How do you get from A to B?
Joined: Aug 2000
Posts: 1,966
Likes: 0
From: Norfolk
And its OK on the laminated UK maps, but how do you manage this when using foreign maps which in my experience are generally paper based (France, the Jeppesen Maps, Australia...)
------------------------------------------------------------------------------------
When flying in Africa and France, I buy the charts then I laminate them!
On the UK charts I too use OHP pens and I also write down a/g, ATC frequencies of aerodromes near track and diversionary fields.
If I have time/facilities - I then colour photocopy the route from the chart. I can then stuff the chart down the side of the cockpit and work from a series of A4 pages - much easier than playing trainee-origami expert in a Pitts!
My little aeroplane only has a compass and a handheld GPS which I only use to confirm where I am and check groundspeed.
My six times table and 3 times table are quite good so calculating waypoint eta's from a refreshed groundspeed normally doesn't cause me too many probs
One day I'll have an aeroplane that has enough space to operate a whizz wheel, unfold a map and will re-learn to use VOR/DME/ADF/Loran/TACAN, etc
Stik
------------------------------------------------------------------------------------
When flying in Africa and France, I buy the charts then I laminate them!
On the UK charts I too use OHP pens and I also write down a/g, ATC frequencies of aerodromes near track and diversionary fields.
If I have time/facilities - I then colour photocopy the route from the chart. I can then stuff the chart down the side of the cockpit and work from a series of A4 pages - much easier than playing trainee-origami expert in a Pitts!
My little aeroplane only has a compass and a handheld GPS which I only use to confirm where I am and check groundspeed.
My six times table and 3 times table are quite good so calculating waypoint eta's from a refreshed groundspeed normally doesn't cause me too many probs
One day I'll have an aeroplane that has enough space to operate a whizz wheel, unfold a map and will re-learn to use VOR/DME/ADF/Loran/TACAN, etc
Stik
Joined: Dec 2002
Posts: 321
Likes: 0
From: Bristol and Forest of Dean
I mark the route on my 1/2 mil with perminent marker (sharpie)and put on my 10nm waypoints and maybe some obvious others like a motorway or disused if they are bang on track. Then write the actual time abeam above the track line and my estimate for the next below - it seems to work quite well.
Another little trick if the course takes you over a good feature within a few miles of the field is to climb and depart overhead, fly straight to the feature and note your compass heading. This does two things.. first, it gives you a 'head start' on your first correction and secondly, it leaves you less at the mercy of a wildly inaccurate compass (been there..
)
I also have 'the world's oldest GPS' which I have been known to use, but I find it much harder to follow the 'CDI' indicator than simply fly a compass heading and it's easy to let your lookout suffer.
I agree with Stik about open cockpits. I ferried my new Sky Scooter home on Monday (pirep to follow
), shortly after take off I realised there was no way I could even think about unfolding a map because it would be gone in an instant. Luckily I was flying in formation with my chum in the Cub, so I tucked in tight and let him nav..
Kingy
Another little trick if the course takes you over a good feature within a few miles of the field is to climb and depart overhead, fly straight to the feature and note your compass heading. This does two things.. first, it gives you a 'head start' on your first correction and secondly, it leaves you less at the mercy of a wildly inaccurate compass (been there..
)I also have 'the world's oldest GPS' which I have been known to use, but I find it much harder to follow the 'CDI' indicator than simply fly a compass heading and it's easy to let your lookout suffer.
I agree with Stik about open cockpits. I ferried my new Sky Scooter home on Monday (pirep to follow
), shortly after take off I realised there was no way I could even think about unfolding a map because it would be gone in an instant. Luckily I was flying in formation with my chum in the Cub, so I tucked in tight and let him nav.. Kingy
Joined: Apr 2003
Posts: 96
Likes: 0
From: Brighton
I do navigation as if it was IFR always
1. Draw the route on the chart, picking up VOR radials whenever possible
2. Write up the plog (mag tracks only, no wind correction) - I might use Navbox to generate the plog as it's easier to pick up handy GPS waypoints like airways intersections etc
3. Program the plog into the panel mounted IFR GPS and verify that it displays the correct route on the GPS map
4. Call the other end to make sure there isn't anything I particularly need to know about
5. Get weather etc, check notams for entire route (Avbrief.com)
6. Fly it
During flight, I track the GPS track (autopilot en-route usually driven by the GPS) using the HSI, and have the RMI showing the current VOR radial as a constant check. So, GPS as primary nav with VOR/DME as a concurrent check. Little or no visual navigation unless doing a sightseeing trip for/with other people.
1. Draw the route on the chart, picking up VOR radials whenever possible
2. Write up the plog (mag tracks only, no wind correction) - I might use Navbox to generate the plog as it's easier to pick up handy GPS waypoints like airways intersections etc
3. Program the plog into the panel mounted IFR GPS and verify that it displays the correct route on the GPS map
4. Call the other end to make sure there isn't anything I particularly need to know about
5. Get weather etc, check notams for entire route (Avbrief.com)
6. Fly it
During flight, I track the GPS track (autopilot en-route usually driven by the GPS) using the HSI, and have the RMI showing the current VOR radial as a constant check. So, GPS as primary nav with VOR/DME as a concurrent check. Little or no visual navigation unless doing a sightseeing trip for/with other people.
Thread Starter
Joined: Jul 2002
Posts: 524
Likes: 0
From: uk
IO540
I suppose I do things rather like yourself. I use Jep Flitestar to plot route and use RNAV (When in a KNS80 equipped Aircraft..i.e NOT the seneca!) to feed the HSI..which feeds the Autopilot roll mode (in the archer). But I am going to try and not neglect visual navigation as much as I used to because when all else fails (...the other day) its the only thing you have!
fair winds
obk
I suppose I do things rather like yourself. I use Jep Flitestar to plot route and use RNAV (When in a KNS80 equipped Aircraft..i.e NOT the seneca!) to feed the HSI..which feeds the Autopilot roll mode (in the archer). But I am going to try and not neglect visual navigation as much as I used to because when all else fails (...the other day) its the only thing you have!
fair winds
obk
Joined: Aug 2000
Posts: 1,966
Likes: 0
From: Norfolk
I have no problems with OBK or Injected Opposed big Lyc's method for navigation - in fact many years ago when I regularly flew much bigger aeroplanes than I currently do, it was the method that I employed.
My only concerrn is that so much time is spent head in cockpit that it is easy to fail to keep a good lookout.
I am not for one second suggesting that OB or IO540 do not keep a good look out.
Stik
My only concerrn is that so much time is spent head in cockpit that it is easy to fail to keep a good lookout.
I am not for one second suggesting that OB or IO540 do not keep a good look out.
Stik
Thread Starter
Joined: Jul 2002
Posts: 524
Likes: 0
From: uk
stiknruda,
I actually find I obtain a far better look out when I know exactly where I am by just looking at the GPS/RNAV....rather than spending time looking on the ground and worrying about position fixes and how to get back on track....and like I said, I sometimes use rol mode linkup for the autopilot....spares more concentration for lookout aswell.
I actually find I obtain a far better look out when I know exactly where I am by just looking at the GPS/RNAV....rather than spending time looking on the ground and worrying about position fixes and how to get back on track....and like I said, I sometimes use rol mode linkup for the autopilot....spares more concentration for lookout aswell.
Joined: Sep 2002
Posts: 778
Likes: 0
From: London, UK
OBK makes a good point that I've been thinking about for a while. If (an if not to be sneezed at mind you) your GPS is correctly preprogrammed with your route then using it for navigation means you can likely spend more time with your eyes outside (looking at the sky where the traffic might be, rather than the ground) than with any other method of navigation.
Joined: May 1999
Aviation Qualifications: ATP+Mil
Posts: 27,398
Likes: 857
From: Quite near 'An aerodrome somewhere in England'
For day VFR:
1. Draw line on nice laminated CAA chart in chinagraph.
2. Make sure the line doesn't bong any restricted airspace - or get too close to it for comfort. If it does, include a few turning points to keep clear!
3. Back up route on GPS with 'dtk', 'eta' and 'gs' as the data fields.
4. Apply basic MDR to convert tracks into headings.
5. Fly along looking out of window with the odd peek at the GPS CDI bar if the viz gets a bit dunkel. Otherwise it's basic visual navigation, backed up by the GPS giving nice warm confirmation of basic techniques.
6. NB the odd VOR/DME cross-check and preset the OBS on both VOR displays accordingly.
7. As a last resort, make sure that the ADF is tuned to something useful!
8. Remember that it's supposed to be for FUN!!
1. Draw line on nice laminated CAA chart in chinagraph.
2. Make sure the line doesn't bong any restricted airspace - or get too close to it for comfort. If it does, include a few turning points to keep clear!
3. Back up route on GPS with 'dtk', 'eta' and 'gs' as the data fields.
4. Apply basic MDR to convert tracks into headings.
5. Fly along looking out of window with the odd peek at the GPS CDI bar if the viz gets a bit dunkel. Otherwise it's basic visual navigation, backed up by the GPS giving nice warm confirmation of basic techniques.
6. NB the odd VOR/DME cross-check and preset the OBS on both VOR displays accordingly.
7. As a last resort, make sure that the ADF is tuned to something useful!
8. Remember that it's supposed to be for FUN!!
Joined: Apr 2003
Posts: 96
Likes: 0
From: Brighton
stiknruda / drauk
That's exactly it, with the track/altitude all set up one's hands are free for keeping a good lookout, for traffic, obvious landmarks (I think the #1 reason for getting lost with visual nav is that many landmarks look similar), engine instrumentation... even doing the radio.
For a total electrical failure I carry a handheld transceiver/GPS. Not a lot of chance of losing the electrics and the USA switching off GPS
That's exactly it, with the track/altitude all set up one's hands are free for keeping a good lookout, for traffic, obvious landmarks (I think the #1 reason for getting lost with visual nav is that many landmarks look similar), engine instrumentation... even doing the radio.
For a total electrical failure I carry a handheld transceiver/GPS. Not a lot of chance of losing the electrics and the USA switching off GPS
