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against 60 on the outer, to read the
groundspeed of 257 kts against the
60 triangle. Since this is more than
the TAS, there is a 7 knot tailwind.
3. 292° at 132 kts.
4. A heavy line box means an FSS
with standard frequencies, 126.7,
121.5 and 243.0. Other frequencies
are above, but, in this case, 243.0
isn't available.
152 Canadian Private Pilot Studies
Notes
Flight Planning
This may appear tedious in the early
stages, but planning is actually
around ¾ of a trip. The more you
do, the more answers you will have
to hand when things go wrong and
the better the trip will be, as any plan
you have spent time over is better
than one cooked up on the spur of
the moment. If you get yourself into
a little routine, the process will
become speedier as time goes by.
Proper Planning Prevents Poor
Performance.
Well begun, half done.
Points to remember are the weather
details for the destination and
alternates, plus takeoff alternates if
you have to land back in a hurry (this
could mean up to eight airfields),
check the runways available (and
crosswinds!) and NOTAMS, in case
any aids are out.
Sometimes ATC have preferred
routings, which will be found in the
CFS. Check the altitudes on the
chosen route, and ensure you have
the performance to maintain them –
adjust your all-up weight.
Always ensure you are using the
same units, by which I mean don't
mix magnetic and true headings and
wind directions. Either apply
magnetic to everything before you
start, or work it all out in true and
apply the variation at the end.
Keep ATC informed of delays,
otherwise SAR might be called out
by mistake!
Fuel
Very few aircraft will actually take a
full load of passengers and fuel, so
you need to know how long it will
take between two points, find out
how much fuel it will take, then fit
the passengers in. Do not put the
passengers in first and fit the fuel in
afterwards! Not unless you plan to
stop en route, at least. Of all the
things there is absolutely no excuse
for in Aviation, running out of fuel
is one of them! If you have to take
less fuel, then you will have to stop
and pick up some more on the way,
or leave someone behind. If you take
the same fuel anyway, you will be
overweight, with not enough power
154 Canadian Private Pilot Studies
in the engines to get you out of
trouble, and invalid insurance.
Helicopters
You must be able to fly for 20
minutes at normal cruising speed
after reaching your destination. For
IFR and night VFR, it’s 30 minutes.
Fixed Wing
The plan should be to arrive over
the destination in a position to make
an approach, overshoot and fly to an
alternate, and still have enough to
hold for 45 minutes at the alternate.
Even then, you must still be able to
carry out an approach and landing,
so you should carry enough for the
estimated time to the destination,
plus 5% for contingencies, time to
alternate, and holding fuel. Don't
forget any unuseable fuel your
machine may require.
Maps
When planning a flight, the first
thing to do is to draw a line on the
map to represent the track you wish
to fly. Find the mid-point and mark
it with a cross. Then mark the line at
10 nm intervals (or split the two
halves into quarters), and draw
dotted lines branching out at 10°
from the origin. These may be left
out once you know what you're
doing, but when learning they are
very useful when calculating drift
once you find the wind is different
from that forecast and you need to
recalculate on the run. The less you
have to do in the air, the better, as
your first priority is to fly the
aircraft, and you don’t want to start
getting rulers out and spreading your
map around in front of passengers.
The PLOG
The letters are short for Progress Log,
or a sheet of paper which tabulates
the details of a particular flight, used
for flight planning and checking
progress on the actual trip. In
commercial companies, it must be
kept as a record of the flight.
Once you've drawn your line on the
map representing the desired track,
you put its details in the appropriate
boxes on the plog, work out the
wind, obtain your intended heading
and groundspeed, apply the
magnetic variation, calculate the fuel
required, fill 'er up and you’re ready
to go.
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