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CASARA NAVIGATION

REVIEW

CASARA NATIONAL

NAVIGATOR COURSE

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Air Navigation There are different types of Air Navigation. Those of

concern to the CASARA Navigator are

Pilotage - navigation by reference to visual landmarks only.

Dead Reckoning – navigating by use of previously calculated vectors for wind, track, distance, headings and speeds.

Navigation – navigating by reference only to radio signals from surface facilities or satellites.

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Principals of Air Navigation

The Principals of Air Navigation are that: You must be able to determine your LOCATION and

that of the DESTINATION and any WAYPOINT on route.

You must be able to measure and fly the TRACK or BEARING which will take you to your destination.

(cont’d)

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Principals of Air Navigation You must be able to measure the DISTANCE

between the two.

You must know the SPEED at which your aircraft flies.

You must be able to calculate the EFFECT OF WIND on your progress.

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Latitude & Longitude

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Parallels of Latitude

The first key to LOCATION to early navigators was the fact that the sun would reach its highest point at noon and the angle between the sun and the horizon (the EQUATOR) could be measured.

If you remained at this angle as you went west you remained on a PARALLEL OF LATITUDE.

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Parallels of Latitude

PARALLELS OF LATITUDE, or parallels in short, are SMALL CIRCLES (ie.not necessarily through the centre of the Earth) whose plane is parallel to the equator and each other. The Parallels are used to specify the angle, in

degrees, at which a point

is located relative to the

Equator.

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Parallels of Latitude

Another feature of the PARALLELS OF LATITUDE is that the distance between each degree is the same. In fact the Nautical Mile used in air and sea navigation is the distance along a minute of Latitude

or 1/60th of a Degree of Latitude

or 6000 feet.

(Actually the earth is not perfectly round and there is a slight variation between Parallels of Latitude but it is not significant to our discussion)

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Meridians of Longitude

Longitude is related to the sun’s travel.

The sun was seen to move across the sky returning to its original position once every day or 24 hours.

This equated to 15 degrees every hour and is what the different time zones are generally based upon.

If the navigator knew time accurately he could determine, by when the sun was at its highest point, on which line of longitude he was positioned.

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Meridians of Longitude With the first accurate timepiece, the chronometer,

the British started drawing accurate maps with the Longitude Line which passed through Greenwich England, the location of the original observatory, as the 0 degree or the Prime Meridian, and Greenwich Mean Time became the world standard.

Subsequent Meridians of Longitude were counted East and West from 0 degrees to 180 degrees.

The 1800 Meridian is also known as the International Date Line where one loses a day as you cross it travelling west or gains a day crossing it in an easterly direction.

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Longitude & Time When the atomic clock came along it replaced the

observations from the Greenwich Observatory. Now, the world (and ICAO) standard for time is “Universal Coordinated Time” or “UTC”. “UTC” is now abbreviated to “Z”.

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Meridians of Longitude A MERIDIAN of LONGITUDE is an arc on a GREAT

CIRCLE (through the centre of the Earth) that extends from one pole to the opposite pole (Half of a Great Circle).

Because the Meridians of LONGITUDE

converge at the poles, they

are not parallel and the

length of a degree of

LONGITUDE decreases

to ZERO as you approach

the poles.

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Longitude On this larger scale depiction, you can see how the

length of a degree of Longitude decreases as you move from the Equator while length of a degree of Latitude is always the same.

This will help you to understand why, when we measure DISTANCE, we can used the Latitude scale but never the Longitude.

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TrueNorth

TrueSouth

Degrees of Lat & Long

Equator30° 0°

50°N

50°S

75°N

75°S

0°

25°N

25°S

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Location

The measurement of LATITUDE starts at the EQUATOR and is measured NORTH and SOUTH from 00 to 900.

The measurement of Longitude starts at the PRIME MERIDIAM which passes through Greenwich England and is measured from 00 EAST and WEST to the INTERNATIONAL DATE LINE at 1800 East or West.

This is shown on the next slide.

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TrueNorth

TrueSouth

Degrees of Lat & Long

Equator

50°S

75°N

75°S

0°

25°N

25°S

Prime

Meridian

50°N

030°W

090°W

045°W

0°

030°E

1800

International Date Line

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Location When working with Latitude and Longitude there are

several points to keep in mind:

Latitude ALWAYS comes first.

Both are written in the order Degrees, then Minutes and then either Seconds (49°05’15”N) or decimals of a minute (49°05.250’N).

The numbers are ALWAYS followed by (or preceded by) the direction from the Equator, North or South, (49°05’15”N, S15°15’15”) or from the Prime Meridian, East or West, (149°05.250’W, E105°10.250’).

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• Degrees of Latitude should always be written as two digits (47°N),

• Degrees of Longitude should always have three digits (073°W), minutes and

• Seconds should be two digits in each case. • Ex: • Latitude: 47° 20’ 30”N (“Forty seven degrees, twenty

minutes, thirty seconds North”)

• Longitude: 073° 10’ 30”W

Location

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Location

• If you use decimals of minutes (the normal for GPS and other navigation systems) they should be written as two digits followed by three digits after the decimal to avoid confusion with seconds.

• Ex: • Latitude: 47° 20.500’N (“Forty seven degrees, twenty

point five zero zero minutes North”)• Longitude: 073° 10.500’W

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LocationLocate position:

470 25.700’N

0730 10.400’W

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GEOREF

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GEOREF System The GEOREF system is another way to identify locations

by blocks (useful in assigning search areas).

It is made up of rectangles of 1 degree of latitude and longitude.

Each rectangle is identified by a two-letter symbol

Ex: CG.

On large scale maps these letters are included in the Latitude and Longitude grid

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GEOREF System On smaller scale maps such as the Joint Operations

Graphic, this information is in the legend.

Each 10 rectangle is divided into four 30’ segments.

These are identified by numbers 1-4 starting at upper left hand corner Ex: “CG 2”.

Each of these 30’ segments is further divided into four 15” sections identified further by letters again, Ex: “CG 2 c” as per the next slide.

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GEOREF

CG 2 c

CG

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Direction

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Direction Now that we know how to locate positions on the map

we have to be able to find our way from one to the other.

To do this we have to draw a line from our starting point to our first turning point (or our destination) and determine the track or direction from one to the other.

We use the Meridians of Longitude as our directional reference as these run between the North and the South poles, that is TRUE NORTH and SOUTH.

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Direction In order to make use of this reference to TRUE

NORTH, we need a protractor.

A protractor is a clear plastic square, circle or semi-circle marked out with the 360 degrees of the compass. .

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Protractor

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Direction When we lay the centre over our starting point and align “N” with the meridian

that runs through the location,we have a proper reference to TRUE NORTH.

Now we read the degrees where our track intersects the COMPASS ROSE on the protractor.

This is our TRUE TRACK to our destination or turning point

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Direction & Bearing

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The magnetic compass was one of the first navigation instruments. It is still frequently the only direction-indicating instrument in many aircraft.

Since it is a reliable, self-contained unit, requiring no external power of any kind, The MAGNETIC COMPASS is extremely useful as a stand-by or emergency instrument. But it does have its limitations.

Compass

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True vs Magnetic North It would be nice if the NORTH which is used as a

reference for our compass (Magnetic North) was in the same position as the NORTH used on our maps (True North) but this is not the case.

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Magnetic NorthThe earth is a huge magnet. All magnets have lines of

force that exit one end and re-enter the other end. The earth is very similar but the MAGNETIC POLE is not co-located with the TRUE POLE.

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True vs Magnetic North

Magnetic North lies in Canada to the south of the North Pole on Ellesmere Island … and it changes location very gradually, though not enough to affect our day to day navigation.

This next slide shows where the Magnetic pole has travelled since the year 1600.

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Magnetic North Pole

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True vs Magnetic North The earth’s Magnetic north is about 450 nm from the

earth’s Geographic (True) North.

Because we in Canada are so close to the Magnetic pole the angle between the two is much greater than it would be if we were farther away.

The angle between the location of True North and Magnetic North is called VARIATION.

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TrueNorth

Variation West

Variation 0°

Variation East

Magnetic NorthBecause the Magnetic pole is south of the True Pole, if you were in the west of the country your compass would point EAST of True North. That means the Variation is East.If you lived in the east, your compass would point WEST of True North. This means Variation is WEST

And if you lived in Marathon ON, There would be NO Variation at all.

Magnetic north

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Compass The first compass was probably a sliver of lodestone

on a thread. Fortunately for us, somebody did discover that a magnetized needle would always point to the north. Unfortunately, that is only partly true.

The compass points to MAGNETIC north. All our maps however, are oriented to TRUE north and any directions obtained by using the sun or stars are also referenced to TRUE north.

When you specify a direction, you must also specify the reference North you used. It helps to know the difference.

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Direction & Variation True North is the real North Pole as you look at a

globe)

Magnetic North is where your compass points (sort of?)– Difference between Mag and True is Magnetic

Variation and may be EAST and subtracted from the TRUE value or WEST and added to the TRUE value

– (Variation EAST, magnetic LEAST / variation WEST, magnetic BEST)

– Variation is shown on the chart & maps.– Trick question: What is the maximum Variation?

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Answer VARIATION can vary the full range of the compass

(ie. 360 degrees) since the observer may be standing on the North Pole side of the Magnetic Pole.

But since VARIATION is measured as EAST and WEST, the maximum VARIATION is 1800 EAST or 1800 WEST.

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Magnetic North

This is a graphic example from the west where Variation is 20°E (twenty degrees East or –20°).

045º

T – 0

250 M

True North

Desire

d Tra

ck

Var20º E

M.NorthVariation

20° E

M.North

278°T – 2580MDesired Track

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In eastern Canada the magnetic pole is left of the geographic pole so the variation is west and the compass headings are larger than true

headings.

If your track were 315°T and the variation were 20°W, your magnetic

track would be:

Magnetic North

315°T+20°W = 335°M

T.North315ºT – 3350M

Direction

Var20º W

M.North

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VARIATION EAST–MAGNETIC LEAST (The Magnetic direction is a SMALLER number than true direction).

VARIATION WEST – MAGNETIC BEST(The Magnetic direction is a LARGER number than the true direction).

The Variation Rule

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Isogonic L

ine

20°E

Variation & MapsVariation is shown on most maps as a dashed line with the number of degrees East or West marked along it. In our part of the world the lines run from Northeast to Southwest.On very small-scale maps the variation may be given in the legend and apply to the whole sheet.

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Variation & MapsOn maps with aviation information a navigation facility is often shown with a compass rose which is based on a magnetic North. Note the difference between the Longitude line and NORTH on the Compass Rose.

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Variation The Canada Flight Supplement gives the variation for

every landing area it contains.

As mentioned earlier, another way you can determine the variation is to consult the compass rose around any VOR or VORTAC site on your Aeronautical Chart. There are a couple of things to bear in mind if you use one of these.

In the southern Domestic Airspace, the compass rose is oriented to Magnetic North.

BUT in the Northern Domestic Airspace the compass rose is oriented to True North.

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Variation

If you apply the variation in one part of a map to another portion at some distance, the variation will probably be in error as VARIATION differs from place to place.

While it is 21°E in Comox, it is 20°W in Yarmouth.

Always use the variation that you read from the map in the immediate area in which you will be flying. If your search will take place between two variation lines on your map, choose the variation that is closest to the centre of your area.

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Compass North The next north you have to deal with is Compass

North.

The Cardinal points of the compass are North, South, East, West.

As numerical values, these are : 360, 180, 090, 270 Degrees, always expressed in three numbers.

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Compass North Every vehicle has its own magnetic field caused by

metal parts, wiring, ignition and so on.This magnetic field affects the Compass.

In order to have the compass read as close as possible to Magnetic North it must be “swung” and corrected for DEVIATION.

During the compass swing the compass is adjusted to remove as much Deviation as possible. The remaining error is almost insignificant. It should not exceed 5°.

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Compass North You treat Deviation as you treat Variation. If Deviation

is East, Compass is Least. The amount of Deviation affecting your compass will

vary with the heading of the aircraft. There should be a Compass Correction (Deviation) card close to every compass in every aircraft.

The Compass Correction Card will look something like this:

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Variation, Deviation and You A politically correct method to remember the

application of Variation and deviation to the TRUE NORTH value is:

Timid Virgos Make Dull Companions.

True Track corrected for Variation makes Magnetic Track.

Magnetic Track corrected for Deviation makes Compass Track.

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Measuring Distance

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Measuring Distance A minute (’) of Latitude is:

– 1/60th of a degree or 6080 feet.

When used for distance is called a Nautical mile.

It is longer than the English or statute mile ( 1 sm = 5280 feet).

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Measuring Distance The French, of course, weren’t going to let the

English tell them how long anything was! They decided they would divide the distance from the poles to the equator by 10,000,000 and call that the metre.

There are 3,300 feet (5/8th of a sm) in a kilometre (km). A km is a thousand metres. This is the basis of the Universal Grid used by Ground Search Teams.

In aviation we always use the NAUTICAL MILE.

There are conversion tables in the Canadian Flight Supplement and on the E6B Circular Slide Rule.

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Measuring Distance Although all maps have a scale somewhere

on them and there are some rulers scaled to a particular map, one of the easiest (and most accurate) ways to measure distance on a map or chart is to use the Latitude Scale and measure in nautical miles.

On some large scale maps the distance can be distorted at the extremities of the sheet so remember to always measure your distances along a meridian near the area where you will be working.

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Measuring Distance The two easiest ways to do this are with a pair of

dividers or with a piece of paper.

Dividers are pointed at each end and spread open and make it easy to measure a distance and transfer it to the appropriate Latitude scale to get the nautical mile measurement.

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Measure the distance

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Find the mileage

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Measuring DistanceIt is even simpler with a piece of paper

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Measuring Distance REMEMBER: Always measure distance on a map up from a degree

of Latitude against the scale on a line of Longitude.

Do the measurement as close as you can to the track to ensure assure the most accurate measurement regardless of the map in use.

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Direction & Bearing

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Direction or Desired Track Once you have the position from which you are

starting and the position to which you intend to fly, it is time to determine the direction or DESIRED TRACK and the distance.

Draw a line from your start point to your destination or the next waypoint if there is more than one waypoint.

Now measure the angle from TRUE NORTH.

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Directions & Bearings Directions are measured clockwise from North.

Since the Meridians of Longitude run from pole to pole and are straight lines, they must run True North and South and are a consistent NORTH / SOUTH reference.

Wherever you are, you are on a Meridian, even if it is W122°22.769’.

The angle between the Meridian through a position and the line from the observer to another position is the Direction or Bearing to that point.

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TrueNorth

TrueSouth

W122°22.769’

North

Clockwise

Bearing 135°T

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Directions & Bearings Direction is the term used when to describe a line of

intended movement.

Bearing in used to describe the compass direction in which a position lies.

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Direction and Bearing

PROTRACTOR: A PROTRACTOR is an instrument for measuring

angles to find the track or bearing.

It may be in the form of a translucent semi-circle or a square marked out in 180 / 360 one degree increments.

Its centre is placed over the origin and its N/S axis is aligned with the longitude lines.

The track or bearing is read off the 360 degree scale.

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Direction & Bearing

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Distance, Speed & Time 1nm equals one minute of latitude.

1nm = 6000 feet

This is the basis of distance measurement for air navigation

You can use the LATITUDE scale nearest the centre of your operating area to measure distance

Speed is measured in Nautical Miles per Hour (Knots - Kts)

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Transit, Search & Reserve The speed and altitude at which an aircraft transits to

and from the search area normally differs from the speed and altitude used in the search area.

During Transit: Your concern is to minimize the time to and from the search area and to avoid traffic conflicts

During Search: Your concern is to maximize your search effectiveness and the time you can spend in the search area.

Reserve: The fuel/time you must have in your tanks when you land (Transport Canada VFR reserve: 30 mins day-45 mins night)

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Endurance The endurance of the aircraft is a function of the fuel

on board at take-off and the fuel consumption rate for the transit and the search portions of the flight (often not much different).

The fuel on board may be less than full tanks because weight and / or C of G restrictions may not not allow you to carry a full fuel load.

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Fuel Load vs Weight and Balance

The pilot is normally responsible for the Weight & Balance calculation for the aircraft so it is important for the Navigator and the Pilot to discuss the planned fuel load.

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Effect of Wind on Speed When a car travels down a road, 60 kph is 60 kph.

An aircraft travels in a block of air that moves as well. This movement is called wind.

If the wind blows from the front, though your speed through the air might be 100 kts, your speed over the ground is less than your airspeed and this is called GROUNDSPEED.

Eg: 100 kts into a 10 kt headwind means 90 kts over the ground or 90 kts ground speed.

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Effect of Wind on Direction

If the wind blows from the side this block of air is moving sideways and, the path (TRACK) of the aircraft over the ground differs from the direction in which the aircraft is pointing (HEADING).

Eg: After a one hour flight with the wind on your left at 10 kts, you will be 10 nm to the right of your intended destination and your path over the ground will be your TRACK MADE GOOD.

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Effect of Wind

Heading &Airspeed Wind

Track & Groundspeed

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Effect of Wind In real life, The wind often effects us in a combination

of headwind or tailwind and drift left or right.

With knowledge of what the wind direction and speed is as well as our planned airspeed and desired track, we can calculate our actual groundspeed and the correction to our heading to fly the track over the ground that we intended (DESIRED TRACK)

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E6B Flight Data Computer

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Flight Data Computer (E6B) Since 1920 (or 1930 depending on who you believe)

pilots have used a device called the Dalton Computer Or E6B to solve the problems of the effect of wind on airspeed and heading

This simple , but complex device has two sides.

The front is a circular slide rule (don’t let the term bother you). We will discuss that later.

The back side with the sliding “graph” is a track and ground speed plotter.

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Airspeed / Heading & Wind Lets look at how we use the plotting side of the E6B to

determine the effect of wind on our flight. Assume an airspeed of 110 kts and a desired track of

2400T. The wind is 1800T at 20 kts

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Airspeed / Heading & Wind First slide the GRAPH up or down until our planned

airspeed of 110 kts is under the round indices.

Rotate the compass scale around until the wind direction (1800) is under the TRUE INDEX.

Measure DOWN from the centre where you have placed the airspeed by the amount of the wind speed (20 kts) and make a mark.

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Wind Direction/Speed & Airspeed

2. Set wind direction under INDEX

1. Set airspeed under the centre

3. Set windspeed below centre

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Airspeed / Heading & Wind Now, keeping the AIRSPEED under the centre, rotate the

compass ring until the DESIRED TRACK is under the TRUE INDEX.

The MARK is now to the right over the line which indicates 100 DRIFT RIGHT.

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Set Desired Track, Read Drift

1. Set desired track under INDEX

100 drift line

2. Read drift

3. Transfer to DRIFT scale

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Airspeed / Heading & Wind With Right drift we must adjust by turning LEFT into wind

100. To correct for this on the E6B, rotate the compass ring to the right until the DESIRED TRACK is under the DRIFT RIGHT 100 line.

This may cause the to move over another drift line.

Reset the drift correction by adjusting the compass ring so that the DESIRED TRACK is under the new drift, in this case 90.

Now read the HEADING to fly under the TRUE INDEX and the GROUNDSPEED under the .

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Desired Heading under DRIFT, Read Heading & G/S

1. Set desired track under DRIFT

2. Read heading

3. Read groundspeed

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Flight Data Computer (E6B)

Your instructor will now give you a few plotting exercises so you can practice this procedure.

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Flight Data Computer (E6B)

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Flight Data Computer (E6B) TIME & FUEL Now that you know the distance you wish to travel

(measured from your map) and the ground speed you will be flying (from the graph side of the E6B), you can turn the E6B over and calculate:

The time it will take you to fly each leg;

The fuel you will use; and,

How long you can remain in the search area.

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Flight Data Computer (E6B) In fact the E6B Works with speed, time, distance and

fuel.

As along as you have two of these values, you can find the third

SPEED, DISTANCE, FUEL CONSUMPTION and FUEL USED will always be on the OUTER SCALE.

TIME is always on the INNER SCALE and the pointer represents one hour or 60 minutes.

For this reason, GROUNDSPEED or FUEL CONSUMPTION is always set by rotating the inner scale to put the POINTER (60 min) under the consumption figure.

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Flight Data Computer (E6B) Fuel Calculations: To find fuel to be used over a certain time, put the the

pointer (60 minutes) on the INNER SCALE under the FUEL CONSUMPTION on the OUTER SCALE.

Now, on the INNER SCALE, look along to the time you have to fly (hours, minutes) and above it on the OUTER SCALE read the fuel you require to fly for that period of time.

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Flight Data Computer (E6B) Enroute Times calculation:

To find the time it will take you to fly a specific leg, rotate the pointer (60 minutes) on the INNER SCALE GROUND SPEED value on the OUTER SCALE over.

Now, on the OUTER SCALE, look along to the length of the leg and below it, on the INNER SCALE read the time it will take you to fly that leg.

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Flight Data Computer (E6B) Endurance calculations:

To find the time it will take you to fly to empty tanks, place the FUEL CONSUMPTION value on the OUTER SCALE over the pointer (60 minutes) on the INNER SCALE.

Now, on the OUTER SCALE, look along to the Total Amount of Fuel carried and below it, on the INNER SCALE read the time it will take you to use up all that fuel.

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Flight Data Computer (E6B) Ground speed calculation given the distance you

covered over the ground in a specific time:

To find your GROUND SPEED, place the DISTANCE COVERED value on the OUTER SCALE over TIME it took on the INNER SCALE.

Now, on the INNER SCALE, look along the INNER SCALE to the pointer (60 minutes) and above it, on the OUTER SCALE read the GROUNDSPEED.

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Flight Data Computer (E6B)

You can use the E6B for conversions as well.

To convert distances, look on extreme outer scale, match the distance you know to the value and read nm’s, sm’s, and km’s, under the appropriate indicies.

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Flight Data Computer (E6B)

Always check your work twice.

Remember to take account of VFR reserve fuel (30 minutes day or 45 minutes night unless the Pilot wishes more).

Always get the Aircraft Commander to go over your numbers and flight plan.

So lets do some practice with the front side of the E6B …….

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E6B Practice _160_kts _1+45_time _____distance _____kts _1+50_time _210_nms _135_kts ______time _113_nms _160_kts ______time _268_nms _____kts _1+15_time _130_nms _135_kts _1+20_time _____nms _____kts _1+10_time _236_nms _160_kts _2+40_time _____nms

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E6B Practice

______nm ______sm __80__km __122_nm ______sm ______km ______nm _1300_sm ______km __145_kts _2+30_mins ______sm _8.0_burn _3+45_mins ______fuel _14.0_burn ______mins __55__fuel ______burn _2+30_mins __28__fuel

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Publications References for Navigation techniques can be found in

the “From the Ground Up” the training manual for pilots.

References for your individual aircraft can be found in the Pilot’s Handbook for that specific type.

References for Search Procedures can be found in the National Search and Rescue manual and the CASARA Manual as well as the CASARA Training Manual

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Publications cont’d

The AIM (Aeronautical Information Manual) contains information on a number of topics such as Communications, Weather, Rules of the Air, Facilities, Search and Rescue, Airmanship, etc .

The CFS or Canadian Flight Supplement (normally in the aircraft) contains information on Aerodromes & Facilities, Flight Planning, Radio Navigation and Communications and Emergency Procedures.

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CASARA Handbook

CASARA Handbook is invaluable for all phases of SAR operations and training.

We will now go through the CASARA Handbook as part of the Navigator Course.

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Maps

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Maps Map: Definition Representation on a plane surface, of part of the

earth’s surface.

The major tool of the navigator, at least it was before GPS, is the map.

Even with GPS, there may be system failures that will require us to revert to this basic tool.

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Maps Maps are normally designed for a specific purpose but all

have certain things in common:– A name or title for reference– Some level of surface detail.– A positional reference system such as Lat & Long,

Grid and/or GEOREF.– A LEGEND to show the meaning of relevant symbols.– A suitable scale expressed numerically and with a line

diagram.– The date on which it was printed and a “currency”

date for other information.

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The Legend

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Maps & Charts

The maps that you will normally use in CASARA are– World Aeronautical Chart (WAC) – VFR Navigation Chart (VNC)– Joint Operations Graphic (JOG)– Topographical Map

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Maps

World Aeronautical Charts (WAC)– Scale 1:1,000,000– Uses GEOREF– Covers a large area– Contains information related to aviation– Not enough detail for search and rescue operations

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WAC – 1:1,000,000

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Maps

VFR Navigation Map (VNC)– Scale: 1:500,000– Uses GEOREF– Shows Navigation aids and airport information– Good topographical information– Scale is not suitable for operations

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VNC – 1:500,000

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VNC - GEOREF

GEOREF blocks (1 Degree of Latitude by 1 degree of Longitude) are identified on the map with two letters.

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VNC - GEOREF

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VNC - GEOREF

Each section of a block comprises:– 30 min. of Latitude (30 nautical miles)

– 30 min. of Longitude (Approx.20 nautical miles )

Each sub-section of a section comprises:

– 15 min. of Latitude (15 nautical miles)

– 15 min. of Longitude (Approx.10 nautical miles

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VNC - GEOREF

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Maps

Joint Operations Graphics Chart (JOG)– 1:250,000– Uses GEOREF– Some aviation information– Excellent topographical information– Large scale– Not useful for a long transit– Only covers a small area– (2 deg Longitude by 1 Deg Latitude

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JOG – 1:250,000

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JOG - GEOREF

Joint Operations Graphics Chart (JOG) does not display GEOREF on the map itself but the applicable GEOREF blocks are shown in a legend at the bottom of the map

Another way to relate the JOG to GEOREF is to use a VNC map to find the GEOREF blocks, sections and sub-sections and transfer this information using Lat and Long.

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JOG - GEOREF

GEOREF Legend

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JOG - GEOREF

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JOG - GEOREF

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Maps

Topographical Map

Scale: 1:250,000.

Excellent topographical detail

No aviation information.

Scale is very large.

Latitude and longitude information is only shown on the map edge.

No GEOREF

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Topographical – 1:50,000

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Map Preparation

Draw your tracks on the map

Mark any prominent obstacles or elevations,

Mark any significant landmarks for your reference.

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Navigation Log Once your preflight and map work are completed, it

is time to prepare your Navigation Log.

Remember that it is important to ensure that your entries are accurate BUT,

It is not necessary to complete every block of the Navigation Log.

For example: headings and times for each search leg are not critical but you should know what your initial drift will be on the search track.

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Navigation Log

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Navigation Log

BINGO calculations: BINGO was a term developed during WW II. It denotes a “sudden

action or event”. In this case “TIME TO HEAD FOR HOME”. The BINGO time considers – Your Take-off time;– Your fuel endurance;– The latest time you can leave from the furthest point of your

search; and still have your reserve fuel when you land.– The Fuel Reserves you must have when you get there (Transport

Canada requires for VFR 30 minutes day and 45 minutes night).

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BINGO Block

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Flight Plan Once your Navigation Log is completed, you or the

pilot can prepare the flight plan

Use the NAV CANADA Flight Plan Form.

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Flight Plan Form

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Flight Plan Aircraft Identification

Type of Flight - VFR

Aircraft type, weight cat, equipment and transponder (eg. PA28/L-SGC/C)

Point of Departure and time in UTC (Zulu)

Speed (in Knots) and Altitude

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Flight Plan

Route and Destination

Time enroute, SAR time, and Alternate

Fuel (including 30 mins day and 45 mins night reserve)

Remarks/ CASARA Mission or CASARA training, ELT Homer equipped

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Flight Plan

People on board

Survival equipment, color of aircraft, owner

Pilot-in-Command and license number

It is recommended that CASARA Aircraft have Master Flight Plan on file at your local Flight Service Station

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Flight Planning Before filing a flight plan, get the Aircraft Commander

to look it over and sign.

File the flight plan in a timely manner, at least 1/2 hour before take-off.

File with Flight Service at 1-800-INFOFSS (463-6377)

Update your ETA, with Flight Service, if it changes by more than 10 minutes.

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