Data such as weather, temporary flight restrictions, obstacles, or other geospatial data can be combined with d-VC data to support a variety of needs. COPs are prescribed for Federal airways, jet routes, area navigation routes, or other direct routes for which an MEA is designated under 14 CFR Part 95 The COP is a point along the route or airway segment between two adjacent navigation facilities or waypoints where changeover in navigation guidance should occur Copyright 2023 CFI Notebook, All rights reserved. (See 1-1-13). Plot the winds on your E6B Flight Computer: Place the wind direction under the "True Index" arrow, Using a reference line on the E6B scale, measure up and plot the velocity, Rotate the compass rose until your True Course is under the True Index pointer, Move the entire compass until the plot is over your True Airspeed, Note which side of the True Index the plot falls, and by how much based on the scale provided, If it is located on the left of the line, it must be subtracted from the True Course, If it is located on the right of the line, it must be added to the True Course, Heading/courses can be expressed as either true or magnetic, True north is the direction along the earth's surface towards the geographic North Pole, It is the northerly point furthest from the equator (90N), True headings can therefore be measured on most aeronautical maps, including sectionals, by reference to true north, Draw a straight line between two points (airports, checkpoints, etc.) Routine checks of position against VOR or DME information, for example, could help detect a compromised GPS signal. However, selecting and inserting individual, named fixes from the database is permitted, provided all fixes along the published route to be flown are inserted. About CFI Notebook Further, optional capabilities such as Radius-to-fix (RF) turns or scalability should be described in the AFM or avionics documents. This is especially true when operating below 500' AGL and morseo below 200' AGL, Also, many of these structures do not meet charting requirements or may not yet be charted because of the charting cycle, Some structures do not require obstruction marking and/or lighting and some may not be marked and lighted even though the FAA recommended it, Notice to Air Missions (NOTAMs) will typically be published for any known unlit structures, but pilot vigilance is imperative in case the FAA has not yet been notified of outages, The glide distance of the airplane is based on the glide ratio, a performance number to provide an idea of the options available in an engine out, More than airports, suitable roads and fields options for emergency landings increases with increased altitude, Additionally, regulatory requirements, such as those found in FAR 91.205, specify supplemental survival equipment depending on glide-distance from shore if the flight is conducted for hire, Even further, FAR 91.509 further specifies supplemental survival equipment based on distance from shore, Winds are an important planning consideration both during terminal (surface winds) and cruise (winds aloft) environment, Surface winds are most commonly used for determining an optimal runway in the terminal area, Similarly, surface winds provide insight into optimal landing surfaces in an emergency along a route of flight, Wind direction and intensity at various cruise altitudes are an important consideration to determine cruise performance, Winds aloft are the most direct means to plan for winds at cruise altitudes along the route of flight, Headwinds increase flight time and therefore fuel burn, reducing range, while tailwinds do just the opposite, Further, headwinds require for power (increased fuel burn) and tailwinds decrease power requirements (decreased fuel burn), Except while holding in a holding pattern of 2 minutes or less (see. Navigation Lesson Plans Pilotage and Dead Reckoning: Diversion: To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with diversion References: FAA-H-8083-2, FAA-H-8083-25; AIM; Navigation Charts Pilotage and Dead Reckoning Knowledge: The applicant must demonstrate an understanding of: PA.VI.C.K1: navigation and flight planning preflight planning Preflight Planning Introduction: FAR 91.103 that "Each pilot in command shall, before beginning a flight, become familiar with all available information concerning that flight" which includes Aircraft Procedures Aircraft Performance Airport Information Equipment Familiarity Additional digital data may easily be overlaid on the raster image using commonly available Geographic Information System software. Pilots are required to use SBAS to fly to the LPV or LP minima. RNP AR DP has lateral accuracy values that can scale to no lower than RNP 0.3 in the initial departure flight path. Other methods providing an equivalent level of performance may also be acceptable, For RNAV 1 DPs and STARs, pilots of aircraft without GPS, using DME/DME/IRU, must ensure the aircraft navigation system position is confirmed, within 1,000 feet, at the start point of take-off roll. The separate Equipment Requirements box will list ground-based equipment and/or airport specific requirements. For procedures with PBN elements, the "PBN box" will contain the procedure's NavSpec(s); and, if required: specific sensors or infrastructure needed for the navigation solution, any additional or advanced functional requirements, the minimum RNP value, and any amplifying remarks. Copyright 2023 CFI Notebook, All rights reserved. Navigation Charts - CFI Notebook Continue searching. Use of these reduced lateral accuracies will normally require use of the aircraft's autopilot and/or flight director.
cfi notebook navigation and flight planning
