uses Foreflight. It is very easy to check the update status.

[Big Pistons Forever]

There is no difference in navigation between dead reckoning: distance/time and heading balancing drift. whether operating with a GPS or not the principles remain the same: the earths form remains the same. When you are taught dead reckoning you are taught navigation whether using GPS later or not. The only real difference is that the GPS provides instantaneous off track errors, position plus continuous ETA revisions. The GPS also offers a neat moving map. GPS screen graphics offer a much easier and more practical medium than a large and very cumbersome folded paper map; to read requires technique.

By learning traditional heading and time and map fixes to reassess errors you are operating as your GPS software works and receiving a trained fall back following a GPS failure which are not uncommon. Remember also; rubbish in = rubbish out, so you need comprehensive navigation training to properly understand this.


The trouble is almost nobody teaches a wholistic approach to using GPS navigators and the associated moving maps. I once was asked to fly with a new pilot to an airport that was well known for having an excellent restaurant and he would buy me lunch. On the way back there is a bunch of fast button pushes on the Garmin 430 and the pilot announces he is ready. I ask what the track and distance to home is. He says 039 for 126 miles, so I ask what the track and distance was to get here, UMMM 331 and 79 miles..........OHH.

[Whopity]

Everybody I know uses Foreflight. It is very easy to check the update status.

National variations; the most common system in portable equipment in the UK is Skydemon which probably offers the most comprehensive options, but there are other systems in use, Foreflight doesn't really feature here though it is available.

[paco]

A slide rule is an aid to someone who knows what they are doing - I would suggest that automation occupies the same position. Therefore the basics should be taught, and properly, if for no other reason as a mark of respect to the people who learnt the hard way that the basics are necessary. At least that's what I teach my students. But then, to me the A/H is a backup, not a primary instrument.

[Uplinker]

Personally I think that compass and paper map should be taught and mastered first, and be the habitual reference.

The danger is that new pilots naturally want to use GPS gizmos in their cockpits - because they are much easier, and involve no maths - so they jump straight to those before properly learning compass and map.

Compass direction is vital for ones's situational awareness - for dead reckoning or lining up on the correct runway, or flying a raw data ILS, or tracking an NDB.

Use of a paper map is important for identifying prohibited airspace, military areas or high ground that a GPS device might ignore if you get airborne and then input a direct-to command.

We can all think of garbage in garbage out situations that we ourselves have created or experienced with our car satnavs or aircraft FMS. A solid grounding in compass and paper map is important for situational awareness and gross error checking.

If all else suddenly fails; e.g. an electrical power failure; pilots need to be able to drop straight onto Heading, V/S and Altitude to get them home. this needs to be instinctive rather than them having to try to work out how to read and use a compass during a major power failure whilst airborne.

[Genghis the Engineer]

Left to my own devices, and not constrained by school standardisation and the test syllabus, I'd teach integrated PLOG and GPS, then do diversions "no screen". In practice I have to do it the other way around somewhat - screen only for traffic and airspace, not navigation most of the time, and bizarely students CAN use VOR on a diversion but not normal nav. Standards are slipping, very badly, and I suspect were poor in the first place - the present odd approaches to teaching aren't helping at-all.

In the last few months I've had a 45hr student move from another school, who had no personal culture of keeping data on a kneeboard. I've had another who passed his PPL within the last 3 years, doing his NQ with me, unable to find his way to our base airfield at night when I went "no screen" (I set up that situation with a very visible motorway going all the way from A to B, and he still couldn't handle it). At the same time whether it's SD, a GNS, or some other tool, far too many pilots - student or already qualified, just won't actually put the effort into learning the device they're flying with. That's no better or worse than using DR nav and not learning the tools of that properly.

I have become a big fan of SkyDemon (and yes, you can check the database is up to date), I just don't rely on it absolutely, nor will I let my students. Very happy to see a route on SD, I just want to see it on a chart and PLOG too, and if the device fails, I expect my students to be able to complete the trip, or make a safe diversion. Maybe a bit less elegantly, but still complete it.

G

[Jhieminga]

I have been thinking about how to put my perspective on this into words, but Genghis has already done this for me! Thanks!

The problem is that I haven't taught this particular lesson for a few years and the industry has moved more towards the equivalent of an EFB in every Cessna within these years. Before that, I saw students who were unable to figure out which way is north using a map, who were easily confused when presented with a couple of motorways to follow and every combination of this. Fortunately, most of them were able to acquire the needed skills in due course, but I really wonder how many are still able to use them today. For day-to-day operations in good weather, no problem, but what happens on those days when you need your plan B...

[Uplinker]

Regarding garbage-in garbage-out with GPS navigation systems; I don't know quite how I managed to programme this, (green line); but I was quite proud of myself !!! :)

(that's why it is important to check and double check, as I was doing here - it must have been an early start !).

https://cimg4.ibsrv.net/gimg/pprune.org-vbulletin/1280x960/db1e5ebf_dec9_49af_8ee9_c05c54ed8203_632c2042a1bd2dd1aaece10 0f4b2e5a32790c0c2.jpeg

[EXDAC]

Compass direction is vital for ones's situational awareness - for dead reckoning or lining up on the correct runway, or flying a raw data ILS, or tracking an NDB.


I find GPS track to be far more useful than compass heading for flying a raw data ILS. I'm quite sure it would be better than compass heading for an NDB approach too but I haven't flown one since I had GPS available. GPS track is at least as good as compass heading for everything else listed.

Most, if not all, GPS based navigation systems can be configured to display ground speed and track and these parameters are very useful even if no destination or route has been entered.

[golfbananajam]

In the case of Skydemon you can't. Its not an installed system and the user has no control of the database!

Are you saying that skydemon don't provide a menu item that shows the version of the database and that this can't be validated using the internet pre-flight? I find that bizarre (but then I've never used skydemon).

This took only a few seconds to find, https://www.skydemon.aero/plan/versionhistory.aspx

[Whopity]

You can check the issue number however; there have been occasions when the odd omission or error has occured on Skydemon so what assurance does the issue number really provide? It is not a certified source.

[Uplinker]

I find GPS track to be far more useful than compass heading for flying a raw data ILS. I'm quite sure it would be better than compass heading for an NDB approach too but I haven't flown one since I had GPS available. GPS track is at least as good as compass heading for everything else listed.

Most, if not all, GPS based navigation systems can be configured to display ground speed and track and these parameters are very useful even if no destination or route has been entered.

Yes, I have used Airbus FMGS and FMGEC (IRS and GPS referenced), on an almost daily basis for many years' airline flying.

My point is that a new pilot should be taught to use compass and paper map in the first instance, so that this most basic navigation is ingrained into their thought processes and situational awareness. For example when lining up on runway XX, for gross error mitigation they actually check that their compass agrees with the runway designation ATC just gave them, not the line on their GPS.

GPS and FMS systems are indeed wonderful, but when the electrical power goes or the GPS is jammed or there is a map shift, or the data base is out of date etc, one could get into a tricky situation if one does not have the basics always running in the background.

There might come a day when a PPL has to recover to an ILS/VOR/NDB flown via raw data, in which case the standard method of selecting a heading and monitoring the deviation bar would be useful to have in one's armoury. And also handy to be able to calculate drift and select a suitable heading for crosswind approaches and holds mentally.

What is the legal status of these Nav systems in PPL flying ?

[Whopity]

What is the legal status of these Nav systems in PPL flying ?
Unless they are installed and listed in the Flight Manual, VFR only.

[Fl1ingfrog]

Yes, I have used Airbus FMGS and FMGEC (IRS and GPS referenced), on an almost daily basis for many years' airline flying.

Yes, But, I'm sure you haven't done so by wafting from side to side chasing the magenta line. Rolling from side to side you will have a lot of sick passengers. In the cruise at 400 KTS drift is minor consideration but on approach at 140 -160 kts it is not minor. Pitching and rolling whilst chasing the indicated parameters is not the way to do it. Heading and time remains the way for a smooth ride.

[EXDAC]

Unless they are installed and listed in the Flight Manual, VFR only.

While that may be true for aircraft with standard airworthiness certification it does not apply to experimentals in USA. The limitations on IFR/IMC operation of FAA registered experimental aircraft are only those included in the "operating limitations" that are part of the experimental airworthiness certification.

My experimental is IFR and coupled LPV approach capable but has no FAA approved Flight Manual.

[Big Pistons Forever]

One thing that has changed is the proliferation of controlled or prohibited airspace. Modern navigators are a very valuable aid to avoid busting airspace. Let’s not forget that every bust increases the pressure to further increase restrictions on light aviation.

So you may feel all self satisfied that you are eschewing modern navigation aids and doing it the traditional way, but when you get the call from the regulator you deserve what you get because you by choice did not use every navigation aid available.

The foundation principles of navigation haven’t change but how to apply them have. GPS navigators can only be properly used if those principles are understood, but just because you can do the old school map with a PLOG doesn’t mean you automatically are fully ready to properly use modern GPS navigators. I would suggest that as a general comment flight schools are not doing a very good job of preparing their students to succeed in the real world.