1 00:00:16,383 --> 00:00:17,550 PHILIP GREENSPUN: All right. 2 00:00:17,550 --> 00:00:19,050 We're going to go in and outline, how do you 3 00:00:19,050 --> 00:00:20,160 navigate an airplane? 4 00:00:20,160 --> 00:00:24,360 It's become a lot easier now in the GPS age, 5 00:00:24,360 --> 00:00:26,550 but you still have to know a little bit 6 00:00:26,550 --> 00:00:29,950 about how people used to do it in the old days, 7 00:00:29,950 --> 00:00:31,480 partly to pass the exam, and partly 8 00:00:31,480 --> 00:00:34,350 because it's interesting. 9 00:00:34,350 --> 00:00:34,973 All right. 10 00:00:34,973 --> 00:00:37,140 So we're going to talk about looking out the window. 11 00:00:37,140 --> 00:00:40,200 That's called pilotage, planning your flight 12 00:00:40,200 --> 00:00:42,000 and then looking out the window. 13 00:00:42,000 --> 00:00:45,360 We'll talk about the old non-directional beacons, 14 00:00:45,360 --> 00:00:48,000 basically homing in on a radio station. 15 00:00:48,000 --> 00:00:50,185 In the 1950s, there was something called the VOR 16 00:00:50,185 --> 00:00:54,160 that we'll talk about that lets you figure out 17 00:00:54,160 --> 00:00:59,260 exactly your magnetic heading to or from a radio station. 18 00:00:59,260 --> 00:01:01,120 And finally, the way that most people 19 00:01:01,120 --> 00:01:04,510 get around these days, the GPS and the moving map. 20 00:01:04,510 --> 00:01:05,030 OK. 21 00:01:05,030 --> 00:01:07,850 So when you're doing pilotage, you come up in advance 22 00:01:07,850 --> 00:01:10,100 with a bunch of visual landmarks that you think you'll 23 00:01:10,100 --> 00:01:11,410 be able to see from the air. 24 00:01:11,410 --> 00:01:12,660 You're going to cross a river. 25 00:01:12,660 --> 00:01:14,035 You're going to find a reservoir. 26 00:01:14,035 --> 00:01:15,770 You're going to see a big radio tower. 27 00:01:15,770 --> 00:01:17,630 You're going to pass a town that has 28 00:01:17,630 --> 00:01:21,530 the name of the town written in a high school athletic field. 29 00:01:21,530 --> 00:01:24,620 And the VFR charts, they emphasize-- 30 00:01:24,620 --> 00:01:27,860 I think you saw that, maybe with the iPad 31 00:01:27,860 --> 00:01:29,240 or we have charts up here. 32 00:01:29,240 --> 00:01:30,410 We can look at it later-- 33 00:01:30,410 --> 00:01:34,250 but they emphasize objects that you can, as a practical matter, 34 00:01:34,250 --> 00:01:35,780 see from the air. 35 00:01:35,780 --> 00:01:39,080 So the procedure, and we'll go through this carefully, 36 00:01:39,080 --> 00:01:44,360 is you plot your planned course using a pencil and a ruler, 37 00:01:44,360 --> 00:01:48,098 essentially, on the chart. 38 00:01:48,098 --> 00:01:49,640 You select what checkpoints are going 39 00:01:49,640 --> 00:01:54,530 to be visible on your flight. 40 00:01:54,530 --> 00:01:57,950 You measure the distance from point to point, 41 00:01:57,950 --> 00:02:00,200 and then you've got this plan of what 42 00:02:00,200 --> 00:02:02,240 heading you're going to steer. 43 00:02:02,240 --> 00:02:04,370 You get the forecast winds as well. 44 00:02:04,370 --> 00:02:07,470 So you say, look, I'm going to fly this. 45 00:02:07,470 --> 00:02:09,470 I'm going to be going 100 knots over the ground. 46 00:02:09,470 --> 00:02:12,770 I'm going to be being blown off course very slightly 47 00:02:12,770 --> 00:02:14,995 by a crosswind from the north. 48 00:02:14,995 --> 00:02:15,870 You plan all of that. 49 00:02:15,870 --> 00:02:17,203 And then you've got your navlog. 50 00:02:17,203 --> 00:02:19,670 So as you reach each checkpoint, you can make a correction. 51 00:02:19,670 --> 00:02:21,690 Well, it took me a little bit longer to get here. 52 00:02:21,690 --> 00:02:23,648 I'm a little bit left of where I thought I was. 53 00:02:23,648 --> 00:02:27,510 So you can make these corrections as you go along. 54 00:02:27,510 --> 00:02:28,010 All right. 55 00:02:28,010 --> 00:02:29,040 So here's an example. 56 00:02:29,040 --> 00:02:32,960 Let's say you wanted to go from MIT to Bennington College 57 00:02:32,960 --> 00:02:34,820 to visit a friend. 58 00:02:34,820 --> 00:02:38,990 Well, there's an airport right there called DDH, 59 00:02:38,990 --> 00:02:40,820 and it's about 90 nautical miles. 60 00:02:40,820 --> 00:02:43,970 I think I did this with a SkyVector. 61 00:02:43,970 --> 00:02:48,710 So your planning goal is to come up with this navigation log. 62 00:02:48,710 --> 00:02:51,050 So you're going to say, OK, I'm going to depart Hanscom 63 00:02:51,050 --> 00:02:53,320 Field up there at the top. 64 00:02:53,320 --> 00:02:56,670 And it's going to take me-- 65 00:02:56,670 --> 00:03:01,450 looks like it's going to take me nine nautical miles 66 00:03:01,450 --> 00:03:05,430 before I reach my cruising altitude and about 67 00:03:05,430 --> 00:03:06,810 four minutes. 68 00:03:06,810 --> 00:03:15,160 Then after that, it's going to take me five minutes 69 00:03:15,160 --> 00:03:17,230 to reach Fitchburg Airport, which 70 00:03:17,230 --> 00:03:18,460 airports are great landmarks. 71 00:03:18,460 --> 00:03:21,550 They're very easy to see and they have distinctive shapes. 72 00:03:21,550 --> 00:03:25,840 And notice here, the magnetic course is 298, 73 00:03:25,840 --> 00:03:27,790 but with the wind, we're going to have 74 00:03:27,790 --> 00:03:31,660 to correct that and steer 292. 75 00:03:31,660 --> 00:03:34,250 And of course, the compass card with the deviations 76 00:03:34,250 --> 00:03:37,600 indicated might give us another degree or two. 77 00:03:37,600 --> 00:03:40,150 But basically, from the wind, that wind correction 78 00:03:40,150 --> 00:03:42,525 is going to have us steering a slightly different course. 79 00:03:42,525 --> 00:03:45,150 Anyway, so you're going to come up with this navlog of how long 80 00:03:45,150 --> 00:03:46,870 it's going to take, what course you're 81 00:03:46,870 --> 00:03:54,140 going to steer from your compass, and as you go along, 82 00:03:54,140 --> 00:03:59,435 you're basically doing what's called dead reckoning. 83 00:03:59,435 --> 00:04:01,310 It's tough over the ocean because there's not 84 00:04:01,310 --> 00:04:02,000 any landmarks. 85 00:04:02,000 --> 00:04:07,190 So those early pilots who went over oceans were real heroes. 86 00:04:07,190 --> 00:04:10,432 If you're going over the land, you can actually 87 00:04:10,432 --> 00:04:11,390 make these corrections. 88 00:04:11,390 --> 00:04:13,400 So the procedure is just as I said. 89 00:04:13,400 --> 00:04:15,560 You plot the course on the chart. 90 00:04:15,560 --> 00:04:16,821 You measure the true course. 91 00:04:16,821 --> 00:04:18,529 So let's say you're going straight north. 92 00:04:18,529 --> 00:04:21,320 That's going to be zero. 93 00:04:21,320 --> 00:04:22,970 Then you correct for the forecast 94 00:04:22,970 --> 00:04:25,000 wind to find the true heading. 95 00:04:25,000 --> 00:04:26,900 Then you correct for the magnetic variation 96 00:04:26,900 --> 00:04:28,760 because remember, you're in-aircraft sources 97 00:04:28,760 --> 00:04:31,190 are magnetic heading, not true heading. 98 00:04:31,190 --> 00:04:34,640 And finally, you're going to estimate the ground speed 99 00:04:34,640 --> 00:04:37,340 and estimated time and route for a leg. 100 00:04:39,910 --> 00:04:40,600 All right. 101 00:04:40,600 --> 00:04:42,070 Let's talk about some terms. 102 00:04:42,070 --> 00:04:44,350 We're using them, let's reinforce them. 103 00:04:44,350 --> 00:04:47,310 Your course is the direction over the ground, 104 00:04:47,310 --> 00:04:49,320 but your heading is going to be, in general, 105 00:04:49,320 --> 00:04:53,460 different from the course due to wind. 106 00:04:53,460 --> 00:04:57,570 True is if you steer true north, you'll get to the North Pole 107 00:04:57,570 --> 00:05:00,330 and hang out with Santa Claus. 108 00:05:00,330 --> 00:05:03,030 If you go magnetic, you'll go to a slightly different place 109 00:05:03,030 --> 00:05:04,620 every time. 110 00:05:04,620 --> 00:05:05,300 All right. 111 00:05:05,300 --> 00:05:09,630 Magnetic variation, we had this chart pretty much before. 112 00:05:09,630 --> 00:05:13,610 So unless you're somewhere down in Florida 113 00:05:13,610 --> 00:05:15,480 or it looks like in Chicago, there's 114 00:05:15,480 --> 00:05:20,200 going to be some correction from true to magnetic. 115 00:05:20,200 --> 00:05:22,570 The local magnetic variation, remember, 116 00:05:22,570 --> 00:05:24,290 is indicated on the chart. 117 00:05:24,290 --> 00:05:27,880 So it's right here, 14 degrees west, 118 00:05:27,880 --> 00:05:31,480 and remember, again, if you get confused about how true 119 00:05:31,480 --> 00:05:33,535 and magnetic relate, just look at the OR diagram. 120 00:05:36,170 --> 00:05:38,330 Here's an example, a compass card 121 00:05:38,330 --> 00:05:40,910 that you might see in your aircraft. 122 00:05:40,910 --> 00:05:43,400 I haven't seen any that are quite this dramatic. 123 00:05:43,400 --> 00:05:46,700 I think this is for effect, but you can see it says, look, 124 00:05:46,700 --> 00:05:53,550 if you want to fly 60 degrees, a heading of 060-- 125 00:05:53,550 --> 00:05:57,080 oh, if you want to go east, instead of steering 090, 126 00:05:57,080 --> 00:05:58,640 steer 85 on your compass. 127 00:06:01,870 --> 00:06:03,910 It gets updated every couple of years, I think, 128 00:06:03,910 --> 00:06:06,610 and as I added earlier, if you have things 129 00:06:06,610 --> 00:06:10,330 in the airplane or systems like a heated windshield turned on, 130 00:06:10,330 --> 00:06:12,470 the compass may become kind of worthless. 131 00:06:12,470 --> 00:06:12,970 All right. 132 00:06:12,970 --> 00:06:16,150 So let's get out the tools. 133 00:06:16,150 --> 00:06:19,480 We're going to go through these more with flight planning. 134 00:06:19,480 --> 00:06:21,750 But basically, you get your sectional chart. 135 00:06:25,410 --> 00:06:27,960 Tina showed you this. 136 00:06:27,960 --> 00:06:28,590 I have one too. 137 00:06:28,590 --> 00:06:33,060 I just got it yesterday at East Coast Aero Club, front desk. 138 00:06:33,060 --> 00:06:34,630 Flight schools usually sell them. 139 00:06:34,630 --> 00:06:36,540 I think they're missing out on the revenue 140 00:06:36,540 --> 00:06:40,500 now that it's all free on SkyVector and similar sites. 141 00:06:40,500 --> 00:06:44,120 You've got your plotter. 142 00:06:44,120 --> 00:06:49,250 So this is basically a ruler, and the ruler 143 00:06:49,250 --> 00:06:51,830 is, on top, in statute miles. 144 00:06:51,830 --> 00:06:54,650 I'm not sure when you would ever want to use that, 145 00:06:54,650 --> 00:06:56,480 but on the bottom, you have nautical miles 146 00:06:56,480 --> 00:06:59,300 which is what we generally use in the aviation world. 147 00:06:59,300 --> 00:07:01,940 And you have this protractor that you 148 00:07:01,940 --> 00:07:04,310 might remember from elementary school that 149 00:07:04,310 --> 00:07:06,530 helps you figure out, on the chart, what 150 00:07:06,530 --> 00:07:08,010 the true course is going to be. 151 00:07:08,010 --> 00:07:08,510 All right. 152 00:07:08,510 --> 00:07:12,630 So I think you guys can probably figure out how to use that. 153 00:07:12,630 --> 00:07:16,270 This is the E6B flight computer. 154 00:07:16,270 --> 00:07:19,843 So I think the E6B designation comes from the US military. 155 00:07:19,843 --> 00:07:21,510 I'm not exactly sure when this came out. 156 00:07:21,510 --> 00:07:23,820 Probably it says in Wikipedia, but I'm 157 00:07:23,820 --> 00:07:26,820 assuming it was a World War Ii era kind of device. 158 00:07:26,820 --> 00:07:30,180 And it lets you make all kinds of computations of density, 159 00:07:30,180 --> 00:07:37,850 altitude, of how fast you're going truly through the air, 160 00:07:37,850 --> 00:07:41,190 as a function of your altitude and what you're seeing 161 00:07:41,190 --> 00:07:44,040 on your airspeed indicator. 162 00:07:44,040 --> 00:07:46,590 It lets you, on the backside, correct for wind. 163 00:07:46,590 --> 00:07:49,200 You can make pencil marks and then start 164 00:07:49,200 --> 00:07:53,040 twisting to figure out whether the wind is going to give you 165 00:07:53,040 --> 00:07:55,980 a reduction or a boost in airspeed, 166 00:07:55,980 --> 00:07:58,620 and also how much of a course correction 167 00:07:58,620 --> 00:07:59,580 you're going to need. 168 00:07:59,580 --> 00:08:03,460 So it's a very useful instrument. 169 00:08:03,460 --> 00:08:05,400 Now fortunately, it comes with instructions 170 00:08:05,400 --> 00:08:07,980 because your modern pilots have mostly 171 00:08:07,980 --> 00:08:09,850 forgotten how to use this. 172 00:08:09,850 --> 00:08:12,960 It's a historical artifact at this point. 173 00:08:12,960 --> 00:08:16,200 But we'll go through some of it so you'll get a flavor for it, 174 00:08:16,200 --> 00:08:19,640 and it is fun. 175 00:08:19,640 --> 00:08:20,210 All right. 176 00:08:20,210 --> 00:08:22,620 So you put your plotter down on the chart. 177 00:08:22,620 --> 00:08:26,780 And as you can see, you'll be able to read 178 00:08:26,780 --> 00:08:32,240 from the protractor, depending on the line that you've drawn, 179 00:08:32,240 --> 00:08:33,289 what the course is. 180 00:08:33,289 --> 00:08:36,500 I will tell you that one of the most important skills, 181 00:08:36,500 --> 00:08:38,510 if you're old-school flight instructor, 182 00:08:38,510 --> 00:08:40,400 is drawing a straight line from one 183 00:08:40,400 --> 00:08:42,510 side of the chart to the other. 184 00:08:42,510 --> 00:08:43,760 I can't tell you how to do it. 185 00:08:43,760 --> 00:08:46,100 It's a really complicated folding system 186 00:08:46,100 --> 00:08:49,250 that enables you to actually draw a course line when 187 00:08:49,250 --> 00:08:54,440 you have to flip the chart over to get from your source 188 00:08:54,440 --> 00:08:57,150 and destination airports. 189 00:08:57,150 --> 00:08:57,670 OK. 190 00:08:57,670 --> 00:09:00,060 Using the plotter, you can see people's charts. 191 00:09:00,060 --> 00:09:02,560 They would have to buy new ones every few weeks because they 192 00:09:02,560 --> 00:09:04,390 would be so marked up with pencils. 193 00:09:08,830 --> 00:09:11,740 Here we find the true course is 038. 194 00:09:11,740 --> 00:09:15,520 So as you can see, they're just reading that 195 00:09:15,520 --> 00:09:18,880 off the protractor part. 196 00:09:18,880 --> 00:09:21,360 There are paper E6Bs and metal ones. 197 00:09:21,360 --> 00:09:25,160 So this is a picture of a paper one. 198 00:09:25,160 --> 00:09:31,550 Again, you can see that you can just 199 00:09:31,550 --> 00:09:35,040 set up, for example, that we're going to go 90 knots, 200 00:09:35,040 --> 00:09:39,050 and then that's here. 201 00:09:39,050 --> 00:09:42,530 If we go 90 knots, then it will take us 10 minutes 202 00:09:42,530 --> 00:09:45,560 to go 15 miles. 203 00:09:45,560 --> 00:09:46,340 Not very exciting. 204 00:09:51,890 --> 00:09:54,270 The wind side is more interesting. 205 00:09:54,270 --> 00:10:01,650 You can get your ground speed and your wind correction angle. 206 00:10:01,650 --> 00:10:04,150 That's the most important thing. 207 00:10:04,150 --> 00:10:08,620 So this one is hard enough to use that they actually 208 00:10:08,620 --> 00:10:12,610 put the instructions right on the top here, 209 00:10:12,610 --> 00:10:15,100 on the back of the E6B. 210 00:10:15,100 --> 00:10:18,393 So they say, place the wind direction under the true index. 211 00:10:18,393 --> 00:10:19,310 We'll go through this. 212 00:10:19,310 --> 00:10:22,930 Anyway, the wind's from 210, and we're 213 00:10:22,930 --> 00:10:28,370 trying to fly straight south, a true course of 180 214 00:10:28,370 --> 00:10:31,150 at an air speed of 147 knots through the air. 215 00:10:31,150 --> 00:10:32,740 We've already computed that. 216 00:10:32,740 --> 00:10:34,990 And the wind's 20 knots from 210. 217 00:10:34,990 --> 00:10:37,050 So we're trying to go south. 218 00:10:37,050 --> 00:10:40,560 Let's say, this is south at 180 and the wind 219 00:10:40,560 --> 00:10:42,120 is coming from the right. 220 00:10:42,120 --> 00:10:44,400 So when we're all done, I sure hope 221 00:10:44,400 --> 00:10:45,900 that the answer will be that we have 222 00:10:45,900 --> 00:10:51,360 to steer a little bit to the right of 180, true at least. 223 00:10:51,360 --> 00:10:51,860 All right. 224 00:10:57,330 --> 00:10:59,130 So here we are on the wind side. 225 00:11:03,420 --> 00:11:06,840 We start by marking 147 knots, it looks like. 226 00:11:10,430 --> 00:11:14,340 And then we rotate it. 227 00:11:17,210 --> 00:11:22,330 You can see that pencil mark has been rotated off. 228 00:11:22,330 --> 00:11:23,750 It started at 210. 229 00:11:23,750 --> 00:11:25,310 Oh, let's go back. 230 00:11:25,310 --> 00:11:25,910 Yeah. 231 00:11:25,910 --> 00:11:31,640 So we had it set up to 210. 232 00:11:31,640 --> 00:11:34,020 Says wind direction under true index. 233 00:11:34,020 --> 00:11:35,540 Then we marked the velocity. 234 00:11:35,540 --> 00:11:37,590 Then we twisted it a little bit. 235 00:11:37,590 --> 00:11:42,270 So now, we've got an index of south, 236 00:11:42,270 --> 00:11:52,120 and we can read that our ground speed will have fallen right 237 00:11:52,120 --> 00:11:56,800 there under the little grommet there to 129 knots, 238 00:11:56,800 --> 00:12:00,460 and the wind correction angle is going to be 4 degrees. 239 00:12:00,460 --> 00:12:04,280 You can read that off of this little scale here. 240 00:12:04,280 --> 00:12:07,650 See, it says 5 and 10. 241 00:12:07,650 --> 00:12:11,730 Anyway, so we do all of that, which is very tedious. 242 00:12:11,730 --> 00:12:14,050 It's based on a forecast, again, of the winds aloft, 243 00:12:14,050 --> 00:12:16,330 so it's never going to be exactly right. 244 00:12:16,330 --> 00:12:19,950 And we use it to fill out one of these navigation log forms. 245 00:12:19,950 --> 00:12:21,420 Once it's all filled out, you can 246 00:12:21,420 --> 00:12:24,150 see that it's a lot easier to do if you just ask some computer 247 00:12:24,150 --> 00:12:28,560 application to do it for you, like SkyVector is free and will 248 00:12:28,560 --> 00:12:31,712 do it for you, using the forecast winds. 249 00:12:31,712 --> 00:12:33,420 Then when you're flying along, as I said, 250 00:12:33,420 --> 00:12:34,620 you make corrections. 251 00:12:34,620 --> 00:12:37,080 So here, for example, unfortunately, 252 00:12:37,080 --> 00:12:39,030 the one bad thing about SkyVector, 253 00:12:39,030 --> 00:12:43,300 I put in these user fixes, a beam to Fitchburg Airport 254 00:12:43,300 --> 00:12:44,790 and crossing the Connecticut River, 255 00:12:44,790 --> 00:12:46,373 I think, because I thought those would 256 00:12:46,373 --> 00:12:48,070 be easy to see from the air. 257 00:12:48,070 --> 00:12:51,210 But unfortunately, there's no way to name them in SkyVector. 258 00:12:51,210 --> 00:12:53,490 So they just come out as user fix. 259 00:12:53,490 --> 00:12:55,820 But maybe you could write that in with a pencil. 260 00:12:55,820 --> 00:12:59,550 Anyway, so you can see here, the wind 261 00:12:59,550 --> 00:13:04,710 is forecast to be from 272 at 15 knots. 262 00:13:04,710 --> 00:13:08,750 You're going 140 knots of true air speed. 263 00:13:08,750 --> 00:13:15,440 Your track over the ground is supposed to be 287 true, 264 00:13:15,440 --> 00:13:17,630 minus 2 degrees wind correction angle. 265 00:13:17,630 --> 00:13:20,540 I just did this, actually, for Sunday night, I think. 266 00:13:20,540 --> 00:13:23,720 The true heading, therefore, will be 285, 267 00:13:23,720 --> 00:13:25,640 but then you'll have to add 16 degrees 268 00:13:25,640 --> 00:13:27,300 for the local variation. 269 00:13:27,300 --> 00:13:30,170 So you'll end up with a magnetic heading of 301. 270 00:13:30,170 --> 00:13:33,320 So you steer that for a while, see how it goes. 271 00:13:33,320 --> 00:13:38,120 It's supposed to take you about 12 minutes from the time you 272 00:13:38,120 --> 00:13:41,210 took off to the time you reach that point. 273 00:13:41,210 --> 00:13:43,640 And you write down what actually happened. 274 00:13:43,640 --> 00:13:46,010 And if you see the airport-- 275 00:13:46,010 --> 00:13:47,870 let's see, it's supposed to be on our left. 276 00:13:47,870 --> 00:13:49,412 If you see the airport on your right, 277 00:13:49,412 --> 00:13:52,070 you say, well, the wind's not quite what I thought. 278 00:13:52,070 --> 00:13:54,500 I'm going to steer 10 degrees right. 279 00:13:54,500 --> 00:13:56,810 And then, that river crossing, I guess, 280 00:13:56,810 --> 00:13:59,990 isn't really ideal for heading correction. 281 00:13:59,990 --> 00:14:03,170 You probably want to find some other landmarks as well. 282 00:14:03,170 --> 00:14:03,880 All right. 283 00:14:03,880 --> 00:14:06,110 Pilotage-- oh, question? 284 00:14:06,110 --> 00:14:08,300 AUDIENCE: How far [INAUDIBLE]? 285 00:14:08,300 --> 00:14:11,160 PHILIP GREENSPUN: They do. 286 00:14:11,160 --> 00:14:11,980 Tina might know. 287 00:14:11,980 --> 00:14:15,002 I think the winds aloft are forecast either 24 or 30 288 00:14:15,002 --> 00:14:15,710 hours in advance. 289 00:14:18,500 --> 00:14:19,942 Yeah. 290 00:14:19,942 --> 00:14:20,900 That's a good question. 291 00:14:20,900 --> 00:14:23,570 We can look that up for you later. 292 00:14:23,570 --> 00:14:27,813 But yeah, so you can predict, to some extent, 293 00:14:27,813 --> 00:14:28,730 with prevailing winds. 294 00:14:28,730 --> 00:14:32,090 Some of these applications will work with averages 295 00:14:32,090 --> 00:14:33,840 and so forth, if it's not there. 296 00:14:33,840 --> 00:14:36,710 But yeah, within 24 hours, you have a pretty good wind 297 00:14:36,710 --> 00:14:38,540 forecast. 298 00:14:38,540 --> 00:14:41,440 But again, with a modern GPS system, 299 00:14:41,440 --> 00:14:43,790 you can immediately see whether you're going off course, 300 00:14:43,790 --> 00:14:45,380 and the autopilot may automatically make 301 00:14:45,380 --> 00:14:46,630 the correction for you anyway. 302 00:14:46,630 --> 00:14:50,675 So this is kind of a historical lecture. 303 00:14:50,675 --> 00:14:51,425 It's good to know. 304 00:14:54,080 --> 00:14:58,490 What I would say is, well, yeah, so what I would say 305 00:14:58,490 --> 00:15:01,760 is, it's still worth doing, but I would say generate the navlog 306 00:15:01,760 --> 00:15:02,390 electronically. 307 00:15:02,390 --> 00:15:06,200 It's not really worth doing anymore, like the full pain. 308 00:15:06,200 --> 00:15:09,980 The knowledge test does have a built-in electronic E6B. 309 00:15:09,980 --> 00:15:13,490 The tests are not that demanding, 310 00:15:13,490 --> 00:15:15,428 except that you will need the plotter. 311 00:15:15,428 --> 00:15:17,720 So they'll give you a supplement with a bit of a chart, 312 00:15:17,720 --> 00:15:19,760 and you need the plotter to figure out 313 00:15:19,760 --> 00:15:22,700 how far it is from place to place on the real test. 314 00:15:22,700 --> 00:15:29,120 That's if you want to get 100. 315 00:15:29,120 --> 00:15:30,980 Yeah, you see the summary of how it works. 316 00:15:30,980 --> 00:15:32,390 It's a fun skill. 317 00:15:32,390 --> 00:15:36,710 I will tell you, I had two interactions 318 00:15:36,710 --> 00:15:38,780 on basically the same day. 319 00:15:38,780 --> 00:15:44,690 I met an alumna of this course at the East Coast Aero Club, 320 00:15:44,690 --> 00:15:49,670 and she was tearing up a storm with an E6B 321 00:15:49,670 --> 00:15:51,710 and filling out the navlog, and doing all this. 322 00:15:51,710 --> 00:15:53,480 I said, why are you doing that? 323 00:15:53,480 --> 00:15:58,310 Every East Coast Aero Club plane has a Garmin 430 in it. 324 00:15:58,310 --> 00:16:02,840 Just punch in your destination and you can go. 325 00:16:02,840 --> 00:16:05,300 And if that doesn't work, call up air traffic control 326 00:16:05,300 --> 00:16:06,830 and tell them you're lost. 327 00:16:06,830 --> 00:16:10,280 So she said, well, like every flight with my instructor, 328 00:16:10,280 --> 00:16:11,570 he fails everything. 329 00:16:11,570 --> 00:16:14,680 He makes me go back and assume that everything's broken 330 00:16:14,680 --> 00:16:16,690 and do it all old school and manually. 331 00:16:16,690 --> 00:16:19,190 So she was doing this on every cross-country flight that she 332 00:16:19,190 --> 00:16:22,430 was doing, both dual and solo. 333 00:16:22,430 --> 00:16:23,810 And I said, well, that's good. 334 00:16:23,810 --> 00:16:25,227 I'm not sure how much relationship 335 00:16:25,227 --> 00:16:27,500 that has to safety because the other interaction I had 336 00:16:27,500 --> 00:16:30,740 that day was with a commercial pilot, instrument rated, who 337 00:16:30,740 --> 00:16:33,210 wanted to rent the Cirrus. 338 00:16:33,210 --> 00:16:37,630 And I was the previous user of the airplane. 339 00:16:37,630 --> 00:16:39,370 So I said, how much fuel do you want? 340 00:16:39,370 --> 00:16:40,620 He said, I want it topped off. 341 00:16:40,620 --> 00:16:42,840 I said, you're going to fly for six hours? 342 00:16:42,840 --> 00:16:44,842 Where you going? 343 00:16:44,842 --> 00:16:46,050 He said, I'm going to Albany. 344 00:16:46,050 --> 00:16:47,815 I said, well, it's an hour away. 345 00:16:47,815 --> 00:16:49,440 What do you want six hours of fuel for? 346 00:16:49,440 --> 00:16:52,440 He said, the airport I'm going to doesn't have any fuel. 347 00:16:52,440 --> 00:16:55,180 I said, Albany, the crosswind runway 348 00:16:55,180 --> 00:16:57,090 there is longer than Hanscom's main runway. 349 00:16:57,090 --> 00:16:58,753 It's 7,500 feet. 350 00:16:58,753 --> 00:16:59,920 They've got a beautiful FBO. 351 00:16:59,920 --> 00:17:00,870 It's basically free. 352 00:17:00,870 --> 00:17:02,370 What do you mean, they have no fuel? 353 00:17:02,370 --> 00:17:04,217 And he wanted to go to this other airport. 354 00:17:04,217 --> 00:17:05,550 It was on the east side of town. 355 00:17:05,550 --> 00:17:07,425 It was actually farther from his destination. 356 00:17:07,425 --> 00:17:10,569 He was taking his son to Rensselaer, 357 00:17:10,569 --> 00:17:12,210 and the big airport's actually closer. 358 00:17:12,210 --> 00:17:17,280 And this was a 2,500-foot airport with a note 359 00:17:17,280 --> 00:17:22,230 in the chart supplement saying to call a phone number before 360 00:17:22,230 --> 00:17:24,900 you even try to go there, to check out the local conditions. 361 00:17:24,900 --> 00:17:25,619 It's unattended. 362 00:17:25,619 --> 00:17:28,020 If you blow a tire, there's no way 363 00:17:28,020 --> 00:17:30,300 to get a mechanic out there other than maybe driving 364 00:17:30,300 --> 00:17:33,540 from Albany or Boston. 365 00:17:33,540 --> 00:17:36,000 And it has a displaced threshold too. 366 00:17:36,000 --> 00:17:39,268 It's 2,500 feet, but because of the trees on both ends, 367 00:17:39,268 --> 00:17:41,310 you're not supposed to land right on the numbers. 368 00:17:41,310 --> 00:17:44,640 You actually land a few, like 500 feet or 400 feet down 369 00:17:44,640 --> 00:17:45,810 the runway. 370 00:17:45,810 --> 00:17:49,170 So I said, the Cirrus takes about 2,100 feet 371 00:17:49,170 --> 00:17:51,360 to land over a 50-foot obstacle. 372 00:17:51,360 --> 00:17:53,580 So you're budgeting to use more than 60% 373 00:17:53,580 --> 00:17:56,880 of the runway, which the airline minimum is, you 374 00:17:56,880 --> 00:17:58,590 have to plan to land in 60%. 375 00:17:58,590 --> 00:18:00,655 That way if you are a little bit sloppy, 376 00:18:00,655 --> 00:18:03,030 you don't go off the end of the runway and hit something. 377 00:18:03,030 --> 00:18:05,400 So I said, why would you give yourself, with your son, 378 00:18:05,400 --> 00:18:09,930 less safety margin than a two-pilot airline crew? 379 00:18:09,930 --> 00:18:12,180 And so he said, well, I don't want 380 00:18:12,180 --> 00:18:15,450 to deal with an FBO, which was really weird to me. 381 00:18:15,450 --> 00:18:19,260 So basically, there's no point to that story other than-- 382 00:18:19,260 --> 00:18:20,867 no, there is a point to that story. 383 00:18:20,867 --> 00:18:22,200 There is no point to that story. 384 00:18:25,880 --> 00:18:28,870 Safety is not about doing everything really tedious. 385 00:18:28,870 --> 00:18:32,450 It's more about having reasonable judgment and asking, 386 00:18:32,450 --> 00:18:35,480 why am I better than a two-pilot airline crew? 387 00:18:35,480 --> 00:18:37,280 So yeah, she was smart. 388 00:18:37,280 --> 00:18:39,410 She's an engineer so of course, it 389 00:18:39,410 --> 00:18:41,840 doesn't overtax her to do this kind of stuff, 390 00:18:41,840 --> 00:18:44,540 but let's not really confuse it with adding safety, which 391 00:18:44,540 --> 00:18:47,300 is more about having the judgment to know when to take 392 00:18:47,300 --> 00:18:50,720 a co-pilot or when to make your life easier 393 00:18:50,720 --> 00:18:53,490 by going to an airport with a really long runway. 394 00:18:53,490 --> 00:18:53,990 All right. 395 00:18:53,990 --> 00:18:55,850 Let's talk about ADFs. 396 00:18:55,850 --> 00:18:59,510 This was very exciting in 1952. 397 00:18:59,510 --> 00:19:00,320 Have a look there. 398 00:19:00,320 --> 00:19:02,150 That was a Lear. 399 00:19:02,150 --> 00:19:04,250 Some of you have probably heard of Lear Jet. 400 00:19:04,250 --> 00:19:06,980 So the founder of Lear Jet was also 401 00:19:06,980 --> 00:19:11,180 the inventor of the first practical car radios. 402 00:19:11,180 --> 00:19:13,250 So all the money that was made on car radios 403 00:19:13,250 --> 00:19:16,670 was eventually turned into an aviation company, 404 00:19:16,670 --> 00:19:20,600 and before the Lear Jet, there were these avionics 405 00:19:20,600 --> 00:19:22,820 that made it super easy to figure out 406 00:19:22,820 --> 00:19:24,500 where the station was. 407 00:19:27,410 --> 00:19:29,465 I think at the very first, the pilot would tune, 408 00:19:29,465 --> 00:19:32,990 or the navigator more likely would twist this dial 409 00:19:32,990 --> 00:19:37,970 and hear when this tone reached some kind of maximum. 410 00:19:37,970 --> 00:19:39,980 Then there was the automatic direction finder, 411 00:19:39,980 --> 00:19:43,080 which would just point the needle in that direction 412 00:19:43,080 --> 00:19:43,740 of the station. 413 00:19:43,740 --> 00:19:44,948 See here, it's just pointing. 414 00:19:50,450 --> 00:19:51,680 Yeah, here's something. 415 00:19:51,680 --> 00:19:54,410 This is from the pilots handbook, 416 00:19:54,410 --> 00:19:56,930 I think, on how to use an NDB. 417 00:19:56,930 --> 00:19:59,630 But you can see that with a heavy wind, 418 00:19:59,630 --> 00:20:06,130 you don't end up really tracking exactly towards the station. 419 00:20:06,130 --> 00:20:06,640 All right. 420 00:20:06,640 --> 00:20:11,560 So relative bearing is how far to your left or your right 421 00:20:11,560 --> 00:20:13,190 the station is. 422 00:20:13,190 --> 00:20:15,980 And then you can get the magnetic bearing 423 00:20:15,980 --> 00:20:18,100 if you add your own heading in there. 424 00:20:18,100 --> 00:20:19,510 So this is not rocket science. 425 00:20:19,510 --> 00:20:22,480 If you're going south, and the station is 90 degrees 426 00:20:22,480 --> 00:20:25,810 to your left, then the magnetic bearing to the station is going 427 00:20:25,810 --> 00:20:33,080 to be, I guess, well, I guess the bearing to the station 428 00:20:33,080 --> 00:20:38,410 would be 090, in that case. 429 00:20:38,410 --> 00:20:39,420 All right. 430 00:20:39,420 --> 00:20:42,090 This was an exciting thing where you could actually 431 00:20:42,090 --> 00:20:45,030 turn the card on your ADF. 432 00:20:45,030 --> 00:20:49,680 So if you were heading northwest of a heading of 330, 433 00:20:49,680 --> 00:20:53,160 you would twist that and then you just, 434 00:20:53,160 --> 00:20:54,960 without having to think, you can see 435 00:20:54,960 --> 00:20:58,470 that you have to fly roughly with no wind. 436 00:20:58,470 --> 00:21:00,420 You would fly 210 to get to the station. 437 00:21:06,140 --> 00:21:08,210 I guess some planes that operate in Europe a lot, 438 00:21:08,210 --> 00:21:10,370 they were requiring this to later. 439 00:21:10,370 --> 00:21:12,500 Planes that just have a lot of stuff on the panel 440 00:21:12,500 --> 00:21:15,530 still may have this, but in general, they're 441 00:21:15,530 --> 00:21:16,400 hard to find now. 442 00:21:16,400 --> 00:21:20,100 VORs are still around. 443 00:21:20,100 --> 00:21:24,560 They have 360 radials that the radio receiver can just 444 00:21:24,560 --> 00:21:25,410 identify. 445 00:21:25,410 --> 00:21:28,930 So the receiver can just say, I know that I am exactly south 446 00:21:28,930 --> 00:21:34,190 or I know that I'm exactly east or I know that I'm exactly 060 447 00:21:34,190 --> 00:21:37,760 direction from this station. 448 00:21:37,760 --> 00:21:40,700 So you'll be able to know where you are, 449 00:21:40,700 --> 00:21:43,520 and if you can tune in two different ones, 450 00:21:43,520 --> 00:21:45,560 and you've got your handy pencil out, 451 00:21:45,560 --> 00:21:48,920 and your chart, in the aircraft, you can draw intersecting lines 452 00:21:48,920 --> 00:21:51,680 and figure out where you are on the chart. 453 00:21:51,680 --> 00:21:54,710 So again, in the moving map GPS days, 454 00:21:54,710 --> 00:21:57,985 this is not as exciting a skill as it once was. 455 00:21:57,985 --> 00:21:59,360 I think there are a few questions 456 00:21:59,360 --> 00:22:05,510 about the symbols on the chart for different kinds of VORs. 457 00:22:05,510 --> 00:22:08,030 So one thing is distance measuring equipment, 458 00:22:08,030 --> 00:22:11,480 whereby sending out a pulse and having the station send 459 00:22:11,480 --> 00:22:14,540 that back to the aircraft, it's possible by measuring 460 00:22:14,540 --> 00:22:21,030 the transit time to actually get your distance in nautical miles 461 00:22:21,030 --> 00:22:22,970 read out to you in the cockpit. 462 00:22:22,970 --> 00:22:27,050 Be advised that's the actual distance through the air, 463 00:22:27,050 --> 00:22:29,240 so it's not the horizontal distance 464 00:22:29,240 --> 00:22:30,480 projected over the ground. 465 00:22:30,480 --> 00:22:32,850 But if you're up a few miles, it might be, 466 00:22:32,850 --> 00:22:36,670 and if you're close to the VOR, it might be slightly different. 467 00:22:36,670 --> 00:22:42,000 Service volumes-- there are these terminal VORs. 468 00:22:42,000 --> 00:22:43,920 I think a lot of them may be decommissioned 469 00:22:43,920 --> 00:22:46,590 or being decommissioned now. 470 00:22:46,590 --> 00:22:49,567 But the FAA has made various kinds of VORs. 471 00:22:49,567 --> 00:22:51,150 These high altitude ones will probably 472 00:22:51,150 --> 00:22:53,910 be the last to go because actually, with airliners, 473 00:22:53,910 --> 00:22:57,180 the certification costs of new avionics are so high 474 00:22:57,180 --> 00:23:00,360 that the last aircraft flying without a GPS 475 00:23:00,360 --> 00:23:02,110 will be some huge Boeing. 476 00:23:02,110 --> 00:23:09,460 It won't be a Piper or a Steerman or something. 477 00:23:09,460 --> 00:23:11,620 OK. 478 00:23:11,620 --> 00:23:13,330 The parts of the VOR-- 479 00:23:13,330 --> 00:23:18,130 so you have this thing called the Omni Bearing Selector which 480 00:23:18,130 --> 00:23:22,870 you can tune here, and on the canonical instrument here, 481 00:23:22,870 --> 00:23:28,010 all it does is rotate this card around the top. 482 00:23:28,010 --> 00:23:32,590 So that is to pick out the radial that you want, and then 483 00:23:32,590 --> 00:23:34,510 you get the To/From flag. 484 00:23:34,510 --> 00:23:38,160 So you can see here, this is showing you 485 00:23:38,160 --> 00:23:45,070 that the 360 radial is off to your left. 486 00:23:45,070 --> 00:23:46,740 And if we were to fly-- 487 00:23:46,740 --> 00:23:47,520 we don't have to. 488 00:23:47,520 --> 00:23:49,228 This is not related to the actual heading 489 00:23:49,228 --> 00:23:52,440 of the aircraft-- but if we were to fly basically north, 490 00:23:52,440 --> 00:23:55,170 we'd be going away from the VOR. 491 00:23:55,170 --> 00:23:55,730 OK. 492 00:23:55,730 --> 00:23:57,470 We're going to get into this more. 493 00:23:57,470 --> 00:24:01,550 The HSI down there offers you the same information, 494 00:24:01,550 --> 00:24:04,310 but superimposed on the aircraft's actual heading, 495 00:24:04,310 --> 00:24:06,260 which makes life a lot easier. 496 00:24:06,260 --> 00:24:06,830 OK. 497 00:24:06,830 --> 00:24:08,997 How do you test your VOR and know that it's actually 498 00:24:08,997 --> 00:24:10,220 going to work? 499 00:24:10,220 --> 00:24:12,320 There are these VOR test stations, 500 00:24:12,320 --> 00:24:15,590 or VOTs, test facilities. 501 00:24:15,590 --> 00:24:19,610 If you can remember Cessna 182, every VOT 502 00:24:19,610 --> 00:24:22,430 puts out the same signal, and what you should see 503 00:24:22,430 --> 00:24:26,150 is an indication of 2 when you dial up, 504 00:24:26,150 --> 00:24:28,430 and it should be centered on the 180 radial. 505 00:24:28,430 --> 00:24:30,360 So that's how you know if your VOR is working. 506 00:24:30,360 --> 00:24:32,360 If you're going to use it for instrument flight, 507 00:24:32,360 --> 00:24:34,440 you have to test them every 30 days. 508 00:24:34,440 --> 00:24:34,940 All right. 509 00:24:34,940 --> 00:24:36,450 Let's have a look. 510 00:24:36,450 --> 00:24:38,450 You're going to probably have to study and think 511 00:24:38,450 --> 00:24:41,330 about this a little bit more at home. 512 00:24:41,330 --> 00:24:43,820 But one easy way to think about this 513 00:24:43,820 --> 00:24:47,570 is to build yourself a virtual HSI. 514 00:24:47,570 --> 00:24:54,860 So if you see a test question, and it shows the indicator set 515 00:24:54,860 --> 00:24:59,000 up to tune to like the 030 radial, 516 00:24:59,000 --> 00:25:01,790 just draw a little airplane or imagine an airplane actually 517 00:25:01,790 --> 00:25:05,330 heading northeast on a 030 heading. 518 00:25:05,330 --> 00:25:11,380 So you can see this airplane at left, this one, 519 00:25:11,380 --> 00:25:17,590 it's showing that the 030 radial is to the right of the wing, 520 00:25:17,590 --> 00:25:19,346 assuming we were actually heading 030, 521 00:25:19,346 --> 00:25:23,110 and that we're going vaguely towards the VOR because the To 522 00:25:23,110 --> 00:25:25,120 flag is set up. 523 00:25:25,120 --> 00:25:29,110 Over here, it's the same, but it's the From flag. 524 00:25:29,110 --> 00:25:34,450 Over here on the right, we've got the radial off to our left, 525 00:25:34,450 --> 00:25:38,440 and we're going From the VOR over here. 526 00:25:38,440 --> 00:25:42,160 Again, the radial's to our left and we're going To. 527 00:25:42,160 --> 00:25:46,100 So just let that sink in a little bit. 528 00:25:46,100 --> 00:25:48,980 I think I'm going to show you an FAA written test question, 529 00:25:48,980 --> 00:25:50,600 so you just know. 530 00:25:50,600 --> 00:25:56,940 It says, the VOR's turned to the Elizabeth City VOR. 531 00:25:56,940 --> 00:25:58,650 That, I believe, is right over-- 532 00:25:58,650 --> 00:26:03,910 if you want to know the value of a marketing degree, 533 00:26:03,910 --> 00:26:06,850 this Elizabeth City is right next to a big place 534 00:26:06,850 --> 00:26:10,420 called the Dismal Swamp, the Dismal Swamp Park. 535 00:26:10,420 --> 00:26:13,180 Anyway, so if you're anywhere near the Dismal Swamp, 536 00:26:13,180 --> 00:26:17,190 and you want to go visit, and you're at Elizabeth City, 537 00:26:17,190 --> 00:26:18,310 tune to the VOR. 538 00:26:18,310 --> 00:26:21,040 It says the aircraft is positioned over Shawboro. 539 00:26:21,040 --> 00:26:22,750 One of the hardest things about this 540 00:26:22,750 --> 00:26:24,430 is finding Shawboro on the map. 541 00:26:24,430 --> 00:26:26,350 But I've drawn it there for you. 542 00:26:26,350 --> 00:26:28,570 So we're northeast of the VOR, and it 543 00:26:28,570 --> 00:26:34,140 says, which VOR indication is correct, 2 which is at the top 544 00:26:34,140 --> 00:26:35,750 there, 8 or 9 on the bottom? 545 00:26:35,750 --> 00:26:37,240 What do you guys think? 546 00:26:37,240 --> 00:26:41,490 So we're northeast of Shawboro. 547 00:26:53,410 --> 00:26:56,710 Who wants to vote for 2? 548 00:26:56,710 --> 00:26:59,280 210 from. 549 00:26:59,280 --> 00:26:59,780 Nobody? 550 00:26:59,780 --> 00:27:01,580 Who wants to vote for 8? 551 00:27:01,580 --> 00:27:06,660 That's 0302. 552 00:27:06,660 --> 00:27:09,370 Who wants to vote for 9? 553 00:27:09,370 --> 00:27:09,965 A few hands? 554 00:27:12,530 --> 00:27:14,920 Yay. 555 00:27:14,920 --> 00:27:15,420 OK. 556 00:27:15,420 --> 00:27:17,620 So basically, we're right on the radial. 557 00:27:17,620 --> 00:27:20,590 So Shawboro, you can see here at the end 558 00:27:20,590 --> 00:27:26,737 of the arrow, it is, I think, that actually might say-- 559 00:27:26,737 --> 00:27:28,320 I don't know what that says, actually. 560 00:27:28,320 --> 00:27:29,490 I have no idea. 561 00:27:29,490 --> 00:27:32,440 10, 20, 30, yeah, it's right there at the 30. 562 00:27:32,440 --> 00:27:32,940 OK. 563 00:27:32,940 --> 00:27:35,560 So it's definitely on the 030 radial, 564 00:27:35,560 --> 00:27:38,830 which is also the 210 radial, the reciprocal. 565 00:27:38,830 --> 00:27:42,690 I mean, this is not a totally trivial question. 566 00:27:42,690 --> 00:27:45,510 But if we were to fly 210, we would be going To. 567 00:27:45,510 --> 00:27:46,630 The flag should be To. 568 00:27:46,630 --> 00:27:48,480 If we were actually flying southwest, 569 00:27:48,480 --> 00:27:51,600 we'd be heading towards the VOR, so it should be a To flag. 570 00:27:51,600 --> 00:27:56,781 If we're flying away from the VOR, further out on 030, 571 00:27:56,781 --> 00:28:00,060 and it should be a From flag which is not an 8, 572 00:28:00,060 --> 00:28:03,150 and this one is the only one that's consistent because if we 573 00:28:03,150 --> 00:28:08,350 actually were to fly 030, we'd be going away from the VOR. 574 00:28:08,350 --> 00:28:10,540 Don't sweat it if you haven't got it. 575 00:28:10,540 --> 00:28:13,150 There is actually a cool simulator 576 00:28:13,150 --> 00:28:15,460 in Adobe Flash which was actually cool 577 00:28:15,460 --> 00:28:18,700 when you guys were born. 578 00:28:18,700 --> 00:28:25,710 And AOPA, also, I have linked here to the Airplane Owners 579 00:28:25,710 --> 00:28:27,540 and Pilots Association, the big lobbying 580 00:28:27,540 --> 00:28:30,030 group for private aviation. 581 00:28:30,030 --> 00:28:32,140 They have a list of-- 582 00:28:32,140 --> 00:28:33,890 I don't think they're free, unfortunately. 583 00:28:33,890 --> 00:28:35,465 That web simulator is free. 584 00:28:35,465 --> 00:28:36,840 But there's little simulators you 585 00:28:36,840 --> 00:28:38,475 can get on your phone for VORs. 586 00:28:38,475 --> 00:28:39,850 That used to be really important. 587 00:28:39,850 --> 00:28:42,390 I mean, GPS is now more important, basically. 588 00:28:42,390 --> 00:28:47,460 It was a 1973 US military idea. 589 00:28:47,460 --> 00:28:51,300 If you just broadcast the time and the position 590 00:28:51,300 --> 00:28:55,090 of a bunch of satellites from the satellites, 591 00:28:55,090 --> 00:28:57,960 then the receiver can see how long 592 00:28:57,960 --> 00:29:00,630 did it take to get from the satellite 593 00:29:00,630 --> 00:29:02,190 to where the receiver is. 594 00:29:02,190 --> 00:29:06,780 So if you think about it, let's say one of the transmitters 595 00:29:06,780 --> 00:29:08,770 is by that exit sign. 596 00:29:08,770 --> 00:29:11,400 So if I know my distance from the exit sign, 597 00:29:11,400 --> 00:29:14,340 that puts me on a sphere of uncertainty, right? 598 00:29:14,340 --> 00:29:16,710 I could be up in the ceiling. 599 00:29:16,710 --> 00:29:19,380 I could be down on the first floor. 600 00:29:19,380 --> 00:29:21,600 I could be in a lot of different places, 601 00:29:21,600 --> 00:29:22,920 as long as I know that I'm-- 602 00:29:22,920 --> 00:29:26,760 let's call it 30 feet from the exit sign. 603 00:29:26,760 --> 00:29:27,390 OK. 604 00:29:27,390 --> 00:29:29,970 Well, that's not great because I'm still pretty 605 00:29:29,970 --> 00:29:31,770 uncertain about where I am. 606 00:29:31,770 --> 00:29:34,410 But how about if there's another transmitter 607 00:29:34,410 --> 00:29:37,890 in that corner of the room, that gives me a second sphere. 608 00:29:37,890 --> 00:29:41,880 Two spheres will intersect in a circle, I believe. 609 00:29:41,880 --> 00:29:44,267 So now we have a circle of uncertainty. 610 00:29:44,267 --> 00:29:46,350 And we pick up another transmitter maybe somewhere 611 00:29:46,350 --> 00:29:47,170 over there. 612 00:29:47,170 --> 00:29:50,070 So the more satellites we can see, 613 00:29:50,070 --> 00:29:52,080 the more intersecting spheres we have, 614 00:29:52,080 --> 00:29:56,010 and eventually, we'll get down to a very small little area 615 00:29:56,010 --> 00:29:57,690 of uncertainty, indeed. 616 00:29:57,690 --> 00:29:58,950 So that's how GPS works. 617 00:29:58,950 --> 00:30:03,060 You just rely on the fact that the speed of light is constant. 618 00:30:03,060 --> 00:30:07,140 If you know the distance to each of a bunch of satellites, 619 00:30:07,140 --> 00:30:09,302 and you know where they are, then at that point, 620 00:30:09,302 --> 00:30:10,260 you know where you are. 621 00:30:13,650 --> 00:30:18,570 The 32 satellites, as of 2016, were up. 622 00:30:18,570 --> 00:30:20,470 31 were in use. 623 00:30:20,470 --> 00:30:23,000 You can always see five. 624 00:30:23,000 --> 00:30:27,690 For IFR, the idea is to try to get some redundancy. 625 00:30:31,600 --> 00:30:34,300 There are some tweaks to that system. 626 00:30:34,300 --> 00:30:36,610 I think what I just described would work really 627 00:30:36,610 --> 00:30:39,760 well in outer space where there's no atmosphere 628 00:30:39,760 --> 00:30:42,400 to bend or distort any of the radio signals. 629 00:30:42,400 --> 00:30:45,520 But there is a certain amount of distortion that happens, 630 00:30:45,520 --> 00:30:49,350 and there are these ground-based reference stations. 631 00:30:49,350 --> 00:30:51,010 So you know exactly where they are. 632 00:30:51,010 --> 00:30:53,170 They don't move. 633 00:30:53,170 --> 00:30:54,740 And they listen to the signals. 634 00:30:54,740 --> 00:30:56,698 And they try to figure out how much error there 635 00:30:56,698 --> 00:30:58,660 is as a result of the signals traveling 636 00:30:58,660 --> 00:31:01,120 through the atmosphere at that location. 637 00:31:01,120 --> 00:31:04,690 Those corrections are then pushed back up into space 638 00:31:04,690 --> 00:31:06,430 and sent back down from the satellites 639 00:31:06,430 --> 00:31:07,960 to ordinary receivers. 640 00:31:07,960 --> 00:31:12,940 And with those corrections, you can become really accurate. 641 00:31:12,940 --> 00:31:15,340 You can get accurate enough to actually fly 642 00:31:15,340 --> 00:31:16,930 down right towards the runway. 643 00:31:16,930 --> 00:31:22,963 So the GPS system which launched in the mid-'90s, that enabled 644 00:31:22,963 --> 00:31:24,880 the moving map, and you never were lost again. 645 00:31:24,880 --> 00:31:26,930 You always knew where you were. 646 00:31:26,930 --> 00:31:28,660 But the WAAS system is what enables 647 00:31:28,660 --> 00:31:32,600 these GPS approaches where you navigate in 3D to within-- 648 00:31:32,600 --> 00:31:34,930 I don't know-- 10 feet or something of precision, 649 00:31:34,930 --> 00:31:36,390 right down to the runway. 650 00:31:36,390 --> 00:31:36,890 All right. 651 00:31:36,890 --> 00:31:38,348 What does it look like in practice? 652 00:31:38,348 --> 00:31:40,360 This is the pilot's view. 653 00:31:40,360 --> 00:31:42,700 This is a modern Garmin 750. 654 00:31:42,700 --> 00:31:46,480 It's a single box that actually has three sub boxes, 655 00:31:46,480 --> 00:31:51,590 and the sub boxes are the GPS, a nav radio, 656 00:31:51,590 --> 00:31:56,060 which lets you tune up VORs and instrument landing system 657 00:31:56,060 --> 00:31:57,120 for approaching a runway. 658 00:31:57,120 --> 00:31:59,037 Tina may talk about that a little bit tomorrow 659 00:31:59,037 --> 00:32:03,350 in a little IFR intro, and also a com radio, 660 00:32:03,350 --> 00:32:05,030 And they actually, I think they actually 661 00:32:05,030 --> 00:32:07,015 have three separate power supplies. 662 00:32:07,015 --> 00:32:09,740 So there's a connection to the box, 663 00:32:09,740 --> 00:32:11,840 maybe for power, but after that you 664 00:32:11,840 --> 00:32:15,290 can have tremendous amount of failure inside the box 665 00:32:15,290 --> 00:32:21,530 and still have a subset of the functions working. 666 00:32:21,530 --> 00:32:23,540 I guess if the screen fails, you're 667 00:32:23,540 --> 00:32:28,460 out of luck, which is why every IFR certified airplane that I 668 00:32:28,460 --> 00:32:32,600 know of that's newish has a second one of these, usually 669 00:32:32,600 --> 00:32:36,380 smaller, a Garmin 650, which is physically smaller. 670 00:32:36,380 --> 00:32:39,560 The Garmin G1000, it's even bigger. 671 00:32:39,560 --> 00:32:41,840 It's on this huge multifunction display. 672 00:32:41,840 --> 00:32:44,150 If that fails, you can swap all the information 673 00:32:44,150 --> 00:32:48,150 over to the primary flight display or vice versa. 674 00:32:48,150 --> 00:32:51,230 So that just gives you a little view to it. 675 00:32:51,230 --> 00:32:55,360 Here's your com radio on the G1000, 676 00:32:55,360 --> 00:32:57,760 and here's your nav radio, and see, it's even identified. 677 00:32:57,760 --> 00:33:00,345 The VORs put out a Morse code signal, 678 00:33:00,345 --> 00:33:01,720 and the Garmin has listened to it 679 00:33:01,720 --> 00:33:08,260 and identified it as the PPG VOR, the FJR VOR. 680 00:33:08,260 --> 00:33:09,490 All right. 681 00:33:09,490 --> 00:33:13,150 The G1000, actually, this is one of the worst human factors 682 00:33:13,150 --> 00:33:15,340 design I think I've ever seen. 683 00:33:15,340 --> 00:33:16,900 Wonder who else can identify this. 684 00:33:16,900 --> 00:33:22,450 Like what is truly terrible about this design? 685 00:33:22,450 --> 00:33:23,950 I'll give you a hint. 686 00:33:23,950 --> 00:33:26,320 Well, there's the all the engine instruments on the left 687 00:33:26,320 --> 00:33:28,780 there too. 688 00:33:28,780 --> 00:33:34,480 So what kind of pretty common failure, accident causing 689 00:33:34,480 --> 00:33:37,180 failure, does this really not help you prevent? 690 00:33:41,560 --> 00:33:44,620 Electrical-- that's not very common. 691 00:33:44,620 --> 00:33:47,920 And I'll tell you that most airplanes that have an accident 692 00:33:47,920 --> 00:33:51,670 are in perfect mechanical, electrical, and sheet metal 693 00:33:51,670 --> 00:33:54,087 condition. 694 00:33:54,087 --> 00:33:55,170 AUDIENCE: Fuel starvation? 695 00:33:55,170 --> 00:33:56,920 PHILIP GREENSPUN: Fuel starvation. 696 00:33:56,920 --> 00:34:00,220 Yeah, like your battery, your amps. 697 00:34:00,220 --> 00:34:03,460 I mean, basically, fuel is given the same status 698 00:34:03,460 --> 00:34:05,020 as all of this stuff. 699 00:34:05,020 --> 00:34:07,060 Fuel is almost always relevant. 700 00:34:07,060 --> 00:34:10,090 And this other stuff is almost never relevant. 701 00:34:10,090 --> 00:34:10,989 And here it is. 702 00:34:10,989 --> 00:34:12,072 It's small. 703 00:34:12,072 --> 00:34:13,780 As you run out of fuel, as you get really 704 00:34:13,780 --> 00:34:15,655 down into the red zone, does this thing grow? 705 00:34:15,655 --> 00:34:18,160 You think it would grow to consume half of the display. 706 00:34:18,160 --> 00:34:20,929 But It doesn't do anything like that. 707 00:34:20,929 --> 00:34:23,469 So I think it's a terrible, terrible design, 708 00:34:23,469 --> 00:34:27,659 and aviation really needs some help. 709 00:34:27,659 --> 00:34:30,170 Avidyne is a little better, I think, on the user interface. 710 00:34:30,170 --> 00:34:33,464 This is kind of a legacy system from the Cirrus. 711 00:34:41,400 --> 00:34:43,239 This is NEXRAD data link weather. 712 00:34:43,239 --> 00:34:45,197 We're going to talk about that in a little bit. 713 00:34:47,510 --> 00:34:49,659 Here is just a little thing about navigation. 714 00:34:49,659 --> 00:34:51,790 If you're going anywhere near the DC area, 715 00:34:51,790 --> 00:34:54,310 either get your instrument rating and file IFR, 716 00:34:54,310 --> 00:34:56,380 and then it becomes like everywhere else, 717 00:34:56,380 --> 00:35:00,310 or you have to take this online course at some point 718 00:35:00,310 --> 00:35:02,950 and learn about the special rules in the DC area. 719 00:35:02,950 --> 00:35:05,080 They're not that hard to go down to Gaithersburg. 720 00:35:05,080 --> 00:35:06,160 You have to VFR. 721 00:35:06,160 --> 00:35:08,290 You have to go in from certain gates. 722 00:35:08,290 --> 00:35:10,270 You have to file a flight plan in advance, 723 00:35:10,270 --> 00:35:13,540 and you have to keep a unique transponder code so that air 724 00:35:13,540 --> 00:35:16,270 traffic control can track you. 725 00:35:16,270 --> 00:35:20,170 So if you have any brilliant ideas for how folks in DC 726 00:35:20,170 --> 00:35:22,450 could do things better, you can just 727 00:35:22,450 --> 00:35:25,120 get in a little Piper or Cessna or Cirrus 728 00:35:25,120 --> 00:35:28,060 at Hanscom, zip down to Gaithersburg, 729 00:35:28,060 --> 00:35:29,380 and there you are. 730 00:35:29,380 --> 00:35:30,220 All right. 731 00:35:30,220 --> 00:35:31,990 After the navigation mistakes, so 732 00:35:31,990 --> 00:35:34,360 let's say you bust into class Bravo airspace 733 00:35:34,360 --> 00:35:40,390 without a clearance, or do something else that you 734 00:35:40,390 --> 00:35:42,220 shouldn't have done. 735 00:35:42,220 --> 00:35:45,450 The FAA and NASA are really not there to bust you. 736 00:35:45,450 --> 00:35:47,200 There's this special form you can fill out 737 00:35:47,200 --> 00:35:49,090 where you if you write down what you 738 00:35:49,090 --> 00:35:51,580 did, why you did it, how you think things 739 00:35:51,580 --> 00:35:52,780 could be improved-- 740 00:35:52,780 --> 00:35:54,340 maybe it was a user interface issue. 741 00:35:54,340 --> 00:35:56,920 Maybe somebody else was using the airplane before you 742 00:35:56,920 --> 00:35:59,830 and turned off all the airspace alerts. 743 00:35:59,830 --> 00:36:02,080 You just fill out this form and mail it in, 744 00:36:02,080 --> 00:36:06,640 and that limits the amount of discipline 745 00:36:06,640 --> 00:36:08,440 that they can subject you to. 746 00:36:08,440 --> 00:36:11,350 I mean it doesn't protect you from intentional violations. 747 00:36:11,350 --> 00:36:12,040 All right. 748 00:36:12,040 --> 00:36:13,690 Here's a summary. 749 00:36:13,690 --> 00:36:18,520 Pilotage, NDBs, VOR, and GPS. 750 00:36:18,520 --> 00:36:19,750 That was the progression. 751 00:36:19,750 --> 00:36:25,480 You've seen, now, 100 years of aviation navigation. 752 00:36:25,480 --> 00:36:27,520 Actually, one thing that I hope this does 753 00:36:27,520 --> 00:36:29,710 is give you a new appreciation for some 754 00:36:29,710 --> 00:36:33,940 of the achievements of people who flew around the world 755 00:36:33,940 --> 00:36:36,490 in the '60s or the '50s. 756 00:36:36,490 --> 00:36:38,860 There's a woman, Jerrie Mock, I think, is her name. 757 00:36:38,860 --> 00:36:39,790 A great book. 758 00:36:39,790 --> 00:36:43,690 She flew a Cessna tail dragger around the world in the 1960s. 759 00:36:43,690 --> 00:36:45,580 And she was often lost. 760 00:36:45,580 --> 00:36:48,400 She'd be over the ocean with icing on her wings. 761 00:36:48,400 --> 00:36:52,660 She would be having to track NDBs in Egypt or whatever. 762 00:36:52,660 --> 00:36:55,250 So all of that stuff has gotten so much easier, 763 00:36:55,250 --> 00:36:56,487 it's almost not fair. 764 00:36:56,487 --> 00:36:57,820 And you've got these data links. 765 00:36:57,820 --> 00:36:59,320 So we can't compare our achievements 766 00:36:59,320 --> 00:37:01,780 to the achievements of pilots or the risks 767 00:37:01,780 --> 00:37:03,880 that we're taking to the risks that folks 768 00:37:03,880 --> 00:37:05,150 were taking in the old days. 769 00:37:05,150 --> 00:37:07,600 They didn't have EPIRBs if they went in the water. 770 00:37:07,600 --> 00:37:10,410 They didn't have moving maps. 771 00:37:10,410 --> 00:37:14,560 So they just didn't know where they were most of the time. 772 00:37:14,560 --> 00:37:16,660 They had a vague idea. 773 00:37:16,660 --> 00:37:17,160 All right. 774 00:37:17,160 --> 00:37:19,750 So this is for Francis. 775 00:37:19,750 --> 00:37:23,120 This is a quote from Captain Sully's book, the single pilot 776 00:37:23,120 --> 00:37:25,060 Airbus hero, according to most of you. 777 00:37:29,530 --> 00:37:34,760 So he's got a failed GPS and a failed compass, Francis. 778 00:37:34,760 --> 00:37:38,630 He says he could just keep Venus in the left front 779 00:37:38,630 --> 00:37:42,350 corner of the windshield, and we would reach California. 780 00:37:42,350 --> 00:37:45,260 What else could Captain Sully have 781 00:37:45,260 --> 00:37:48,110 done as an alternative to using Venus? 782 00:37:54,120 --> 00:37:54,870 AUDIENCE: The sun? 783 00:37:54,870 --> 00:37:55,210 PHILIP GREENSPUN: The sun? 784 00:37:55,210 --> 00:37:56,744 Well, it's nighttime. 785 00:38:00,250 --> 00:38:00,750 What? 786 00:38:00,750 --> 00:38:01,800 AUDIENCE: Polaris? 787 00:38:01,800 --> 00:38:02,883 PHILIP GREENSPUN: Polaris. 788 00:38:02,883 --> 00:38:05,010 AUDIENCE: Follow Route 90? 789 00:38:05,010 --> 00:38:07,190 PHILIP GREENSPUN: Yes, actually, the helicopter 790 00:38:07,190 --> 00:38:08,530 follow an interstate highway. 791 00:38:08,530 --> 00:38:11,125 That's a common helicopter technique, 792 00:38:11,125 --> 00:38:12,750 probably because the interstates always 793 00:38:12,750 --> 00:38:14,950 go through the lowest points. 794 00:38:14,950 --> 00:38:17,490 How about this one? 795 00:38:17,490 --> 00:38:20,430 Request vectors SFO. 796 00:38:20,430 --> 00:38:22,710 You could probably climb right out of Hanscom 797 00:38:22,710 --> 00:38:24,570 and call it Boston approach, and they would 798 00:38:24,570 --> 00:38:26,240 be happy to help at any time. 799 00:38:26,240 --> 00:38:27,710 Actually, that is a good question. 800 00:38:27,710 --> 00:38:31,470 That's actually a good point into crew resource management. 801 00:38:31,470 --> 00:38:34,080 Don't try to be a single pilot hero. 802 00:38:34,080 --> 00:38:36,997 Ideally, if it's a challenging flight, you've got a co-pilot, 803 00:38:36,997 --> 00:38:38,580 and even if you don't have a co-pilot, 804 00:38:38,580 --> 00:38:42,990 you always have air traffic control as another crew member. 805 00:38:45,610 --> 00:38:46,110 All right. 806 00:38:46,110 --> 00:38:48,140 Let's take a few questions. 807 00:38:48,140 --> 00:38:50,171 Who's got questions about navigation? 808 00:38:53,000 --> 00:38:56,530 AUDIENCE: In your [INAUDIBLE] use for GPS 809 00:38:56,530 --> 00:38:58,655 signal at certain altitude? 810 00:38:58,655 --> 00:38:59,530 PHILIP GREENSPUN: Ah. 811 00:38:59,530 --> 00:39:01,720 So the question is, can the airplane 812 00:39:01,720 --> 00:39:07,160 show you your true altitude based on the GPS signal? 813 00:39:07,160 --> 00:39:08,860 And it's buried in there. 814 00:39:08,860 --> 00:39:11,890 It can't be shown on your altimeter 815 00:39:11,890 --> 00:39:13,990 in your primary flight display. 816 00:39:13,990 --> 00:39:17,860 But you can dig it out of either a separated 817 00:39:17,860 --> 00:39:25,270 GPS like the Garmin 750 or 430, or the integrated glass 818 00:39:25,270 --> 00:39:26,490 panels like the G1000. 819 00:39:26,490 --> 00:39:28,283 AUDIENCE: Still the [INAUDIBLE]? 820 00:39:28,283 --> 00:39:29,200 PHILIP GREENSPUN: Yes. 821 00:39:29,200 --> 00:39:30,460 What you're navigating from, how you're 822 00:39:30,460 --> 00:39:31,990 being separated from other aircraft, 823 00:39:31,990 --> 00:39:35,090 that's all based on the static information. 824 00:39:35,090 --> 00:39:37,280 But if you just want to see, I know that mountain's 825 00:39:37,280 --> 00:39:41,340 8,000 feet high, I want to make sure it says at least 8001 826 00:39:41,340 --> 00:39:44,510 for the actual altitude, you can dig that out. 827 00:39:44,510 --> 00:39:47,683 And I think the terrain warning system will use that. 828 00:39:47,683 --> 00:39:49,350 AUDIENCE: [INAUDIBLE] an older aircraft, 829 00:39:49,350 --> 00:39:54,623 does it have the GPS or [INAUDIBLE]?? 830 00:39:54,623 --> 00:39:56,040 What are the rules and regulations 831 00:39:56,040 --> 00:40:01,503 about using GPS [INAUDIBLE]? 832 00:40:01,503 --> 00:40:02,420 PHILIP GREENSPUN: Yes. 833 00:40:02,420 --> 00:40:04,740 I'll repeat the question back for the tape and anybody 834 00:40:04,740 --> 00:40:07,670 who didn't hear. 835 00:40:07,670 --> 00:40:17,490 So this phone has more computing power and better design 836 00:40:17,490 --> 00:40:22,200 than everything inside a Boeing 747 or an Airbus A380. 837 00:40:22,200 --> 00:40:24,317 In fact, I talked to some Airbus A320 captains 838 00:40:24,317 --> 00:40:26,400 and they said they wanted to get rid of everything 839 00:40:26,400 --> 00:40:28,950 in the airplane except the altitude indicator, 840 00:40:28,950 --> 00:40:30,660 and they just wanted to navigate off 841 00:40:30,660 --> 00:40:33,000 of an iPad running a European app 842 00:40:33,000 --> 00:40:36,210 called Sky Demon, which is kind of like the American forefather 843 00:40:36,210 --> 00:40:36,900 of Garmin pilot. 844 00:40:36,900 --> 00:40:39,470 They said, that would be just way better, 845 00:40:39,470 --> 00:40:42,480 to just use the iPad for everything. 846 00:40:42,480 --> 00:40:46,890 So as a practical matter, in your ancient airplane 847 00:40:46,890 --> 00:40:49,440 that might not even have an electrical system, yes, 848 00:40:49,440 --> 00:40:52,050 of course, you can navigate quite effectively 849 00:40:52,050 --> 00:40:53,610 with some battery-powered electronics 850 00:40:53,610 --> 00:40:57,140 or portable electronics that you stick around the aircraft. 851 00:40:57,140 --> 00:40:58,680 And the interface can be very good, 852 00:40:58,680 --> 00:41:01,110 and they have comprehensive databases of everything 853 00:41:01,110 --> 00:41:02,730 you'd want to know. 854 00:41:02,730 --> 00:41:06,540 For legal purposes, and for practical ones, 855 00:41:06,540 --> 00:41:10,230 for instrument flying, you have to have 856 00:41:10,230 --> 00:41:12,960 FAA certified stuff that's hardwired to the aircraft 857 00:41:12,960 --> 00:41:14,370 and it's in the panel. 858 00:41:14,370 --> 00:41:16,740 And that makes sense because, think about it, 859 00:41:16,740 --> 00:41:17,580 your phone may die. 860 00:41:17,580 --> 00:41:18,970 The battery may die. 861 00:41:18,970 --> 00:41:19,922 So it's nice to have. 862 00:41:19,922 --> 00:41:21,630 If you want to do an instrument approach, 863 00:41:21,630 --> 00:41:22,650 for example, you're going to need 864 00:41:22,650 --> 00:41:25,620 to have something like-- even an experimental airplane-- you've 865 00:41:25,620 --> 00:41:28,080 got to have one of those certified, like a Garmin 866 00:41:28,080 --> 00:41:30,350 750 in there.