VNAV Flashcards
purposes of VNAV training and reasons for Pre-Flight Planning
Purposes
➢ introduce you to VFR chart interpretation/symbology to successfully navigate without radio NAVAIDS
➢ familiarize with airspace and restrictions involved with VFR flying
type of charts for short-range navigation and the type of chart and scale for the VNAV stage
Type
➢ VFR Sectionals
➢ Tactical Pilotage Charts (TPC)
Scale
➢ We use 1:500,000 for VNAV
The Larger the scale – the Larger the amount of detail (the smaller the area covered)
Maximum Elevation Figures (MEF)
Indicate the highest elevation in hundreds of feet MSL.
Provides 100-199 ft of clearance over that feature
➢ Ex: 12(5) means highest figure is 12,301-12,400 feet MSL.
Airspace: Class A
➢ Controlled airspace between FL180 and FL600 VFR not permitted
Class B
Dimensions:
SFC – 10,000’ MSL.
Layers like an upside-down wedding cake
Entry Requirements: ATC authorization (i.e. clearance) PPL or Student with permission Two-Way radio communication Transponder w/ Mode C (within 30 NM of primary airport or above airspace)
➢ Sectional – Solid Blue Lines
Class C
➢ Dimensions:
5 nm radius inner circle: SFC – 4000’ AGL.
10 nm radius outer circle: 1200’ AGL – 4000’ AGL
20 nm circle for establishing communication
➢ Entry Requirements:
Two-way radio communication (Once they say your callsign)
Transponder with Mode C
➢ Sectional – Solid Magenta Lines
Class D
➢ Airports with an operational control tower
➢ Dimensions:
SFC – 2500’ AGL
Varied dimensions, but typically a 4.4 nm radius circle
➢ Entry Requirements:
Two-way radio communication (Once they say your callsign)
➢ Sectional – Dashed Blue Circle
Class E:
➢ Any airspace not A, B, C, or D, but still defined as controlled airspace
➢ Dimensions:
1200’ AGL – 17,999’ MSL
All Victor Airways – 700’ AGL – 17,999’ MSL
➢ Sectional:
Dashed Magenta Lines – Floor at SFC
Shaded Magenta Lines – Floor at 700’
Shaded Blue Lines – Floor at 1200’ or greater
Terminal Radar Service Area (TRSA)
➢ Airspace surrounding some airports where ATC will provide radar vectoring, sequencing, and separation for all IFR and participating VFR aircraft operating within its limits
➢ Mandatory participation for all CNATRA aircraft
Uncontrolled Airspace
Class G airspace encompasses all uncontrolled airspace
Prohibited Area
Cannot go there at all
Restricted Area
➢ Areas that have unusual, often invisible, hazards to aircraft.
➢ Need prior permission before flying in or through
Warning Areas
➢ Same as restricted areas except they are in International airspace
➢ Not mandatory to obtain authorization, but pilots should
Alert Areas
➢ Areas of high volume of pilot training or an unusual type of aerial activity
Military Operating Areas (MOA)
➢ Separates military training from IFR traffic
➢ Pilots should contact FSS within 100 nm to obtain activity status of area
Altitude Restrictions (Anywhere)
➢ An altitude allowing, if a power unit fails, an emergency landing without undue hazard to persons or property.
Altitude Restrictions (Over congested areas)
➢ 1,000 ft above the highest obstacle within a horizontal radius of 2,000 feet.
Altitude Restrictions (Over other than congested areas)
➢ 500 feet above the surface except over open water or sparsely populated areas. In those cases, the aircraft may not be operated closer than 500 feet to any person vessel vehicle or structure
Altitude Restrictions CTAF 3710.7
➢ Beside takeoff or landing, shall not be conducted below 500’ AGL
Speed Restrictions Below 10,000
– 250 KIAS
Speed Restrictions Class B
➢ 250 KIAS
➢ Beneath lateral limits – 200 KIAS
Speed Restrictions Class C
➢ 250 KIAS
➢ Within 4 NM of airport and at or below 2500’ AGL – 200 KIAS
Speed Restrictions Class D
➢ Within 4 NM and at or below 2500’ AGL – 200 KIAS
Military training routes Airspeed
➢ Authorized above 250 KIAS.
Aircraft Right of Way
Priority of converging aircraft ➢ Balloon ➢ Glider ➢ Towing/airborne refueling ➢ airships ➢ Rotary and Fixed wing
Aircraft Right of Way: Converging of the Same Category
➢ Aircraft to the other’s right has right of way
Aircraft Right of Way: Approaching Head-On
➢ Each aircraft shall alter course to the right
Aircraft Right of Way: Overtaking
➢ Aircraft being overtaken has right of way
➢ Overtaking aircraft shall alter course to the right to pass well clear
Aircraft Right of Way: Distressful
➢ Aircraft in distress have the right-of-way over all other aircraft in all emergencies
Aircraft Right of Way: Landing
➢ Aircraft on final approach to land have right of way over other aircraft in flight
➢ If two aircraft are on final approach to land, the aircraft with the lower altitude
has right of way
VFR cruising altitude determination
Determined by Magnetic Course (Not heading) and beginning at 3000’ AGL:
➢ Easterly courses (360º-179º) = Odd thousands + 500
NEODD
➢ Westerly courses (180º -359º) = Even thousands + 500
SWEVEN
Cloud Clearance Visibility
Draw Triangle
Avoidance Criteria for uncontrolled airports and noise-sensitive areas
Minimum altitude for visual navigation is 1000 feet AGL
➢ Descent to 500’ AGL is limited to simulated emergencies
Do not overfly uncontrolled airports below 1500 feet AGL
Avoid flight within 1500’ AGL or 5 NM of airports
Noise sensitive areas maintain at least 3,000’ AGL
procedures for obtaining fuel and oil for intended destinations
Fuel and oil shall be obtained from military activates or commercial sources with government contract fuel and oil.
➢ If Enroute Supplement shows “NC” before the listing, it indicates “No Contract”
recommended destination distance and number of checkpoints
➢200-300 NM from departure airport
➢ 6-8 Check points
recommended distance between checkpoints and checkpoint selection criteria
No closer than 3 minutes and not more than 25 minutes apart
procedures for computing Magnetic course and True course
Compute Magnetic course:
➢ TC – Variation (E) = MC
➢ TC + Variation (W) = MC
Continuation fuel and procedures for computing
Minimum amount of fuel required at each checkpoint to continue with the planned route and proceed to the final landing destination with required reserves
➢ Important to note whether the final checkpoint is also the destination airport or not
Compute by working backwards along your route of flight
➢ Start with the amount of fuel you want to land with
➢ Add each leg worth of fuel working backward to your departure point
determining Leg Time
Calculate using a 210 knots groundspeed or 3.5 NM/min
If off time at a checkpoint:
➢ For every second off timing, change the groundspeed by 1 knot for 3.5 minutes
➢ Analyze why you were off time and apply correction
types of landmarks along the route for time and position checks
Positive Landmarks
➢ Features which can be positively identified and plotted at a point on the chart
Linear Landmarks
➢ Features which can be positively identified but not specifically plotted because they extend for some distance
Uncertain Landmarks
➢ Features which the pilot suspects he can correlate with the chart but are not fully reliable
determining ETE for Jet Log
Divide distance of leg by Ground Speed
➢ (____ NM / 3.5 NM/min = min ETE)
procedures for closing VFR flight plan and FSS responsibilities if it is not closed
Always close your flight plan on arrival via phone (1-800-WX-BRIEF), or over the radio when landing is assured
FSS will consider you overdue 30 minutes after your ETA based on your actual takeoff time and ETE.
➢ If you have not closed your flight plan FSS will start trying to locate you
Starts with phone calls, then as far as launching SAR aircraft on your flight plan route
day and night altitude restrictions for VNAV
Daytime VNAV routes: ➢ Never lower than 1000’ AGL ➢ Normally no higher than 4500’ AGL Nighttime VNAV routes: ➢ Shall not be flown lower than 2000’ AGL
pilot responsibilities for Cockpit Management and CRM
CRM should be discussed before every flight
Pilot at the controls (usually the SNA) is responsible for:
➢ Navigation and mission requirements
➢ Radio calls
➢ Timing between checkpoints and continuous update of course and airspeed corrections as well as time on target (TOT) updates if required
➢ Landmark identification
➢ Management of all radio frequencies
➢ Perform Ops Checks every 15-20 minutes and update closest divert field
procedures for route navigation in the VNAV stage
Combination of Dead Reckoning (DR) and Pilotage
➢ DR – time, velocity, and distance are combined to arrive at a position
➢ Pilotage – flying by visual reference to features on the ground
procedures for Visual Fixing
➢ Clock-Chart-Ground method
Check the chart for preselected checkpoints, ground for the point on the chart. Look for checkpoints 2-5 minutes ahead and have them identified by 1 minute out. Crosscheck against your timing
Align chart in the same direction as the aircraft
Check for landmarks off the wings as well as the nose
execution of the 6T’s in the VNAV stage
Time
➢ Note the time at the checkpoint and reset the clock
Write the arrival time in the ATA block of your jet log
➢ Turn
Turn to the new heading and look for landmarks to get on track
➢ Time
Not required
➢ Transition
Check altitude and climb or descend as necessary prior to the checkpoint to be at the proper VFR cruising altitude
If below 3000’, ensure our altitude is at least 1000’ AGL for day navigation and 2000’ AGL for night navigation
➢ Twist
Adjust heading bug for new leg course
➢ Talk
Give an Ops check over the ICS
procedures for Weather Deviations
If circumnavigation is required, leave the route by making a turn a number of degrees determined by the distance and size of the obstructing weather.
Note time and maintain new heading until abeam of the obstruction. Note time and turn back toward the original course using twice the original heading change.
➢ It is recommended that no angle above 70º is used
60º Method
➢ Turn 60º off course in order to make an equilateral
triangle for your deviation.
➢ Add the leg time of one leg to the ETA
procedures for operating at tower-controlled airports
Initial calls should be made about 15 NM from the airport
➢ Preferably at a VFR reporting point depicted on the sectional by a magenta flag
Follow all instructions given by tower and maintain two-way radio communication.
It is not necessary to request permission to leave the tower frequency once outside the towered airspace
FAR 91.192 requirements for Traffic Patterns at most airports
Unless directed by tower, circle the airport to the left
➢ If an “RP” is in the airport data on the sectional, this indicated a right-hand pattern
Standard pattern:
➢ Upwind, crosswind, downwind, base, and final legs
For Turbine powered airplanes at class D airports and airports without operating control towers, pattern altitude is 1500’ AGL.
ALDIS Lamp Signals
Stead Green:
(Ground) Clear for Take off
(Air) Clear to Land
Flash Green:
(Grd) Clr to Taxi
(Air) Return for landing
Steady Red:
(Grd) Stop
(Air) Giveway to other AC
Flashing Red:
(Grd) Taxi clear of RW
(Air) Do not land
Flashing White:
(Grd) Return to starting point
(Air) No used
Alternate Green and Red:
(Grd/Air) Exercise extreme caution
Traffic Advisory practices at airports without operating towers using CTAF or UNICOM
The Common Traffic Advisory Frequency (CTAF) may be a UNICOM, MULTICOM, FSS, or tower frequency found on the sectional and identified in the appropriate publication
➢ All inbound traffic should monitor and communicate as appropriate on the designated CTAF frequency from 10 NM to landing.
Self-announce position and intentions.
➢ All departing traffic should monitor /communicate on the appropriate frequency from start up, during taxi, and until 10 NM from the airport
UNICOM (Aeronautical Advisory Stations) is a system which may provide airport information at public use airports where there is no tower or FSS available
➢ May have weather information, wind direction, the recommended runway, or other necessary info
procedures for getting weather information at airports without operating towers
If no FSS or UNICOM is available, wind and weather information may be obtainable from nearby controlled airports via Automatic Terminal Information Service (ATIS) or Automated Weather Observing System (AWOS) frequencies
procedures for determining Minimum Safe Altitudes (MSA) and Emergency Route Abort Altitude (ERAA
MSA is 500’ higher than the highest obstacle (rounded up to the nearest 100’) within 10 NM of route centerline for that specific leg
Emergency Route Abort Altitude (ERAA) is 1000’ (2000 in mountainous terrain) above the highest obstacle (rounded up to the nearest 100’) within 10 NM of the route centerline for the whole route
procedures to use in the event you are lost or disoriented
Steps
➢ Determine extent of disorientation
Check where you may have gone wrong from the last checkpoint
➢ Check the clock immediately
Write down the time
➢ Do not complicate the situation
Avoid wondering aimlessly. Immediately decide on a temporary plan. Normally continue flying preplanned headings and times or fly toward a charted known landmark
➢ Check your fuel state
Against the minimum fuel required to continue on the route
Remember the 5 C’s (Confess, Climb, Communicate, Conserve, and Comply)
➢ Climb to conserve fuel and to help aid in reorientation
Find the highest landmark in the area
➢ Once Reoriented, Correct on Course
Not possible unless your chart has sufficient area to account for possible disorientation
Lost Communications procedures and Guard frequencies
Troubleshoot hookups, audio panel, and frequencies. Attempt Guard frequencies and backup VHF.
Once radio failure confirmed, maintain VMC, squawk 7600
➢ If returning to homefield conform with FWOP procedures
➢ UHF: 243.00 / VHF: 121.5
procedures for handling Low Level Emergencies
First reaction should be to climb
Engine malfunctions
➢ If the engine fails on a low level, recovery is unlikely unless a suitable landing field is within approximately 3 miles.
“Arc of Hope” – airfield within the arc from wingtips to top of prop arc
➢ A zoom from 240 knots GS gives ~1300’ of altitude.
➢ Consider restart if above 2000’
procedures for determining Emergency Route Abort Altitudes (ERAA) and application
calculated by taking 1000’ (2000 in mountainous terrain) above the highest obstacle (rounded up to the nearest 100’) within 10 NM of the route centerline for the whole route
VMC route abort
➢ Maintain safe separation from the terrain, comply with VFR altitude restrictions (if possible), squawk the
appropriate transponder code, maintain VMC and attempt contact with the controlling agency, if required.
IMC route abort
➢ An abort into IMC is an emergency. Execute an immediate climb to the ERAA (minimum) and squawk 7700.
➢ Attempt contact with the appropriate ATC agency. Fly the proper VFR altitude until an IFR clearance is received.
