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Air Navigation

Is identical to General Navigation, which includes the process of planning, recording, and
controlling the movement of craft from one place to another.
Involves piloting an aircraft from place to place without getting lost, breaking the laws applying
to aircraft, or endangering the safety of those on board or on the ground.
The techniques used for navigation in the air will depend on whether the aircraft is flying
under visual flight rules (VFR) or instrument flight rules (IFR).
o VFR - set of regulations under which a pilot operates an aircraft in weather conditions
generally clear enough to allow the pilot to see where the aircraft is going
visual meteorological conditions (or VMC) is an aviation flight category in
which visual flight rules (VFR) flight is permittedthat is, conditions in
which pilots have sufficient visibility to fly the aircraft maintaining visual
separation from terrain and other aircraft.
o IFR - "Rules and regulations established by the FAA to govern flight under conditions in
which flight by outside visual reference is not safe. IFR flight depends upon flying by
reference to instruments in the flight deck, and navigation is accomplished by reference
to electronic signals.[1] It is also a term used by pilots and controllers to indicate the type
of flight plan an aircraft is flying, such as an IFR or VFR flight plan.
Instrument meteorological conditions (IMC) is an aviation flight category that
describes weather conditions that require pilots to fly primarily by reference to
instruments,

Difference of Air Navigation from the Navigation of Surface Craft


-

Aircraft travel at relatively high speeds


leaving less time to calculate their position on route
Aircraft normally cannot stop in mid-air to ascertain their position at leisure.
Aircraft are safety-limited by the amount of fuel they can carry
There is no in-flight rescue for most aircraft
collisions with obstructions are usually fatal

Route Planning
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first step in navigation is deciding where one wishes to go


A private pilot planning a flight under VFR will usually use an aeronautical chart of the area
which is published specifically for the use of pilots
The pilot will choose a route
o The chosen route is plotted on the map, and the lines drawn are called the track
When an aircraft is in flight, it is moving relative to the body of air through which it is flying;
therefore maintaining an accurate ground track is not as easy as it might appear, unless there is
no wind at all a very rare occurrence.

Once the pilot has calculated the actual headings required, the next step is to calculate the
flight times for each leg.
The flight time will depend on both the desired cruising speed of the aircraft, and the wind - a
tailwind will shorten flight times, a headwind will increase them. The E6B has scales to help
pilots compute these easily.
The point of no return, sometimes referred to as the PNR
Commercial aircraft are not allowed to operate along a route that is out of range of a suitable
place to land if an emergency such as an engine failure occurs. The ETP calculations serve as a
planning strategy, so flight crews always have an 'out' in an emergency event, allowing a safe
diversion to their chosen alternate.
The final stage is to note which areas the route will pass through or over, and to make a note of
all of the things to be done

IFR Planning
-

similar to VFR flight planning except that the task is generally made simpler by the use of special
charts that show IFR routes from beacon to beacon with the lowest safe altitude (LSALT),
bearings (in both directions) and distance marked for each route.
IFR pilots may fly on other routes but they then have to do all of these calculations themselves
with the LSALT calculation being the most difficult.
The pilot then needs to look at the weather and minimum specifications for landing at the
destination airport and the alternate requirements.
The pilot must also comply with all the rules including their legal ability to use a particular
instrument approach depending on how recently they last performed one.

In Flight
-

Once in flight, the pilot must take pains to stick to plan, otherwise getting lost is all too easy
If the wind is different from that expected, the pilot must adjust heading accordingly, but this is
not done by guesswork, but by mental calculation - often using the 1 in 60 rule.
the pilot must stick to the calculated headings, heights and speeds as accurately as possible,
unless flying under visual flight rules.
The visual pilot must regularly compare the ground with the map, (pilotage) to ensure that the
track is being followed although adjustments are generally calculated and planned. Usually, the
pilot will fly for some time as planned to a point where features on the ground are easily
recognised.
The pilot then needs to look at the weather and minimum specifications for landing at the
destination airport and the alternate requirements.

While the compass is the primary instrument used to determine one's heading, pilots will
usually refer instead to the direction indicator (DI), a gyroscopically driven device which is much
more stable than a compass.
The compass reading will be used to correct for any drift (precession) of the DI periodically. The
compass itself will only show a steady reading when the aircraft has been in straight and level
flight long enough to allow it to settle.

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