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overhead, expressed in UTC.
Definitions
• Trip Sheet
– A sheet a pilot uses in flight, which has various headings,
distances, en-route points, times, fuel logs, radio frequencies
and other important information a pilot deems necessary to
conduct a navigational flight.
• SARTIME
– The time nominated by the pilot for the intention of Search and
Rescue to start looking for the aircraft. A cancellation of
SARTIME is usually made upon safe arrival to stop this action
from occurring.
• VMC – Visual Meteorological Conditions
– Specified conditions (of visibility and distance away from cloud)
that visual pilots must adhere to when flying visually, different
airspace classifications have different requirements.
Pre-Flight Principles
• Planning A Flight
– Start with a Navigation Route:
Point Cook – Melton South – Ballarat (overfly) – Swan Marsh –
Avalon – Point Cook
– Check the latest weather to make sure you are
capable of maintaining VMC during the flight.
– Draw the desired route on all navigational charts,
taking into consideration: CTA steps (Airspace),
Lanes of Entry, Danger and Restricted areas,
Aerodromes, radio navigational aids and approach
points. Also look at the terrain along the route to see if
a possible emergency landing area could be found.
– Mark in points where 1:60 checks can be made (place
these on WAC and VNC). Ideally these points should
be half way along a particular leg.
Pre-Flight Principles
– Mark on the WAC and other maps the location at
which radio frequency changes should be made, use
a symbol.
– Write the route onto a trip sheet
– Measure distances (Nm) and bearings (magnetic
bearings) for each leg of the journey and write this
information onto the trip sheet
– Give consideration to cloud, terrain clearance,
cruising levels and wind velocity at different heights –
then pick the most appropriate cruising level for each
leg of the route
– Determine the wind velocity for each leg of the route,
write this information down on the trip sheet.
Pre-Flight Principles
– Using the TAS and the wind velocity, determine the
heading required to be flown due to drift. Also
calculate the ground speed, and estimated time
interval for each leg. Use a navigation computer to
help do these calculations.
– Determine the total estimated time interval (ETI) from
landing to landing. From this time interval calculate
the fuel required for the flight, using the aircraft’s
specified fuel burn-off rate, allowing for fuel reserves,
holding any other requirements.
– Fill in the flight plan
– Submit the flight plan, using NAIPS.
– Conduct a pre-flight inspection of the aircraft
In-Flight Principles
• Taking the time
– Pilot will need to take the time at various
points in order to calculate the aircrafts
performance:
• Take the time on start-up for the fuel log
• Take the time overhead the aerodrome on
departure, then add the estimated time interval
expected for the leg
• Check the time during flight, to see if you are slow
or fast
• Check the SARTIME, making sure you can get to
the destination before your nominated SARTIME
In-Flight Principles
• 1:60
– If an aircraft travels 60nm and is 1nm off track
then the Track Error (TE) is 1º degree
– This principle can be applied to any distance if
the ratio is kept the same:
1Nm
60 Nm
1º
2 Nm
60 Nm
2º 1 Nm
20 Nm
3º
In-Flight Principles
• Getting back on track with a 1:60
– The track error tells us how much we have to turn to
parallel track but doesn’t tell us how to get back on
track
– A Closing Angle (CA) must be calculated using the
1:60 principle to get the aircraft back on track
– Example:
– To get back on track you will need to change your
heading by: TE + CA = 6º + 4º = 10º
2 Nm
20 Nm
6º
30 Nm
4º
TE CA
In-Flight Principles
• Estimating Top of Descent (TOD)
– Allows a pilot to conduct a shallow descent into an
aerodrome, to be at the aerodrome boundary at
1500ft AGL (overfly height)
– Conducted at 500ft per minute for passenger comfort
– Calculated using the following steps:
• Determine the aircrafts ETA for the destination
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