Track a route directly from the airfield
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The advantage of the overhead departure is that the pilot/ student is certain of position, can start the stop-watch and thereafter track the intended and pre-calculated route with the 5 degree fans marked on the map for course correction. The stop-watch to give the GS. In other words the original VFR nav exercise.
Of course with experience (and radio nav. equipment) a short cut is practical.
Personally I favour airfield departure followed by an intercept to the intended track. Then I can pre-plan the DTK and check out airspace, masts, etc.
flyme.
Of course with experience (and radio nav. equipment) a short cut is practical.
Personally I favour airfield departure followed by an intercept to the intended track. Then I can pre-plan the DTK and check out airspace, masts, etc.
flyme.
Last summer, I did a 2300 nm out-and-return, with each sector being 200-250 nm.
Each departure, we took off, turned in roughly the right direction and gradually picked up the track, using ground features and that CAA nemesis - the magenta line.
Even if we were flying only 60 nm, a one-mile XTE at the start would only be one degree. I can't fly that accurately.
Each departure, we took off, turned in roughly the right direction and gradually picked up the track, using ground features and that CAA nemesis - the magenta line.
Even if we were flying only 60 nm, a one-mile XTE at the start would only be one degree. I can't fly that accurately.
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Even if we were flying only 60 nm, a one-mile XTE at the start would only be one degree. I can't fly that accurately
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Many suggestions above that make sense, but you have to go into this with the mindset that the circuit may be jam packed on a Saturday afternoon, and making an overhead departure would be far too much workload. Secondly, your GPS may be U/S , or atleast your examiner says it is.
My departures, even at PPL level are PLOG'd from both/all runways likely for that day. Despite the famous '500ft' turn habit drilled at PPL level, enless instructed/noise abatement, you may commence your departing turn whenever you like.
I'm unsure of the CPL syllabus, as I'm yet to take it, but assuming VMC conditions, there is bound to be a VRP or notable landmark within the vicinity of the field that you can use as your starting point. That doesn't mean you can't plog for it, and enless there is a serious change in wind x/y im sure you won't be far of the mark.
My departures, even at PPL level are PLOG'd from both/all runways likely for that day. Despite the famous '500ft' turn habit drilled at PPL level, enless instructed/noise abatement, you may commence your departing turn whenever you like.
I'm unsure of the CPL syllabus, as I'm yet to take it, but assuming VMC conditions, there is bound to be a VRP or notable landmark within the vicinity of the field that you can use as your starting point. That doesn't mean you can't plog for it, and enless there is a serious change in wind x/y im sure you won't be far of the mark.
Getting on track from having a start point as a landmark is easy enough, but directly from the airfield I can see it being quite easy to be a mile or so off track
If you draw a line on a map you should be able to eyeball which side of it you are. Unless you have a bomb aimer's window, like most Russian transport aircraft, you cannot see directly below.
