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[ Pobierz całość w formacie PDF ]FLY BETTER
(The things you should have been taught when learning to fly.)
Book Three - Second Edition
The Art of Aerial Navigation
Transcripts of lectures about navigating by
Noel Kruse
Founder of the Sydney Aerobatic School.
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“To a man of imagination, a map
is the key to adventure”.
Sir Francis Chichester.
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BOOK THREE CONTENTS
Preface
Page 4
Introduction
Page 6
Lesson 1. Navigation Logs
Page 9
Lesson 2. Time
Page 13
Lesson 3. Map Reading
Page 20
Lesson 4. Track Correcting
Page 22
Lesson 5. Track Crawling
Page 35
Lesson 6. Low Level Navigation
Page 36
Lesson 7. Lost Procedures
Page 37
Lesson 8. Fuel Consumption Graphs
Page 43
Lesson 9. Radio Aids to Visual Navigation
Page 54
Lesson 10. Area Navigation by Radio Aids
Page 72
Post Script
Page 84
Supplement: The Navigation Game
Page 86
This book has been released free of charge via the Internet for the benefit of aspiring aviators
everywhere. It may be copied and its contents may be reproduced as required, but not for
profit. It is requested that the authorship and origin of any part of this book reproduced out of
context be acknowledged.
Second Edition 2011
* *
4
THE ART OF AERIAL NAVIGATION
PREFACE
With the modern Global Positioning System (GPS), extremely accurate
navigation anywhere on the face of the Earth is available to everyone at the push
of a button. GPS receivers can be hand held devices not much bigger than the
size of a „cell phone‟ and cost only a few hundred dollars. Indeed for a few
dollars more a GPS/ Transmitter can be fitted into a dog collar or your teenage
daughter‟s wrist watch so that you can track their every move!
With this technology available, why would anyone want to use the old labour
intensive methods of navigating an aeroplane from A to D?
Many years ago I studied what could only be described as „the ancient and
arcane art‟ of Celestial Navigation. That is, navigation by reference to the Sun,
Moon and Stars. Using a marine sextant and several volumes of books such as
„Celestial Almanacs‟ and „Sight Reduction Tables‟ and half an hour of intense
calculation, I would regularly „plot‟ the position of Bankstown Airport (west of
Sydney, Australia) to within 20 nautical miles of its actual location! (I used the
trick of taking half the angular measurement between the Sun and its reflection
in a puddle of water as its elevation as there was no precise horizon at the
airport.)
I have never put these techniques to any practical use, but even now I can stand
outside on a starry night and quickly gain a „feel‟ for my approximate position
on the Earth (give or take a few hundred miles) by just estimating the angles
from a few key stars and constellations. It is a very satisfying feeling to just
„know‟ where you are without the use of any electronic aids or contrivances,
save perhaps a watch. This is why I still navigate my aeroplane with only a map,
a pencil, a compass and a watch. I do it for the sense of accomplishment I get
and for the fun of it. Quite often it is the journey and not the destination which is
the most satisfying part of flying from A to D.
Most aviation regulatory authorities still require training in basic pilot
navigation skills to qualify for a Private Pilots Licence. For this I applaud them;
however, the techniques taught by most flying schools to satisfy these
requirements, tend to over-complicate the navigation process and remove any
enjoyment the student pilot may get from it, thereby virtually guaranteeing that
they will immediately rush out and purchase a GPS receiver upon graduation.
When I was a sixteen year old pilot „wannabe‟ working as a „Tarmac Hand‟ at
the local aero club, I „hitched‟ a ride in the back seat of the club‟s new Cessna
172, in which a student pilot was receiving navigation instruction. I recall that
he seemed to spend a lot of time with his head „inside‟ the cockpit writing down
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numbers obtained from the constant manipulation of a circular device called a
„Navigation Computer‟. I recall that we flew over a large town for which he was
trying to calculate our arrival time, without him noticing its passage! It seemed
to me, even then, that there was something wrong with the way he was being
taught to navigate as I figured that visual navigation should involve mostly
looking out the window at the world going by so that large towns shouldn‟t be
missed, but hey, I was only 16 so what did I know? 50 years later I find that the
teaching of pilot navigation techniques by most flying schools hasn‟t changed
much. No wonder the graduates of these courses buy GPS units!
The Sabre, which I flew with the Royal Australian Air Force, was a single
cockpit aeroplane with marginal longitudinal stability when carrying „drop
tanks‟ at high altitude (which was necessary if you wanted to go anywhere
beyond one hour‟s flight time). Its only „radio aid‟ was a „steam age‟ ADF
which preferred to point at thunderstorms, and was only useful for terminal
guidance. The visual navigation task had to constantly be shared with the task of
keeping the aeroplane under control, so this meant that the attitude had to be
consistantly monitored, and one hand was continually occupied holding that
attitude. The navigation task could not be allowed to draw one‟s attention inside
the cockpit for very long without the Sabre rapidly departing from level flight,
so any manipulation of maps and pencils etc had to be done „one handed‟. To
accomplish this task we were taught a very simple „Graphic Navigation‟
technique, which could be done on a pilot‟s knee pad with one hand and without
the use of navigation computers or any other „gizmos‟ in the cockpit.
Twenty two years later, when the Sydney Aerobatic School became a fully
fledged flying school, I tried to adapt this graphic navigation system to the
slower speed and longer duration navigation profiles of light training aeroplanes,
but found the time/distance graphs I created were so big that they would hardly
fit in the cockpit, which of course rendered them unsuitable. I did, however,
adapt the fuel flow graphs, and you will find instructions on the creation and use
of these graphs in the lessons which follow.
Ultimately I devised a simplified version of the time/distance graph which didn‟t
need a separate graph, but which recorded the data directly onto a properly
prepared map and navigation log. This is the system that I and my staff taught
successfully for the next 20 years, and I offer it to all students of pilot navigation
and navigation instructors by way of this book.
I first wrote these lessons in booklet form for my students over 20 years ago, and
I have reproduced them here virtually unaltered, including the original
introduction. They are as relevant today as they were back then and detail a
simple and reliable way of enjoying the art of aerial navigation.
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