Flight Instructors Training Procedures _revised AIC_x

3.
4.
i.
ii.
IN TRANSIT
TRACK ERROR ESTIMATION AND
CORRECTION TECHNIQUES
The 10° drift line and double track error
methods.
The One-in-Sixty method.
Track error:
= Dist off track x 60
Dist travelled 1
) )
as an estimate of present position.
vi. Reliance on mental DR techniques in
featureless country.
vii. Relative value of ground features unique in
relation to its surroundings.
i. Check and align D.I. with magnetic
compass at least once every 10 minutes.
ii. Do not alter heading until certain of position
iii. Log time of alteration of heading.
iv. Periodically check engine instruments and
carb heat control.
v. Maintain a constant altitude or flight level.
vi. Maintain a good look out.
vii. Demonstrate magnetic compass turning
and acceleration/deceleration errors.
i. Used to indicate the direct angular track
error.
ii. To regain the track, alter the heading by
twice the angular track error and maintain
this heading for a time equal to the initial
time flown to the point of correction. When
track is regained, fly the original heading
plus the initial angular track error to
compensate for further drift.
iii. Used for heading changes to regain track
when only up to half the distance to the
destination has been flown.
iv. If required to fly parallel to the track, alter
heading by an amount equal to the track
error only.
i. Track error in degrees is calculated from
the distance off track and the distance
covered.
ii. This method is practical over any distance.
iii. May be used:
a. To fly parallel to the track.
b. To regain the original track.
c. To fly direct to the destination along
a new track plotted from the drifted
position.
iv. Airspeed correction can be applied to:
a. Compensate for gain/loss in ground
speed.
b. Gain or loss in time while regaining
track.
Note: An early decision to compensate for drift will
assist in avoiding the use of more power to
increase airspeed whilst regaining track, in order to
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