IFR Instrument Navigation

8/17/2019 IFR Instrument Navigation

1/15

INSTRUMENT NAVIGATION

IFR Navigation Charts

[0Chart back page

II Au

dIu i1JI U iI I.

ii alte:..iu:iku

All L')._

:- 1 . 1 . 0 e :1 tei. Ii

u

es

Ii:J I ei

u

'II

•J td CI

h_I 1i . u

1 liii

J:_, iii

d

a f

icr,1

nr rn, .1

1 1

if , nrir .r.1

-ri'

rrrlr;

• U5

O

UNICATION FREQUENCIES

irHEER

PAC CABLE 26.7 SHOULD BE CONTINUOUSLY MO\ TOED

IN UNCONTRCLLEJ AIRSPACE AND WHE\ VF \ CON

— ROLLED ARSPACE

UNLESS ANOHER REQUENCY IS NICRE A

PRO

RIATE.

jI kiill

iit jI:w

i . : _.II

ii Pii;

iIJ:Ii:l .IJL:II

I

r

I.

i::.,

rnI

--- - ---

--4•••

•:

001 ffT

ATi 24

ZL

Ar

4 Dcp CII 1 .Y1 1 .rTll

il

: 'rid -

1

1.~?

CSEW

I

AREA CONTROL C.E\TRES and TERMINAL C.O\R0 U\S

iIh

p

ftiior

ELONTO

- - c w

TORIA1ML 11l-CE;•1

B ooks

2C5

L

2

C.ilp-y

: 5 E

ri- 3


2/15

There are three types ofTFR Charts:

1) Terminal

Charts,

wh ich provide radio navigation data for some of the

busier airports (quite similar

to

VTAs; 2) Ei2route Tow Altitude Charts, wh ich provide radio navigation data

for the en route portion of flights,

u p

to, but not including 18000' ASL, and.

3) .Enroute High Altitude

Chaf

ts.

wh ich provide similar data for the airspace at FL I 80 and above.

LE Charts are Lambert Conformal Conic Projection

charts,

and are similar to VN C Ch arts in that a straight

line on an L E represent a great circle route.

Communication

On backpage of the L E are two blocks ofiniormalion, the lirsi concerning the VHF Ircqacncics assigicd to

each oldie n'ijor airports on the chart with control towers (including .\TIS, T ower and Ground Frequencies),

and the second concerning the ,rca Control Centre and Terminal C ontrol VHF frcquencies including

peripheral station radio Jequencies

On the chart itsell the name oitbe applicable Area Control Centre

as well is the PAL ftequencs, are

I

entified using a boxed RrmaL Th e PAL box on the right shows

that

Vancouver Centre can be conlac L ed

On

1340MFE'., aswell38l.4MHz, (UHF).

PAL

VAN COUVFR

134.0

81..

Scale

The scale of

he

L B C harts vary—in the above example, tbr instance,

the

upper le±t and right corners of the

back page show that LO 2 provides a scale of 18 NM per U', while LO us scaled

at

20 NM

to 1 .

This

variation in scale, however, is of little consequence, since all distances along airways between navigation aids

and betweei intersections are published on the chart. In tho case that a n'asuremeiit is

r eqnir ed—for exaniple

between a n avigatioii aid aixi an airport—a scale b ar that appears at the top and bottom of the chart can be

used. Simply mark the distance on the edge of a scrap piece of paper and then position the paper next to the

scale to read the d istance.

Airspace


3/15

;r - rhrI

- l

-

r1Ir. i

.j

ri

r ::IId C.j91

lu

/7

AIM

Linn ir

/.-. i

N ote carelii]ly the L egend that appears or LE charts Or

the hottoiii tight-hand corner oFthe L egend—tinder

fVhsTcellaneous—we

are told that all

green-shaded dT&(1S

oI'the Ch art indic ncontrolled airspace below

18000' ASL, while the

white areas indicate coiitrolkd airspace

below

t f i L6

altitude, including L ow L evel

A irways. arid Transition Areas. Th e Ch art ftirL her deh neles areas wh ere coiiL rolled airspace exists

above

12500' AS T, (L ow L evel Airways and Control Area Rxinsions)—aU

green areas pattened with white

square (with green shade) /iatdng.

Finally, iiote under this section is the description of isogonic lines

(darker green and (lashed). Note also the

Area Minimum Altitudes (AMAs),

which provides 2000'

clearance over the obstacle within the quad rantat(establislied by degrees longitude and latitude).

MOCA and MEA

Perhaps the m ost important information on the bE for the 1 1 R pilot is the

MOCA (Minimum Obstruct ion

(1earance Al/it ude'i), wh ich is marked with an asterisk, and

MEA (Minimum E n Rou te Altitudes), which lack

an asterisk (sec depiction below).

M E A

0

0

MOCA

To-.al I4rV bet'ieen

Chart

radio

cI cIor

.r)rr1[)I I IiC

depictions for

airways B12

green shade)

and V334

The MOCA

provides on altitude above sea level in ejiecl between radio fixes on low level afrwavs or air

w

outes that meet the JFk obsruciion clearwe requirement /r the route segrneni.j Importantly,

tI


4/15

11'R. obstruction clearance rcquircniit varies with whctlr or not an airway or air route is located inside or

outside a Designated Mountainous Area (DMA).

Outside the

DMAs, the MOCA provides 1000'

clearance over the h ighest obstacle within

5 N M of the aircraft; inside DM A s 2, 3, and 4, this clearance

increases to 1500', and in

DMAs 1 and

5

this clearance increases to 2000.

In contrast, the IvthA provides an altitude above sea level between specified fixes on aThvays or air

routes that assures acceptable navigational coverage, and which meets the liY? obstruction clearance

requirernents.

Accordingly. MI.A w ill always be higher than MO CA .

Also note that VHF /UHF airways are depicted in black ink, while L1/MI' airways are i n green. You will not

have d ifficulty determining the proper od d/even altitude to fly as the even altitude direction associated with

an

airway is indicated by the

pointed end

olihc airway identilicatioti box .

Th e Following show the relationship between M EA and M O CA as they are applied to airway segtmnts:

M E A

and MOCA based ort

liltrfl:

i:IiteS

---------------------

-. ---------

: : : :

'4

-

c

errain

F 1)C

j

Li

: :V N\fN

EAndMOCA

:

ssdcrinav1tron

facilities r>es

nd

-----------------------

N

.....

••.•••.•••.••••••••I.•••.•••.•••••••••••••.•

........................

•••••••••••••••••.•••••••••••••••••••••

I -

e

-.

N ote that each of the Fixes d epicted above w ill actually appear as an intersection on the L E chart, including the

means by w hich th e intersection is determined— i.e., DM E, a radial or hearing from a neigh bouring radio aid.

Minimum Reception Altitude

The TvThum urn Reception Alti tude

(MRA) should not get confiised with the

MOCA and the

MEA,

While the

latter provides obstruction clearance data, the MR A o nly provides reception altitude guidance for published


5/15

intersections. Specifically, the MR A is provided for specific Vi 11'/L i

11'

intersections and specifics

the lowest

altitude above sea level at which acceptable navigational signal coverage is received to determine the

intersection.

Tw o intersections arc depicted Mow -1(onch and Kanoo Intersections. Ihey share the

saiir IVII(A (14000'

A SL ). N ote that th e co-ordinates for the intcrscctioiis are provided, as is the rad ial, idcnthicr, and frequency

for the VU R used to establish the positions.

I

K NUO

MPA

4OO

P151 26.3

-.----.-

? 1 E?

Radio Aids, Distance and Course Data

All radio Aids—L e., ND B, VOR , VOR TA C— are orientated to magneticnorth

in

the

Southern Domestic

Airspace and

true north in

the

Northern Domestic Airspace.

While the azimuths are correctly positioned,

other navigation aid symbols may be po sitioned for sake of clarity.

lhc radio aid, distance and course data for the airway V i 12 between Calgary VO RI'AC and C ranbrook

VO R is examined in detail below. N ote that the actual distances between sinboL s arc only approxinttcd for

the sake of clarity.


6/15

::vI LJ

.i

I

- r.n r

cI

n .

1 1 1 H U

.,i:i:il _' :1.)

ill jr

iiI,

i

irrbrrr _i

I u•l

:

I r 1, :rrr.

x.r11r1rc1pirhr

'-

].Jiii

.

i J.E Jri

I. RI NY .I.::I.n

h.

N U V

V

E

1

-

rKj

,1r1

I.r. r,

P r I

.:LrJ1I,jr.1L/•,

7D

.

W1 1 4 cii

-

Ffl•ij

C:IrnIri..1.riIr.

Ikr •wr

ir:i ::diIirg r

'•J

.j;i

cv

L)

I

V1 '2

F

-.flIr 1r1

rI:I

çIr.I

O r

" . I

'-rir.rir \rrr

,-, 'Ii

/rE i:i

dr.nc.1

Frr4l'l r VCP..C

in,.-l]i.1 .i:I

-. :I•

r.,

;.rrr.'r

:1 )P

JLIId P:lC

1 r i•.I

—i nhlcI-

(

I V F A d 1 1

'jr;.

..:

KN

j

.

:l. Itr.rjir .I4

:.r1iIr r.lng

I

lr .n

_:: i&

I I

-.I-llil:iF.l INrv:

1

(: .

viri i 1

I ,

.r,1 rr:rc F II-

nc

i_ fintj

.iI Jjlrr.Ir. Lrixrrd

r .c :

Iriy r,irI.F

I

Irr

I

rl: .1l5:rnlrr i I .

1 LU '.'cr.;•. Ii v

F'.NF':.'r ic

- r F , : : w i q

IRjI.JKUJL

Fi

h2

ir

ywr II.lrr (-dfr , iy.

? . i

,

j r

: 1

" .

-

,t'-ii''i.i lI-

'

. M E i L

• • i . I i

L O A X

'

F 4 4 0 4 1 1 7

* 1 1 1 1 4 .

t o w

4

:I'j 1— ,lnr., '

-

i,. r&A -

'.r, x

.jii a F.IEIr 2.5F0c: a-

ii Fi41:'r P''IA

•A-nrAr ..'.rn '

v'i it,

:

l I rI:Ul.l

i

LI iii I'( ri::

h.

\-F. I;.: ,.i

rr1In lr--1r ''CP•

L'•.1E

::hdW-

-

1L -

OCF,(

L n l:r.irrr.

/ LDOr.Y

1k

Frniih::

I

N id

303.1

F;:(r \Fi Al

Wtli 1T

C-JI.cl

crcr'

'L'J by 'Ii 2

7

T

1

r..rlrlr- r.n.] i.1R

I:

(rh.çI

An

IA

Ll.:

-

r hn

i

Ii Ii

,r

rr lhi ,'rirrllr h '.r.ri ii IP lr1

•

/OF.'. '..jji . I

.i.r

I1i:I :lI rir .11

Navigation and Communication Data Boxes

The radio aid data boxes are virtually identical to the pattern wed on VFR charts. A

heavy line

around the

navigation aid dal.a box indicates the fciLl.y is co-located willi FSS. Tn the case

a thin-lined

box, FSS is not

co-located with the iàciliiy. Remote FSS communication equipment is established at rrrany radio aid sites, and

these are indicated by the appearance of a

sub-box

below the navigation aid data box.

Standard frequencies-126.7, 121.5, and 243 :tvHlz—are available for contacting FSS where FSS is cc-

located at the radio aid facility (heavy lird data boxes), unless otherwise noted. Additional frequencies used

by FSS will be published above the data box, but note that the standard frequencies will not appear here—

instead, it is implied that they are usable. If any of the standard frcqucncies are not available, they will be

shown with a line through them. N ote that the standard frequencies do not apply to thin-lined data boxes

showing reniote I'S S communication; in these cases, only the frequencies published above the data boxes can

be used,

Below appear three varieties.


7/15

nrr

,. .-y NUH drxm. r.rl I

ii::jIii

::

.

-

p

r.1.-rI 1r.l. ir

-

Ii..

t.Ii::_I

....

i l l

. L:

b:rklr.., A::

.

nrin ir

b-.:: i I iL . .. • I ..I iI

c:: r::rI)x

1

r ;:i 1/. ..r.1 .II:.:

Lj :r:i

....

N.3 AV

22.2

24

. E : j

1 .

-

It:

Tr:

ir.rr s

dL.:I .i .i

CR

Z .i d .-

\:J13 ni,rn, 1

....

iL i::y:: S3 :: iII 21

r.1 I h

H F -

1210 2

BECCHY

15 8

VV

BY

=_

5119A121

A726

85 QV

12J

_vTTON

.

:w.]

/

/

d

Au RC3 k :

L::

I.

ir1I.m -IS I

Ix:r.i

••L••L• ,i1

j •

ITHBRI DIG ECh 104

115.7

VL

121

QL

N4Q : 1 VO 2 43.

)ju :1 ii

Airport Data

h e erodrome and erodromc Data depiction on L FR charts are conventional, arid d o not vary substantially

for VF Rcliart relèrences. Importantly, howev er, airports with

published Inst rurneiu approach

procedures

are displayed in

black ink.

Changeover Points

Nomially the radio aid uscd for tracking an airway is changed between the anch oring facilities at the half-way

,mrk. W here this changeover point is diffcrcnt, it is niarkcd as indicated bckw.. En route from VO R

A

to

VO R B, the VO R A is selected until the 102-N M m ark is reached, and then VU R B is selected,

ADF, VOR, and GPS Navigat ion Procedures


8/15

el

The CPS Waypoint quacrants for the 010 Track, as

viewed frrm a properly orienLed aircraft

o n

Homing and Tracking

To home to a VOR station or GPS waypoini:

tune and identify the V O R station or (}PS wayp oint;

centre the CDT

with ()BS

that provide a "to" indication;

fly a h eading to rnahii.ain the track— if theCDI migrates icli, you are to th e right of track; if the C DI

migrates righ t, you are to th e ic ft o ['track.

To ilitercepi apre-determined track using VOR or GPS waypaint

•

tune and identify the VO R station or GPS vvaypoint;

• scicct the track desired using the O RS ;

•

orient the aircraft so iliat the desired track to or Iorn the VOR or G P S waypont is the same as the

airTa1ts bead ing (paralleling the track);

• note wheth er the VO R or G PS w aypoint is ahead oll- he lal.eral axis o['the aireralt (indicated by

a

"to"

indica(ion), or behind th e lateral axis (indiealed by a 'lrom" indica(ion);

•

ilibe CDI is on the right oientre, add the desired wilercepl angle to the current onentaicd heading and

fly the intercept; if the C DI is on left, subtract the d esired intercept ang1;

wh en the C DI centres during th e intercept, alter course to im, intainthe desired track.


9/15

The NDB quadrants for the 030 Track, as

viewed from a properly orientated aircraft

03

0

To

home to a station using ADF:

• tune, idcnti1 and test the NDB;

•

note the relative bcaring

to

the

N

DB and turn the aircrdi so that the rclativc bcariig is 360' (ic., the

magnetic heading of the aircraft equaL s the magnetic bearing to the 1\t)B);

•

fly to maintain a relative bearing of 360'.

To intercept a pre-deterinined track using ADE:

•

tune, idcntify, and test the N L )B;

• orient the aircraft so that the d csircd track to or from the NDB iq the

same as the aircraft's heading

(paralleling the track);

•

note wlictlicr the bearing indicator (the needle) is indicating right or left of the 1ongtudinal axis of the

aircra Ii;

• if the bearing indicator points to the right oflongii.udinal axis, add the desired intercept angle to the

current orientated heading and fly the intercept; if the bearing indicator points to the right oflongitudinal

axis, subtract the desired iiiercepi. ange;.

• iFyou are intercepting a trackfrom the NDB, you slowly'pull the tail" o['the bearing indicator to nttc1i

the intercept angle—wh en the tail "opens" to match your intercept angle,

you

are "on track" and should

now L urn on course iF you are intercepting a L rack

to

the NUB, you slowly "push the head" o[the

bearing indic(or to match the intercept angle—w hen lie tail "opens" to rnaleh lie intercept angle, again

you are "on (Tack" trid should now turn on course.

Th e irfiereept angles used are the sanie (unless otherw ise prescribed): a 45' angle is used w hen intercepting

a

track ti

-

urn a sL a(ion (radio navigation aid), and a 900

angle is used w hen inlercepling a track to

a

slaLion.

Orientation—Paralleling the Track


10/15

The key to intercepting a desired track is first paralleling the track. When you get comfortable with

interceptions, you will start skipping this phase, but u ntil you get proficient at it, always parallel the track before

you intercept it. By paralleling the track, you are ectivcFj orienting yourself and the aircraft to the ground

transmitter or waypoint.

Is it located in front of o r beh ind the airerafi2 is it located to the left or to the rir?

W ith a VO R or (IPS waypoint, once the track is paralleled, the hifomtioii derived from the instrument

display can be directly applied to your mental picture of your location—you are looking for the "F o" or

1rom" indication to determine if it is ahead or behind, and you look for the needle deflection to determine W it

is right or left. Consider the depiction below:


11/15

N

k

0.

M E

C

Intercepts and Tracking

:. i i i:,: u :i d:

up

iIiI II J.ii ii.i

I

iLl i I

cir:r. II,vrci

,1: F

ici Fcicdi it

--i Ihn dr.irri Wirk.

- vrr.

i ni ;

ci u:i.ru.

I

r::.

:r /,jcii

..

......i rc., r A

liry ii. .jI cii ihci 2U

FC.1II. ilY r

' 1 HIfi

-

q 7

.

.. r 'ci ..1Ii -

-

rpn - :

r1fl'u..-r 1

l:r.rr.r.rli

f lci .1 Ni H.1 ih 'rrc: .rirg i

rriliiil ir' 1 : 1

1Ii

A

iiLcu:: :IN[

dclIII,dLIj:i

TJir cirvin rciri lu i

.:Jiii.4 IL- i.il.IIIi

]5.kL.JILuI::II._IiIi,FJE

ci-cir

IuI r n um -

Unnn ur,1I i Il,rIIclii ci, ,, 1I cii Jr -irk ici

- -

i

k.:

i ic

ILl

It

I.CIic.

10 u

i

ii •Jii. ci.

Waypoint

Y

-

£ '.

I

a. iZ

It s

I-

ii fl

If- -.rcih:

n u

cq..Iru 1

:r rrni

i.

r c i

•,_,

\.

j• •_

i

iit.ji

r c i

Ircir..cr-

r:/

I i n u ' . r i l

:

I..

it

.

.

I n

ti.Irg iIri.ii x 1 I I x l

x .

- ..Y.]xfl:

r1

x Frii

y n . .

i

.1

ci:icir ...:r

i-

.

i

iFn

- .;.

ii

ujIL.::u. ic hu'r.

Il,ci iJIIA......I,:Jc. x i i 4

c : I L i g I L i i .

::r

NavigationFormula

Relative Bearing

Magnetic bearing,

sontirncs shnply referred to as

bearing, denotes the horizontal irngtictic direction to or


12/15

from any p oint. If the mag netic bearing (or hearing) to a station is 27 0°, for example, this m eans that we are

directly

east of

the station similarly, if our bearing to a station is 1 80c

,

we are directlynorth.

Relative bearing is the

position of an object relative to the longitudinal axis of the aircrafl. If

an object

lies directly oft'the

right wing of

an aircraft, it would be considered to be at a relative bearing of 090'. If the

aircraft is eastbound and an object is directly to the north of the aircraft, the o bject still remains at a relative

bearing of 27 0°, even though the inagnel

t: bearing

is 360°.

An aircraft is flying on a tmgnctie heading of 27 0', An A DF indicator shows a relative hearing to a local N DB

as 010°. To proceed directly to the NDB, what magnetic heading would he flown?

Here iF, the krnuh to he used:

Magnetic Bearing = Magnetic Heading

+

Relative Bearing

or,

MB=MH RB

MB =270

I 010

MB = 280

10 fly to the N DB (or beaco n), the pilot would fly 280

N ow, what would happen if the

niagn elk heading and

relative hearing,

added togethcr.

equalled a value

greater than 360.

The solution is straightlbnvard—s'imply take the sum and subtract 360. For example,

an aircraft is flying a heading of 2 70

0

and the relative hearing to the station is 190'. What magnetic hearing

should the pilot fly to proceed d irectly to the station?

MB – MH+RB

MB-

70 + ISO

MB –

451)

MB

– (450 –360)

MR

= 090

10 fly to the 1 . JiB (or beacon), the pilot wou ld

fly

090O .

A similar variation on the formula can be encountered w hen d etermining the relative bearing. To establish

relative bearing by itself on one side of the eq uation, simply sub tract Ml I from b oth sides:

MB–MH+ RI)

MB-MH–(MH+RB)-MH


13/15

1v1J3-M1I=RB or,

I II II II

O n occasion you will find that the

magnetic hearing Ls greater than the aircrafi .c magnetic heading. A

negative answer will not do, of course, but the solution is quite straight forward —cfinp1v add 36O' to the

magnetic hearing.

Here is an example: Th e aircraft's magnetic heading is 27 W

,

and the m agnetic bearing to

an N DE3 is 1

hat is the relative bearing to the N

Dif?

RB - MB - MH

RP - 10-27()

RB - (180-360)-270

RB = 540-270

1113 = 270

So, let's see if this uxikcs sense. T hc aircraft is flying

westbound (i.c., from right to bft across your piece of

paper). '1he magnetic bearing to the station is 180', so that would p u t

the station below th e aircraft

at

the

bottom ofth c page (i.e., the south). W hat wo uld be thc relative bearing of this station with respect to the nose

of the aircrafl—ycs it would be directly off the left wing, or

2700

measured clockwise from the aircraft's

longitudinal axis

Time and Distance to Station

Th ere are two lörmu las to lie aware o[w liicli allow a pilot to determine the

time or distance

to an NDB or

YO R station. To use the lbrrnu la, the pilot must first he tracking directly

to the

station in question; then the

aircraft is turned 90° frorri that heading to a perpendicular track. The pilot L hen notes the ch anges in L he

bearing to the station and the am ount of urne required prod uce the bearing chan ge.

Th e two equations are as Ibilows:

Time (seconds) required for degrees or radials change

Time to Station (minutes) =

Number of degrees/radials changed

I'AS x Time to station in (minutes)

Distance to Station ([NM) =


14/15

60

A pplying these formulas to VO R s, for example, let us assume that an aircraft is tracking inbound o n the 27 00

Radial of a VOR. Fhc pilot wishes to know the aircraft's distance from the

VOl? slatiün. To do this, the

pilot then turns the aircraft to a head ing of 360"', and starts tinning After two minutes the pilot notes that the

CDI has deflected I '/ dots—or what is three degrees. Here comes the math:

129

Time to Station (minutes) =

Time to Station (minutes) = 40

The arrali is 40 minutes from the VOR.

Assuming that the airerafi travels at 120 KTS lAS, the pilot then wishes to estimte the distance of the aircraft

fi-om the VOR. here we go:

120x 40

Distance to Station (NM)

60

Distance to Station (NM) =

U

Th c aircraft is 9 () N M from the VO R.

N ow let ui apply tFese lhrwitilas to u.SC o['NDR s. Again the aircraft iF. tracking directly to an ND B and the

pilot wishes to determine the exact time and distance required Iör station passage Using a fixed card ADF the

pilot tL uns

900

W orn the course and notes that it takes 2 minutes lbr the relative hearing to the N DB to change

from

2700

to 262'. Again, here comes the nttb: 120 seconds divided by 8 eqwils 1 5— the airerdit is

IhereJjre 15 minutes Worn the NDB. Tithe TA o[the aircraf is 150 KTS,

150

is multiplied by 1

5

L o equal

2250, arKi 2250 is divded by 60 L o equal 37 .5--the aircraft is ihereR,re

37.5

NM from the

NDB.

Track Measurement

W hericvcr it is required to produce a qu ick measurement of csdniatcd cii route along an airway with a dogleg,


15/15

or a series o ['airways with dilrcrcnt tracks, an effective way

to do th is is to "eyeball-estimate"

an

average

track. When the average track is dctcrinincd, the forecast winds can be applied to dctcrrninc the average

groundspccd and the total distance

of the actual routing can be applied to the avcragc ground spced to

determine th e total tinic on route.

Here are sonic examples of average tracks

References:

AIM

G L L N

5.1 (Glossary of Aeronautical Terms)

2 ibid.

3 Unlike a VOR, the NDB signal is tested every tint a new NDB is selected. If the APP is equipped with a

"test' hiaion, this is pressed and the bearing indicator will nioc to the 090'relative hearing position; ifthe

A DF d oes not have a lest lcatL irc, move the liinclion scicetor switch W orn the AD F position to the AN T

position (the ANT position removes the directional loop antenna" from the systern allowing only the non-

directional "sense antenna" to receive the

signal), and

again the 090° relative bearing w ill be received.

In lad, you do not add or subtract, but instead simply glance at

t h e A D F rotating card and read the intercept

beading—presui -

ning, oftourse that you have "bugged" the orientttion heading.

In

the event ola Fixed card

A DF , simply transpose the bearing indication onto the h eading indicator; as you turn to the intercept heading

you should see the desired track under either the 45'or

900

marker on the h eading indicator.

.This

is quite tricky business and you should spend titne on the ground re-viewing this tail pulling" and "h ead

push ing; on a scrap of paper—b ut of course it is best seen in the air.

Mary Bar/ed a/er llarv Dad Roast IJeef or Mary 1/ad Roast Bee/—i4arv Bar/ed.

IFR Instrument Navigation

Documents

Transcript of IFR Instrument Navigation