RAF Navigation "Training"??
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SCA works very well at GA speeds - at 90KIAS a 40 deg SCA works admirably, with a timing allowance of 1/3 of the time spent making the correction. Even if it didn't get the pilot exactly back on track, it would get him to a position where he would be able to reognise his pre-planned track.
But since I know who you mean, I'm hardly surprised. He doesn't think that 'point and power' works on the final approach in light a/c either. Which of course it does!
By the way, 'New Track Reference' means reference to a revised (or 'new') track - not that it's a new method of navigation!
But since I know who you mean, I'm hardly surprised. He doesn't think that 'point and power' works on the final approach in light a/c either. Which of course it does!
By the way, 'New Track Reference' means reference to a revised (or 'new') track - not that it's a new method of navigation!
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Nav & the wheel
Like the wheel Navigation dosn't require re-inventing!
Nav didn't start 90 years ago but many thousands of years before.
The Ancient Babylonians (the Marsh people of Iraq) first devised the 1:60 rule, the Radian. Polynesian sailers have used the principle of maintaining a track right angles to the rings eminating from a central point (i.e. land mass) for thousands of years and then homed using the same.
In teaching the 'whizz wheel' an oportunity also arises to teach; an understanding of the relationship of distance (angular change) and time (motion). i.e. why it is that you can divide and multiply together what would otherwise appear to be different things.
Nav didn't start 90 years ago but many thousands of years before.
The Ancient Babylonians (the Marsh people of Iraq) first devised the 1:60 rule, the Radian. Polynesian sailers have used the principle of maintaining a track right angles to the rings eminating from a central point (i.e. land mass) for thousands of years and then homed using the same.
In teaching the 'whizz wheel' an oportunity also arises to teach; an understanding of the relationship of distance (angular change) and time (motion). i.e. why it is that you can divide and multiply together what would otherwise appear to be different things.
Beagle: Yes, SCA and point'n'power both work well but I guess we all get set in our ways. In other respects the guy is excellent; the best instructor I've met, an excellent tutor and totally dedicated (that's a genuine view; I don't need to creep 
)
Homeguard: 'no dispute about how long "navigation" and 1:60 have been around, it's the application to aviation that's approaching 90 years old.
Nobody sensible will suggest change for its own sake but a society that doesn't innovate becomes stagnant - we should at least consider alternatives. Why should we continue to teach the same techniques as before? It would be fine if they were being successfully and universally applied, but the evidence appears to be that people are not using them and are relying on technology instead - it therefore seems valid to look for alternative more visual, less mathematical ways which inherently give the individual a "picture" of the situation. Common techniques that can be used at all stages; not one for planned Nav and one (that you haven't used for years) for diversions. Some of the ideas we've discussed, coupled with MDr overlaid on the face of the DI, will do that.
I can feel a magazine article coming on
HFD
)Homeguard: 'no dispute about how long "navigation" and 1:60 have been around, it's the application to aviation that's approaching 90 years old.
Nobody sensible will suggest change for its own sake but a society that doesn't innovate becomes stagnant - we should at least consider alternatives. Why should we continue to teach the same techniques as before? It would be fine if they were being successfully and universally applied, but the evidence appears to be that people are not using them and are relying on technology instead - it therefore seems valid to look for alternative more visual, less mathematical ways which inherently give the individual a "picture" of the situation. Common techniques that can be used at all stages; not one for planned Nav and one (that you haven't used for years) for diversions. Some of the ideas we've discussed, coupled with MDr overlaid on the face of the DI, will do that.
I can feel a magazine article coming on
HFD
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Never learnt any nav during my 50hrs in the 'dog, and mental dead reckoning used to detract so much from the enjoyment of chugging about the Dales. Just used to ask for a steer from Leeming Radar. Happy days.
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If anything detracts from the enjoyment of the landscape, it's having to keep your eye on a CDI or electronic highway!
As for flying through scenic areas in reasonable weather like the Lake District or Dales, with so many easily identifiable features, simple pilotage does the job. I wouldn't bother with MDR or a GPS, but in case conditions change, I always write down the time of pinpoints every 10-15mins, and up-date the wind vector from time to time. If conditions change everything's in place for an escape-- bearing, distance and wind vector.
Regarding how well the nav is taught, can any of you remember the difference between between flying and navigating over familiar territory and doing the same into an area you had never been before. In the early days post licence, I had to steel myself to get into the plane. Confident I was not. But I identified the problems and cracked them one by one. MDR (Martyn Smyth's booklet Diversion Planning) was the turning point for me. At last some scientific rationale to this business rather than a series of procedures. If you dared to ask the question why do we do it this way? Where does the one in 60 rule come from? Never mind that stuff. Just do it. In fairness there probably wasn't the time to explain it, but perhaps they didn't know.
Lots of new pilots double up and take a GPS for their early navex's, to overcome that lack of confidence. I worry about them flying into marginal conditions and the GPS packs up. Can you imagine the conflicting ideas as to what to do next? Worse than being on your own.
Possible solution to the problem. Teach basic GPS usage in addition to the usual. On solo navex's, route planned and activated, but GPS in sealed brown paper bag. Play back tracklog at end of flight to monitor performance. 2 reasonably accurate flights without opening the bag, gets a pass. Gives the incentive to do the calculations and learn how to nav without feature hopping.
As HFD says, maybe time for a rethink in the way nav is taught given new technology and a generation with a different educational background to those who qualify for Saga membership.
As for flying through scenic areas in reasonable weather like the Lake District or Dales, with so many easily identifiable features, simple pilotage does the job. I wouldn't bother with MDR or a GPS, but in case conditions change, I always write down the time of pinpoints every 10-15mins, and up-date the wind vector from time to time. If conditions change everything's in place for an escape-- bearing, distance and wind vector.
Regarding how well the nav is taught, can any of you remember the difference between between flying and navigating over familiar territory and doing the same into an area you had never been before. In the early days post licence, I had to steel myself to get into the plane. Confident I was not. But I identified the problems and cracked them one by one. MDR (Martyn Smyth's booklet Diversion Planning) was the turning point for me. At last some scientific rationale to this business rather than a series of procedures. If you dared to ask the question why do we do it this way? Where does the one in 60 rule come from? Never mind that stuff. Just do it. In fairness there probably wasn't the time to explain it, but perhaps they didn't know.
Lots of new pilots double up and take a GPS for their early navex's, to overcome that lack of confidence. I worry about them flying into marginal conditions and the GPS packs up. Can you imagine the conflicting ideas as to what to do next? Worse than being on your own.
Possible solution to the problem. Teach basic GPS usage in addition to the usual. On solo navex's, route planned and activated, but GPS in sealed brown paper bag. Play back tracklog at end of flight to monitor performance. 2 reasonably accurate flights without opening the bag, gets a pass. Gives the incentive to do the calculations and learn how to nav without feature hopping.
As HFD says, maybe time for a rethink in the way nav is taught given new technology and a generation with a different educational background to those who qualify for Saga membership.
