https://wiki.masterarms.se//api.php?action=feedcontributions&feedformat=atom&user=Knugen 2026-05-15T01:32:14Z Användarbidrag MediaWiki 1.34.2 https://wiki.masterarms.se//index.php?title=Airport_Procedures&diff=1794 2023-09-14T15:53:59Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Standard Operating Procedures]] &gt;&gt; [[Airport Procedures]]''<br /> <br /> Though inspired by real life operations, our goal is to strike a balance between realism and manageability. The airspace types listed below are most useful during training events with live ATC in order to increase immersion. <br /> <br /> ==Overview==<br /> [[Fil:MA_airspace_wiki_01.png|400px|thumb|Overview]]<br /> The airspace structure is usually viewed as an inverted cake, extending from the airport and up. <br /> <br /> ===Airspace Types===<br /> ====Control Area (CTA)====<br /> [[Fil:MA_airspace_wiki_04_CTA.png|400px|thumb|CTA]]<br /> The CTA represents the top of the cake and covers a large area, it’s purpose is to route and separate traffic to, from and through the region. With live ATC the airspace is controlled. It’s bottom starts at 10 000 feet above mean sea level (MSL) and continues to infinity (marked as UNL). Note that you can fly below the CTA. <br /> <br /> ====Terminal Area (TMA)====<br /> [[Fil:MA_airspace_wiki_03_TMA.png|400px|thumb|TMA]]<br /> The TMA is the middle portion of the cake and serves more as a facility to route traffic to and from airports. With live ATC the airspace is controlled. It’s bottom starts at 1500 feet MSL and the ceiling stops at 10 000 feet where the CTA starts. Parts of the the TMA can have a floor defined as 1500 feet above ground level (AGL) due to high terrain elevation. Several airports are located under a single TMA. Note that you can fly below the TMA. <br /> <br /> ====Control Zone (CTR)====<br /> [[Fil:MA_airspace_wiki_02_CTR.png|400px|thumb|CTR]]<br /> The CTR is the top of the inverted cake and covers an airfield. It’s purpose is to protect aircraft departing and arriving at individual airports. With live ATC the airspace is controlled. It reaches from ground level to 1500 feet AGL. Note that you shouldn’t fly below the CTR. <br /> <br /> ====Restricted Area (R)====<br /> A restricted area is basically a controlled airspace which is not necessarily close to any airports. They are positioned to protect traffic from live fire. Avoid these unless cleared by ATC or if you are aware of traffic within the airspace. <br /> <br /> ===Departure and arrival===<br /> The most common type of departure used is a visual one. Normally ATC will clear you towards an exit point marked on a Visual Operations Chart, you are then expected to navigate visually following the route on the chart. Same goes for arrival. <br /> <br /> ATC can also issue specific headings or TACAN radials to follow after take off, in this case the exit points are no longer valid. <br /> <br /> Also, read the section about [[Takeoff Procedures]].<br /> <br /> ===Controlled and Uncontrolled Flight===<br /> With live ATC all flights are controlled within CTR, TMA and CTA. Players can still fly uncontrolled below TMA and CTA without any clearance, just be aware of your position relative to any airports or restricted areas.<br /> <br /> ===VFR or IFR===<br /> Visual Flight Rules (VFR) means that the pilot has navigation responsibility using visual references. Navigation aids such as INS, TACAN or ATC may be used to enhance situational awareness. <br /> <br /> Instrument Flight Rules (IFR) can be applied in visual conditions but puts more navigation responsibility on ATC. INS or TACAN etc. may also be used for navigation. IFR flights may be conducted in poor weather. <br /> <br /> ===Speed restrictions===<br /> Maintain a maximum speed of 300 KIAS when inside CTR or TMA unless cleared high speed by ATC. This can always be requested but might be denied due to ATC workload.<br /> <br /> If there is no ATC available you may deviate from this rule, but you should communicate this with other pilots in the area (on the appropriate channel for the area you are flying in, typically Tower for CTR, Tactical for TMA). Warn other pilots of where you are, where you are going, and that you will be flying at high speed.<br /> <br /> Wingmen may exceed 300 KIAS if their flight lead is nearby to rejoin/fix the formation.<br /> <br /> This speed restriction is intended to reduce the risk of collision by giving pilots time to find eachother visually, and to give ATC time to manage the traffic.<br /> <br /> ===Landing===<br /> See the section about [[Landing Procedures]].<br /> <br /> ==Minimum Sector Altitude==<br /> For controllers giving altitude clearances within Kutaisi CTA and around Ramat David, Minimum Sector Alittude (MSA) maps will help to avoid Controlled Flight Into Terrain (CFIT)<br /> <br /> [[Fil:MAMSA Kutaisi.png|400px|thumb|MSA Kutaisi]]<br /> [[Fil:MAMSA Ramat David.png|400px|thumb|MSA Ramat David]]<br /> <br /> ==Kutaisi CTA==<br /> [[Fil:Kutaisi CTA v0.5.png|400px|thumb|Overview]]<br /> <br /> The descriptions above apply to the airspace surrounding the western region of Georgia.<br /> <br /> ====Lanchhuti Transition====<br /> [[Fil:Kutaisi Lanchhuti Transition 01.jpg|400px|thumb|Overview]]<br /> <br /> Lanchhuti Transition is a local procedure to deconflict departing and arriving traffic from R99 and Kobuleti CTR while flying to and from Kutaisi airfield. It is a VFR transition. <br /> <br /> ====Departing traffic:====<br /> <br /> * After passing assigned exit point, fly towards and then along the ridge southwest of Kutaisi. Pass between Kobuleti CTR and R99.<br /> <br /> * Expect 5000 feet initially and further climb once established along the ridge. <br /> <br /> ====Arriving traffic:====<br /> <br /> * Expect 3000 feet initially and 1600 feet once clear of terrain.<br /> <br /> * Report approaching Entry West if you still have not recieved &quot;Cleared approach&quot; or tower channel by that time.<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====In Game Kneeboard====<br /> <br /> Drop the images contained in the file below in your C:\Users\YOURNAME\Saved Games\DCS.openbeta\Kneeboard folder to access section charts of Kutaisi CTA during flight.<br /> <br /> [[Media:MA Kutaisi CTA kneeboard.zip]]<br /> <br /> ====Tacview Objects====<br /> <br /> Drop the XML file into C:\Users\YOURNAME\AppData\Roaming\Tacview\Data\Static Objects to display Kutaisi CTA in Tacview.<br /> <br /> [[Media:Kutaisi CTA Tacview.zip]]<br /> <br /> ====LotAtc Overlay====<br /> <br /> Use the draw tool and open the json file to display Kutaisi CTA in LotAtc.<br /> <br /> [[Media:MA_Master_Kutaisi_CTA_220210.zip]]<br /> <br /> Minimum safe altitude (MSA) for Kutaisi &amp; Ramat David:<br /> <br /> [[Media:MSA_Kutaisi_v2.zip]]<br /> <br /> [[Media:MSA Ramat v2.7z]]</div>

Knugen https://wiki.masterarms.se//index.php?title=Airport_Procedures&diff=1793 2023-09-14T15:53:18Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Standard Operating Procedures]] &gt;&gt; [[Airport Procedures]]''<br /> <br /> Though inspired by real life operations, our goal is to strike a balance between realism and manageability. The airspace types listed below are most useful during training events with live ATC in order to increase immersion. <br /> <br /> ==Overview==<br /> [[Fil:MA_airspace_wiki_01.png|400px|thumb|Overview]]<br /> The airspace structure is usually viewed as an inverted cake, extending from the airport and up. <br /> <br /> ===Airspace Types===<br /> ====Control Area (CTA)====<br /> [[Fil:MA_airspace_wiki_04_CTA.png|400px|thumb|CTA]]<br /> The CTA represents the top of the cake and covers a large area, it’s purpose is to route and separate traffic to, from and through the region. With live ATC the airspace is controlled. It’s bottom starts at 10 000 feet above mean sea level (MSL) and continues to infinity (marked as UNL). Note that you can fly below the CTA. <br /> <br /> ====Terminal Area (TMA)====<br /> [[Fil:MA_airspace_wiki_03_TMA.png|400px|thumb|TMA]]<br /> The TMA is the middle portion of the cake and serves more as a facility to route traffic to and from airports. With live ATC the airspace is controlled. It’s bottom starts at 1500 feet MSL and the ceiling stops at 10 000 feet where the CTA starts. Parts of the the TMA can have a floor defined as 1500 feet above ground level (AGL) due to high terrain elevation. Several airports are located under a single TMA. Note that you can fly below the TMA. <br /> <br /> ====Control Zone (CTR)====<br /> [[Fil:MA_airspace_wiki_02_CTR.png|400px|thumb|CTR]]<br /> The CTR is the top of the inverted cake and covers an airfield. It’s purpose is to protect aircraft departing and arriving at individual airports. With live ATC the airspace is controlled. It reaches from ground level to 1500 feet AGL. Note that you shouldn’t fly below the CTR. <br /> <br /> ====Restricted Area (R)====<br /> A restricted area is basically a controlled airspace which is not necessarily close to any airports. They are positioned to protect traffic from live fire. Avoid these unless cleared by ATC or if you are aware of traffic within the airspace. <br /> <br /> ===Departure and arrival===<br /> The most common type of departure used is a visual one. Normally ATC will clear you towards an exit point marked on a Visual Operations Chart, you are then expected to navigate visually following the route on the chart. Same goes for arrival. <br /> <br /> ATC can also issue specific headings or TACAN radials to follow after take off, in this case the exit points are no longer valid. <br /> <br /> Also, read the section about [[Takeoff Procedures]].<br /> <br /> ===Controlled and Uncontrolled Flight===<br /> With live ATC all flights are controlled within CTR, TMA and CTA. Players can still fly uncontrolled below TMA and CTA without any clearance, just be aware of your position relative to any airports or restricted areas.<br /> <br /> ===VFR or IFR===<br /> Visual Flight Rules (VFR) means that the pilot has navigation responsibility using visual references. Navigation aids such as INS, TACAN or ATC may be used to enhance situational awareness. <br /> <br /> Instrument Flight Rules (IFR) can be applied in visual conditions but puts more navigation responsibility on ATC. INS or TACAN etc. may also be used for navigation. IFR flights may be conducted in poor weather. <br /> <br /> ===Speed restrictions===<br /> Maintain a maximum speed of 300 KIAS when inside CTR or TMA unless cleared high speed by ATC. This can always be requested but might be denied due to ATC workload.<br /> <br /> If there is no ATC available you may deviate from this rule, but you should communicate this with other pilots in the area (on the appropriate channel for the area you are flying in, typically Tower for CTR, Tactical for TMA). Warn other pilots of where you are, where you are going, and that you will be flying at high speed.<br /> <br /> Wingmen may exceed 300 KIAS if their flight lead is nearby to rejoin/fix the formation.<br /> <br /> This speed restriction is intended to reduce the risk of collision by giving pilots time to find eachother visually, and to give ATC time to manage the traffic.<br /> <br /> ===Landing===<br /> See the section about [[Landing Procedures]].<br /> <br /> ==Minimum Sector Altitude==<br /> For controllers giving altitude clearances within Kutaisi CTA and around Ramat David, Minimum Sector Alittude (MSA) maps will help to avoid Controlled Flight Into Terrain (CFIT)<br /> <br /> [[Fil:MAMSA Kutaisi.png|400px|thumb|MSA Kutaisi]]<br /> [[Fil:MAMSA Ramat David.png|400px|thumb|MSA Ramat David]]<br /> <br /> ==Kutaisi CTA==<br /> [[Fil:Kutaisi CTA v0.5.png|400px|thumb|Overview]]<br /> <br /> The descriptions above apply to the airspace surrounding the western region of Georgia.<br /> <br /> ====Lanchhuti Transition====<br /> [[Fil:Kutaisi Lanchhuti Transition 01.jpg|400px|thumb|Overview]]<br /> <br /> Lanchhuti Transition is a local procedure to deconflict departing and arriving traffic from R99 and Kobuleti CTR while flying to and from Kutaisi airfield. It is a VFR transition. <br /> <br /> ====Departing traffic:====<br /> <br /> * After passing assigned exit point, fly towards and then along the ridge southwest of Kutaisi. Pass between Kobuleti CTR and R99.<br /> <br /> * Expect 5000 feet initially and further climb once established along the ridge. <br /> <br /> ====Arriving traffic:====<br /> <br /> * Expect 3000 feet initially and 1600 feet once clear of terrain.<br /> <br /> * Report approaching Entry West if you still have not recieved &quot;Cleared approach&quot; or tower channel by that time.<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====In Game Kneeboard====<br /> <br /> Drop the images contained in the file below in your C:\Users\YOURNAME\Saved Games\DCS.openbeta\Kneeboard folder to access section charts of Kutaisi CTA during flight.<br /> <br /> [[Media:MA Kutaisi CTA kneeboard.zip]]<br /> <br /> ====Tacview Objects====<br /> <br /> Drop the XML file into C:\Users\YOURNAME\AppData\Roaming\Tacview\Data\Static Objects to display Kutaisi CTA in Tacview.<br /> <br /> [[Media:Kutaisi CTA Tacview.zip]]<br /> <br /> ====LotAtc Overlay====<br /> <br /> Use the draw tool and open the json file to display Kutaisi CTA in LotAtc.<br /> <br /> [[Media:MA_Master_Kutaisi_CTA_220210.zip]]<br /> <br /> Minimum safe altitude (MSA) for Kutaisi:<br /> <br /> [[Media:MSA_Kutaisi_v2.zip]]<br /> [[Media:MSA Ramat v2.7z]]</div>

Knugen https://wiki.masterarms.se//index.php?title=Fil:MSA_Ramat_v2.7z&diff=1792 2023-09-14T15:52:53Z

<p>Knugen: </p> <hr /> <div></div>

Knugen https://wiki.masterarms.se//index.php?title=Fil:MAMSA_Ramat_David.png&diff=1791 2023-09-14T15:47:31Z

<p>Knugen: </p> <hr /> <div></div>

Knugen https://wiki.masterarms.se//index.php?title=Fil:MAMSA_Kutaisi.png&diff=1790 2023-09-14T15:47:13Z

<p>Knugen: </p> <hr /> <div></div>

Knugen https://wiki.masterarms.se//index.php?title=Charts&diff=1778 2023-09-05T17:49:03Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Standard Operating Procedures]] &gt;&gt; [[Airport Procedures]] &gt;&gt; [[Charts]]''<br /> <br /> <br /> [[Fil:Kutaisi_VisualChart.png|400px|thumb|Kutaisi Visual Chart]]<br /> [[Fil:Kutaisi_AerodromeChart.png|400px|thumb|Kutaisi Aerodrome Chart]]<br /> [[Fil:Kutaisi_SID_2023-02-27.png|400px|thumb|Kutaisi SID]]<br /> [[Fil:Kutaisi_STAR_2023-02-27.png|400px|thumb|Kutaisi STAR]]<br /> <br /> <br /> [[Fil:RamatDavid_VisualChart.png|400px|thumb|Ramat David Visual Chart]]<br /> [[Fil:RamatDavid_AerodromeChart.png|400px|thumb|Ramat David Aerodrome Chart]]<br /> <br /> [[Fil:SID_RW05_INCIRLIK.png|400px|thumb|Incirlik RW05 SID]]<br /> [[Fil:STAR_RW05_INCIRLIK.jpeg|400px|thumb|Incirlik RW05 STAR]]<br /> <br /> ==Resources==<br /> <br /> ====In Game Kneeboard====<br /> <br /> Download the images on the right hand side and put them in your C:\Users\YOURNAME\Saved Games\DCS.openbeta\Kneeboard folder if you want them to always show up in your kneeboard. Note that these files are already included in the Master Arms mission template and training mission, so there's no need to download them unless you need them in other servers/missions or for single player use.<br /> <br /> Drop the images contained in the file below in your C:\Users\YOURNAME\Saved Games\DCS.openbeta\Kneeboard folder to access section charts of Kutaisi CTA during flight. These are already included in the Master Arms Caucasus training mission (but not in the mission template).<br /> [[Media:MA Kutaisi CTA kneeboard.zip]]<br /> <br /> ====Tacview Objects====<br /> <br /> Drop the XML file into C:\Users\YOURNAME\AppData\Roaming\Tacview\Data\Static Objects to display Kutaisi CTA in Tacview.<br /> <br /> [[Media:Kutaisi CTA Tacview.zip]]<br /> <br /> ====LotAtc Overlay====<br /> <br /> Use the draw tool and open the json file to display Kutaisi CTA in LotAtc.<br /> <br /> [[Media:Kutaisi CTA LotATC.zip]]</div>

Knugen https://wiki.masterarms.se//index.php?title=Fil:STAR_RW05_INCIRLIK.jpeg&diff=1777 2023-09-05T17:48:22Z

<p>Knugen: </p> <hr /> <div></div>

Knugen https://wiki.masterarms.se//index.php?title=Fil:SID_RW05_INCIRLIK.png&diff=1776 2023-09-05T17:47:29Z

<p>Knugen: </p> <hr /> <div></div>

Knugen https://wiki.masterarms.se//index.php?title=Charts&diff=1775 2023-09-05T17:44:41Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Standard Operating Procedures]] &gt;&gt; [[Airport Procedures]] &gt;&gt; [[Charts]]''<br /> <br /> <br /> [[Fil:Kutaisi_VisualChart.png|400px|thumb|Kutaisi Visual Chart]]<br /> [[Fil:Kutaisi_AerodromeChart.png|400px|thumb|Kutaisi Aerodrome Chart]]<br /> [[Fil:Kutaisi_SID_2023-02-27.png|400px|thumb|Kutaisi SID]]<br /> [[Fil:Kutaisi_STAR_2023-02-27.png|400px|thumb|Kutaisi STAR]]<br /> <br /> <br /> [[Fil:RamatDavid_VisualChart.png|400px|thumb|Ramat David Visual Chart]]<br /> [[Fil:RamatDavid_AerodromeChart.png|400px|thumb|Ramat David Aerodrome Chart]]<br /> <br /> <br /> <br /> ==Resources==<br /> <br /> ====In Game Kneeboard====<br /> <br /> Download the images on the right hand side and put them in your C:\Users\YOURNAME\Saved Games\DCS.openbeta\Kneeboard folder if you want them to always show up in your kneeboard. Note that these files are already included in the Master Arms mission template and training mission, so there's no need to download them unless you need them in other servers/missions or for single player use.<br /> <br /> Drop the images contained in the file below in your C:\Users\YOURNAME\Saved Games\DCS.openbeta\Kneeboard folder to access section charts of Kutaisi CTA during flight. These are already included in the Master Arms Caucasus training mission (but not in the mission template).<br /> [[Media:MA Kutaisi CTA kneeboard.zip]]<br /> <br /> ====Tacview Objects====<br /> <br /> Drop the XML file into C:\Users\YOURNAME\AppData\Roaming\Tacview\Data\Static Objects to display Kutaisi CTA in Tacview.<br /> <br /> [[Media:Kutaisi CTA Tacview.zip]]<br /> <br /> ====LotAtc Overlay====<br /> <br /> Use the draw tool and open the json file to display Kutaisi CTA in LotAtc.<br /> <br /> [[Media:Kutaisi CTA LotATC.zip]]</div>

Knugen https://wiki.masterarms.se//index.php?title=VFR_Navigation&diff=195 2021-04-07T13:42:18Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Aviation Guides]] &gt;&gt; [[VFR Navigation]]''<br /> VFR, or Visual Flight Rules, is flying &amp; navigating by terrain, landmarks or other visual features outside the aircraft. This guide is intended to help new players with mastering this skill. The guide is divided into three parts - Navigation basics, Flight planning and Follow-up during flight. Flight planning is the planning performed before starting the flight, and follow-up covers methods for continuously verifying that you are where you are meant to be once underway. <br /> <br /> The most basic form of VFR Navigation consists of looking outside the aircraft and using landmarks together with a map to navigate. This method requires relatively little preparation but can be perfectly accurate if sufficient landmarks are present in the terrain you're flying over. See section 'follow up during flight' for tips on referencing your position in regards to visual landmarks. For flights over terrain where visual landmarks are few and far inbetween, such as large bodies of water, different methods and more thorough preparation may be required to successfully navigate.<br /> <br /> ==Navigation basics==<br /> ===Speed terms===<br /> There are several different methods for qualifying an aircraft's speed relative to the air<br /> '''Indicated Air Speed (IAS)''' is the uncorrected speed which is displayed on an aircraft's airspeed indicator. Multiple factors affect either the air itself or the airspeed instrument causing this airspeed to, genereally speaking, not actually match the aircraft's speed true speed relative to the air. The main error sources are Instrument error (Errors due to the construction / design of the cockpit instrument), Position error (When the positioning of the Pitot tube causes the pressure reading from which the airspeed is calculated to be inaccurate) and Density error (The airspeed instrument is calibrated for standard sea-level density, meaning that it will get less and less accurate as the measured air density decreases with increased altitude)<br /> <br /> '''Calibrated Air Speed (CAS)''' is the IAS but corrected for instrument and position errors. In real life the airplane manufacturer provides the pilot with the information required to convert IAS to CAS. In DCS this information is rarely inlcuded in manuals - if no information is provided, assume that IAS = CAS.<br /> <br /> '''EAS''' - Får gärna fyllas i av någon IRL-jet-nörd. Mvh// Flyger-aldrig-över-115-knop<br /> <br /> '''True Air Speed (TAS)''' is a measure of the aircrafts true speed relative to the air. This is calculated by taking the CAS and correcting for the density error. Some DCS aircraft provide you with the TAS automatically. Calculating the TAS manually can be done with a flight computer (see Resources heading at the bottom). Calculating your TAS manually requires known values for pressure altitude, which is simply the reading on your barometric altimeter with QNH entered as well as the outside air temperature (as the density of the air for a given altitude varies depending on the temperature). The temperature in DCS is generally speaking only given for sea level, so to calculate the temperature for a given altitude use the ISA standard temperature change of 2°C / 1000 feet or 6,5°C per 1000 Meters. ¨<br /> <br /> E.g. - if the Sea level temperature is +18°C and you're planning to fly at 8000 feet, the expected change in temperature is 2°C * 8 = -16°C. The outside air temperature is thus +2°C. <br /> <br /> '''Ground speed (GS)''', is the actual speed your aircraft is travelling relative to the ground. This is important for navigating as it is this speed we will be using for calculating how long it will take to fly our waypoints later. Ground speed is calculated by taking the true air speed and correcting this for wind. This calculation can be performed using a flight computer or the online E6B tool linked in the resources section.<br /> <br /> To perform the calculation, start by entering the true course in the course field. Enter the True Air Speed in the next field. Enter the Wind direction (Where the wind is coming from) and the wind speed and read the wind correction angle below. This angle is the amount of degrees you'll have to add or subtract from your course in order to compensate for wind. You'll now be able to read the ground speed below the Wind correction angle.<br /> <br /> Note 1: Since the only source of variation between TAS &amp; GS is the wind, TAS &amp; GS will be equal if flying with no vind<br /> Note 2: In DCS, unlike in real life, the wind strength and direction is constant within the same mission. You will still need to calculate the wind correction angle for each leg as the heading of your aircraft relative to the wind affects the WCA. <br /> <br /> ===Course terms===<br /> Courses are given relative to one of three sources - True (Relative to the geographic, or true, north pole), Magnetic (Relative to the magnetic north pole) or compass (Relative to the north pole of the magnetic field which the compass is picking up). In real life compass north deviates from magnetic north due to metallic objects in the airplane interfering with the magnetic field of Earth. To my knowledge this is not modelled in DCS, so focus on understanding True and Magnetic. <br /> <br /> Different terms are used for describing various angular differences.<br /> Track is the angular difference between two points on the map. True track is defined using true north as a reference and Magnetic Track is defined using Magnetic north.<br /> <br /> Heading, or course, is the angular difference between your chosen source of reference and which angle your aircraft is currently pointing. <br /> <br /> Bearing is the angular difference between your aircraft and another object - aircraft, bullseye, terrain or something else. True bearing is relative to true north and magnetic bearing is relative to magnetic north. <br /> <br /> ===Wind correction angle===<br /> Calculating the WCA is covered in the speed terms section above. <br /> <br /> ===Compass Magnetism===<br /> North on most maps is pointing directly towards the geographic north pole. North on an aircrafts magnetic compass is pointing towards the magnetic south pole, which is actually located in the northern hemisphere. The Geographic North Pole and the Magnetic South Pole are not located at the same point, meaning that a compass will not point to true north. The difference between true north and magnetic north for a given location on Earth is called variation and is expressed in either degrees west / east or degrees +/-. The variation for Caucasus is +6°, or E6. <br /> <br /> When we make our flight plans using the F10 map we are plotting tracks in relation to true north, but when we then fly these headings (assuming your aircraft isn't displaying true north) you are using magnetic north. You must therefore add or subtract the variation to the magnetic course reading in order to correct for the variation.<br /> <br /> For example, if you're flying a waypoint leg in Caucasus with True Track = 360° and Variation is +6°, you should make fly a magnetic course 354° to compensate. <br /> <br /> Magnetic variations for the current maps are:<br /> Caucasus: +6°<br /> Persian Gulf: +2°<br /> Normandy: +1°<br /> Syria: +5°<br /> <br /> ===Coordinates===<br /> '''Latitude''' is the amount of degrees a given point is north or south of the equator. Ranges from 0-90° North and 0-90° South. <br /> '''Longitude''' is the amount of degrees a given point is east or west of the prime meridian, i.e. Greenwich, UK. Ranges from 0-180° East &amp; West.<br /> <br /> Each degree is divided into 60 Arc minutes (designated ') and each arc minute is further divided into 60 arc seconds (designated &quot;). A coordinate of N40°42'13&quot; thus means North 40 degrees, 42 arc minutes &amp; 13 arcseconds. <br /> <br /> Along a great circle (a circle along the earth that splits the planet into two equal parts, i.e. a circle that passes through the centre of the earth. All meridians and the equator are great circles, but any latitude parallell to the equator is not) one arc minute equals one nautical mile, or 1852 meters. One arc second thus represents, along a great circle, 30 meters (1852/60) or 98 feet. This is our accuracy when using this coordinate format, well within acceptable margins for VFR navigation.<br /> <br /> ===Time, speed and distance calculations===<br /> <br /> Calculating the time to fly a leg, the distance of a leg or the speed required to fly a leg of a given distance at a given time is made easy wit the SVT-triangle. S stands for Sträcka (Distance), V stands for Velocity (Fart) and T stands for Tid (Time). For as long as two values are known, the third is calculated using the formula in the image below. Simply remove the variable you want to solve for and follow the formula for the remaining two.<br /> <br /> [[Fil:SVTTriangle.jpeg]]<br /> <br /> Examples:<br /> If S = 300 NMI and V= 415 knots, what is T? (How long does it take to fly a given distance at a given speed)<br /> Answer: We remove T and find that the formula now states S/V. 300/415 = 0,722. This is the time required expressed in decimal format. To convert this to hours:minutes, simply carry over the hours and multiply everything right of the decimal with 60. 0,722 * 60 = 43,32. Note that the seconds are still presented in decimal format, so once again we multiply the seconds right of the decimal with 60 and get 0,32*60 = 19,2 (Round to the nearest second). Flying this leg will take zero hours, 43 minutes and 19 seconds (00:43:19).<br /> <br /> If S = 25 NMI and T = 15 minutes, what is V? (Which speed do I have to maintain to fly a given distance at a given time)<br /> Answer: First convert 15 minutes to decimal format. Again we carry over the hours but we now divide everything right of the decimal with 60. 15/60 = 0,25. We can now perform the speed calculation. Remvoing V the formula now says S/T. 25/0,25 = 100. To fly this leg in 15 minutes we require a ground speed of 100 knots.<br /> <br /> If V = 215 knots and T = 25 minutes, what is S? (If I fly a given speed at a given time, how far will I travel?<br /> Answer: Again we convert time to decimal - 25/60 = 0,416. Solving for distance we remove S from the triangle and find the formula to be V*T. 215*0,416 = 89,44. We will travel 89,44 nautical miles in 25 minutes at 215 knots.<br /> <br /> '''Practice questions'''<br /> <br /> 1. If S = 73 and V = 215, what is T?<br /> <br /> 2. If S = 428 and T = 01:15:00, what is V?<br /> <br /> 3. If V = 317 and T = 00:45:30, what is S?<br /> <br /> Another method for calculating flight times is the speed factor method. If you're travelling at 60 knots, you're travelling 60 nautical miles per hour or 1 nautical mile per minute. This is also known as speed factor 1. 120 knots is speed factor 2 (2 NM/Minute), 600 knots is speed factor 10 (10 NM/Minute) and so on.<br /> <br /> <br /> ==Flight planning==<br /> Start by marking your initial point and your destination on the map. Continue by marking waypoints along the route at reasonable intervals. These waypoints act as control points, allowing you to verify that you are flying where you've intended and allowing you to correct and errors before they accumulate too much. I would recommend no more than 20NMI between each waypoint. Generally speaking, shorter legs makes it less likely that you'll get lost, but will also mean that more work is required during the planning phase.<br /> <br /> Once you have all your waypoints marked, plot the true track between them. This is the true track. Enter this into your flight plan for each leg. Now add or subtract the magnetic variation to get the magnetic track for each leg. Decide upon a desired altitude for each waypoint. <br /> <br /> Next we'll be calculating the magnetic heading, i.e. the course you will be aiming for when flying. Start by deciding upon a certain IAS you want to use for your flight. You can alternate different IAS for different legs to make it more challenging. Once you have that IAS, carry it over to CAS and use that in combination with the outside air temperature and waypoint altitude to calculate your TAS. Now use your CAS and use that in combination with the true track &amp; wind information to calculate your wind correction angle and your ground speed. This step will have to be re-done for every waypoint leg (assuming the track is different between them).<br /> <br /> For each individual leg, add or subtract the wind correction angle to the magnetic heading and enter the ground speed into your flight plan. Use this ground speed to calculate how long it will take to fly the leg (leg time) as well as an accumulated total time (the sum of all leg times up to that waypoint).<br /> <br /> This is all the core information you require to succesfully navigate from point A to B without crutches such as GPS, NDBs, Tacan etc. Remember that the better and more thorough your flight plan, the easier it will be to perform the flight once in the aircraft. <br /> <br /> This guide has not covered control points. These are not proper waypoints but points of interest along your track which are meant to help you verify that you are on-track, such as a bridge, lake or other geographic feature easily seen from the cockpit. I generally find that these aren't required for a waypoint interval of roughly 20nm, but depending on the terrain these may still be a good idea. To add a control point to your flight plan, first measure how far into the leg you should cross it. If you for example cross a bridge 40% of the distance between WP1 and 2, you should reasonably expect to cross that bridge after 40% of your leg time has elapsed. Add the control point to your flight plan and note at which time you ought to fly over it. If during the flight you notice that you're 30 seconds late with flying over the bridge you need to increase your speed a bit to compensate for the rest of the leg.<br /> <br /> It is possible (and recommended) to set your start waypoint in the air rather than at take-off. This will mean that you can be at your set altitude, course and speed immediately after passing the start waypoint, which makes it far easier to calculate ETA. <br /> <br /> ===Example Flight plan===<br /> {| class=&quot;wikitable&quot;<br /> |+ Example Flight plan<br /> |-<br /> ! Waypoint !! Latitude !! Longitude !! Description !! True Track !! Magnetic Track !! Magnetic Heading !! Distance !! Leg time !! Total Time<br /> |-<br /> | Start || N42°11’58” || E42°42’02” ||Railroad bridge, east of Kutaisi Exit east || 270 || 264 || 268 || 20,8 || 00:05:00 || 00:05:00<br /> |-<br /> | 1|| N42°06’33” || E43°02’42” || Road bridge, just south of a railway crossing ||243 ||237 ||241 || 21,4 || 00:07:30 || 00:12:30<br /> |}<br /> <br /> ==Follow-up during flight==<br /> Always try to be one step ahead. If you know that your next waypoint is located above a television mast, try to locate the mast as soon as you can. Once you've located it, mentally mark it's position and start looking for your next waypoint. It's always easier to stay on track than to find your way back after getting lost, so try to always look out the cockpit for geographical features or other landmark and reference your position in relation to these. <br /> <br /> Two landmarks can be used together to determine your position with reasonable accuracy. Estimate the bearing from the first landmark to you, and do the same for the second landmark. Now draw an actual (or imaginary) line on the map with that bearing originating at each landmark. You should be roughly where those two lines intersect. <br /> <br /> ===Calculating drift===<br /> A handy method for calculating the degrees you've drifted off the track is via trigonometry. Imagine the track being the leg adjacent to the angle and the drift distance being the leg opposite the angle of a right triangle. If we know the values for these we can calculate the angular difference, i.e. the angular drift off the track.<br /> <br /> I won't go in to detail in how this works, but the short version is that the relationship between the angle and length of the legs in a right triangle means that if the adjacent leg is 60 units long &amp; the opposite leg 1 unit long the angle will be 1°. If the legs are 60 units / 5 units the angle will be 5° and so forth. Note that the unit used doesn't matter as the relationship still applies. <br /> <br /> First find your current position on the map. Now draw a line that intersects with the track line at a 90° angle. We now have the length of both the adjacent and opposite legs. Now try to get the adjacent leg to 60 by multiplying or dividng it, and then multiply or divide the opposite leg using the same factor. If the near leg is 60, the opposite leg will equal the amount of units off the track and the angle will equal the amount of degrees off track. <br /> <br /> [[Fil:Drift.png]]<br /> <br /> Example:<br /> You notice that you've drifted off course and find your position on the map. You then draw a line from this position to the track line. You find that the distance along the adjacent leg from the start point to the intersection point is 15 nautical miles, and the distance from your current position to the intersection point to be 0,5 nautical miles. How many degrees off course are you?<br /> <br /> Answer: Multiply the adjacent leg so that it equals 60, in this case 15*4. Now multiply the opposite with 4 as well. With the adjacent leg being 60 and the opposite leg being 2, we can use the relationship described above to determine that we've flown 2 degrees off course.<br /> <br /> This method is called the 1 in 60-rule (Sv. 1 på 60-regeln).<br /> <br /> ===Correcting for drift===<br /> Continuing with the example above, we've detected ourselves as having flown 2 degrees too much to the left and are now 0,5 nautical miles off our track. The easiest way to correct for this is to multiply the error with two and change your course with that amount in the opposite direction.<br /> <br /> For example, if our original track was 150° and our course, after calculating for wind drift was 148, we multiply two by two and add that to our course, making our course 152°. <br /> <br /> This will mean that the time to return to the track will roughly equal the amount of time we spent off the track. Once you are back on track, you stop over-compensating and return to course 150°. This method depends on knowing roughly or at least estimating when you started drifting. <br /> <br /> If the drift is noticed after passing the halfway point of your waypoint leg and the drift started early on, this method no longer works as you would end up back on track after passing your waypoint (by which point the track is likely to have changed). In these cases you will need to estimate an angle larger than your drift angle.<br /> <br /> A more precise method comes via using the 1-in-60-rule again. For example, you're track is 40 nautical miles long. After flying for 15 NMI you notice that you are off-track and use the method outlined in the previous chapter to determine your off-track angle. In our example you find yourself 2 nautical miles north of the track.<br /> <br /> First, calculate the angle off track:<br /> 15*4 = 60<br /> 2*4= 8<br /> <br /> We're 8 degrees off track. <br /> <br /> As the remaining track distance also forms a right triangle with our current position, we can use that to calculate how many degrees we need to turn in order to correct for the earlier drift.<br /> <br /> As our total track was 40 NMI long and we've flown 15 when we discovered the drift, we've got 25 nautical miles left. Again we need to multiply this number so that is becomes 60. 25*X = 60 -&gt; X= 25/60 = X = 0,416. We now divide both the track and the distance off track with this number. 25/0,416 = 60. 2/0.416 = 4,8<br /> <br /> 4,8 (round to 5) is in relation to the track, so if you add that to your desired track you should end up over your waypoint.<br /> <br /> Since the wind in DCS is static, i.e. it doesn't change once a mission has been started, the most common source of drift is poor and/or faulty planning. To avoid having math interfere with your flying always make sure that your wind correction angles are propely calculated during the planning phase. <br /> <br /> <br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====Online E6B Flight Computer====<br /> https://e6bx.com/e6b/</div>

Knugen https://wiki.masterarms.se//index.php?title=VFR_Navigation&diff=193 2021-04-04T11:48:22Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Aviation Guides]] &gt;&gt; [[VFR Navigation]]''<br /> VFR, or Visual Flight Rules, is flying &amp; navigating by terrain, landmarks or other visual features outside the aircraft. This guide is intended to help new players with mastering this skill. The guide is divided into three parts - Navigation basics, Flight planning and Follow-up during flight. Flight planning is the planning performed before starting the flight, and follow-up covers methods for continuously verifying that you are where you are meant to be once underway. <br /> <br /> The most basic form of VFR Navigation consists of looking outside the aircraft and using landmarks together with a map to navigate. This method requires relatively little preparation but can be perfectly accurate if sufficient landmarks are present in the terrain you're flying over. See section 'follow up during flight' for tips on referencing your position in regards to visual landmarks. For flights over terrain where visual landmarks are few and far inbetween, such as large bodies of water, different methods and more thorough preparation may be required to successfully navigate.<br /> <br /> ==Navigation basics==<br /> ===Speed terms===<br /> There are several different methods for qualifying an aircraft's speed relative to the air<br /> '''Indicated Air Speed (IAS)''' is the uncorrected speed which is displayed on an aircraft's airspeed indicator. Multiple factors affect either the air itself or the airspeed instrument causing this airspeed to, genereally speaking, not actually match the aircraft's speed true speed relative to the air. The main error sources are Instrument error (Errors due to the construction / design of the cockpit instrument), Position error (When the positioning of the Pitot tube causes the pressure reading from which the airspeed is calculated to be inaccurate) and Density error (The airspeed instrument is calibrated for standard sea-level density, meaning that it will get less and less accurate as the measured air density decreases with increased altitude)<br /> <br /> '''Calibrated Air Speed (CAS)''' is the IAS but corrected for instrument and position errors. In real life the airplane manufacturer provides the pilot with the information required to convert IAS to CAS. In DCS this information is rarely inlcuded in manuals - if no information is provided, assume that IAS = CAS.<br /> <br /> '''EAS''' - Får gärna fyllas i av någon IRL-jet-nörd. Mvh// Flyger-aldrig-över-115-knop<br /> <br /> '''True Air Speed (TAS)''' is a measure of the aircrafts true speed relative to the air. This is calculated by taking the CAS and correcting for the density error. Some DCS aircraft provide you with the TAS automatically. Calculating the TAS manually can be done with a flight computer (see Resources heading at the bottom). Calculating your TAS manually requires known values for pressure altitude, which is simply the reading on your barometric altimeter with QNH entered as well as the outside air temperature (as the density of the air for a given altitude varies depending on the temperature). The temperature in DCS is generally speaking only given for sea level, so to calculate the temperature for a given altitude use the ISA standard temperature change of 2°C / 1000 feet or 6,5°C per 1000 Meters. ¨<br /> <br /> E.g. - if the Sea level temperature is +18°C and you're planning to fly at 8000 feet, the expected change in temperature is 2°C * 8 = -16°C. The outside air temperature is thus +2°C. <br /> <br /> '''Ground speed (GS)''', is the actual speed your aircraft is travelling relative to the ground. This is important for navigating as it is this speed we will be using for calculating how long it will take to fly our waypoints later. Ground speed is calculated by taking the true air speed and correcting this for wind. This calculation can be performed using a flight computer or the online E6B tool linked in the resources section.<br /> <br /> To perform the calculation, start by entering the true course in the course field. Enter the True Air Speed in the next field. Enter the Wind direction (Where the wind is coming from) and the wind speed and read the wind correction angle below. This angle is the amount of degrees you'll have to add or subtract from your course in order to compensate for wind. You'll now be able to read the ground speed below the Wind correction angle.<br /> <br /> Note 1: Since the only source of variation between TAS &amp; GS is the wind, TAS &amp; GS will be equal if flying with no vind<br /> Note 2: In DCS, unlike in real life, the wind strength and direction is constant within the same mission. You will still need to calculate the wind correction angle for each leg as the heading of your aircraft relative to the wind affects the WCA. <br /> <br /> ===Course terms===<br /> Courses are given relative to one of three sources - True (Relative to the geographic, or true, north pole), Magnetic (Relative to the magnetic north pole) or compass (Relative to the north pole of the magnetic field which the compass is picking up). In real life compass north deviates from magnetic north due to metallic objects in the airplane interfering with the magnetic field of Earth. To my knowledge this is not modelled in DCS, so focus on understanding True and Magnetic. <br /> <br /> Different terms are used for describing various angular differences.<br /> Track is the angular difference between two points on the map. True track is defined using true north as a reference and Magnetic Track is defined using Magnetic north.<br /> <br /> Heading, or course, is the angular difference between your chosen source of reference and which angle your aircraft is currently pointing. <br /> <br /> Bearing is the angular difference between your aircraft and another object - aircraft, bullseye, terrain or something else. True bearing is relative to true north and magnetic bearing is relative to magnetic north. <br /> <br /> ===Wind correction angle===<br /> Calculating the WCA is covered in the speed terms section above. <br /> <br /> ===Compass Magnetism===<br /> North on most maps is pointing directly towards the geographic north pole. North on an aircrafts magnetic compass is pointing towards the magnetic south pole, which is actually located in the northern hemisphere. The Geographic North Pole and the Magnetic South Pole are not located at the same point, meaning that a compass will not point to true north. The difference between true north and magnetic north for a given location on Earth is called variation and is expressed in either degrees west / east or degrees +/-. The variation for Caucasus is +6°, or E6. <br /> <br /> When we make our flight plans using the F10 map we are plotting tracks in relation to true north, but when we then fly these headings (assuming your aircraft isn't displaying true north) you are using magnetic north. You must therefore add or subtract the variation to the magnetic course reading in order to correct for the variation.<br /> <br /> For example, if you're flying a waypoint leg in Caucasus with True Track = 360° and Variation is +6°, you should make fly a magnetic course 354° to compensate. <br /> <br /> Magnetic variations for the current maps are:<br /> Caucasus: +6°<br /> Persian Gulf: +2°<br /> Normandy: +1°<br /> Syria: +5°<br /> <br /> ===Coordinates===<br /> '''Latitude''' is the amount of degrees a given point is north or south of the equator. Ranges from 0-90° North and 0-90° South. <br /> '''Longitude''' is the amount of degrees a given point is east or west of the prime meridian, i.e. Greenwich, UK. Ranges from 0-180° East &amp; West.<br /> <br /> Each degree is divided into 60 Arc minutes (designated ') and each arc minute is further divided into 60 arc seconds (designated &quot;). A coordinate of N40°42'13&quot; thus means North 40 degrees, 42 arc minutes &amp; 13 arcseconds. <br /> <br /> Along a great circle (a circle along the earth that splits the planet into two equal parts, i.e. a circle that passes through the centre of the earth. All meridians and the equator are great circles, but any latitude parallell to the equator is not) one arc minute equals one nautical mile, or 1852 meters. One arc second thus represents, along a great circle, 30 meters (1852/60) or 98 feet. This is our accuracy when using this coordinate format, well within acceptable margins for VFR navigation.<br /> <br /> ===Time, speed and distance calculations===<br /> <br /> Calculating the time to fly a leg, the distance of a leg or the speed required to fly a leg of a given distance at a given time is made easy wit the SVT-triangle. S stands for Sträcka (Distance), V stands for Velocity (Fart) and T stands for Tid (Time). For as long as two values are known, the third is calculated using the formula in the image below. Simply remove the variable you want to solve for and follow the formula for the remaining two.<br /> <br /> [[Fil:SVTTriangle.jpeg]]<br /> <br /> Examples:<br /> If S = 300 NMI and V= 415 knots, what is T? (How long does it take to fly a given distance at a given speed)<br /> Answer: We remove T and find that the formula now states S/V. 300/415 = 0,722. This is the time required expressed in decimal format. To convert this to hours:minutes, simply carry over the hours and multiply everything right of the decimal with 60. 0,722 * 60 = 43,32. Note that the seconds are still presented in decimal format, so once again we multiply the seconds right of the decimal with 60 and get 0,32*60 = 19,2 (Round to the nearest second). Flying this leg will take zero hours, 43 minutes and 19 seconds (00:43:19).<br /> <br /> If S = 25 NMI and T = 15 minutes, what is V? (Which speed do I have to maintain to fly a given distance at a given time)<br /> Answer: First convert 15 minutes to decimal format. Again we carry over the hours but we now divide everything right of the decimal with 60. 15/60 = 0,25. We can now perform the speed calculation. Remvoing V the formula now says S/T. 25/0,25 = 100. To fly this leg in 15 minutes we require a ground speed of 100 knots.<br /> <br /> If V = 215 knots and T = 25 minutes, what is S? (If I fly a given speed at a given time, how far will I travel?<br /> Answer: Again we convert time to decimal - 25/60 = 0,416. Solving for distance we remove S from the triangle and find the formula to be V*T. 215*0,416 = 89,44. We will travel 89,44 nautical miles in 25 minutes at 215 knots.<br /> <br /> '''Practice questions'''<br /> <br /> 1. If S = 73 and V = 215, what is T?<br /> <br /> 2. If S = 428 and T = 01:15:00, what is V?<br /> <br /> 3. If V = 317 and T = 00:45:30, what is S?<br /> <br /> <br /> ==Flight planning==<br /> Start by marking your initial point and your destination on the map. Continue by marking waypoints along the route at reasonable intervals. These waypoints act as control points, allowing you to verify that you are flying where you've intended and allowing you to correct and errors before they accumulate too much. I would recommend no more than 20NMI between each waypoint. Generally speaking, shorter legs makes it less likely that you'll get lost, but will also mean that more work is required during the planning phase.<br /> <br /> Once you have all your waypoints marked, plot the true track between them. This is the true track. Enter this into your flight plan for each leg. Now add or subtract the magnetic variation to get the magnetic track for each leg. Decide upon a desired altitude for each waypoint. <br /> <br /> Next we'll be calculating the magnetic heading, i.e. the course you will be aiming for when flying. Start by deciding upon a certain IAS you want to use for your flight. You can alternate different IAS for different legs to make it more challenging. Once you have that IAS, carry it over to CAS and use that in combination with the outside air temperature and waypoint altitude to calculate your TAS. Now use your CAS and use that in combination with the true track &amp; wind information to calculate your wind correction angle and your ground speed. This step will have to be re-done for every waypoint leg (assuming the track is different between them).<br /> <br /> For each individual leg, add or subtract the wind correction angle to the magnetic heading and enter the ground speed into your flight plan. Use this ground speed to calculate how long it will take to fly the leg (leg time) as well as an accumulated total time (the sum of all leg times up to that waypoint).<br /> <br /> This is all the core information you require to succesfully navigate from point A to B without crutches such as GPS, NDBs, Tacan etc. Remember that the better and more thorough your flight plan, the easier it will be to perform the flight once in the aircraft. <br /> <br /> This guide has not covered control points. These are not proper waypoints but points of interest along your track which are meant to help you verify that you are on-track, such as a bridge, lake or other geographic feature easily seen from the cockpit. I generally find that these aren't required for a waypoint interval of roughly 20nm, but depending on the terrain these may still be a good idea. To add a control point to your flight plan, first measure how far into the leg you should cross it. If you for example cross a bridge 40% of the distance between WP1 and 2, you should reasonably expect to cross that bridge after 40% of your leg time has elapsed. Add the control point to your flight plan and note at which time you ought to fly over it. If during the flight you notice that you're 30 seconds late with flying over the bridge you need to increase your speed a bit to compensate for the rest of the leg.<br /> <br /> It is possible (and recommended) to set your start waypoint in the air rather than at take-off. This will mean that you can be at your set altitude, course and speed immediately after passing the start waypoint, which makes it far easier to calculate ETA. <br /> <br /> ===Example Flight plan===<br /> {| class=&quot;wikitable&quot;<br /> |+ Example Flight plan<br /> |-<br /> ! Waypoint !! Latitude !! Longitude !! Description !! True Track !! Magnetic Track !! Magnetic Heading !! Distance !! Leg time !! Total Time<br /> |-<br /> | Start || N42°11’58” || E42°42’02” ||Railroad bridge, east of Kutaisi Exit east || 270 || 264 || 268 || 20,8 || 00:05:00 || 00:05:00<br /> |-<br /> | 1|| N42°06’33” || E43°02’42” || Road bridge, just south of a railway crossing ||243 ||237 ||241 || 21,4 || 00:07:30 || 00:12:30<br /> |}<br /> <br /> ==Follow-up during flight==<br /> Always try to be one step ahead. If you know that your next waypoint is located above a television mast, try to locate the mast as soon as you can. Once you've located it, mentally mark it's position and start looking for your next waypoint. It's always easier to stay on track than to find your way back after getting lost, so try to always look out the cockpit for geographical features or other landmark and reference your position in relation to these. <br /> <br /> Two landmarks can be used together to determine your position with reasonable accuracy. Estimate the bearing from the first landmark to you, and do the same for the second landmark. Now draw an actual (or imaginary) line on the map with that bearing originating at each landmark. You should be roughly where those two lines intersect. <br /> <br /> ===Calculating drift===<br /> A handy method for calculating the degrees you've drifted off the track is via trigonometry. Imagine the track being the leg adjacent to the angle and the drift distance being the leg opposite the angle of a right triangle. If we know the values for these we can calculate the angular difference, i.e. the angular drift off the track.<br /> <br /> I won't go in to detail in how this works, but the short version is that the relationship between the angle and length of the legs in a right triangle means that if the adjacent leg is 60 units long &amp; the opposite leg 1 unit long the angle will be 1°. If the legs are 60 units / 5 units the angle will be 5° and so forth. Note that the unit used doesn't matter as the relationship still applies. <br /> <br /> First find your current position on the map. Now draw a line that intersects with the track line at a 90° angle. We now have the length of both the adjacent and opposite legs. Now try to get the adjacent leg to 60 by multiplying or dividng it, and then multiply or divide the opposite leg using the same factor. If the near leg is 60, the opposite leg will equal the amount of units off the track and the angle will equal the amount of degrees off track. <br /> <br /> [[Fil:Drift.png]]<br /> <br /> Example:<br /> You notice that you've drifted off course and find your position on the map. You then draw a line from this position to the track line. You find that the distance along the adjacent leg from the start point to the intersection point is 15 nautical miles, and the distance from your current position to the intersection point to be 0,5 nautical miles. How many degrees off course are you?<br /> <br /> Answer: Multiply the adjacent leg so that it equals 60, in this case 15*4. Now multiply the opposite with 4 as well. With the adjacent leg being 60 and the opposite leg being 2, we can use the relationship described above to determine that we've flown 2 degrees off course.<br /> <br /> This method is called the 1 in 60-rule (Sv. 1 på 60-regeln).<br /> <br /> ===Correcting for drift===<br /> Continuing with the example above, we've detected ourselves as having flown 2 degrees too much to the left and are now 0,5 nautical miles off our track. The easiest way to correct for this is to multiply the error with two and change your course with that amount in the opposite direction.<br /> <br /> For example, if our original track was 150° and our course, after calculating for wind drift was 148, we multiply two by two and add that to our course, making our course 152°. <br /> <br /> This will mean that the time to return to the track will roughly equal the amount of time we spent off the track. Once you are back on track, you stop over-compensating and return to course 150°. This method depends on knowing roughly or at least estimating when you started drifting. <br /> <br /> If the drift is noticed after passing the halfway point of your waypoint leg and the drift started early on, this method no longer works as you would end up back on track after passing your waypoint (by which point the track is likely to have changed). In these cases you will need to estimate an angle larger than your drift angle.<br /> <br /> A more precise method comes via using the 1-in-60-rule again. For example, you're track is 40 nautical miles long. After flying for 15 NMI you notice that you are off-track and use the method outlined in the previous chapter to determine your off-track angle. In our example you find yourself 2 nautical miles north of the track.<br /> <br /> First, calculate the angle off track:<br /> 15*4 = 60<br /> 2*4= 8<br /> <br /> We're 8 degrees off track. <br /> <br /> As the remaining track distance also forms a right triangle with our current position, we can use that to calculate how many degrees we need to turn in order to correct for the earlier drift.<br /> <br /> As our total track was 40 NMI long and we've flown 15 when we discovered the drift, we've got 25 nautical miles left. Again we need to multiply this number so that is becomes 60. 25*X = 60 -&gt; X= 25/60 = X = 0,416. We now divide both the track and the distance off track with this number. 25/0,416 = 60. 2/0.416 = 4,8<br /> <br /> 4,8 (round to 5) is in relation to the track, so if you add that to your desired track you should end up over your waypoint.<br /> <br /> Since the wind in DCS is static, i.e. it doesn't change once a mission has been started, the most common source of drift is poor and/or faulty planning. To avoid having math interfere with your flying always make sure that your wind correction angles are propely calculated during the planning phase. <br /> <br /> <br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====Online E6B Flight Computer====<br /> https://e6bx.com/e6b/</div>

Knugen https://wiki.masterarms.se//index.php?title=VFR_Navigation&diff=192 2021-04-04T11:42:55Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Aviation Guides]] &gt;&gt; [[VFR Navigation]]''<br /> VFR, or Visual Flight Rules, is flying &amp; navigating by terrain, landmarks or other visual features outside the aircraft. This guide is intended to help new players with mastering this skill. The guide is divided into three parts - Navigation basics, Flight planning and Follow-up during flight. Flight planning is the planning performed before starting the flight, and follow-up covers methods for continuously verifying that you are where you are meant to be once underway. <br /> <br /> ==Navigation basics==<br /> ===Speed terms===<br /> There are several different methods for qualifying an aircraft's speed relative to the air<br /> '''Indicated Air Speed (IAS)''' is the uncorrected speed which is displayed on an aircraft's airspeed indicator. Multiple factors affect either the air itself or the airspeed instrument causing this airspeed to, genereally speaking, not actually match the aircraft's speed true speed relative to the air. The main error sources are Instrument error (Errors due to the construction / design of the cockpit instrument), Position error (When the positioning of the Pitot tube causes the pressure reading from which the airspeed is calculated to be inaccurate) and Density error (The airspeed instrument is calibrated for standard sea-level density, meaning that it will get less and less accurate as the measured air density decreases with increased altitude)<br /> <br /> '''Calibrated Air Speed (CAS)''' is the IAS but corrected for instrument and position errors. In real life the airplane manufacturer provides the pilot with the information required to convert IAS to CAS. In DCS this information is rarely inlcuded in manuals - if no information is provided, assume that IAS = CAS.<br /> <br /> '''EAS''' - Får gärna fyllas i av någon IRL-jet-nörd. Mvh// Flyger-aldrig-över-115-knop<br /> <br /> '''True Air Speed (TAS)''' is a measure of the aircrafts true speed relative to the air. This is calculated by taking the CAS and correcting for the density error. Some DCS aircraft provide you with the TAS automatically. Calculating the TAS manually can be done with a flight computer (see Resources heading at the bottom). Calculating your TAS manually requires known values for pressure altitude, which is simply the reading on your barometric altimeter with QNH entered as well as the outside air temperature (as the density of the air for a given altitude varies depending on the temperature). The temperature in DCS is generally speaking only given for sea level, so to calculate the temperature for a given altitude use the ISA standard temperature change of 2°C / 1000 feet or 6,5°C per 1000 Meters. ¨<br /> <br /> E.g. - if the Sea level temperature is +18°C and you're planning to fly at 8000 feet, the expected change in temperature is 2°C * 8 = -16°C. The outside air temperature is thus +2°C. <br /> <br /> '''Ground speed (GS)''', is the actual speed your aircraft is travelling relative to the ground. This is important for navigating as it is this speed we will be using for calculating how long it will take to fly our waypoints later. Ground speed is calculated by taking the true air speed and correcting this for wind. This calculation can be performed using a flight computer or the online E6B tool linked in the resources section.<br /> <br /> To perform the calculation, start by entering the true course in the course field. Enter the True Air Speed in the next field. Enter the Wind direction (Where the wind is coming from) and the wind speed and read the wind correction angle below. This angle is the amount of degrees you'll have to add or subtract from your course in order to compensate for wind. You'll now be able to read the ground speed below the Wind correction angle.<br /> <br /> Note 1: Since the only source of variation between TAS &amp; GS is the wind, TAS &amp; GS will be equal if flying with no vind<br /> Note 2: In DCS, unlike in real life, the wind strength and direction is constant within the same mission. You will still need to calculate the wind correction angle for each leg as the heading of your aircraft relative to the wind affects the WCA. <br /> <br /> ===Course terms===<br /> Courses are given relative to one of three sources - True (Relative to the geographic, or true, north pole), Magnetic (Relative to the magnetic north pole) or compass (Relative to the north pole of the magnetic field which the compass is picking up). In real life compass north deviates from magnetic north due to metallic objects in the airplane interfering with the magnetic field of Earth. To my knowledge this is not modelled in DCS, so focus on understanding True and Magnetic. <br /> <br /> Different terms are used for describing various angular differences.<br /> Track is the angular difference between two points on the map. True track is defined using true north as a reference and Magnetic Track is defined using Magnetic north.<br /> <br /> Heading, or course, is the angular difference between your chosen source of reference and which angle your aircraft is currently pointing. <br /> <br /> Bearing is the angular difference between your aircraft and another object - aircraft, bullseye, terrain or something else. True bearing is relative to true north and magnetic bearing is relative to magnetic north. <br /> <br /> ===Wind correction angle===<br /> Calculating the WCA is covered in the speed terms section above. <br /> <br /> ===Compass Magnetism===<br /> North on most maps is pointing directly towards the geographic north pole. North on an aircrafts magnetic compass is pointing towards the magnetic south pole, which is actually located in the northern hemisphere. The Geographic North Pole and the Magnetic South Pole are not located at the same point, meaning that a compass will not point to true north. The difference between true north and magnetic north for a given location on Earth is called variation and is expressed in either degrees west / east or degrees +/-. The variation for Caucasus is +6°, or E6. <br /> <br /> When we make our flight plans using the F10 map we are plotting tracks in relation to true north, but when we then fly these headings (assuming your aircraft isn't displaying true north) you are using magnetic north. You must therefore add or subtract the variation to the magnetic course reading in order to correct for the variation.<br /> <br /> For example, if you're flying a waypoint leg in Caucasus with True Track = 360° and Variation is +6°, you should make fly a magnetic course 354° to compensate. <br /> <br /> Magnetic variations for the current maps are:<br /> Caucasus: +6°<br /> Persian Gulf: +2°<br /> Normandy: +1°<br /> Syria: +5°<br /> <br /> ===Coordinates===<br /> '''Latitude''' is the amount of degrees a given point is north or south of the equator. Ranges from 0-90° North and 0-90° South. <br /> '''Longitude''' is the amount of degrees a given point is east or west of the prime meridian, i.e. Greenwich, UK. Ranges from 0-180° East &amp; West.<br /> <br /> Each degree is divided into 60 Arc minutes (designated ') and each arc minute is further divided into 60 arc seconds (designated &quot;). A coordinate of N40°42'13&quot; thus means North 40 degrees, 42 arc minutes &amp; 13 arcseconds. <br /> <br /> Along a great circle (a circle along the earth that splits the planet into two equal parts, i.e. a circle that passes through the centre of the earth. All meridians and the equator are great circles, but any latitude parallell to the equator is not) one arc minute equals one nautical mile, or 1852 meters. One arc second thus represents, along a great circle, 30 meters (1852/60) or 98 feet. This is our accuracy when using this coordinate format, well within acceptable margins for VFR navigation.<br /> <br /> ===Time, speed and distance calculations===<br /> <br /> Calculating the time to fly a leg, the distance of a leg or the speed required to fly a leg of a given distance at a given time is made easy wit the SVT-triangle. S stands for Sträcka (Distance), V stands for Velocity (Fart) and T stands for Tid (Time). For as long as two values are known, the third is calculated using the formula in the image below. Simply remove the variable you want to solve for and follow the formula for the remaining two.<br /> <br /> [[Fil:SVTTriangle.jpeg]]<br /> <br /> Examples:<br /> If S = 300 NMI and V= 415 knots, what is T? (How long does it take to fly a given distance at a given speed)<br /> Answer: We remove T and find that the formula now states S/V. 300/415 = 0,722. This is the time required expressed in decimal format. To convert this to hours:minutes, simply carry over the hours and multiply everything right of the decimal with 60. 0,722 * 60 = 43,32. Note that the seconds are still presented in decimal format, so once again we multiply the seconds right of the decimal with 60 and get 0,32*60 = 19,2 (Round to the nearest second). Flying this leg will take zero hours, 43 minutes and 19 seconds (00:43:19).<br /> <br /> If S = 25 NMI and T = 15 minutes, what is V? (Which speed do I have to maintain to fly a given distance at a given time)<br /> Answer: First convert 15 minutes to decimal format. Again we carry over the hours but we now divide everything right of the decimal with 60. 15/60 = 0,25. We can now perform the speed calculation. Remvoing V the formula now says S/T. 25/0,25 = 100. To fly this leg in 15 minutes we require a ground speed of 100 knots.<br /> <br /> If V = 215 knots and T = 25 minutes, what is S? (If I fly a given speed at a given time, how far will I travel?<br /> Answer: Again we convert time to decimal - 25/60 = 0,416. Solving for distance we remove S from the triangle and find the formula to be V*T. 215*0,416 = 89,44. We will travel 89,44 nautical miles in 25 minutes at 215 knots.<br /> <br /> '''Practice questions'''<br /> <br /> 1. If S = 73 and V = 215, what is T?<br /> <br /> 2. If S = 428 and T = 01:15:00, what is V?<br /> <br /> 3. If V = 317 and T = 00:45:30, what is S?<br /> <br /> <br /> ==Flight planning==<br /> Start by marking your initial point and your destination on the map. Continue by marking waypoints along the route at reasonable intervals. These waypoints act as control points, allowing you to verify that you are flying where you've intended and allowing you to correct and errors before they accumulate too much. I would recommend no more than 20NMI between each waypoint. Generally speaking, shorter legs makes it less likely that you'll get lost, but will also mean that more work is required during the planning phase.<br /> <br /> Once you have all your waypoints marked, plot the true track between them. This is the true track. Enter this into your flight plan for each leg. Now add or subtract the magnetic variation to get the magnetic track for each leg. Decide upon a desired altitude for each waypoint. <br /> <br /> Next we'll be calculating the magnetic heading, i.e. the course you will be aiming for when flying. Start by deciding upon a certain IAS you want to use for your flight. You can alternate different IAS for different legs to make it more challenging. Once you have that IAS, carry it over to CAS and use that in combination with the outside air temperature and waypoint altitude to calculate your TAS. Now use your CAS and use that in combination with the true track &amp; wind information to calculate your wind correction angle and your ground speed. This step will have to be re-done for every waypoint leg (assuming the track is different between them).<br /> <br /> For each individual leg, add or subtract the wind correction angle to the magnetic heading and enter the ground speed into your flight plan. Use this ground speed to calculate how long it will take to fly the leg (leg time) as well as an accumulated total time (the sum of all leg times up to that waypoint).<br /> <br /> This is all the core information you require to succesfully navigate from point A to B without crutches such as GPS, NDBs, Tacan etc. Remember that the better and more thorough your flight plan, the easier it will be to perform the flight once in the aircraft. <br /> <br /> This guide has not covered control points. These are not proper waypoints but points of interest along your track which are meant to help you verify that you are on-track, such as a bridge, lake or other geographic feature easily seen from the cockpit. I generally find that these aren't required for a waypoint interval of roughly 20nm, but depending on the terrain these may still be a good idea. To add a control point to your flight plan, first measure how far into the leg you should cross it. If you for example cross a bridge 40% of the distance between WP1 and 2, you should reasonably expect to cross that bridge after 40% of your leg time has elapsed. Add the control point to your flight plan and note at which time you ought to fly over it. If during the flight you notice that you're 30 seconds late with flying over the bridge you need to increase your speed a bit to compensate for the rest of the leg.<br /> <br /> It is possible (and recommended) to set your start waypoint in the air rather than at take-off. This will mean that you can be at your set altitude, course and speed immediately after passing the start waypoint, which makes it far easier to calculate ETA. <br /> <br /> ===Example Flight plan===<br /> {| class=&quot;wikitable&quot;<br /> |+ Example Flight plan<br /> |-<br /> ! Waypoint !! Latitude !! Longitude !! Description !! True Track !! Magnetic Track !! Magnetic Heading !! Distance !! Leg time !! Total Time<br /> |-<br /> | Start || N42°11’58” || E42°42’02” ||Railroad bridge, east of Kutaisi Exit east || 270 || 264 || 268 || 20,8 || 00:05:00 || 00:05:00<br /> |-<br /> | 1|| N42°06’33” || E43°02’42” || Road bridge, just south of a railway crossing ||243 ||237 ||241 || 21,4 || 00:07:30 || 00:12:30<br /> |}<br /> <br /> ==Follow-up during flight==<br /> Always try to be one step ahead. If you know that your next waypoint is located above a television mast, try to locate the mast as soon as you can. Once you've located it, mentally mark it's position and start looking for your next waypoint. It's always easier to stay on track than to find your way back after getting lost, so try to always look out the cockpit for geographical features or other landmark and reference your position in relation to these. <br /> <br /> Two landmarks can be used together to determine your position with reasonable accuracy. Estimate the bearing from the first landmark to you, and do the same for the second landmark. Now draw an actual (or imaginary) line on the map with that bearing originating at each landmark. You should be roughly where those two lines intersect. <br /> <br /> ===Calculating drift===<br /> A handy method for calculating the degrees you've drifted off the track is via trigonometry. Imagine the track being the leg adjacent to the angle and the drift distance being the leg opposite the angle of a right triangle. If we know the values for these we can calculate the angular difference, i.e. the angular drift off the track.<br /> <br /> I won't go in to detail in how this works, but the short version is that the relationship between the angle and length of the legs in a right triangle means that if the adjacent leg is 60 units long &amp; the opposite leg 1 unit long the angle will be 1°. If the legs are 60 units / 5 units the angle will be 5° and so forth. Note that the unit used doesn't matter as the relationship still applies. <br /> <br /> First find your current position on the map. Now draw a line that intersects with the track line at a 90° angle. We now have the length of both the adjacent and opposite legs. Now try to get the adjacent leg to 60 by multiplying or dividng it, and then multiply or divide the opposite leg using the same factor. If the near leg is 60, the opposite leg will equal the amount of units off the track and the angle will equal the amount of degrees off track. <br /> <br /> [[Fil:Drift.png]]<br /> <br /> Example:<br /> You notice that you've drifted off course and find your position on the map. You then draw a line from this position to the track line. You find that the distance along the adjacent leg from the start point to the intersection point is 15 nautical miles, and the distance from your current position to the intersection point to be 0,5 nautical miles. How many degrees off course are you?<br /> <br /> Answer: Multiply the adjacent leg so that it equals 60, in this case 15*4. Now multiply the opposite with 4 as well. With the adjacent leg being 60 and the opposite leg being 2, we can use the relationship described above to determine that we've flown 2 degrees off course.<br /> <br /> This method is called the 1 in 60-rule (Sv. 1 på 60-regeln).<br /> <br /> ===Correcting for drift===<br /> Continuing with the example above, we've detected ourselves as having flown 2 degrees too much to the left and are now 0,5 nautical miles off our track. The easiest way to correct for this is to multiply the error with two and change your course with that amount in the opposite direction.<br /> <br /> For example, if our original track was 150° and our course, after calculating for wind drift was 148, we multiply two by two and add that to our course, making our course 152°. <br /> <br /> This will mean that the time to return to the track will roughly equal the amount of time we spent off the track. Once you are back on track, you stop over-compensating and return to course 150°. This method depends on knowing roughly or at least estimating when you started drifting. <br /> <br /> If the drift is noticed after passing the halfway point of your waypoint leg and the drift started early on, this method no longer works as you would end up back on track after passing your waypoint (by which point the track is likely to have changed). In these cases you will need to estimate an angle larger than your drift angle.<br /> <br /> A more precise method comes via using the 1-in-60-rule again. For example, you're track is 40 nautical miles long. After flying for 15 NMI you notice that you are off-track and use the method outlined in the previous chapter to determine your off-track angle. In our example you find yourself 2 nautical miles north of the track.<br /> <br /> First, calculate the angle off track:<br /> 15*4 = 60<br /> 2*4= 8<br /> <br /> We're 8 degrees off track. <br /> <br /> As the remaining track distance also forms a right triangle with our current position, we can use that to calculate how many degrees we need to turn in order to correct for the earlier drift.<br /> <br /> As our total track was 40 NMI long and we've flown 15 when we discovered the drift, we've got 25 nautical miles left. Again we need to multiply this number so that is becomes 60. 25*X = 60 -&gt; X= 25/60 = X = 0,416. We now divide both the track and the distance off track with this number. 25/0,416 = 60. 2/0.416 = 4,8<br /> <br /> 4,8 (round to 5) is in relation to the track, so if you add that to your desired track you should end up over your waypoint.<br /> <br /> Since the wind in DCS is static, i.e. it doesn't change once a mission has been started, the most common source of drift is poor and/or faulty planning. To avoid having math interfere with your flying always make sure that your wind correction angles are propely calculated during the planning phase. <br /> <br /> <br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====Online E6B Flight Computer====<br /> https://e6bx.com/e6b/</div>

Knugen https://wiki.masterarms.se//index.php?title=VFR_Navigation&diff=191 2021-03-29T16:40:38Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Aviation Guides]] &gt;&gt; [[VFR Navigation]]''<br /> VFR, or Visual Flight Rules, is flying &amp; navigating by terrain, landmarks or other visual features outside the aircraft. This guide is intended to help new players with mastering this skill. The guide is divided into three parts - Navigation basics, Flight planning and Follow-up during flight. Flight planning is the planning performed before starting the flight, and follow-up covers methods for continuously verifying that you are where you are meant to be once underway. <br /> <br /> ==Navigation basics==<br /> ===Speed terms===<br /> There are several different methods for qualifying an aircraft's speed relative to the air<br /> '''Indicated Air Speed (IAS)''' is the uncorrected speed which is displayed on an aircraft's airspeed indicator. Multiple factors affect either the air itself or the airspeed instrument causing this airspeed to, genereally speaking, not actually match the aircraft's speed true speed relative to the air. The main error sources are Instrument error (Errors due to the construction / design of the cockpit instrument), Position error (When the positioning of the Pitot tube causes the pressure reading from which the airspeed is calculated to be inaccurate) and Density error (The airspeed instrument is calibrated for standard sea-level density, meaning that it will get less and less accurate as the measured air density decreases with increased altitude)<br /> <br /> '''Calibrated Air Speed (CAS)''' is the IAS but corrected for instrument and position errors. In real life the airplane manufacturer provides the pilot with the information required to convert IAS to CAS. In DCS this information is rarely inlcuded in manuals - if no information is provided, assume that IAS = CAS.<br /> <br /> '''EAS''' - Får gärna fyllas i av någon IRL-jet-nörd. Mvh// Flyger-aldrig-över-115-knop<br /> <br /> '''True Air Speed (TAS)''' is a measure of the aircrafts true speed relative to the air. This is calculated by taking the CAS and correcting for the density error. Some DCS aircraft provide you with the TAS automatically. Calculating the TAS manually can be done with a flight computer (see Resources heading at the bottom). Calculating your TAS manually requires known values for pressure altitude, which is simply the reading on your barometric altimeter with QNH entered as well as the outside air temperature (as the density of the air for a given altitude varies depending on the temperature). The temperature in DCS is generally speaking only given for sea level, so to calculate the temperature for a given altitude use the ISA standard temperature change of 2°C / 1000 feet or 6,5°C per 1000 Meters. ¨<br /> <br /> E.g. - if the Sea level temperature is +18°C and you're planning to fly at 8000 feet, the expected change in temperature is 2°C * 8 = -16°C. The outside air temperature is thus +2°C. <br /> <br /> '''Ground speed (GS)''', is the actual speed your aircraft is travelling relative to the ground. This is important for navigating as it is this speed we will be using for calculating how long it will take to fly our waypoints later. Ground speed is calculated by taking the true air speed and correcting this for wind. This calculation can be performed using a flight computer or the online E6B tool linked in the resources section.<br /> <br /> To perform the calculation, start by entering the true course in the course field. Enter the True Air Speed in the next field. Enter the Wind direction (Where the wind is coming from) and the wind speed and read the wind correction angle below. This angle is the amount of degrees you'll have to add or subtract from your course in order to compensate for wind. You'll now be able to read the ground speed below the Wind correction angle.<br /> <br /> Note 1: Since the only source of variation between TAS &amp; GS is the wind, TAS &amp; GS will be equal if flying with no vind<br /> Note 2: In DCS, unlike in real life, the wind strength and direction is constant within the same mission. You will still need to calculate the wind correction angle for each leg as the heading of your aircraft relative to the wind affects the WCA. <br /> <br /> ===Course terms===<br /> Courses are given relative to one of three sources - True (Relative to the geographic, or true, north pole), Magnetic (Relative to the magnetic north pole) or compass (Relative to the north pole of the magnetic field which the compass is picking up). In real life compass north deviates from magnetic north due to metallic objects in the airplane interfering with the magnetic field of Earth. To my knowledge this is not modelled in DCS, so focus on understanding True and Magnetic. <br /> <br /> Different terms are used for describing various angular differences.<br /> Track is the angular difference between two points on the map. True track is defined using true north as a reference and Magnetic Track is defined using Magnetic north.<br /> <br /> Heading, or course, is the angular difference between your chosen source of reference and which angle your aircraft is currently pointing. <br /> <br /> Bearing is the angular difference between your aircraft and another object - aircraft, bullseye, terrain or something else. True bearing is relative to true north and magnetic bearing is relative to magnetic north. <br /> <br /> ===Wind correction angle===<br /> Calculating the WCA is covered in the speed terms section above. <br /> <br /> ===Compass Magnetism===<br /> North on most maps is pointing directly towards the geographic north pole. North on an aircrafts magnetic compass is pointing towards the magnetic south pole, which is actually located in the northern hemisphere. The Geographic North Pole and the Magnetic South Pole are not located at the same point, meaning that a compass will not point to true north. The difference between true north and magnetic north for a given location on Earth is called variation and is expressed in either degrees west / east or degrees +/-. The variation for Caucasus is +6°, or E6. <br /> <br /> When we make our flight plans using the F10 map we are plotting tracks in relation to true north, but when we then fly these headings (assuming your aircraft isn't displaying true north) you are using magnetic north. You must therefore add or subtract the variation to the magnetic course reading in order to correct for the variation.<br /> <br /> For example, if you're flying a waypoint leg in Caucasus with True Track = 360° and Variation is +6°, you should make fly a magnetic course 354° to compensate. <br /> <br /> Magnetic variations for the current maps are:<br /> Caucasus: +6°<br /> Persian Gulf: +2°<br /> Normandy: +1°<br /> Syria: +5°<br /> <br /> ===Coordinates===<br /> '''Latitude''' is the amount of degrees a given point is north or south of the equator. Ranges from 0-90° North and 0-90° South. <br /> '''Longitude''' is the amount of degrees a given point is east or west of the prime meridian, i.e. Greenwich, UK. Ranges from 0-180° East &amp; West.<br /> <br /> Each degree is divided into 60 Arc minutes (designated ') and each arc minute is further divided into 60 arc seconds (designated &quot;). A coordinate of N40°42'13&quot; thus means North 40 degrees, 42 arc minutes &amp; 13 arcseconds. <br /> <br /> Along a great circle (a circle along the earth that splits the planet into two equal parts, i.e. a circle that passes through the centre of the earth. All meridians and the equator are great circles, but any latitude parallell to the equator is not) one arc minute equals one nautical mile, or 1852 meters. One arc second thus represents, along a great circle, 30 meters (1852/60) or 98 feet. This is our accuracy when using this coordinate format, well within acceptable margins for VFR navigation.<br /> <br /> ===Time, speed and distance calculations===<br /> <br /> Calculating the time to fly a leg, the distance of a leg or the speed required to fly a leg of a given distance at a given time is made easy wit the SVT-triangle. S stands for Sträcka (Distance), V stands for Velocity (Fart) and T stands for Tid (Time). For as long as two values are known, the third is calculated using the formula in the image below. Simply remove the variable you want to solve for and follow the formula for the remaining two.<br /> <br /> [[Fil:SVTTriangle.jpeg]]<br /> <br /> Examples:<br /> If S = 300 NMI and V= 415 knots, what is T? (How long does it take to fly a given distance at a given speed)<br /> Answer: We remove T and find that the formula now states S/V. 300/415 = 0,722. This is the time required expressed in decimal format. To convert this to hours:minutes, simply carry over the hours and multiply everything right of the decimal with 60. 0,722 * 60 = 43,32. Note that the seconds are still presented in decimal format, so once again we multiply the seconds right of the decimal with 60 and get 0,32*60 = 19,2 (Round to the nearest second). Flying this leg will take zero hours, 43 minutes and 19 seconds (00:43:19).<br /> <br /> If S = 25 NMI and T = 15 minutes, what is V? (Which speed do I have to maintain to fly a given distance at a given time)<br /> Answer: First convert 15 minutes to decimal format. Again we carry over the hours but we now divide everything right of the decimal with 60. 15/60 = 0,25. We can now perform the speed calculation. Remvoing V the formula now says S/T. 25/0,25 = 100. To fly this leg in 15 minutes we require a ground speed of 100 knots.<br /> <br /> If V = 215 knots and T = 25 minutes, what is S? (If I fly a given speed at a given time, how far will I travel?<br /> Answer: Again we convert time to decimal - 25/60 = 0,416. Solving for distance we remove S from the triangle and find the formula to be V*T. 215*0,416 = 89,44. We will travel 89,44 nautical miles in 25 minutes at 215 knots.<br /> <br /> '''Practice questions'''<br /> <br /> 1. If S = 73 and V = 215, what is T?<br /> <br /> 2. If S = 428 and T = 01:15:00, what is V?<br /> <br /> 3. If V = 317 and T = 00:45:30, what is S?<br /> <br /> <br /> ==Flight planning==<br /> Start by marking your initial point and your destination on the map. Continue by marking waypoints along the route at reasonable intervals. These waypoints act as control points, allowing you to verify that you are flying where you've intended and allowing you to correct and errors before they accumulate too much. I would recommend no more than 20NMI between each waypoint. Generally speaking, shorter legs makes it less likely that you'll get lost, but will also mean that more work is required during the planning phase.<br /> <br /> Once you have all your waypoints marked, plot the true track between them. This is the true track. Enter this into your flight plan for each leg. Now add or subtract the magnetic variation to get the magnetic track for each leg. Decide upon a desired altitude for each waypoint. <br /> <br /> Next we'll be calculating the magnetic heading, i.e. the course you will be aiming for when flying. Start by deciding upon a certain IAS you want to use for your flight. You can alternate different IAS for different legs to make it more challenging. Once you have that IAS, carry it over to CAS and use that in combination with the outside air temperature and waypoint altitude to calculate your TAS. Now use your CAS and use that in combination with the true track &amp; wind information to calculate your wind correction angle and your ground speed. This step will have to be re-done for every waypoint leg (assuming the track is different between them).<br /> <br /> For each individual leg, add or subtract the wind correction angle to the magnetic heading and enter the ground speed into your flight plan. Use this ground speed to calculate how long it will take to fly the leg (leg time) as well as an accumulated total time (the sum of all leg times up to that waypoint).<br /> <br /> This is all the core information you require to succesfully navigate from point A to B without crutches such as GPS, NDBs, Tacan etc. Remember that the better and more thorough your flight plan, the easier it will be to perform the flight once in the aircraft. <br /> <br /> This guide has not covered control points. These are not proper waypoints but points of interest along your track which are meant to help you verify that you are on-track, such as a bridge, lake or other geographic feature easily seen from the cockpit. I generally find that these aren't required for a waypoint interval of roughly 20nm, but depending on the terrain these may still be a good idea. To add a control point to your flight plan, first measure how far into the leg you should cross it. If you for example cross a bridge 40% of the distance between WP1 and 2, you should reasonably expect to cross that bridge after 40% of your leg time has elapsed. Add the control point to your flight plan and note at which time you ought to fly over it. If during the flight you notice that you're 30 seconds late with flying over the bridge you need to increase your speed a bit to compensate for the rest of the leg.<br /> <br /> It is possible (and recommended) to set your start waypoint in the air rather than at take-off. This will mean that you can be at your set altitude, course and speed immediately after passing the start waypoint, which makes it far easier to calculate ETA. <br /> <br /> ===Example Flight plan===<br /> {| class=&quot;wikitable&quot;<br /> |+ Example Flight plan<br /> |-<br /> ! Waypoint !! Latitude !! Longitude !! Description !! True Track !! Magnetic Track !! Magnetic Heading !! Distance !! Leg time !! Total Time<br /> |-<br /> | Start || N42°11’58” || E42°42’02” ||Railroad bridge, east of Kutaisi Exit east || 270 || 264 || 268 || 20,8 || 00:05:00 || 00:05:00<br /> |-<br /> | 1|| N42°06’33” || E43°02’42” || Road bridge, just south of a railway crossing ||243 ||237 ||241 || 21,4 || 00:07:30 || 00:12:30<br /> |}<br /> <br /> ==Follow-up during flight==<br /> Always try to be one step ahead. If you know that your next waypoint is located above a television mast, try to locate the mast as soon as you can. Once you've located it, mentally mark it's position and start looking for your next waypoint. It's always easier to stay on track than to find your way back after getting lost, so try to always look out the cockpit for geographical features or other landmark and reference your position in relation to these. <br /> <br /> Two landmarks can be used together to determine your position with reasonable accuracy. Estimate the bearing from the first landmark to you, and do the same for the second landmark. Now draw an actual (or imaginary) line on the map with that bearing originating at each landmark. You should be roughly where those two lines intersect. <br /> <br /> ===Calculating drift===<br /> A handy method for calculating the degrees you've drifted off the track is via trigonometry. Imagine the track being the leg adjacent to the angle and the drift distance being the leg opposite the angle of a right triangle. If we know the values for these we can calculate the angular difference, i.e. the angular drift off the track.<br /> <br /> I won't go in to detail in how this works, but the short version is that the relationship between the angle and length of the legs in a right triangle means that if the adjacent leg is 60 units long &amp; the opposite leg 1 unit long the angle will be 1°. If the legs are 60 units / 5 units the angle will be 5° and so forth. Note that the unit used doesn't matter as the relationship still applies. <br /> <br /> First find your current position on the map. Now draw a line that intersects with the track line at a 90° angle. We now have the length of both the adjacent and opposite legs. Now try to get the adjacent leg to 60 by multiplying or dividng it, and then multiply or divide the opposite leg using the same factor. If the near leg is 60, the opposite leg will equal the amount of units off the track and the angle will equal the amount of degrees off track. <br /> <br /> [[Fil:Drift.png]]<br /> <br /> Example:<br /> You notice that you've drifted off course and find your position on the map. You then draw a line from this position to the track line. You find that the distance along the adjacent leg from the start point to the intersection point is 15 nautical miles, and the distance from your current position to the intersection point to be 0,5 nautical miles. How many degrees off course are you?<br /> <br /> Answer: Multiply the adjacent leg so that it equals 60, in this case 15*4. Now multiply the opposite with 4 as well. With the adjacent leg being 60 and the opposite leg being 2, we can use the relationship described above to determine that we've flown 2 degrees off course.<br /> <br /> This method is called the 1 in 60-rule (Sv. 1 på 60-regeln).<br /> <br /> ===Correcting for drift===<br /> Continuing with the example above, we've detected ourselves as having flown 2 degrees too much to the left and are now 0,5 nautical miles off our track. The easiest way to correct for this is to multiply the error with two and change your course with that amount in the opposite direction.<br /> <br /> For example, if our original track was 150° and our course, after calculating for wind drift was 148, we multiply two by two and add that to our course, making our course 152°. <br /> <br /> This will mean that the time to return to the track will roughly equal the amount of time we spent off the track. Once you are back on track, you stop over-compensating and return to course 150°. This method depends on knowing roughly or at least estimating when you started drifting. <br /> <br /> If the drift is noticed after passing the halfway point of your waypoint leg and the drift started early on, this method no longer works as you would end up back on track after passing your waypoint (by which point the track is likely to have changed). In these cases you will need to estimate an angle larger than your drift angle.<br /> <br /> Since the wind in DCS is static, i.e. it doesn't change once a mission has been started, the most common source of drift is poor and/or faulty planning. To avoid having math interfere with your flying always make sure that your wind correction angles are propely calculated during the planning phase. <br /> <br /> <br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====Online E6B Flight Computer====<br /> https://e6bx.com/e6b/</div>

Knugen https://wiki.masterarms.se//index.php?title=VFR_Navigation&diff=190 2021-03-29T16:39:08Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Aviation Guides]] &gt;&gt; [[VFR Navigation]]''<br /> VFR, or Visual Flight Rules, is flying &amp; navigating by terrain, landmarks or other visual features outside the aircraft. This guide is intended to help new players with mastering this skill. The guide is divided into three parts - Navigation basics, Flight planning and Follow-up during flight. Flight planning is the planning performed before starting the flight, and follow-up covers methods for continuously verifying that you are where you are meant to be once underway. <br /> <br /> ==Navigation basics==<br /> ===Speed terms===<br /> There are several different methods for qualifying an aircraft's speed relative to the air<br /> '''Indicated Air Speed (IAS)''' is the uncorrected speed which is displayed on an aircraft's airspeed indicator. Multiple factors affect either the air itself or the airspeed instrument causing this airspeed to, genereally speaking, not actually match the aircraft's speed true speed relative to the air. The main error sources are Instrument error (Errors due to the construction / design of the cockpit instrument), Position error (When the positioning of the Pitot tube causes the pressure reading from which the airspeed is calculated to be inaccurate) and Density error (The airspeed instrument is calibrated for standard sea-level density, meaning that it will get less and less accurate as the measured air density decreases with increased altitude)<br /> <br /> '''Calibrated Air Speed (CAS)''' is the IAS but corrected for instrument and position errors. In real life the airplane manufacturer provides the pilot with the information required to convert IAS to CAS. In DCS this information is rarely inlcuded in manuals - if no information is provided, assume that IAS = CAS.<br /> <br /> '''EAS''' - Får gärna fyllas i av någon IRL-jet-nörd. Mvh// Flyger-aldrig-över-115-knop<br /> <br /> '''True Air Speed (TAS)''' is a measure of the aircrafts true speed relative to the air. This is calculated by taking the CAS and correcting for the density error. Some DCS aircraft provide you with the TAS automatically. Calculating the TAS manually can be done with a flight computer (see Resources heading at the bottom). Calculating your TAS manually requires known values for pressure altitude, which is simply the reading on your barometric altimeter with QNH entered as well as the outside air temperature (as the density of the air for a given altitude varies depending on the temperature). The temperature in DCS is generally speaking only given for sea level, so to calculate the temperature for a given altitude use the ISA standard temperature change of 2°C / 1000 feet or 6,5°C per 1000 Meters. ¨<br /> <br /> E.g. - if the Sea level temperature is +18°C and you're planning to fly at 8000 feet, the expected change in temperature is 2°C * 8 = -16°C. The outside air temperature is thus +2°C. <br /> <br /> '''Ground speed (GS)''', is the actual speed your aircraft is travelling relative to the ground. This is important for navigating as it is this speed we will be using for calculating how long it will take to fly our waypoints later. Ground speed is calculated by taking the true air speed and correcting this for wind. This calculation can be performed using a flight computer or the online E6B tool linked in the resources section.<br /> <br /> To perform the calculation, start by entering the true course in the course field. Enter the True Air Speed in the next field. Enter the Wind direction (Where the wind is coming from) and the wind speed and read the wind correction angle below. This angle is the amount of degrees you'll have to add or subtract from your course in order to compensate for wind. You'll now be able to read the ground speed below the Wind correction angle.<br /> <br /> Note 1: Since the only source of variation between TAS &amp; GS is the wind, TAS &amp; GS will be equal if flying with no vind<br /> Note 2: In DCS, unlike in real life, the wind strength and direction is constant within the same mission. You will still need to calculate the wind correction angle for each leg as the heading of your aircraft relative to the wind affects the WCA. <br /> <br /> ===Course terms===<br /> Courses are given relative to one of three sources - True (Relative to the geographic, or true, north pole), Magnetic (Relative to the magnetic north pole) or compass (Relative to the north pole of the magnetic field which the compass is picking up). In real life compass north deviates from magnetic north due to metallic objects in the airplane interfering with the magnetic field of Earth. To my knowledge this is not modelled in DCS, so focus on understanding True and Magnetic. <br /> <br /> Different terms are used for describing various angular differences.<br /> Track is the angular difference between two points on the map. True track is defined using true north as a reference and Magnetic Track is defined using Magnetic north.<br /> <br /> Heading, or course, is the angular difference between your chosen source of reference and which angle your aircraft is currently pointing. <br /> <br /> Bearing is the angular difference between your aircraft and another object - aircraft, bullseye, terrain or something else. True bearing is relative to true north and magnetic bearing is relative to magnetic north. <br /> <br /> ===Wind correction angle===<br /> Calculating the WCA is covered in the speed terms section above. <br /> <br /> ===Compass Magnetism===<br /> North on most maps is pointing directly towards the geographic north pole. North on an aircrafts magnetic compass is pointing towards the magnetic south pole, which is actually located in the northern hemisphere. The Geographic North Pole and the Magnetic South Pole are not located at the same point, meaning that a compass will not point to true north. The difference between true north and magnetic north for a given location on Earth is called variation and is expressed in either degrees west / east or degrees +/-. The variation for Caucasus is +6°, or E6. <br /> <br /> When we make our flight plans using the F10 map we are plotting tracks in relation to true north, but when we then fly these headings (assuming your aircraft isn't displaying true north) you are using magnetic north. You must therefore add or subtract the variation to the magnetic course reading in order to correct for the variation.<br /> <br /> For example, if you're flying a waypoint leg in Caucasus with True Track = 360° and Variation is +6°, you should make fly a magnetic course 354° to compensate. <br /> <br /> Magnetic variations for the current maps are:<br /> Caucasus: +6°<br /> Persian Gulf: +2°<br /> Normandy: +1°<br /> Syria: +5°<br /> <br /> ===Coordinates===<br /> '''Latitude''' is the amount of degrees a given point is north or south of the equator. Ranges from 0-90° North and 0-90° South. <br /> '''Longitude''' is the amount of degrees a given point is east or west of the prime meridian, i.e. Greenwich, UK. Ranges from 0-180° East &amp; West.<br /> <br /> Each degree is divided into 60 Arc minutes (designated ') and each arc minute is further divided into 60 arc seconds (designated &quot;). A coordinate of N40°42'13&quot; thus means North 40 degrees, 42 arc minutes &amp; 13 arcseconds. <br /> <br /> Along a great circle (a circle along the earth that splits the planet into two equal parts, i.e. a circle that through the centre of the earth) one arc minute equals one nautical mile, or 1852 meters. One arc second thus represents, along a great circle, 30 meters (1852/60) or 98 feet. This is our accuracy when using this coordinate format, well within acceptable margins for VFR navigation.<br /> <br /> ===Time, speed and distance calculations===<br /> <br /> Calculating the time to fly a leg, the distance of a leg or the speed required to fly a leg of a given distance at a given time is made easy wit the SVT-triangle. S stands for Sträcka (Distance), V stands for Velocity (Fart) and T stands for Tid (Time). For as long as two values are known, the third is calculated using the formula in the image below. Simply remove the variable you want to solve for and follow the formula for the remaining two.<br /> <br /> [[Fil:SVTTriangle.jpeg]]<br /> <br /> Examples:<br /> If S = 300 NMI and V= 415 knots, what is T? (How long does it take to fly a given distance at a given speed)<br /> Answer: We remove T and find that the formula now states S/V. 300/415 = 0,722. This is the time required expressed in decimal format. To convert this to hours:minutes, simply carry over the hours and multiply everything right of the decimal with 60. 0,722 * 60 = 43,32. Note that the seconds are still presented in decimal format, so once again we multiply the seconds right of the decimal with 60 and get 0,32*60 = 19,2 (Round to the nearest second). Flying this leg will take zero hours, 43 minutes and 19 seconds (00:43:19).<br /> <br /> If S = 25 NMI and T = 15 minutes, what is V? (Which speed do I have to maintain to fly a given distance at a given time)<br /> Answer: First convert 15 minutes to decimal format. Again we carry over the hours but we now divide everything right of the decimal with 60. 15/60 = 0,25. We can now perform the speed calculation. Remvoing V the formula now says S/T. 25/0,25 = 100. To fly this leg in 15 minutes we require a ground speed of 100 knots.<br /> <br /> If V = 215 knots and T = 25 minutes, what is S? (If I fly a given speed at a given time, how far will I travel?<br /> Answer: Again we convert time to decimal - 25/60 = 0,416. Solving for distance we remove S from the triangle and find the formula to be V*T. 215*0,416 = 89,44. We will travel 89,44 nautical miles in 25 minutes at 215 knots.<br /> <br /> '''Practice questions'''<br /> <br /> 1. If S = 73 and V = 215, what is T?<br /> <br /> 2. If S = 428 and T = 01:15:00, what is V?<br /> <br /> 3. If V = 317 and T = 00:45:30, what is S?<br /> <br /> <br /> ==Flight planning==<br /> Start by marking your initial point and your destination on the map. Continue by marking waypoints along the route at reasonable intervals. These waypoints act as control points, allowing you to verify that you are flying where you've intended and allowing you to correct and errors before they accumulate too much. I would recommend no more than 20NMI between each waypoint. Generally speaking, shorter legs makes it less likely that you'll get lost, but will also mean that more work is required during the planning phase.<br /> <br /> Once you have all your waypoints marked, plot the true track between them. This is the true track. Enter this into your flight plan for each leg. Now add or subtract the magnetic variation to get the magnetic track for each leg. Decide upon a desired altitude for each waypoint. <br /> <br /> Next we'll be calculating the magnetic heading, i.e. the course you will be aiming for when flying. Start by deciding upon a certain IAS you want to use for your flight. You can alternate different IAS for different legs to make it more challenging. Once you have that IAS, carry it over to CAS and use that in combination with the outside air temperature and waypoint altitude to calculate your TAS. Now use your CAS and use that in combination with the true track &amp; wind information to calculate your wind correction angle and your ground speed. This step will have to be re-done for every waypoint leg (assuming the track is different between them).<br /> <br /> For each individual leg, add or subtract the wind correction angle to the magnetic heading and enter the ground speed into your flight plan. Use this ground speed to calculate how long it will take to fly the leg (leg time) as well as an accumulated total time (the sum of all leg times up to that waypoint).<br /> <br /> This is all the core information you require to succesfully navigate from point A to B without crutches such as GPS, NDBs, Tacan etc. Remember that the better and more thorough your flight plan, the easier it will be to perform the flight once in the aircraft. <br /> <br /> This guide has not covered control points. These are not proper waypoints but points of interest along your track which are meant to help you verify that you are on-track, such as a bridge, lake or other geographic feature easily seen from the cockpit. I generally find that these aren't required for a waypoint interval of roughly 20nm, but depending on the terrain these may still be a good idea. To add a control point to your flight plan, first measure how far into the leg you should cross it. If you for example cross a bridge 40% of the distance between WP1 and 2, you should reasonably expect to cross that bridge after 40% of your leg time has elapsed. Add the control point to your flight plan and note at which time you ought to fly over it. If during the flight you notice that you're 30 seconds late with flying over the bridge you need to increase your speed a bit to compensate for the rest of the leg.<br /> <br /> It is possible (and recommended) to set your start waypoint in the air rather than at take-off. This will mean that you can be at your set altitude, course and speed immediately after passing the start waypoint, which makes it far easier to calculate ETA. <br /> <br /> ===Example Flight plan===<br /> {| class=&quot;wikitable&quot;<br /> |+ Example Flight plan<br /> |-<br /> ! Waypoint !! Latitude !! Longitude !! Description !! True Track !! Magnetic Track !! Magnetic Heading !! Distance !! Leg time !! Total Time<br /> |-<br /> | Start || N42°11’58” || E42°42’02” ||Railroad bridge, east of Kutaisi Exit east || 270 || 264 || 268 || 20,8 || 00:05:00 || 00:05:00<br /> |-<br /> | 1|| N42°06’33” || E43°02’42” || Road bridge, just south of a railway crossing ||243 ||237 ||241 || 21,4 || 00:07:30 || 00:12:30<br /> |}<br /> <br /> ==Follow-up during flight==<br /> Always try to be one step ahead. If you know that your next waypoint is located above a television mast, try to locate the mast as soon as you can. Once you've located it, mentally mark it's position and start looking for your next waypoint. It's always easier to stay on track than to find your way back after getting lost, so try to always look out the cockpit for geographical features or other landmark and reference your position in relation to these. <br /> <br /> Two landmarks can be used together to determine your position with reasonable accuracy. Estimate the bearing from the first landmark to you, and do the same for the second landmark. Now draw an actual (or imaginary) line on the map with that bearing originating at each landmark. You should be roughly where those two lines intersect. <br /> <br /> ===Calculating drift===<br /> A handy method for calculating the degrees you've drifted off the track is via trigonometry. Imagine the track being the leg adjacent to the angle and the drift distance being the leg opposite the angle of a right triangle. If we know the values for these we can calculate the angular difference, i.e. the angular drift off the track.<br /> <br /> I won't go in to detail in how this works, but the short version is that the relationship between the angle and length of the legs in a right triangle means that if the adjacent leg is 60 units long &amp; the opposite leg 1 unit long the angle will be 1°. If the legs are 60 units / 5 units the angle will be 5° and so forth. Note that the unit used doesn't matter as the relationship still applies. <br /> <br /> First find your current position on the map. Now draw a line that intersects with the track line at a 90° angle. We now have the length of both the adjacent and opposite legs. Now try to get the adjacent leg to 60 by multiplying or dividng it, and then multiply or divide the opposite leg using the same factor. If the near leg is 60, the opposite leg will equal the amount of units off the track and the angle will equal the amount of degrees off track. <br /> <br /> [[Fil:Drift.png]]<br /> <br /> Example:<br /> You notice that you've drifted off course and find your position on the map. You then draw a line from this position to the track line. You find that the distance along the adjacent leg from the start point to the intersection point is 15 nautical miles, and the distance from your current position to the intersection point to be 0,5 nautical miles. How many degrees off course are you?<br /> <br /> Answer: Multiply the adjacent leg so that it equals 60, in this case 15*4. Now multiply the opposite with 4 as well. With the adjacent leg being 60 and the opposite leg being 2, we can use the relationship described above to determine that we've flown 2 degrees off course.<br /> <br /> This method is called the 1 in 60-rule (Sv. 1 på 60-regeln).<br /> <br /> ===Correcting for drift===<br /> Continuing with the example above, we've detected ourselves as having flown 2 degrees too much to the left and are now 0,5 nautical miles off our track. The easiest way to correct for this is to multiply the error with two and change your course with that amount in the opposite direction.<br /> <br /> For example, if our original track was 150° and our course, after calculating for wind drift was 148, we multiply two by two and add that to our course, making our course 152°. <br /> <br /> This will mean that the time to return to the track will roughly equal the amount of time we spent off the track. Once you are back on track, you stop over-compensating and return to course 150°. This method depends on knowing roughly or at least estimating when you started drifting. <br /> <br /> If the drift is noticed after passing the halfway point of your waypoint leg and the drift started early on, this method no longer works as you would end up back on track after passing your waypoint (by which point the track is likely to have changed). In these cases you will need to estimate an angle larger than your drift angle.<br /> <br /> Since the wind in DCS is static, i.e. it doesn't change once a mission has been started, the most common source of drift is poor and/or faulty planning. To avoid having math interfere with your flying always make sure that your wind correction angles are propely calculated during the planning phase. <br /> <br /> <br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====Online E6B Flight Computer====<br /> https://e6bx.com/e6b/</div>

Knugen https://wiki.masterarms.se//index.php?title=VFR_Navigation&diff=189 2021-03-29T16:27:07Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Aviation Guides]] &gt;&gt; [[VFR Navigation]]''<br /> VFR, or Visual Flight Rules, is flying &amp; navigating by terrain, landmarks or other visual features outside the aircraft. This guide is intended to help new players with mastering this skill. The guide is divided into three parts - Navigation basics, Flight planning and Follow-up during flight. Flight planning is the planning performed before starting the flight, and follow-up covers methods for continuously verifying that you are where you are meant to be once underway. <br /> <br /> ==Navigation basics==<br /> ===Speed terms===<br /> There are several different methods for qualifying an aircraft's speed relative to the air<br /> '''Indicated Air Speed (IAS)''' is the uncorrected speed which is displayed on an aircraft's airspeed indicator. Multiple factors affect either the air itself or the airspeed instrument causing this airspeed to, genereally speaking, not actually match the aircraft's speed true speed relative to the air. The main error sources are Instrument error (Errors due to the construction / design of the cockpit instrument), Position error (When the positioning of the Pitot tube causes the pressure reading from which the airspeed is calculated to be inaccurate) and Density error (The airspeed instrument is calibrated for standard sea-level density, meaning that it will get less and less accurate as the measured air density decreases with increased altitude)<br /> <br /> '''Calibrated Air Speed (CAS)''' is the IAS but corrected for instrument and position errors. In real life the airplane manufacturer provides the pilot with the information required to convert IAS to CAS. In DCS this information is rarely inlcuded in manuals - if no information is provided, assume that IAS = CAS.<br /> <br /> '''EAS''' - Får gärna fyllas i av någon IRL-jet-nörd. Mvh// Flyger-aldrig-över-115-knop<br /> <br /> '''True Air Speed (TAS)''' is a measure of the aircrafts true speed relative to the air. This is calculated by taking the CAS and correcting for the density error. Some DCS aircraft provide you with the TAS automatically. Calculating the TAS manually can be done with a flight computer (see Resources heading at the bottom). Calculating your TAS manually requires known values for pressure altitude, which is simply the reading on your barometric altimeter with QNH entered as well as the outside air temperature (as the density of the air for a given altitude varies depending on the temperature). The temperature in DCS is generally speaking only given for sea level, so to calculate the temperature for a given altitude use the ISA standard temperature change of 2°C / 1000 feet or 6,5°C per 1000 Meters. ¨<br /> <br /> E.g. - if the Sea level temperature is +18°C and you're planning to fly at 8000 feet, the expected change in temperature is 2°C * 8 = -16°C. The outside air temperature is thus +2°C. <br /> <br /> '''Ground speed (GS)''', is the actual speed your aircraft is travelling relative to the ground. This is important for navigating as it is this speed we will be using for calculating how long it will take to fly our waypoints later. Ground speed is calculated by taking the true air speed and correcting this for wind. This calculation can be performed using a flight computer or the online E6B tool linked in the resources section.<br /> <br /> To perform the calculation, start by entering the true course in the course field. Enter the True Air Speed in the next field. Enter the Wind direction (Where the wind is coming from) and the wind speed and read the wind correction angle below. This angle is the amount of degrees you'll have to add or subtract from your course in order to compensate for wind. You'll now be able to read the ground speed below the Wind correction angle.<br /> <br /> Note 1: Since the only source of variation between TAS &amp; GS is the wind, TAS &amp; GS will be equal if flying with no vind<br /> Note 2: In DCS, unlike in real life, the wind strength and direction is constant within the same mission. You will still need to calculate the wind correction angle for each leg as the heading of your aircraft relative to the wind affects the WCA. <br /> <br /> ===Course terms===<br /> Courses are given relative to one of three sources - True (Relative to the geographic, or true, north pole), Magnetic (Relative to the magnetic north pole) or compass (Relative to the north pole of the magnetic field which the compass is picking up). In real life compass north deviates from magnetic north due to metallic objects in the airplane interfering with the magnetic field of Earth. To my knowledge this is not modelled in DCS, so focus on understanding True and Magnetic. <br /> <br /> Different terms are used for describing various angular differences.<br /> Track is the angular difference between two points on the map. True track is defined using true north as a reference and Magnetic Track is defined using Magnetic north.<br /> <br /> Heading, or course, is the angular difference between your chosen source of reference and which angle your aircraft is currently pointing. <br /> <br /> Bearing is the angular difference between your aircraft and another object - aircraft, bullseye, terrain or something else. True bearing is relative to true north and magnetic bearing is relative to magnetic north. <br /> <br /> ===Wind correction angle===<br /> Calculating the WCA is covered in the speed terms section above. <br /> <br /> ===Compass Magnetism===<br /> North on most maps is pointing directly towards the geographic north pole. North on an aircrafts magnetic compass is pointing towards the magnetic south pole, which is actually located in the northern hemisphere. The Geographic North Pole and the Magnetic South Pole are not located at the same point, meaning that a compass will not point to true north. The difference between true north and magnetic north for a given location on Earth is called variation and is expressed in either degrees west / east or degrees +/-. The variation for Caucasus is +6°, or E6. <br /> <br /> When we make our flight plans using the F10 map we are plotting tracks in relation to true north, but when we then fly these headings (assuming your aircraft isn't displaying true north) you are using magnetic north. You must therefore add or subtract the variation to the magnetic course reading in order to correct for the variation.<br /> <br /> For example, if you're flying a waypoint leg in Caucasus with True Track = 360° and Variation is +6°, you should make fly a magnetic course 354° to compensate. <br /> <br /> Magnetic variations for the current maps are:<br /> Caucasus: +6°<br /> Persian Gulf: +2°<br /> Normandy: +1°<br /> Syria: +5°<br /> <br /> ===Time, speed and distance calculations===<br /> <br /> Calculating the time to fly a leg, the distance of a leg or the speed required to fly a leg of a given distance at a given time is made easy wit the SVT-triangle. S stands for Sträcka (Distance), V stands for Velocity (Fart) and T stands for Tid (Time). For as long as two values are known, the third is calculated using the formula in the image below. Simply remove the variable you want to solve for and follow the formula for the remaining two.<br /> <br /> [[Fil:SVTTriangle.jpeg]]<br /> <br /> Examples:<br /> If S = 300 NMI and V= 415 knots, what is T? (How long does it take to fly a given distance at a given speed)<br /> Answer: We remove T and find that the formula now states S/V. 300/415 = 0,722. This is the time required expressed in decimal format. To convert this to hours:minutes, simply carry over the hours and multiply everything right of the decimal with 60. 0,722 * 60 = 43,32. Note that the seconds are still presented in decimal format, so once again we multiply the seconds right of the decimal with 60 and get 0,32*60 = 19,2 (Round to the nearest second). Flying this leg will take zero hours, 43 minutes and 19 seconds (00:43:19).<br /> <br /> If S = 25 NMI and T = 15 minutes, what is V? (Which speed do I have to maintain to fly a given distance at a given time)<br /> Answer: First convert 15 minutes to decimal format. Again we carry over the hours but we now divide everything right of the decimal with 60. 15/60 = 0,25. We can now perform the speed calculation. Remvoing V the formula now says S/T. 25/0,25 = 100. To fly this leg in 15 minutes we require a ground speed of 100 knots.<br /> <br /> If V = 215 knots and T = 25 minutes, what is S? (If I fly a given speed at a given time, how far will I travel?<br /> Answer: Again we convert time to decimal - 25/60 = 0,416. Solving for distance we remove S from the triangle and find the formula to be V*T. 215*0,416 = 89,44. We will travel 89,44 nautical miles in 25 minutes at 215 knots.<br /> <br /> '''Practice questions'''<br /> <br /> 1. If S = 73 and V = 215, what is T?<br /> <br /> 2. If S = 428 and T = 01:15:00, what is V?<br /> <br /> 3. If V = 317 and T = 00:45:30, what is S?<br /> <br /> <br /> ==Flight planning==<br /> Start by marking your initial point and your destination on the map. Continue by marking waypoints along the route at reasonable intervals. These waypoints act as control points, allowing you to verify that you are flying where you've intended and allowing you to correct and errors before they accumulate too much. I would recommend no more than 20NMI between each waypoint. Generally speaking, shorter legs makes it less likely that you'll get lost, but will also mean that more work is required during the planning phase.<br /> <br /> Once you have all your waypoints marked, plot the true track between them. This is the true track. Enter this into your flight plan for each leg. Now add or subtract the magnetic variation to get the magnetic track for each leg. Decide upon a desired altitude for each waypoint. <br /> <br /> Next we'll be calculating the magnetic heading, i.e. the course you will be aiming for when flying. Start by deciding upon a certain IAS you want to use for your flight. You can alternate different IAS for different legs to make it more challenging. Once you have that IAS, carry it over to CAS and use that in combination with the outside air temperature and waypoint altitude to calculate your TAS. Now use your CAS and use that in combination with the true track &amp; wind information to calculate your wind correction angle and your ground speed. This step will have to be re-done for every waypoint leg (assuming the track is different between them).<br /> <br /> For each individual leg, add or subtract the wind correction angle to the magnetic heading and enter the ground speed into your flight plan. Use this ground speed to calculate how long it will take to fly the leg (leg time) as well as an accumulated total time (the sum of all leg times up to that waypoint).<br /> <br /> This is all the core information you require to succesfully navigate from point A to B without crutches such as GPS, NDBs, Tacan etc. Remember that the better and more thorough your flight plan, the easier it will be to perform the flight once in the aircraft. <br /> <br /> This guide has not covered control points. These are not proper waypoints but points of interest along your track which are meant to help you verify that you are on-track, such as a bridge, lake or other geographic feature easily seen from the cockpit. I generally find that these aren't required for a waypoint interval of roughly 20nm, but depending on the terrain these may still be a good idea. To add a control point to your flight plan, first measure how far into the leg you should cross it. If you for example cross a bridge 40% of the distance between WP1 and 2, you should reasonably expect to cross that bridge after 40% of your leg time has elapsed. Add the control point to your flight plan and note at which time you ought to fly over it. If during the flight you notice that you're 30 seconds late with flying over the bridge you need to increase your speed a bit to compensate for the rest of the leg.<br /> <br /> It is possible (and recommended) to set your start waypoint in the air rather than at take-off. This will mean that you can be at your set altitude, course and speed immediately after passing the start waypoint, which makes it far easier to calculate ETA. <br /> <br /> ===Example Flight plan===<br /> {| class=&quot;wikitable&quot;<br /> |+ Example Flight plan<br /> |-<br /> ! Waypoint !! Latitude !! Longitude !! Description !! True Track !! Magnetic Track !! Magnetic Heading !! Distance !! Leg time !! Total Time<br /> |-<br /> | Start || N42°11’58” || E42°42’02” ||Railroad bridge, east of Kutaisi Exit east || 270 || 264 || 268 || 20,8 || 00:05:00 || 00:05:00<br /> |-<br /> | 1|| N42°06’33” || E43°02’42” || Road bridge, just south of a railway crossing ||243 ||237 ||241 || 21,4 || 00:07:30 || 00:12:30<br /> |}<br /> <br /> ==Follow-up during flight==<br /> Always try to be one step ahead. If you know that your next waypoint is located above a television mast, try to locate the mast as soon as you can. Once you've located it, mentally mark it's position and start looking for your next waypoint. It's always easier to stay on track than to find your way back after getting lost, so try to always look out the cockpit for geographical features or other landmark and reference your position in relation to these. <br /> <br /> Two landmarks can be used together to determine your position with reasonable accuracy. Estimate the bearing from the first landmark to you, and do the same for the second landmark. Now draw an actual (or imaginary) line on the map with that bearing originating at each landmark. You should be roughly where those two lines intersect. <br /> <br /> ===Calculating drift===<br /> A handy method for calculating the degrees you've drifted off the track is via trigonometry. Imagine the track being the leg adjacent to the angle and the drift distance being the leg opposite the angle of a right triangle. If we know the values for these we can calculate the angular difference, i.e. the angular drift off the track.<br /> <br /> I won't go in to detail in how this works, but the short version is that the relationship between the angle and length of the legs in a right triangle means that if the adjacent leg is 60 units long &amp; the opposite leg 1 unit long the angle will be 1°. If the legs are 60 units / 5 units the angle will be 5° and so forth. Note that the unit used doesn't matter as the relationship still applies. <br /> <br /> First find your current position on the map. Now draw a line that intersects with the track line at a 90° angle. We now have the length of both the adjacent and opposite legs. Now try to get the adjacent leg to 60 by multiplying or dividng it, and then multiply or divide the opposite leg using the same factor. If the near leg is 60, the opposite leg will equal the amount of units off the track and the angle will equal the amount of degrees off track. <br /> <br /> [[Fil:Drift.png]]<br /> <br /> Example:<br /> You notice that you've drifted off course and find your position on the map. You then draw a line from this position to the track line. You find that the distance along the adjacent leg from the start point to the intersection point is 15 nautical miles, and the distance from your current position to the intersection point to be 0,5 nautical miles. How many degrees off course are you?<br /> <br /> Answer: Multiply the adjacent leg so that it equals 60, in this case 15*4. Now multiply the opposite with 4 as well. With the adjacent leg being 60 and the opposite leg being 2, we can use the relationship described above to determine that we've flown 2 degrees off course.<br /> <br /> This method is called the 1 in 60-rule (Sv. 1 på 60-regeln).<br /> <br /> ===Correcting for drift===<br /> Continuing with the example above, we've detected ourselves as having flown 2 degrees too much to the left and are now 0,5 nautical miles off our track. The easiest way to correct for this is to multiply the error with two and change your course with that amount in the opposite direction.<br /> <br /> For example, if our original track was 150° and our course, after calculating for wind drift was 148, we multiply two by two and add that to our course, making our course 152°. <br /> <br /> This will mean that the time to return to the track will roughly equal the amount of time we spent off the track. Once you are back on track, you stop over-compensating and return to course 150°. This method depends on knowing roughly or at least estimating when you started drifting. <br /> <br /> If the drift is noticed after passing the halfway point of your waypoint leg and the drift started early on, this method no longer works as you would end up back on track after passing your waypoint (by which point the track is likely to have changed). In these cases you will need to estimate an angle larger than your drift angle.<br /> <br /> Since the wind in DCS is static, i.e. it doesn't change once a mission has been started, the most common source of drift is poor and/or faulty planning. To avoid having math interfere with your flying always make sure that your wind correction angles are propely calculated during the planning phase. <br /> <br /> <br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====Online E6B Flight Computer====<br /> https://e6bx.com/e6b/</div>

Knugen https://wiki.masterarms.se//index.php?title=VFR_Navigation&diff=188 2021-03-29T16:24:52Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Aviation Guides]] &gt;&gt; [[VFR Navigation]]''<br /> VFR, or Visual Flight Rules, is flying &amp; navigating by terrain, landmarks or other visual features outside the aircraft. This guide is intended to help new players with mastering this skill. The guide is divided into three parts - Navigation basics, Flight planning and Follow-up during flight. Flight planning is the planning performed before starting the flight, and follow-up covers methods for continuously verifying that you are where you are meant to be once underway. <br /> <br /> ==Navigation basics==<br /> ===Speed terms===<br /> There are several different methods for qualifying an aircraft's speed relative to the air<br /> '''Indicated Air Speed (IAS)''' is the uncorrected speed which is displayed on an aircraft's airspeed indicator. Multiple factors affect either the air itself or the airspeed instrument causing this airspeed to, genereally speaking, not actually match the aircraft's speed true speed relative to the air. The main error sources are Instrument error (Errors due to the construction / design of the cockpit instrument), Position error (When the positioning of the Pitot tube causes the pressure reading from which the airspeed is calculated to be inaccurate) and Density error (The airspeed instrument is calibrated for standard sea-level density, meaning that it will get less and less accurate as the measured air density decreases with increased altitude)<br /> <br /> '''Calibrated Air Speed (CAS)''' is the IAS but corrected for instrument and position errors. In real life the airplane manufacturer provides the pilot with the information required to convert IAS to CAS. In DCS this information is rarely inlcuded in manuals - if no information is provided, assume that IAS = CAS.<br /> <br /> '''EAS''' - Får gärna fyllas i av någon IRL-jet-nörd. Mvh// Flyger-aldrig-över-115-knop<br /> <br /> '''True Air Speed (TAS)''' is a measure of the aircrafts true speed relative to the air. This is calculated by taking the CAS and correcting for the density error. Some DCS aircraft provide you with the TAS automatically. Calculating the TAS manually can be done with a flight computer (see Resources heading at the bottom). Calculating your TAS manually requires known values for pressure altitude, which is simply the reading on your barometric altimeter with QNH entered as well as the outside air temperature (as the density of the air for a given altitude varies depending on the temperature). The temperature in DCS is generally speaking only given for sea level, so to calculate the temperature for a given altitude use the ISA standard temperature change of 2°C / 1000 feet or 6,5°C per 1000 Meters. ¨<br /> <br /> E.g. - if the Sea level temperature is +18°C and you're planning to fly at 8000 feet, the expected change in temperature is 2°C * 8 = -16°C. The outside air temperature is thus +2°C. <br /> <br /> '''Ground speed (GS)''', is the actual speed your aircraft is travelling relative to the ground. This is important for navigating as it is this speed we will be using for calculating how long it will take to fly our waypoints later. Ground speed is calculated by taking the true air speed and correcting this for wind. This calculation can be performed using a flight computer or the online E6B tool linked in the resources section.<br /> <br /> To perform the calculation, start by entering the true course in the course field. Enter the True Air Speed in the next field. Enter the Wind direction (Where the wind is coming from) and the wind speed and read the wind correction angle below. This angle is the amount of degrees you'll have to add or subtract from your course in order to compensate for wind. You'll now be able to read the ground speed below the Wind correction angle.<br /> <br /> Note 1: Since the only source of variation between TAS &amp; GS is the wind, TAS &amp; GS will be equal if flying with no vind<br /> Note 2: In DCS, unlike in real life, the wind strength and direction is constant within the same mission. You will still need to calculate the wind correction angle for each leg as the heading of your aircraft relative to the wind affects the WCA. <br /> <br /> ===Course terms===<br /> Courses are given relative to one of three sources - True (Relative to the geographic, or true, north pole), Magnetic (Relative to the magnetic north pole) or compass (Relative to the north pole of the magnetic field which the compass is picking up). In real life compass north deviates from magnetic north due to metallic objects in the airplane interfering with the magnetic field of Earth. To my knowledge this is not modelled in DCS, so focus on understanding True and Magnetic. <br /> <br /> Different terms are used for describing various angular differences.<br /> Track is the angular difference between two points on the map. True track is defined using true north as a reference and Magnetic Track is defined using Magnetic north.<br /> <br /> Heading, or course, is the angular difference between your chosen source of reference and which angle your aircraft is currently pointing. <br /> <br /> Bearing is the angular difference between your aircraft and another object - aircraft, bullseye, terrain or something else. True bearing is relative to true north and magnetic bearing is relative to magnetic north. <br /> <br /> ===Wind correction angle===<br /> Calculating the WCA is covered in the speed terms section above. <br /> <br /> ===Compass Magnetism===<br /> North on most maps is pointing directly towards the geographic north pole. North on an aircrafts magnetic compass is pointing towards the magnetic south pole, which is actually located in the northern hemisphere. The Geographic North Pole and the Magnetic South Pole are not located at the same point, meaning that a compass will not point to true north. The difference between true north and magnetic north for a given location on Earth is called variation and is expressed in either degrees west / east or degrees +/-. The variation for Caucasus is +6°, or E6. <br /> <br /> When we make our flight plans using the F10 map we are plotting tracks in relation to true north, but when we then fly these headings (assuming your aircraft isn't displaying true north) you are using magnetic north. You must therefore add or subtract the variation to the magnetic course reading in order to correct for the variation.<br /> <br /> For example, if you're flying a waypoint leg in Caucasus with True Track = 360° and Variation is +6°, you should make fly a magnetic course 354° to compensate. <br /> <br /> ===Time, speed and distance calculations===<br /> <br /> Calculating the time to fly a leg, the distance of a leg or the speed required to fly a leg of a given distance at a given time is made easy wit the SVT-triangle. S stands for Sträcka (Distance), V stands for Velocity (Fart) and T stands for Tid (Time). For as long as two values are known, the third is calculated using the formula in the image below. Simply remove the variable you want to solve for and follow the formula for the remaining two.<br /> <br /> [[Fil:SVTTriangle.jpeg]]<br /> <br /> Examples:<br /> If S = 300 NMI and V= 415 knots, what is T? (How long does it take to fly a given distance at a given speed)<br /> Answer: We remove T and find that the formula now states S/V. 300/415 = 0,722. This is the time required expressed in decimal format. To convert this to hours:minutes, simply carry over the hours and multiply everything right of the decimal with 60. 0,722 * 60 = 43,32. Note that the seconds are still presented in decimal format, so once again we multiply the seconds right of the decimal with 60 and get 0,32*60 = 19,2 (Round to the nearest second). Flying this leg will take zero hours, 43 minutes and 19 seconds (00:43:19).<br /> <br /> If S = 25 NMI and T = 15 minutes, what is V? (Which speed do I have to maintain to fly a given distance at a given time)<br /> Answer: First convert 15 minutes to decimal format. Again we carry over the hours but we now divide everything right of the decimal with 60. 15/60 = 0,25. We can now perform the speed calculation. Remvoing V the formula now says S/T. 25/0,25 = 100. To fly this leg in 15 minutes we require a ground speed of 100 knots.<br /> <br /> If V = 215 knots and T = 25 minutes, what is S? (If I fly a given speed at a given time, how far will I travel?<br /> Answer: Again we convert time to decimal - 25/60 = 0,416. Solving for distance we remove S from the triangle and find the formula to be V*T. 215*0,416 = 89,44. We will travel 89,44 nautical miles in 25 minutes at 215 knots.<br /> <br /> '''Practice questions'''<br /> <br /> 1. If S = 73 and V = 215, what is T?<br /> <br /> 2. If S = 428 and T = 01:15:00, what is V?<br /> <br /> 3. If V = 317 and T = 00:45:30, what is S?<br /> <br /> <br /> ==Flight planning==<br /> Start by marking your initial point and your destination on the map. Continue by marking waypoints along the route at reasonable intervals. These waypoints act as control points, allowing you to verify that you are flying where you've intended and allowing you to correct and errors before they accumulate too much. I would recommend no more than 20NMI between each waypoint. Generally speaking, shorter legs makes it less likely that you'll get lost, but will also mean that more work is required during the planning phase.<br /> <br /> Once you have all your waypoints marked, plot the true track between them. This is the true track. Enter this into your flight plan for each leg. Now add or subtract the magnetic variation to get the magnetic track for each leg. Decide upon a desired altitude for each waypoint. <br /> <br /> Next we'll be calculating the magnetic heading, i.e. the course you will be aiming for when flying. Start by deciding upon a certain IAS you want to use for your flight. You can alternate different IAS for different legs to make it more challenging. Once you have that IAS, carry it over to CAS and use that in combination with the outside air temperature and waypoint altitude to calculate your TAS. Now use your CAS and use that in combination with the true track &amp; wind information to calculate your wind correction angle and your ground speed. This step will have to be re-done for every waypoint leg (assuming the track is different between them).<br /> <br /> For each individual leg, add or subtract the wind correction angle to the magnetic heading and enter the ground speed into your flight plan. Use this ground speed to calculate how long it will take to fly the leg (leg time) as well as an accumulated total time (the sum of all leg times up to that waypoint).<br /> <br /> This is all the core information you require to succesfully navigate from point A to B without crutches such as GPS, NDBs, Tacan etc. Remember that the better and more thorough your flight plan, the easier it will be to perform the flight once in the aircraft. <br /> <br /> This guide has not covered control points. These are not proper waypoints but points of interest along your track which are meant to help you verify that you are on-track, such as a bridge, lake or other geographic feature easily seen from the cockpit. I generally find that these aren't required for a waypoint interval of roughly 20nm, but depending on the terrain these may still be a good idea. To add a control point to your flight plan, first measure how far into the leg you should cross it. If you for example cross a bridge 40% of the distance between WP1 and 2, you should reasonably expect to cross that bridge after 40% of your leg time has elapsed. Add the control point to your flight plan and note at which time you ought to fly over it. If during the flight you notice that you're 30 seconds late with flying over the bridge you need to increase your speed a bit to compensate for the rest of the leg.<br /> <br /> It is possible (and recommended) to set your start waypoint in the air rather than at take-off. This will mean that you can be at your set altitude, course and speed immediately after passing the start waypoint, which makes it far easier to calculate ETA. <br /> <br /> ===Example Flight plan===<br /> {| class=&quot;wikitable&quot;<br /> |+ Example Flight plan<br /> |-<br /> ! Waypoint !! Latitude !! Longitude !! Description !! True Track !! Magnetic Track !! Magnetic Heading !! Distance !! Leg time !! Total Time<br /> |-<br /> | Start || N42°11’58” || E42°42’02” ||Railroad bridge, east of Kutaisi Exit east || 270 || 264 || 268 || 20,8 || 00:05:00 || 00:05:00<br /> |-<br /> | 1|| N42°06’33” || E43°02’42” || Road bridge, just south of a railway crossing ||243 ||237 ||241 || 21,4 || 00:07:30 || 00:12:30<br /> |}<br /> <br /> ==Follow-up during flight==<br /> Always try to be one step ahead. If you know that your next waypoint is located above a television mast, try to locate the mast as soon as you can. Once you've located it, mentally mark it's position and start looking for your next waypoint. It's always easier to stay on track than to find your way back after getting lost, so try to always look out the cockpit for geographical features or other landmark and reference your position in relation to these. <br /> <br /> Two landmarks can be used together to determine your position with reasonable accuracy. Estimate the bearing from the first landmark to you, and do the same for the second landmark. Now draw an actual (or imaginary) line on the map with that bearing originating at each landmark. You should be roughly where those two lines intersect. <br /> <br /> ===Calculating drift===<br /> A handy method for calculating the degrees you've drifted off the track is via trigonometry. Imagine the track being the leg adjacent to the angle and the drift distance being the leg opposite the angle of a right triangle. If we know the values for these we can calculate the angular difference, i.e. the angular drift off the track.<br /> <br /> I won't go in to detail in how this works, but the short version is that the relationship between the angle and length of the legs in a right triangle means that if the adjacent leg is 60 units long &amp; the opposite leg 1 unit long the angle will be 1°. If the legs are 60 units / 5 units the angle will be 5° and so forth. Note that the unit used doesn't matter as the relationship still applies. <br /> <br /> First find your current position on the map. Now draw a line that intersects with the track line at a 90° angle. We now have the length of both the adjacent and opposite legs. Now try to get the adjacent leg to 60 by multiplying or dividng it, and then multiply or divide the opposite leg using the same factor. If the near leg is 60, the opposite leg will equal the amount of units off the track and the angle will equal the amount of degrees off track. <br /> <br /> [[Fil:Drift.png]]<br /> <br /> Example:<br /> You notice that you've drifted off course and find your position on the map. You then draw a line from this position to the track line. You find that the distance along the adjacent leg from the start point to the intersection point is 15 nautical miles, and the distance from your current position to the intersection point to be 0,5 nautical miles. How many degrees off course are you?<br /> <br /> Answer: Multiply the adjacent leg so that it equals 60, in this case 15*4. Now multiply the opposite with 4 as well. With the adjacent leg being 60 and the opposite leg being 2, we can use the relationship described above to determine that we've flown 2 degrees off course.<br /> <br /> This method is called the 1 in 60-rule (Sv. 1 på 60-regeln).<br /> <br /> ===Correcting for drift===<br /> Continuing with the example above, we've detected ourselves as having flown 2 degrees too much to the left and are now 0,5 nautical miles off our track. The easiest way to correct for this is to multiply the error with two and change your course with that amount in the opposite direction.<br /> <br /> For example, if our original track was 150° and our course, after calculating for wind drift was 148, we multiply two by two and add that to our course, making our course 152°. <br /> <br /> This will mean that the time to return to the track will roughly equal the amount of time we spent off the track. Once you are back on track, you stop over-compensating and return to course 150°. This method depends on knowing roughly or at least estimating when you started drifting. <br /> <br /> If the drift is noticed after passing the halfway point of your waypoint leg and the drift started early on, this method no longer works as you would end up back on track after passing your waypoint (by which point the track is likely to have changed). In these cases you will need to estimate an angle larger than your drift angle.<br /> <br /> Since the wind in DCS is static, i.e. it doesn't change once a mission has been started, the most common source of drift is poor and/or faulty planning. To avoid having math interfere with your flying always make sure that your wind correction angles are propely calculated during the planning phase. <br /> <br /> <br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====Online E6B Flight Computer====<br /> https://e6bx.com/e6b/</div>

Knugen https://wiki.masterarms.se//index.php?title=VFR_Navigation&diff=187 2021-03-29T16:13:06Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Aviation Guides]] &gt;&gt; [[VFR Navigation]]''<br /> VFR, or Visual Flight Rules, is flying &amp; navigating by terrain, landmarks or other visual features outside the aircraft. This guide is intended to help new players with mastering this skill. The guide is divided into three parts - Navigation basics, Flight planning and Follow-up during flight. Flight planning is the planning performed before starting the flight, and follow-up covers methods for continuously verifying that you are where you are meant to be once underway. <br /> <br /> ==Navigation basics==<br /> ===Speed terms===<br /> There are several different methods for qualifying an aircraft's speed relative to the air<br /> '''Indicated Air Speed (IAS)''' is the uncorrected speed which is displayed on an aircraft's airspeed indicator. Multiple factors affect either the air itself or the airspeed instrument causing this airspeed to, genereally speaking, not actually match the aircraft's speed true speed relative to the air. The main error sources are Instrument error (Errors due to the construction / design of the cockpit instrument), Position error (When the positioning of the Pitot tube causes the pressure reading from which the airspeed is calculated to be inaccurate) and Density error (The airspeed instrument is calibrated for standard sea-level density, meaning that it will get less and less accurate as the measured air density decreases with increased altitude)<br /> <br /> '''Calibrated Air Speed (CAS)''' is the IAS but corrected for instrument and position errors. In real life the airplane manufacturer provides the pilot with the information required to convert IAS to CAS. In DCS this information is rarely inlcuded in manuals - if no information is provided, assume that IAS = CAS.<br /> <br /> '''EAS''' - Får gärna fyllas i av någon IRL-jet-nörd. Mvh// Flyger-aldrig-över-115-knop<br /> <br /> '''True Air Speed (TAS)''' is a measure of the aircrafts true speed relative to the air. This is calculated by taking the CAS and correcting for the density error. Some DCS aircraft provide you with the TAS automatically. Calculating the TAS manually can be done with a flight computer (see Resources heading at the bottom). Calculating your TAS manually requires known values for pressure altitude, which is simply the reading on your barometric altimeter with QNH entered as well as the outside air temperature (as the density of the air for a given altitude varies depending on the temperature). The temperature in DCS is generally speaking only given for sea level, so to calculate the temperature for a given altitude use the ISA standard temperature change of 2°C / 1000 feet or 6,5°C per 1000 Meters. ¨<br /> <br /> E.g. - if the Sea level temperature is +18°C and you're planning to fly at 8000 feet, the expected change in temperature is 2°C * 8 = -16°C. The outside air temperature is thus +2°C. <br /> <br /> '''Ground speed (GS)''', is the actual speed your aircraft is travelling relative to the ground. This is important for navigating as it is this speed we will be using for calculating how long it will take to fly our waypoints later. Ground speed is calculated by taking the true air speed and correcting this for wind. This calculation can be performed using a flight computer or the online E6B tool linked in the resources section.<br /> <br /> To perform the calculation, start by entering the true course in the course field. Enter the True Air Speed in the next field. Enter the Wind direction (Where the wind is coming from) and the wind speed and read the wind correction angle below. This angle is the amount of degrees you'll have to add or subtract from your course in order to compensate for wind. You'll now be able to read the ground speed below the Wind correction angle.<br /> <br /> Note 1: Since the only source of variation between TAS &amp; GS is the wind, TAS &amp; GS will be equal if flying with no vind<br /> Note 2: In DCS, unlike in real life, the wind strength and direction is constant within the same mission. You will still need to calculate the wind correction angle for each leg as the heading of your aircraft relative to the wind affects the WCA. <br /> <br /> ===Course terms===<br /> Courses are given relative to one of three sources - True (Relative to the geographic, or true, north pole), Magnetic (Relative to the magnetic north pole) or compass (Relative to the north pole of the magnetic field which the compass is picking up). In real life compass north deviates from magnetic north due to metallic objects in the airplane interfering with the magnetic field of Earth. To my knowledge this is not modelled in DCS, so focus on understanding True and Magnetic. <br /> <br /> Different terms are used for describing various angular differences.<br /> Track is the angular difference between two points on the map. True track is defined using true north as a reference and Magnetic Track is defined using Magnetic north.<br /> <br /> Heading, or course, is the angular difference between your chosen source of reference and which angle your aircraft is currently pointing. <br /> <br /> Bearing is the angular difference between your aircraft and another object - aircraft, bullseye, terrain or something else. True bearing is relative to true north and magnetic bearing is relative to magnetic north. <br /> <br /> ===Wind correction angle===<br /> Calculating the WCA is covered in the speed terms section above. <br /> <br /> ===Compass Magnetism===<br /> North on most maps is pointing directly towards the geographic north pole. North on an aircrafts magnetic compass is pointing towards the magnetic south pole, which is actually located in the northern hemisphere. The Geographic North Pole and the Magnetic South Pole are not located at the same point, meaning that a compass will not point to true north. The difference between true north and magnetic north for a given location on Earth is called variation and is expressed in either degrees west / east or degrees +/-. The variation for Caucasus is +6°, or E6. <br /> <br /> When we make our flight plans using the F10 map we are plotting tracks in relation to true north, but when we then fly these headings (assuming your aircraft isn't displaying true north) you are using magnetic north. You must therefore add or subtract the variation to the magnetic course reading in order to correct for the variation.<br /> <br /> For example, if you're flying a waypoint leg in Caucasus with True Track = 360° and Variation is +6°, you should make fly a magnetic course 354° to compensate. <br /> <br /> ===Time, speed and distance calculations===<br /> <br /> Calculating the time to fly a leg, the distance of a leg or the speed required to fly a leg of a given distance at a given time is made easy wit the SVT-triangle. S stands for Sträcka (Distance), V stands for Velocity (Fart) and T stands for Tid (Time). For as long as two values are known, the third is calculated using the formula in the image below. Simply remove the variable you want to solve for and follow the formula for the remaining two.<br /> <br /> [[Fil:SVTTriangle.jpeg]]<br /> <br /> Examples:<br /> If S = 300 NMI and V= 415 knots, what is T? (How long does it take to fly a given distance at a given speed)<br /> Answer: We remove T and find that the formula now states S/V. 300/415 = 0,722. This is the time required expressed in decimal format. To convert this to hours:minutes, simply carry over the hours and multiply everything right of the decimal with 60. 0,722 * 60 = 43,32. Note that the seconds are still presented in decimal format, so once again we multiply the seconds right of the decimal with 60 and get 0,32*60 = 19,2 (Round to the nearest second). Flying this leg will take zero hours, 43 minutes and 19 seconds (00:43:19).<br /> <br /> If S = 25 NMI and T = 15 minutes, what is V? (Which speed do I have to maintain to fly a given distance at a given time)<br /> Answer: First convert 15 minutes to decimal format. Again we carry over the hours but we now divide everything right of the decimal with 60. 15/60 = 0,25. We can now perform the speed calculation. Remvoing V the formula now says S/T. 25/0,25 = 100. To fly this leg in 15 minutes we require a ground speed of 100 knots.<br /> <br /> If V = 215 knots and T = 25 minutes, what is S? (If I fly a given speed at a given time, how far will I travel?<br /> Answer: Again we convert time to decimal - 25/60 = 0,416. Solving for distance we remove S from the triangle and find the formula to be V*T. 215*0,416 = 89,44. We will travel 89,44 nautical miles in 25 minutes at 215 knots.<br /> <br /> '''Practice questions'''<br /> <br /> 1. If S = 73 and V = 215, what is T?<br /> <br /> 2. If S = 428 and T = 01:15:00, what is V?<br /> <br /> 3. If V = 317 and T = 00:45:30, what is S?<br /> <br /> <br /> ==Flight planning==<br /> Start by marking your initial point and your destination on the map. Continue by marking waypoints along the route at reasonable intervals. These waypoints act as control points, allowing you to verify that you are flying where you've intended and allowing you to correct and errors before they accumulate too much. I would recommend no more than 20NMI between each waypoint. Generally speaking, shorter legs makes it less likely that you'll get lost, but will also mean that more work is required during the planning phase.<br /> <br /> Once you have all your waypoints marked, plot the true track between them. This is the true track. Enter this into your flight plan for each leg. Now add or subtract the magnetic variation to get the magnetic track for each leg. Decide upon a desired altitude for each waypoint. <br /> <br /> Next we'll be calculating the magnetic heading, i.e. the course you will be aiming for when flying. Start by deciding upon a certain IAS you want to use for your flight. You can alternate different IAS for different legs to make it more challenging. Once you have that IAS, carry it over to CAS and use that in combination with the outside air temperature and waypoint altitude to calculate your TAS. Now use your CAS and use that in combination with the true track &amp; wind information to calculate your wind correction angle and your ground speed. This step will have to be re-done for every waypoint leg (assuming the track is different between them).<br /> <br /> For each individual leg, add or subtract the wind correction angle to the magnetic heading and enter the ground speed into your flight plan. Use this ground speed to calculate how long it will take to fly the leg (leg time) as well as an accumulated total time (the sum of all leg times up to that waypoint).<br /> <br /> This is all the core information you require to succesfully navigate from point A to B without crutches such as GPS, NDBs, Tacan etc. Remember that the better and more thorough your flight plan, the easier it will be to perform the flight once in the aircraft. <br /> <br /> This guide has not covered control points. These are not proper waypoints but points of interest along your track which are meant to help you verify that you are on-track, such as a bridge, lake or other geographic feature easily seen from the cockpit. I generally find that these aren't required for a waypoint interval of roughly 20nm, but depending on the terrain these may still be a good idea. To add a control point to your flight plan, first measure how far into the leg you should cross it. If you for example cross a bridge 40% of the distance between WP1 and 2, you should reasonably expect to cross that bridge after 40% of your leg time has elapsed. Add the control point to your flight plan and note at which time you ought to fly over it. If during the flight you notice that you're 30 seconds late with flying over the bridge you need to increase your speed a bit to compensate for the rest of the leg.<br /> <br /> It is possible (and recommended) to set your start waypoint in the air rather than at take-off. This will mean that you can be at your set altitude, course and speed immediately after passing the start waypoint, which makes it far easier to calculate ETA. <br /> <br /> ===Example Flight plan===<br /> {| class=&quot;wikitable&quot;<br /> |+ Example Flight plan<br /> |-<br /> ! Waypoint !! Latitude !! Longitude !! Description !! True Track !! Magnetic Track !! Magnetic Heading !! Distance !! Leg time !! Total Time<br /> |-<br /> | Start || N42°11’58” || E42°42’02” ||Railroad bridge, east of Kutaisi Exit east || 270 || 264 || 268 || 20,8 || 00:05:00 || 00:05:00<br /> |-<br /> | 1|| N42°06’33” || E43°02’42” || Road bridge, just south of a railway crossing ||243 ||237 ||241 || 21,4 || 00:07:30 || 00:12:30<br /> |}<br /> <br /> ==Follow-up during flight==<br /> Always try to be one step ahead. If you know that your next waypoint is located above a television mast, try to locate the mast as soon as you can. Once you've located it, mentally mark it's position and start looking for your next waypoint. It's always easier to stay on track than to find your way back after getting lost, so try to always look out the cockpit for geographical features or other landmark and reference your position in relation to these. <br /> <br /> Two landmarks can be used together to determine your position with reasonable accuracy. Estimate the bearing from the first landmark to you, and do the same for the second landmark. Now draw an actual (or imaginary) line on the map with that bearing originating at each landmark. You should be roughly where those two lines intersect. <br /> <br /> ===Calculating drift===<br /> A handy method for calculating the degrees you've drifted off the track is via trigonometry. Imagine the track being the leg adjacent to the angle and the drift distance being the leg opposite the angle of a right triangle. If we know the values for these we can calculate the angular difference, i.e. the angular drift off the track.<br /> <br /> I won't go in to detail in how this works, but the short version is that the relationship between the angle and length of the legs in a right triangle means that if the adjacent leg is 60 units long &amp; the opposite leg 1 unit long the angle will be 1°. If the legs are 60 units / 5 units the angle will be 5° and so forth. Note that the unit used doesn't matter as the relationship still applies. <br /> <br /> First find your current position on the map. Now draw a line that intersects with the track line at a 90° angle. We now have the length of both the adjacent and opposite legs. Now try to get the adjacent leg to 60 by multiplying or dividng it, and then multiply or divide the opposite leg using the same factor. If the near leg is 60, the opposite leg will equal the amount of units off the track and the angle will equal the amount of degrees off track. <br /> <br /> [[Fil:Drift.png]]<br /> <br /> Example:<br /> You notice that you've drifted off course and find your position on the map. You then draw a line from this position to the track line. You find that the distance <br /> <br /> ===Correcting for drift===<br /> WIP<br /> <br /> <br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====Online E6B Flight Computer====<br /> https://e6bx.com/e6b/</div>

Knugen https://wiki.masterarms.se//index.php?title=Fil:Drift.png&diff=186 2021-03-29T16:12:41Z

<p>Knugen: </p> <hr /> <div></div>

Knugen https://wiki.masterarms.se//index.php?title=VFR_Navigation&diff=185 2021-03-29T13:48:30Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Aviation Guides]] &gt;&gt; [[VFR Navigation]]''<br /> <br /> WIP<br /> <br /> VFR, or Visual Flight Rules, is flying &amp; navigating by terrain, landmarks or other visual features outside the aircraft. This guide is intended to help new players with mastering this skill. The guide is divided into three parts - Navigation basics, Flight planning and Follow-up during flight. Flight planning is the planning performed before starting the flight, and follow-up covers methods for continuously verifying that you are where you are meant to be once underway. <br /> <br /> ==Navigation basics==<br /> ===Speed terms===<br /> There are several different methods for qualifying an aircraft's speed relative to the air<br /> '''Indicated Air Speed (IAS)''' is the uncorrected speed which is displayed on an aircraft's airspeed indicator. Multiple factors affect either the air itself or the airspeed instrument causing this airspeed to, genereally speaking, not actually match the aircraft's speed true speed relative to the air. The main error sources are Instrument error (Errors due to the construction / design of the cockpit instrument), Position error (When the positioning of the Pitot tube causes the pressure reading from which the airspeed is calculated to be inaccurate) and Density error (The airspeed instrument is calibrated for standard sea-level density, meaning that it will get less and less accurate as the measured air density decreases with increased altitude)<br /> <br /> '''Calibrated Air Speed (CAS)''' is the IAS but corrected for instrument and position errors. In real life the airplane manufacturer provides the pilot with the information required to convert IAS to CAS. In DCS this information is rarely inlcuded in manuals - if no information is provided, assume that IAS = CAS.<br /> <br /> '''EAS''' - Får gärna fyllas i av någon IRL-jet-nörd. Mvh// Flyger-aldrig-över-115-knop<br /> <br /> '''True Air Speed (TAS)''' is a measure of the aircrafts true speed relative to the air. This is calculated by taking the CAS and correcting for the density error. Some DCS aircraft provide you with the TAS automatically. Calculating the TAS manually can be done with a flight computer (see Resources heading at the bottom). Calculating your TAS manually requires known values for pressure altitude, which is simply the reading on your barometric altimeter with QNH entered as well as the outside air temperature (as the density of the air for a given altitude varies depending on the temperature). The temperature in DCS is generally speaking only given for sea level, so to calculate the temperature for a given altitude use the ISA standard temperature change of 2°C / 1000 feet or 6,5°C per 1000 Meters. ¨<br /> <br /> E.g. - if the Sea level temperature is +18°C and you're planning to fly at 8000 feet, the expected change in temperature is 2°C * 8 = -16°C. The outside air temperature is thus +2°C. <br /> <br /> '''Ground speed (GS)''', is the actual speed your aircraft is travelling relative to the ground. This is important for navigating as it is this speed we will be using for calculating how long it will take to fly our waypoints later. Ground speed is calculated by taking the true air speed and correcting this for wind. This calculation can be performed using a flight computer or the online E6B tool linked in the resources section.<br /> <br /> To perform the calculation, start by entering the true course in the course field. Enter the True Air Speed in the next field. Enter the Wind direction (Where the wind is coming from) and the wind speed and read the wind correction angle below. This angle is the amount of degrees you'll have to add or subtract from your course in order to compensate for wind. You'll now be able to read the ground speed below the Wind correction angle.<br /> <br /> Note 1: Since the only source of variation between TAS &amp; GS is the wind, TAS &amp; GS will be equal if flying with no vind<br /> Note 2: In DCS, unlike in real life, the wind strength and direction is constant within the same mission. You will still need to calculate the wind correction angle for each leg as the heading of your aircraft relative to the wind affects the WCA. <br /> <br /> ===Course terms===<br /> Courses are given relative to one of three sources - True (Relative to the geographic, or true, north pole), Magnetic (Relative to the magnetic north pole) or compass (Relative to the north pole of the magnetic field which the compass is picking up). In real life compass north deviates from magnetic north due to metallic objects in the airplane interfering with the magnetic field of Earth. To my knowledge this is not modelled in DCS, so focus on understanding True and Magnetic. <br /> <br /> Different terms are used for describing various angular differences.<br /> Track is the angular difference between two points on the map. True track is defined using true north as a reference and Magnetic Track is defined using Magnetic north.<br /> <br /> Heading, or course, is the angular difference between your chosen source of reference and which angle your aircraft is currently pointing. <br /> <br /> Bearing is the angular difference between your aircraft and another object - aircraft, bullseye, terrain or something else. True bearing is relative to true north and magnetic bearing is relative to magnetic north. <br /> <br /> ===Wind correction angle===<br /> Calculating the WCA is covered in the speed terms section above. <br /> <br /> ===Compass Magnetism===<br /> North on most maps is pointing directly towards the geographic north pole. North on an aircrafts magnetic compass is pointing towards the magnetic south pole, which is actually located in the northern hemisphere. The Geographic North Pole and the Magnetic South Pole are not located at the same point, meaning that a compass will not point to true north. The difference between true north and magnetic north for a given location on Earth is called variation and is expressed in either degrees west / east or degrees +/-. The variation for Caucasus is +6°, or E6. <br /> <br /> When we make our flight plans using the F10 map we are plotting tracks in relation to true north, but when we then fly these headings (assuming your aircraft isn't displaying true north) you are using magnetic north. You must therefore add or subtract the variation to the magnetic course reading in order to correct for the variation.<br /> <br /> For example, if you're flying a waypoint leg in Caucasus with True Track = 360° and Variation is +6°, you should make fly a magnetic course 354° to compensate. <br /> <br /> ===Time, speed and distance calculations===<br /> <br /> Calculating the time to fly a leg, the distance of a leg or the speed required to fly a leg of a given distance at a given time is made easy wit the SVT-triangle. S stands for Sträcka (Distance), V stands for Velocity (Fart) and T stands for Tid (Time). For as long as two values are known, the third is calculated using the formula in the image below. Simply remove the variable you want to solve for and follow the formula for the remaining two.<br /> <br /> [[Fil:SVTTriangle.jpeg]]<br /> <br /> Examples:<br /> If S = 300 NMI and V= 415 knots, what is T? (How long does it take to fly a given distance at a given speed)<br /> Answer: We remove T and find that the formula now states S/V. 300/415 = 0,722. This is the time required expressed in decimal format. To convert this to hours:minutes, simply carry over the hours and multiply everything right of the decimal with 60. 0,722 * 60 = 43,32. Note that the seconds are still presented in decimal format, so once again we multiply the seconds right of the decimal with 60 and get 0,32*60 = 19,2 (Round to the nearest second). Flying this leg will take zero hours, 43 minutes and 19 seconds (00:43:19).<br /> <br /> If S = 25 NMI and T = 15 minutes, what is V? (Which speed do I have to maintain to fly a given distance at a given time)<br /> Answer: First convert 15 minutes to decimal format. Again we carry over the hours but we now divide everything right of the decimal with 60. 15/60 = 0,25. We can now perform the speed calculation. Remvoing V the formula now says S/T. 25/0,25 = 100. To fly this leg in 15 minutes we require a ground speed of 100 knots.<br /> <br /> If V = 215 knots and T = 25 minutes, what is S? (If I fly a given speed at a given time, how far will I travel?<br /> Answer: Again we convert time to decimal - 25/60 = 0,416. Solving for distance we remove S from the triangle and find the formula to be V*T. 215*0,416 = 89,44. We will travel 89,44 nautical miles in 25 minutes at 215 knots.<br /> <br /> '''Practice questions'''<br /> <br /> 1. If S = 73 and V = 215, what is T?<br /> <br /> 2. If S = 428 and T = 01:15:00, what is V?<br /> <br /> 3. If V = 317 and T = 00:45:30, what is S?<br /> <br /> <br /> ==Flight planning==<br /> Start by marking your initial point and your destination on the map. Continue by marking waypoints along the route at reasonable intervals. These waypoints act as control points, allowing you to verify that you are flying where you've intended and allowing you to correct and errors before they accumulate too much. I would recommend no more than 20NMI between each waypoint. Generally speaking, shorter legs makes it less likely that you'll get lost, but will also mean that more work is required during the planning phase.<br /> <br /> Once you have all your waypoints marked, plot the true track between them. This is the true track. Enter this into your flight plan for each leg. Now add or subtract the magnetic variation to get the magnetic track for each leg. Decide upon a desired altitude for each waypoint. <br /> <br /> Next we'll be calculating the magnetic heading, i.e. the course you will be aiming for when flying. Start by deciding upon a certain IAS you want to use for your flight. You can alternate different IAS for different legs to make it more challenging. Once you have that IAS, carry it over to CAS and use that in combination with the outside air temperature and waypoint altitude to calculate your TAS. Now use your CAS and use that in combination with the true track &amp; wind information to calculate your wind correction angle and your ground speed. This step will have to be re-done for every waypoint leg (assuming the track is different between them).<br /> <br /> For each individual leg, add or subtract the wind correction angle to the magnetic heading and enter the ground speed into your flight plan. Use this ground speed to calculate how long it will take to fly the leg (leg time) as well as an accumulated total time (the sum of all leg times up to that waypoint).<br /> <br /> This is all the core information you require to succesfully navigate from point A to B without crutches such as GPS, NDBs, Tacan etc. Remember that the better and more thorough your flight plan, the easier it will be to perform the flight once in the aircraft. <br /> <br /> This guide has not covered control points. These are not proper waypoints but points of interest along your track which are meant to help you verify that you are on-track, such as a bridge, lake or other geographic feature easily seen from the cockpit. I generally find that these aren't required for a waypoint interval of roughly 20nm, but depending on the terrain these may still be a good idea. To add a control point to your flight plan, first measure how far into the leg you should cross it. If you for example cross a bridge 40% of the distance between WP1 and 2, you should reasonably expect to cross that bridge after 40% of your leg time has elapsed. Add the control point to your flight plan and note at which time you ought to fly over it. If during the flight you notice that you're 30 seconds late with flying over the bridge you need to increase your speed a bit to compensate for the rest of the leg.<br /> <br /> It is possible (and recommended) to set your start waypoint in the air rather than at take-off. This will mean that you can be at your set altitude, course and speed immediately after passing the start waypoint, which makes it far easier to calculate ETA. <br /> <br /> ===Example Flight plan===<br /> {| class=&quot;wikitable&quot;<br /> |+ Example Flight plan<br /> |-<br /> ! Waypoint !! Latitude !! Longitude !! Description !! True Track !! Magnetic Track !! Magnetic Heading !! Distance !! Leg time !! Total Time<br /> |-<br /> | Start || N42°11’58” || E42°42’02” ||Railroad bridge, east of Kutaisi Exit east || 270 || 264 || 268 || 20,8 || 00:05:00 || 00:05:00<br /> |-<br /> | 1|| N42°06’33” || E43°02’42” || Road bridge, just south of a railway crossing ||243 ||237 ||241 || 21,4 || 00:07:30 || 00:12:30<br /> |}<br /> <br /> ==Follow-up during flight==<br /> Always try to be one step ahead. If you know that your next waypoint is located above a television mast, try to locate the mast as soon as you can. Once you've located it, mentally mark it's position and start looking for your next waypoint. It's always easier to stay on track than to find your way back after getting lost, so try to always look out the cockpit for geographical features or other landmark and reference your position in relation to these. <br /> <br /> Two landmarks can be used together to determine your position with reasonable accuracy. Estimate the bearing from the first landmark to you, and do the same for the second landmark. Now draw an actual (or imaginary) line on the map with that bearing originating at each landmark. You should be roughly where those two lines intersect. <br /> <br /> ===Calculating drift===<br /> WIP<br /> <br /> <br /> ===Correcting for drift===<br /> WIP<br /> <br /> <br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====Online E6B Flight Computer====<br /> https://e6bx.com/e6b/</div>

Knugen https://wiki.masterarms.se//index.php?title=VFR_Navigation&diff=184 2021-03-29T13:47:02Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Aviation Guides]] &gt;&gt; [[VFR Navigation]]''<br /> <br /> WIP<br /> <br /> VFR, or Visual Flight Rules, is flying &amp; navigating by terrain, landmarks or other visual features outside the aircraft. This guide is intended to help new players with mastering this skill. The guide is divided into three parts - Navigation basics, Flight planning and Follow-up during flight. Flight planning is the planning performed before starting the flight, and follow-up covers methods for continuously verifying that you are where you are meant to be once underway. <br /> <br /> ==Navigation basics==<br /> ===Speed terms===<br /> There are several different methods for qualifying an aircraft's speed relative to the air<br /> '''Indicated Air Speed (IAS)''' is the uncorrected speed which is displayed on an aircraft's airspeed indicator. Multiple factors affect either the air itself or the airspeed instrument causing this airspeed to, genereally speaking, not actually match the aircraft's speed true speed relative to the air. The main error sources are Instrument error (Errors due to the construction / design of the cockpit instrument), Position error (When the positioning of the Pitot tube causes the pressure reading from which the airspeed is calculated to be inaccurate) and Density error (The airspeed instrument is calibrated for standard sea-level density, meaning that it will get less and less accurate as the measured air density decreases with increased altitude)<br /> <br /> '''Calibrated Air Speed (CAS)''' is the IAS but corrected for instrument and position errors. In real life the airplane manufacturer provides the pilot with the information required to convert IAS to CAS. In DCS this information is rarely inlcuded in manuals - if no information is provided, assume that IAS = CAS.<br /> <br /> '''EAS''' - Får gärna fyllas i av någon IRL-jet-nörd. Mvh// Flyger-aldrig-över-115-knop<br /> <br /> '''True Air Speed (TAS)''' is a measure of the aircrafts true speed relative to the air. This is calculated by taking the CAS and correcting for the density error. Some DCS aircraft provide you with the TAS automatically. Calculating the TAS manually can be done with a flight computer (see Resources heading at the bottom). Calculating your TAS manually requires known values for pressure altitude, which is simply the reading on your barometric altimeter with QNH entered as well as the outside air temperature (as the density of the air for a given altitude varies depending on the temperature). The temperature in DCS is generally speaking only given for sea level, so to calculate the temperature for a given altitude use the ISA standard temperature change of 2°C / 1000 feet or 6,5°C per 1000 Meters. ¨<br /> <br /> E.g. - if the Sea level temperature is +18°C and you're planning to fly at 8000 feet, the expected change in temperature is 2°C * 8 = -16°C. The outside air temperature is thus +2°C. <br /> <br /> '''Ground speed (GS)''', is the actual speed your aircraft is travelling relative to the ground. This is important for navigating as it is this speed we will be using for calculating how long it will take to fly our waypoints later. Ground speed is calculated by taking the true air speed and correcting this for wind. This calculation can be performed using a flight computer or the online E6B tool linked in the resources section.<br /> <br /> To perform the calculation, start by entering the true course in the course field. Enter the True Air Speed in the next field. Enter the Wind direction (Where the wind is coming from) and the wind speed and read the wind correction angle below. This angle is the amount of degrees you'll have to add or subtract from your course in order to compensate for wind. You'll now be able to read the ground speed below the Wind correction angle.<br /> <br /> Note 1: Since the only source of variation between TAS &amp; GS is the wind, TAS &amp; GS will be equal if flying with no vind<br /> Note 2: In DCS, unlike in real life, the wind strength and direction is constant within the same mission. You will still need to calculate the wind correction angle for each leg as the heading of your aircraft relative to the wind affects the WCA. <br /> <br /> ===Course terms===<br /> Courses are given relative to one of three sources - True (Relative to the geographic, or true, north pole), Magnetic (Relative to the magnetic north pole) or compass (Relative to the north pole of the magnetic field which the compass is picking up). In real life compass north deviates from magnetic north due to metallic objects in the airplane interfering with the magnetic field of Earth. To my knowledge this is not modelled in DCS, so focus on understanding True and Magnetic. <br /> <br /> Different terms are used for describing various angular differences.<br /> Track is the angular difference between two points on the map. True track is defined using true north as a reference and Magnetic Track is defined using Magnetic north.<br /> <br /> Heading, or course, is the angular difference between your chosen source of reference and which angle your aircraft is currently pointing. <br /> <br /> Bearing is the angular difference between your aircraft and another object - aircraft, bullseye, terrain or something else. True bearing is relative to true north and magnetic bearing is relative to magnetic north. <br /> <br /> ===Wind correction angle===<br /> Calculating the WCA is covered in the speed terms section above. <br /> <br /> ===Compass Magnetism===<br /> North on most maps is pointing directly towards the geographic north pole. North on an aircrafts magnetic compass is pointing towards the magnetic south pole, which is actually located in the northern hemisphere. The Geographic North Pole and the Magnetic South Pole are not located at the same point, meaning that a compass will not point to true north. The difference between true north and magnetic north for a given location on Earth is called variation and is expressed in either degrees west / east or degrees +/-. The variation for Caucasus is +6°, or E6. <br /> <br /> When we make our flight plans using the F10 map we are plotting tracks in relation to true north, but when we then fly these headings (assuming your aircraft isn't displaying true north) you are using magnetic north. You must therefore add or subtract the variation to the magnetic course reading in order to correct for the variation.<br /> <br /> For example, if you're flying a waypoint leg in Caucasus with True Track = 360° and Variation is +6°, you should make fly a magnetic course 354° to compensate. <br /> <br /> ===Time, speed and distance calculations===<br /> <br /> Calculating the time to fly a leg, the distance of a leg or the speed required to fly a leg of a given distance at a given time is made easy wit the SVT-triangle. S stands for Sträcka (Distance), V stands for Velocity (Fart) and T stands for Tid (Time). For as long as two values are known, the third is calculated using the formula in the image below. Simply remove the variable you want to solve for and follow the formula for the remaining two.<br /> <br /> [[Fil:SVTTriangle.jpeg]]<br /> <br /> Examples:<br /> If S = 300 NMI and V= 415 knots, what is T? (How long does it take to fly a given distance at a given speed)<br /> Answer: We remove T and find that the formula now states S/V. 300/415 = 0,722. This is the time required expressed in decimal format. To convert this to hours:minutes, simply carry over the hours and multiply everything right of the decimal with 60. 0,722 * 60 = 43,32. Note that the seconds are still presented in decimal format, so once again we multiply the seconds right of the decimal with 60 and get 0,32*60 = 19,2 (Round to the nearest second). Flying this leg will take zero hours, 43 minutes and 19 seconds (00:43:19).<br /> <br /> If S = 25 NMI and T = 15 minutes, what is V? (Which speed do I have to maintain to fly a given distance at a given time)<br /> Answer: First convert 15 minutes to decimal format. Again we carry over the hours but we now divide everything right of the decimal with 60. 15/60 = 0,25. We can now perform the speed calculation. Remvoing V the formula now says S/T. 25/0,25 = 100. To fly this leg in 15 minutes we require a ground speed of 100 knots.<br /> <br /> If V = 215 knots and T = 25 minutes, what is S? (If I fly a given speed at a given time, how far will I travel?<br /> Answer: Again we convert time to decimal - 25/60 = 0,416. Solving for distance we remove S from the triangle and find the formula to be V*T. 215*0,416 = 89,44. We will travel 89,44 nautical miles in 25 minutes at 215 knots.<br /> <br /> '''Practice questions'''<br /> <br /> 1. If S = 73 and V = 215, what is T?<br /> <br /> 2. If S = 428 and T = 01:15:00, what is V?<br /> <br /> 3. If V = 317 and T = 00:45:30, what is S?<br /> <br /> <br /> ==Flight planning==<br /> Start by marking your initial point and your destination on the map. Continue by marking waypoints along the route at reasonable intervals. These waypoints act as control points, allowing you to verify that you are flying where you've intended and allowing you to correct and errors before they accumulate too much. I would recommend no more than 20NMI between each waypoint. Generally speaking, shorter legs makes it less likely that you'll get lost, but will also mean that more work is required during the planning phase.<br /> <br /> Once you have all your waypoints marked, plot the true track between them. This is the true track. Enter this into your flight plan for each leg. Now add or subtract the magnetic variation to get the magnetic track for each leg. Decide upon a desired altitude for each waypoint. <br /> <br /> Next we'll be calculating the magnetic heading, i.e. the course you will be aiming for when flying. Start by deciding upon a certain IAS you want to use for your flight. You can alternate different IAS for different legs to make it more challenging. Once you have that IAS, carry it over to CAS and use that in combination with the outside air temperature and waypoint altitude to calculate your TAS. Now use your CAS and use that in combination with the true track &amp; wind information to calculate your wind correction angle and your ground speed. This step will have to be re-done for every waypoint leg (assuming the track is different between them).<br /> <br /> For each individual leg, add or subtract the wind correction angle to the magnetic heading and enter the ground speed into your flight plan. Use this ground speed to calculate how long it will take to fly the leg (leg time) as well as an accumulated total time (the sum of all leg times up to that waypoint).<br /> <br /> This is all the core information you require to succesfully navigate from point A to B without crutches such as GPS, NDBs, Tacan etc. Remember that the better and more thorough your flight plan, the easier it will be to perform the flight once in the aircraft. <br /> <br /> This guide has not covered control points. These are not proper waypoints but points of interest along your track which are meant to help you verify that you are on-track, such as a bridge, lake or other geographic feature easily seen from the cockpit. I generally find that these aren't required for a waypoint interval of roughly 20nm, but depending on the terrain these may still be a good idea. To add a control point to your flight plan, first measure how far into the leg you should cross it. If you for example cross a bridge 40% of the distance between WP1 and 2, you should reasonably expect to cross that bridge after 40% of your leg time has elapsed. Add the control point to your flight plan and note at which time you ought to fly over it. If during the flight you notice that you're 30 seconds late with flying over the bridge you need to increase your speed a bit to compensate for the rest of the leg.<br /> <br /> It is possible (and recommended) to set your start waypoint in the air rather than at take-off. This will mean that you can be at your set altitude, course and speed immediately after passing the start waypoint, which makes it far easier to calculate ETA. <br /> <br /> ===Example Flight plan===<br /> {| class=&quot;wikitable&quot;<br /> |+ Example Flight plan<br /> |-<br /> ! Waypoint !! Latitude !! Longitude !! Description !! True Track !! Magnetic Track !! Magnetic Heading !! Distance !! Leg time !! Total Time<br /> |-<br /> | Start || N42°11’58” || E42°42’02” ||Railroad bridge, east of Kutaisi Exit east || 270 || 264 || 268 || 20,8 || 00:05:00 || 00:05:00<br /> |-<br /> | 1|| N42°06’33” || E43°02’42” || Road bridge, just south of a railway crossing ||243 ||237 ||241 || 21,4 || 00:07:30 || 00:12:30<br /> |}<br /> <br /> ==Follow-up during flight==<br /> Always try to be one step ahead. If you know that your next waypoint is located above a television mast, try to locate the mast as soon as you can. Once you've located it, mentally mark it's position and start looking for your next waypoint. It's always easier to stay on track than to find your way back after getting lost, so try to always look out the cockpit for geographical features or other landmark and reference your position in relation to these. <br /> <br /> ===Calculating drift===<br /> WIP<br /> <br /> <br /> ===Correcting for drift===<br /> WIP<br /> <br /> <br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====Online E6B Flight Computer====<br /> https://e6bx.com/e6b/</div>

Knugen https://wiki.masterarms.se//index.php?title=VFR_Navigation&diff=183 2021-03-29T13:46:03Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Aviation Guides]] &gt;&gt; [[VFR Navigation]]''<br /> <br /> WIP<br /> <br /> VFR, or Visual Flight Rules, is flying &amp; navigating by terrain, landmarks or other visual features outside the aircraft. This guide is intended to help new players with mastering this skill. The guide is divided into three parts - Navigation basics, Flight planning and Follow-up during flight. Flight planning is the planning performed before starting the flight, and follow-up covers methods for continuously verifying that you are where you are meant to be once underway. <br /> <br /> ==Navigation basics==<br /> ===Speed terms===<br /> There are several different methods for qualifying an aircraft's speed relative to the air<br /> '''Indicated Air Speed (IAS)''' is the uncorrected speed which is displayed on an aircraft's airspeed indicator. Multiple factors affect either the air itself or the airspeed instrument causing this airspeed to, genereally speaking, not actually match the aircraft's speed true speed relative to the air. The main error sources are Instrument error (Errors due to the construction / design of the cockpit instrument), Position error (When the positioning of the Pitot tube causes the pressure reading from which the airspeed is calculated to be inaccurate) and Density error (The airspeed instrument is calibrated for standard sea-level density, meaning that it will get less and less accurate as the measured air density decreases with increased altitude)<br /> <br /> '''Calibrated Air Speed (CAS)''' is the IAS but corrected for instrument and position errors. In real life the airplane manufacturer provides the pilot with the information required to convert IAS to CAS. In DCS this information is rarely inlcuded in manuals - if no information is provided, assume that IAS = CAS.<br /> <br /> '''EAS''' - Får gärna fyllas i av någon IRL-jet-nörd. Mvh// Flyger-aldrig-över-115-knop<br /> <br /> '''True Air Speed (TAS)''' is a measure of the aircrafts true speed relative to the air. This is calculated by taking the CAS and correcting for the density error. Some DCS aircraft provide you with the TAS automatically. Calculating the TAS manually can be done with a flight computer (see Resources heading at the bottom). Calculating your TAS manually requires known values for pressure altitude, which is simply the reading on your barometric altimeter with QNH entered as well as the outside air temperature (as the density of the air for a given altitude varies depending on the temperature). The temperature in DCS is generally speaking only given for sea level, so to calculate the temperature for a given altitude use the ISA standard temperature change of 2°C / 1000 feet or 6,5°C per 1000 Meters. ¨<br /> <br /> E.g. - if the Sea level temperature is +18°C and you're planning to fly at 8000 feet, the expected change in temperature is 2°C * 8 = -16°C. The outside air temperature is thus +2°C. <br /> <br /> '''Ground speed (GS)''', is the actual speed your aircraft is travelling relative to the ground. This is important for navigating as it is this speed we will be using for calculating how long it will take to fly our waypoints later. Ground speed is calculated by taking the true air speed and correcting this for wind. This calculation can be performed using a flight computer or the online E6B tool linked in the resources section.<br /> <br /> To perform the calculation, start by entering the true course in the course field. Enter the True Air Speed in the next field. Enter the Wind direction (Where the wind is coming from) and the wind speed and read the wind correction angle below. This angle is the amount of degrees you'll have to add or subtract from your course in order to compensate for wind. You'll now be able to read the ground speed below the Wind correction angle.<br /> <br /> Note 1: Since the only source of variation between TAS &amp; GS is the wind, TAS &amp; GS will be equal if flying with no vind<br /> Note 2: In DCS, unlike in real life, the wind strength and direction is constant within the same mission. You will still need to calculate the wind correction angle for each leg as the heading of your aircraft relative to the wind affects the WCA. <br /> <br /> ===Course terms===<br /> Courses are given relative to one of three sources - True (Relative to the geographic, or true, north pole), Magnetic (Relative to the magnetic north pole) or compass (Relative to the north pole of the magnetic field which the compass is picking up). In real life compass north deviates from magnetic north due to metallic objects in the airplane interfering with the magnetic field of Earth. To my knowledge this is not modelled in DCS, so focus on understanding True and Magnetic. <br /> <br /> Different terms are used for describing various angular differences.<br /> Track is the angular difference between two points on the map. True track is defined using true north as a reference and Magnetic Track is defined using Magnetic north.<br /> <br /> Heading, or course, is the angular difference between your chosen source of reference and which angle your aircraft is currently pointing. <br /> <br /> Bearing is the angular difference between your aircraft and another object - aircraft, bullseye, terrain or something else. True bearing is relative to true north and magnetic bearing is relative to magnetic north. <br /> <br /> ===Wind correction angle===<br /> Calculating the WCA is covered in the speed terms section above. <br /> <br /> ===Compass Magnetism===<br /> North on most maps is pointing directly towards the geographic north pole. North on an aircrafts magnetic compass is pointing towards the magnetic south pole, which is actually located in the northern hemisphere. The Geographic North Pole and the Magnetic South Pole are not located at the same point, meaning that a compass will not point to true north. The difference between true north and magnetic north for a given location on Earth is called variation and is expressed in either degrees west / east or degrees +/-. The variation for Caucasus is +6°, or E6. <br /> <br /> When we make our flight plans using the F10 map we are plotting tracks in relation to true north, but when we then fly these headings (assuming your aircraft isn't displaying true north) you are using magnetic north. You must therefore add or subtract the variation to the magnetic course reading in order to correct for the variation.<br /> <br /> For example, if you're flying a waypoint leg in Caucasus with True Track = 360° and Variation is +6°, you should make fly a magnetic course 354° to compensate. <br /> <br /> ===Time, speed and distance calculations===<br /> <br /> Calculating the time to fly a leg, the distance of a leg or the speed required to fly a leg of a given distance at a given time is made easy wit the SVT-triangle. S stands for Sträcka (Distance), V stands for Velocity (Fart) and T stands for Tid (Time). For as long as two values are known, the third is calculated using the formula in the image below. Simply remove the variable you want to solve for and follow the formula for the remaining two.<br /> <br /> [[Fil:SVTTriangle.jpeg]]<br /> <br /> Examples:<br /> If S = 300 NMI and V= 415 knots, what is T? (How long does it take to fly a given distance at a given speed)<br /> Answer: We remove T and find that the formula now states S/V. 300/415 = 0,722. This is the time required expressed in decimal format. To convert this to hours:minutes, simply carry over the hours and multiply everything right of the decimal with 60. 0,722 * 60 = 43,32. Note that the seconds are still presented in decimal format, so once again we multiply the seconds right of the decimal with 60 and get 0,32*60 = 19,2 (Round to the nearest second). Flying this leg will take zero hours, 43 minutes and 19 seconds (00:43:19).<br /> <br /> If S = 25 NMI and T = 15 minutes, what is V? (Which speed do I have to maintain to fly a given distance at a given time)<br /> Answer: First convert 15 minutes to decimal format. Again we carry over the hours but we now divide everything right of the decimal with 60. 15/60 = 0,25. We can now perform the speed calculation. Remvoing V the formula now says S/T. 25/0,25 = 100. To fly this leg in 15 minutes we require a ground speed of 100 knots.<br /> <br /> If V = 215 knots and T = 25 minutes, what is S? (If I fly a given speed at a given time, how far will I travel?<br /> Answer: Again we convert time to decimal - 25/60 = 0,416. Solving for distance we remove S from the triangle and find the formula to be V*T. 215*0,416 = 89,44. We will travel 89,44 nautical miles in 25 minutes at 215 knots.<br /> <br /> '''Practice questions'''<br /> <br /> 1. If S = 73 and V = 215, what is T?<br /> <br /> 2. If S = 428 and T = 01:15:00, what is V?<br /> <br /> 3. If V = 317 and T = 00:45:30, what is S?<br /> <br /> <br /> ==Flight planning==<br /> Start by marking your initial point and your destination on the map. Continue by marking waypoints along the route at reasonable intervals. These waypoints act as control points, allowing you to verify that you are flying where you've intended and allowing you to correct and errors before they accumulate too much. I would recommend no more than 20NMI between each waypoint. Generally speaking, shorter legs makes it less likely that you'll get lost, but will also mean that more work is required during the planning phase.<br /> <br /> Once you have all your waypoints marked, plot the true track between them. This is the true track. Enter this into your flight plan for each leg. Now add or subtract the magnetic variation to get the magnetic track for each leg. Decide upon a desired altitude for each waypoint. <br /> <br /> Next we'll be calculating the magnetic heading, i.e. the course you will be aiming for when flying. Start by deciding upon a certain IAS you want to use for your flight. You can alternate different IAS for different legs to make it more challenging. Once you have that IAS, carry it over to CAS and use that in combination with the outside air temperature and waypoint altitude to calculate your TAS. Now use your CAS and use that in combination with the true track &amp; wind information to calculate your wind correction angle and your ground speed. This step will have to be re-done for every waypoint leg (assuming the track is different between them).<br /> <br /> For each individual leg, add or subtract the wind correction angle to the magnetic heading and enter the ground speed into your flight plan. Use this ground speed to calculate how long it will take to fly the leg (leg time) as well as an accumulated total time (the sum of all leg times up to that waypoint).<br /> <br /> This is all the core information you require to succesfully navigate from point A to B without crutches such as GPS, NDBs, Tacan etc. Remember that the better and more thorough your flight plan, the easier it will be to perform the flight once in the aircraft. <br /> <br /> This guide has not covered control points. These are not proper waypoints but points of interest along your track which are meant to help you verify that you are on-track, such as a bridge, lake or other geographic feature easily seen from the cockpit. I generally find that these aren't required for a waypoint interval of roughly 20nm, but depending on the terrain these may still be a good idea. To add a control point to your flight plan, first measure how far into the leg you should cross it. If you for example cross a bridge 40% of the distance between WP1 and 2, you should reasonably expect to cross that bridge after 40% of your leg time has elapsed. Add the control point to your flight plan and note at which time you ought to fly over it. If during the flight you notice that you're 30 seconds late with flying over the bridge you need to increase your speed a bit to compensate for the rest of the leg.<br /> <br /> It is possible (and recommended) to set your start waypoint in the air rather than at take-off. This will mean that you can be at your set altitude, course and speed immediately after passing the start waypoint, which makes it far easier to calculate ETA. <br /> <br /> ===Example Flight plan===<br /> {| class=&quot;wikitable&quot;<br /> |+ Example Flight plan<br /> |-<br /> ! Waypoint !! Latitude !! Longitude !! Description !! True Track !! Magnetic Track !! Magnetic Heading !! Distance !! Leg time !! Total Time<br /> |-<br /> | Start || N42°11’58” || E42°42’02” ||Railroad bridge, east of Kutaisi Exit east || 270 || 264 || 268 || 20,8 || 00:05:00 || 00:05:00<br /> |-<br /> | 1|| N42°06’33” || E43°02’42” || Road bridge, just south of a railway crossing ||243 ||237 ||241 || 21,4 || 00:07:30 || 00:12:30<br /> |}<br /> <br /> ==Follow-up during flight==<br /> WIP<br /> Always try to be one step ahead. If you know that your next waypoint is located above a television mast, try to locate the mast as soon as you can. Once you've located it, mentally mark it's position and start looking for your next waypoint. It's always easier to stay on track than to find your way back after getting lost, so try to always look out the cockpit for geographical features or other landmark and reference your position in relation to these. <br /> <br /> ===Drift (The 1-in-60-rule)===<br /> WIP<br /> * Correcting for drift (dubbla felets metod)<br /> <br /> <br /> <br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====Online E6B Flight Computer====<br /> https://e6bx.com/e6b/</div>

Knugen https://wiki.masterarms.se//index.php?title=VFR_Navigation&diff=182 2021-03-29T13:31:21Z

<p>Knugen: /* Example Flight plan */</p> <hr /> <div>''[[Home]] &gt;&gt; [[Aviation Guides]] &gt;&gt; [[VFR Navigation]]''<br /> <br /> WIP<br /> <br /> VFR, or Visual Flight Rules, is flying &amp; navigating by terrain, landmarks or other visual features outside the aircraft. This guide is intended to help new players with mastering this skill. The guide is divided into three parts - Navigation basics, Flight planning and Follow-up during flight. Flight planning is the planning performed before starting the flight, and follow-up covers methods for continuously verifying that you are where you are meant to be once underway. <br /> <br /> ==Navigation basics==<br /> ===Speed terms===<br /> There are several different methods for qualifying an aircraft's speed relative to the air<br /> '''Indicated Air Speed (IAS)''' is the uncorrected speed which is displayed on an aircraft's airspeed indicator. Multiple factors affect either the air itself or the airspeed instrument causing this airspeed to, genereally speaking, not actually match the aircraft's speed true speed relative to the air. The main error sources are Instrument error (Errors due to the construction / design of the cockpit instrument), Position error (When the positioning of the Pitot tube causes the pressure reading from which the airspeed is calculated to be inaccurate) and Density error (The airspeed instrument is calibrated for standard sea-level density, meaning that it will get less and less accurate as the measured air density decreases with increased altitude)<br /> <br /> '''Calibrated Air Speed (CAS)''' is the IAS but corrected for instrument and position errors. In real life the airplane manufacturer provides the pilot with the information required to convert IAS to CAS. In DCS this information is rarely inlcuded in manuals - if no information is provided, assume that IAS = CAS.<br /> <br /> '''EAS''' - Får gärna fyllas i av någon IRL-jet-nörd. Mvh// Flyger-aldrig-över-115-knop<br /> <br /> '''True Air Speed (TAS)''' is a measure of the aircrafts true speed relative to the air. This is calculated by taking the CAS and correcting for the density error. Some DCS aircraft provide you with the TAS automatically. Calculating the TAS manually can be done with a flight computer (see Resources heading at the bottom). Calculating your TAS manually requires known values for pressure altitude, which is simply the reading on your barometric altimeter with QNH entered as well as the outside air temperature (as the density of the air for a given altitude varies depending on the temperature). The temperature in DCS is generally speaking only given for sea level, so to calculate the temperature for a given altitude use the ISA standard temperature change of 2°C / 1000 feet or 6,5°C per 1000 Meters. ¨<br /> <br /> E.g. - if the Sea level temperature is +18°C and you're planning to fly at 8000 feet, the expected change in temperature is 2°C * 8 = -16°C. The outside air temperature is thus +2°C. <br /> <br /> '''Ground speed (GS)''', is the actual speed your aircraft is travelling relative to the ground. This is important for navigating as it is this speed we will be using for calculating how long it will take to fly our waypoints later. Ground speed is calculated by taking the true air speed and correcting this for wind. This calculation can be performed using a flight computer or the online E6B tool linked in the resources section.<br /> <br /> To perform the calculation, start by entering the true course in the course field. Enter the True Air Speed in the next field. Enter the Wind direction (Where the wind is coming from) and the wind speed and read the wind correction angle below. This angle is the amount of degrees you'll have to add or subtract from your course in order to compensate for wind. You'll now be able to read the ground speed below the Wind correction angle.<br /> <br /> Note 1: Since the only source of variation between TAS &amp; GS is the wind, TAS &amp; GS will be equal if flying with no vind<br /> Note 2: In DCS, unlike in real life, the wind strength and direction is constant within the same mission. You will still need to calculate the wind correction angle for each leg as the heading of your aircraft relative to the wind affects the WCA. <br /> <br /> ===Course terms===<br /> Courses are given relative to one of three sources - True (Relative to the geographic, or true, north pole), Magnetic (Relative to the magnetic north pole) or compass (Relative to the north pole of the magnetic field which the compass is picking up). In real life compass north deviates from magnetic north due to metallic objects in the airplane interfering with the magnetic field of Earth. To my knowledge this is not modelled in DCS, so focus on understanding True and Magnetic. <br /> <br /> Different terms are used for describing various angular differences.<br /> Track is the angular difference between two points on the map. True track is defined using true north as a reference and Magnetic Track is defined using Magnetic north.<br /> <br /> Heading, or course, is the angular difference between your chosen source of reference and which angle your aircraft is currently pointing. <br /> <br /> Bearing is the angular difference between your aircraft and another object - aircraft, bullseye, terrain or something else. True bearing is relative to true north and magnetic bearing is relative to magnetic north. <br /> <br /> ===Wind correction angle===<br /> Calculating the WCA is covered in the speed terms section above. <br /> <br /> ===Compass Magnetism===<br /> North on most maps is pointing directly towards the geographic north pole. North on an aircrafts magnetic compass is pointing towards the magnetic south pole, which is actually located in the northern hemisphere. The Geographic North Pole and the Magnetic South Pole are not located at the same point, meaning that a compass will not point to true north. The difference between true north and magnetic north for a given location on Earth is called variation and is expressed in either degrees west / east or degrees +/-. The variation for Caucasus is +6°, or E6. <br /> <br /> When we make our flight plans using the F10 map we are plotting tracks in relation to true north, but when we then fly these headings (assuming your aircraft isn't displaying true north) you are using magnetic north. You must therefore add or subtract the variation to the magnetic course reading in order to correct for the variation.<br /> <br /> For example, if you're flying a waypoint leg in Caucasus with True Track = 360° and Variation is +6°, you should make fly a magnetic course 354° to compensate. <br /> <br /> ===Time, speed and distance calculations===<br /> <br /> Calculating the time to fly a leg, the distance of a leg or the speed required to fly a leg of a given distance at a given time is made easy wit the SVT-triangle. S stands for Sträcka (Distance), V stands for Velocity (Fart) and T stands for Tid (Time). For as long as two values are known, the third is calculated using the formula in the image below. Simply remove the variable you want to solve for and follow the formula for the remaining two.<br /> <br /> [[Fil:SVTTriangle.jpeg]]<br /> <br /> Examples:<br /> If S = 300 NMI and V= 415 knots, what is T? (How long does it take to fly a given distance at a given speed)<br /> Answer: We remove T and find that the formula now states S/V. 300/415 = 0,722. This is the time required expressed in decimal format. To convert this to hours:minutes, simply carry over the hours and multiply everything right of the decimal with 60. 0,722 * 60 = 43,32. Note that the seconds are still presented in decimal format, so once again we multiply the seconds right of the decimal with 60 and get 0,32*60 = 19,2 (Round to the nearest second). Flying this leg will take zero hours, 43 minutes and 19 seconds (00:43:19).<br /> <br /> If S = 25 NMI and T = 15 minutes, what is V? (Which speed do I have to maintain to fly a given distance at a given time)<br /> Answer: First convert 15 minutes to decimal format. Again we carry over the hours but we now divide everything right of the decimal with 60. 15/60 = 0,25. We can now perform the speed calculation. Remvoing V the formula now says S/T. 25/0,25 = 100. To fly this leg in 15 minutes we require a ground speed of 100 knots.<br /> <br /> If V = 215 knots and T = 25 minutes, what is S? (If I fly a given speed at a given time, how far will I travel?<br /> Answer: Again we convert time to decimal - 25/60 = 0,416. Solving for distance we remove S from the triangle and find the formula to be V*T. 215*0,416 = 89,44. We will travel 89,44 nautical miles in 25 minutes at 215 knots.<br /> <br /> '''Practice questions'''<br /> <br /> 1. If S = 73 and V = 215, what is T?<br /> <br /> 2. If S = 428 and T = 01:15:00, what is V?<br /> <br /> 3. If V = 317 and T = 00:45:30, what is S?<br /> <br /> <br /> ==Flight planning==<br /> Start by marking your initial point and your destination on the map. Continue by marking waypoints along the route at reasonable intervals. These waypoints act as control points, allowing you to verify that you are flying where you've intended and allowing you to correct and errors before they accumulate too much. I would recommend no more than 20NMI between each waypoint. Generally speaking, shorter legs makes it less likely that you'll get lost, but will also mean that more work is required during the planning phase.<br /> <br /> Once you have all your waypoints marked, plot the true track between them. This is the true track. Enter this into your flight plan for each leg. Now add or subtract the magnetic variation to get the magnetic track for each leg. Decide upon a desired altitude for each waypoint. <br /> <br /> Next we'll be calculating the magnetic heading, i.e. the course you will be aiming for when flying. Start by deciding upon a certain IAS you want to use for your flight. You can alternate different IAS for different legs to make it more challenging. Once you have that IAS, carry it over to CAS and use that in combination with the outside air temperature and waypoint altitude to calculate your TAS. Now use your CAS and use that in combination with the true track &amp; wind information to calculate your wind correction angle and your ground speed. This step will have to be re-done for every waypoint leg (assuming the track is different between them).<br /> <br /> For each individual leg, add or subtract the wind correction angle to the magnetic heading and enter the ground speed into your flight plan. Use this ground speed to calculate how long it will take to fly the leg (leg time) as well as an accumulated total time (the sum of all leg times up to that waypoint).<br /> <br /> This is all the core information you require to succesfully navigate from point A to B without crutches such as GPS, NDBs, Tacan etc. Remember that the better and more thorough your flight plan, the easier it will be to perform the flight once in the aircraft. <br /> <br /> This guide has not covered control points. These are not proper waypoints but points of interest along your track which are meant to help you verify that you are on-track, such as a bridge, lake or other geographic feature easily seen from the cockpit. I generally find that these aren't required for a waypoint interval of roughly 20nm, but depending on the terrain these may still be a good idea. To add a control point to your flight plan, first measure how far into the leg you should cross it. If you for example cross a bridge 40% of the distance between WP1 and 2, you should reasonably expect to cross that bridge after 40% of your leg time has elapsed. Add the control point to your flight plan and note at which time you ought to fly over it. If during the flight you notice that you're 30 seconds late with flying over the bridge you need to increase your speed a bit to compensate for the rest of the leg.<br /> <br /> It is possible (and recommended) to set your start waypoint in the air rather than at take-off. This will mean that you can be at your set altitude, course and speed immediately after passing the start waypoint, which makes it far easier to calculate ETA. <br /> <br /> ===Example Flight plan===<br /> {| class=&quot;wikitable&quot;<br /> |+ Example Flight plan<br /> |-<br /> ! Waypoint !! Latitude !! Longitude !! Description !! True Track !! Magnetic Track !! Magnetic Heading !! Distance !! Leg time !! Total Time<br /> |-<br /> | Start || N42°11’58” || E42°42’02” ||Railroad bridge, east of Kutaisi Exit east || 270 || 264 || 268 || 20,8 || 00:05:00 || 00:05:00<br /> |-<br /> | 1|| N42°06’33” || E43°02’42” || Road bridge, just south of a railway crossing ||243 ||237 ||241 || 21,4 || 00:07:30 || 00:12:30<br /> |}<br /> <br /> ==Follow-up during flight==<br /> WIP<br /> <br /> <br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====Online E6B Flight Computer====<br /> https://e6bx.com/e6b/</div>

Knugen https://wiki.masterarms.se//index.php?title=VFR_Navigation&diff=181 2021-03-29T13:31:02Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Aviation Guides]] &gt;&gt; [[VFR Navigation]]''<br /> <br /> WIP<br /> <br /> VFR, or Visual Flight Rules, is flying &amp; navigating by terrain, landmarks or other visual features outside the aircraft. This guide is intended to help new players with mastering this skill. The guide is divided into three parts - Navigation basics, Flight planning and Follow-up during flight. Flight planning is the planning performed before starting the flight, and follow-up covers methods for continuously verifying that you are where you are meant to be once underway. <br /> <br /> ==Navigation basics==<br /> ===Speed terms===<br /> There are several different methods for qualifying an aircraft's speed relative to the air<br /> '''Indicated Air Speed (IAS)''' is the uncorrected speed which is displayed on an aircraft's airspeed indicator. Multiple factors affect either the air itself or the airspeed instrument causing this airspeed to, genereally speaking, not actually match the aircraft's speed true speed relative to the air. The main error sources are Instrument error (Errors due to the construction / design of the cockpit instrument), Position error (When the positioning of the Pitot tube causes the pressure reading from which the airspeed is calculated to be inaccurate) and Density error (The airspeed instrument is calibrated for standard sea-level density, meaning that it will get less and less accurate as the measured air density decreases with increased altitude)<br /> <br /> '''Calibrated Air Speed (CAS)''' is the IAS but corrected for instrument and position errors. In real life the airplane manufacturer provides the pilot with the information required to convert IAS to CAS. In DCS this information is rarely inlcuded in manuals - if no information is provided, assume that IAS = CAS.<br /> <br /> '''EAS''' - Får gärna fyllas i av någon IRL-jet-nörd. Mvh// Flyger-aldrig-över-115-knop<br /> <br /> '''True Air Speed (TAS)''' is a measure of the aircrafts true speed relative to the air. This is calculated by taking the CAS and correcting for the density error. Some DCS aircraft provide you with the TAS automatically. Calculating the TAS manually can be done with a flight computer (see Resources heading at the bottom). Calculating your TAS manually requires known values for pressure altitude, which is simply the reading on your barometric altimeter with QNH entered as well as the outside air temperature (as the density of the air for a given altitude varies depending on the temperature). The temperature in DCS is generally speaking only given for sea level, so to calculate the temperature for a given altitude use the ISA standard temperature change of 2°C / 1000 feet or 6,5°C per 1000 Meters. ¨<br /> <br /> E.g. - if the Sea level temperature is +18°C and you're planning to fly at 8000 feet, the expected change in temperature is 2°C * 8 = -16°C. The outside air temperature is thus +2°C. <br /> <br /> '''Ground speed (GS)''', is the actual speed your aircraft is travelling relative to the ground. This is important for navigating as it is this speed we will be using for calculating how long it will take to fly our waypoints later. Ground speed is calculated by taking the true air speed and correcting this for wind. This calculation can be performed using a flight computer or the online E6B tool linked in the resources section.<br /> <br /> To perform the calculation, start by entering the true course in the course field. Enter the True Air Speed in the next field. Enter the Wind direction (Where the wind is coming from) and the wind speed and read the wind correction angle below. This angle is the amount of degrees you'll have to add or subtract from your course in order to compensate for wind. You'll now be able to read the ground speed below the Wind correction angle.<br /> <br /> Note 1: Since the only source of variation between TAS &amp; GS is the wind, TAS &amp; GS will be equal if flying with no vind<br /> Note 2: In DCS, unlike in real life, the wind strength and direction is constant within the same mission. You will still need to calculate the wind correction angle for each leg as the heading of your aircraft relative to the wind affects the WCA. <br /> <br /> ===Course terms===<br /> Courses are given relative to one of three sources - True (Relative to the geographic, or true, north pole), Magnetic (Relative to the magnetic north pole) or compass (Relative to the north pole of the magnetic field which the compass is picking up). In real life compass north deviates from magnetic north due to metallic objects in the airplane interfering with the magnetic field of Earth. To my knowledge this is not modelled in DCS, so focus on understanding True and Magnetic. <br /> <br /> Different terms are used for describing various angular differences.<br /> Track is the angular difference between two points on the map. True track is defined using true north as a reference and Magnetic Track is defined using Magnetic north.<br /> <br /> Heading, or course, is the angular difference between your chosen source of reference and which angle your aircraft is currently pointing. <br /> <br /> Bearing is the angular difference between your aircraft and another object - aircraft, bullseye, terrain or something else. True bearing is relative to true north and magnetic bearing is relative to magnetic north. <br /> <br /> ===Wind correction angle===<br /> Calculating the WCA is covered in the speed terms section above. <br /> <br /> ===Compass Magnetism===<br /> North on most maps is pointing directly towards the geographic north pole. North on an aircrafts magnetic compass is pointing towards the magnetic south pole, which is actually located in the northern hemisphere. The Geographic North Pole and the Magnetic South Pole are not located at the same point, meaning that a compass will not point to true north. The difference between true north and magnetic north for a given location on Earth is called variation and is expressed in either degrees west / east or degrees +/-. The variation for Caucasus is +6°, or E6. <br /> <br /> When we make our flight plans using the F10 map we are plotting tracks in relation to true north, but when we then fly these headings (assuming your aircraft isn't displaying true north) you are using magnetic north. You must therefore add or subtract the variation to the magnetic course reading in order to correct for the variation.<br /> <br /> For example, if you're flying a waypoint leg in Caucasus with True Track = 360° and Variation is +6°, you should make fly a magnetic course 354° to compensate. <br /> <br /> ===Time, speed and distance calculations===<br /> <br /> Calculating the time to fly a leg, the distance of a leg or the speed required to fly a leg of a given distance at a given time is made easy wit the SVT-triangle. S stands for Sträcka (Distance), V stands for Velocity (Fart) and T stands for Tid (Time). For as long as two values are known, the third is calculated using the formula in the image below. Simply remove the variable you want to solve for and follow the formula for the remaining two.<br /> <br /> [[Fil:SVTTriangle.jpeg]]<br /> <br /> Examples:<br /> If S = 300 NMI and V= 415 knots, what is T? (How long does it take to fly a given distance at a given speed)<br /> Answer: We remove T and find that the formula now states S/V. 300/415 = 0,722. This is the time required expressed in decimal format. To convert this to hours:minutes, simply carry over the hours and multiply everything right of the decimal with 60. 0,722 * 60 = 43,32. Note that the seconds are still presented in decimal format, so once again we multiply the seconds right of the decimal with 60 and get 0,32*60 = 19,2 (Round to the nearest second). Flying this leg will take zero hours, 43 minutes and 19 seconds (00:43:19).<br /> <br /> If S = 25 NMI and T = 15 minutes, what is V? (Which speed do I have to maintain to fly a given distance at a given time)<br /> Answer: First convert 15 minutes to decimal format. Again we carry over the hours but we now divide everything right of the decimal with 60. 15/60 = 0,25. We can now perform the speed calculation. Remvoing V the formula now says S/T. 25/0,25 = 100. To fly this leg in 15 minutes we require a ground speed of 100 knots.<br /> <br /> If V = 215 knots and T = 25 minutes, what is S? (If I fly a given speed at a given time, how far will I travel?<br /> Answer: Again we convert time to decimal - 25/60 = 0,416. Solving for distance we remove S from the triangle and find the formula to be V*T. 215*0,416 = 89,44. We will travel 89,44 nautical miles in 25 minutes at 215 knots.<br /> <br /> '''Practice questions'''<br /> <br /> 1. If S = 73 and V = 215, what is T?<br /> <br /> 2. If S = 428 and T = 01:15:00, what is V?<br /> <br /> 3. If V = 317 and T = 00:45:30, what is S?<br /> <br /> <br /> ==Flight planning==<br /> Start by marking your initial point and your destination on the map. Continue by marking waypoints along the route at reasonable intervals. These waypoints act as control points, allowing you to verify that you are flying where you've intended and allowing you to correct and errors before they accumulate too much. I would recommend no more than 20NMI between each waypoint. Generally speaking, shorter legs makes it less likely that you'll get lost, but will also mean that more work is required during the planning phase.<br /> <br /> Once you have all your waypoints marked, plot the true track between them. This is the true track. Enter this into your flight plan for each leg. Now add or subtract the magnetic variation to get the magnetic track for each leg. Decide upon a desired altitude for each waypoint. <br /> <br /> Next we'll be calculating the magnetic heading, i.e. the course you will be aiming for when flying. Start by deciding upon a certain IAS you want to use for your flight. You can alternate different IAS for different legs to make it more challenging. Once you have that IAS, carry it over to CAS and use that in combination with the outside air temperature and waypoint altitude to calculate your TAS. Now use your CAS and use that in combination with the true track &amp; wind information to calculate your wind correction angle and your ground speed. This step will have to be re-done for every waypoint leg (assuming the track is different between them).<br /> <br /> For each individual leg, add or subtract the wind correction angle to the magnetic heading and enter the ground speed into your flight plan. Use this ground speed to calculate how long it will take to fly the leg (leg time) as well as an accumulated total time (the sum of all leg times up to that waypoint).<br /> <br /> This is all the core information you require to succesfully navigate from point A to B without crutches such as GPS, NDBs, Tacan etc. Remember that the better and more thorough your flight plan, the easier it will be to perform the flight once in the aircraft. <br /> <br /> This guide has not covered control points. These are not proper waypoints but points of interest along your track which are meant to help you verify that you are on-track, such as a bridge, lake or other geographic feature easily seen from the cockpit. I generally find that these aren't required for a waypoint interval of roughly 20nm, but depending on the terrain these may still be a good idea. To add a control point to your flight plan, first measure how far into the leg you should cross it. If you for example cross a bridge 40% of the distance between WP1 and 2, you should reasonably expect to cross that bridge after 40% of your leg time has elapsed. Add the control point to your flight plan and note at which time you ought to fly over it. If during the flight you notice that you're 30 seconds late with flying over the bridge you need to increase your speed a bit to compensate for the rest of the leg.<br /> <br /> It is possible (and recommended) to set your start waypoint in the air rather than at take-off. This will mean that you can be at your set altitude, course and speed immediately after passing the start waypoint, which makes it far easier to calculate ETA. <br /> <br /> ===Example Flight plan===<br /> {| class=&quot;wikitable&quot;<br /> |+ Caption text<br /> |-<br /> ! Waypoint !! Latitude !! Longitude !! Description !! True Track !! Magnetic Track !! Magnetic Heading !! Distance !! Leg time !! Total Time<br /> |-<br /> | Start || N42°11’58” || E42°42’02” ||Railroad bridge, east of Kutaisi Exit east || 270 || 264 || 268 || 20,8 || 00:05:00 || 00:05:00<br /> |-<br /> | 1|| N42°06’33” || E43°02’42” || Road bridge, just south of a railway crossing ||243 ||237 ||241 || 21,4 || 00:07:30 || 00:12:30<br /> |}<br /> <br /> <br /> <br /> <br /> ==Follow-up during flight==<br /> WIP<br /> <br /> <br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====Online E6B Flight Computer====<br /> https://e6bx.com/e6b/</div>

Knugen https://wiki.masterarms.se//index.php?title=VFR_Navigation&diff=180 2021-03-29T13:22:35Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Aviation Guides]] &gt;&gt; [[VFR Navigation]]''<br /> <br /> WIP<br /> <br /> VFR, or Visual Flight Rules, is flying &amp; navigating by terrain, landmarks or other visual features outside the aircraft. This guide is intended to help new players with mastering this skill. The guide is divided into three parts - Navigation basics, Flight planning and Follow-up during flight. Flight planning is the planning performed before starting the flight, and follow-up covers methods for continuously verifying that you are where you are meant to be once underway. <br /> <br /> ==Navigation basics==<br /> ===Speed terms===<br /> There are several different methods for qualifying an aircraft's speed relative to the air<br /> '''Indicated Air Speed (IAS)''' is the uncorrected speed which is displayed on an aircraft's airspeed indicator. Multiple factors affect either the air itself or the airspeed instrument causing this airspeed to, genereally speaking, not actually match the aircraft's speed true speed relative to the air. The main error sources are Instrument error (Errors due to the construction / design of the cockpit instrument), Position error (When the positioning of the Pitot tube causes the pressure reading from which the airspeed is calculated to be inaccurate) and Density error (The airspeed instrument is calibrated for standard sea-level density, meaning that it will get less and less accurate as the measured air density decreases with increased altitude)<br /> <br /> '''Calibrated Air Speed (CAS)''' is the IAS but corrected for instrument and position errors. In real life the airplane manufacturer provides the pilot with the information required to convert IAS to CAS. In DCS this information is rarely inlcuded in manuals - if no information is provided, assume that IAS = CAS.<br /> <br /> '''EAS''' - Får gärna fyllas i av någon IRL-jet-nörd. Mvh// Flyger-aldrig-över-115-knop<br /> <br /> '''True Air Speed (TAS)''' is a measure of the aircrafts true speed relative to the air. This is calculated by taking the CAS and correcting for the density error. Some DCS aircraft provide you with the TAS automatically. Calculating the TAS manually can be done with a flight computer (see Resources heading at the bottom). Calculating your TAS manually requires known values for pressure altitude, which is simply the reading on your barometric altimeter with QNH entered as well as the outside air temperature (as the density of the air for a given altitude varies depending on the temperature). The temperature in DCS is generally speaking only given for sea level, so to calculate the temperature for a given altitude use the ISA standard temperature change of 2°C / 1000 feet or 6,5°C per 1000 Meters. ¨<br /> <br /> E.g. - if the Sea level temperature is +18°C and you're planning to fly at 8000 feet, the expected change in temperature is 2°C * 8 = -16°C. The outside air temperature is thus +2°C. <br /> <br /> '''Ground speed (GS)''', is the actual speed your aircraft is travelling relative to the ground. This is important for navigating as it is this speed we will be using for calculating how long it will take to fly our waypoints later. Ground speed is calculated by taking the true air speed and correcting this for wind. This calculation can be performed using a flight computer or the online E6B tool linked in the resources section.<br /> <br /> To perform the calculation, start by entering the true course in the course field. Enter the True Air Speed in the next field. Enter the Wind direction (Where the wind is coming from) and the wind speed and read the wind correction angle below. This angle is the amount of degrees you'll have to add or subtract from your course in order to compensate for wind. You'll now be able to read the ground speed below the Wind correction angle.<br /> <br /> Note 1: Since the only source of variation between TAS &amp; GS is the wind, TAS &amp; GS will be equal if flying with no vind<br /> Note 2: In DCS, unlike in real life, the wind strength and direction is constant within the same mission. You will still need to calculate the wind correction angle for each leg as the heading of your aircraft relative to the wind affects the WCA. <br /> <br /> ===Course terms===<br /> Courses are given relative to one of three sources - True (Relative to the geographic, or true, north pole), Magnetic (Relative to the magnetic north pole) or compass (Relative to the north pole of the magnetic field which the compass is picking up). In real life compass north deviates from magnetic north due to metallic objects in the airplane interfering with the magnetic field of Earth. To my knowledge this is not modelled in DCS, so focus on understanding True and Magnetic. <br /> <br /> Different terms are used for describing various angular differences.<br /> Track is the angular difference between two points on the map. True track is defined using true north as a reference and Magnetic Track is defined using Magnetic north.<br /> <br /> Heading, or course, is the angular difference between your chosen source of reference and which angle your aircraft is currently pointing. <br /> <br /> Bearing is the angular difference between your aircraft and another object - aircraft, bullseye, terrain or something else. True bearing is relative to true north and magnetic bearing is relative to magnetic north. <br /> <br /> ===Wind correction angle===<br /> Calculating the WCA is covered in the speed terms section above. <br /> <br /> ===Compass Magnetism===<br /> North on most maps is pointing directly towards the geographic north pole. North on an aircrafts magnetic compass is pointing towards the magnetic south pole, which is actually located in the northern hemisphere. The Geographic North Pole and the Magnetic South Pole are not located at the same point, meaning that a compass will not point to true north. The difference between true north and magnetic north for a given location on Earth is called variation and is expressed in either degrees west / east or degrees +/-. The variation for Caucasus is +6°, or E6. <br /> <br /> When we make our flight plans using the F10 map we are plotting tracks in relation to true north, but when we then fly these headings (assuming your aircraft isn't displaying true north) you are using magnetic north. You must therefore add or subtract the variation to the magnetic course reading in order to correct for the variation.<br /> <br /> For example, if you're flying a waypoint leg in Caucasus with True Track = 360° and Variation is +6°, you should make fly a magnetic course 354° to compensate. <br /> <br /> ===Time, speed and distance calculations===<br /> <br /> Calculating the time to fly a leg, the distance of a leg or the speed required to fly a leg of a given distance at a given time is made easy wit the SVT-triangle. S stands for Sträcka (Distance), V stands for Velocity (Fart) and T stands for Tid (Time). For as long as two values are known, the third is calculated using the formula in the image below. Simply remove the variable you want to solve for and follow the formula for the remaining two.<br /> <br /> [[Fil:SVTTriangle.jpeg]]<br /> <br /> Examples:<br /> If S = 300 NMI and V= 415 knots, what is T? (How long does it take to fly a given distance at a given speed)<br /> Answer: We remove T and find that the formula now states S/V. 300/415 = 0,722. This is the time required expressed in decimal format. To convert this to hours:minutes, simply carry over the hours and multiply everything right of the decimal with 60. 0,722 * 60 = 43,32. Note that the seconds are still presented in decimal format, so once again we multiply the seconds right of the decimal with 60 and get 0,32*60 = 19,2 (Round to the nearest second). Flying this leg will take zero hours, 43 minutes and 19 seconds (00:43:19).<br /> <br /> If S = 25 NMI and T = 15 minutes, what is V? (Which speed do I have to maintain to fly a given distance at a given time)<br /> Answer: First convert 15 minutes to decimal format. Again we carry over the hours but we now divide everything right of the decimal with 60. 15/60 = 0,25. We can now perform the speed calculation. Remvoing V the formula now says S/T. 25/0,25 = 100. To fly this leg in 15 minutes we require a ground speed of 100 knots.<br /> <br /> If V = 215 knots and T = 25 minutes, what is S? (If I fly a given speed at a given time, how far will I travel?<br /> Answer: Again we convert time to decimal - 25/60 = 0,416. Solving for distance we remove S from the triangle and find the formula to be V*T. 215*0,416 = 89,44. We will travel 89,44 nautical miles in 25 minutes at 215 knots.<br /> <br /> '''Practice questions'''<br /> <br /> 1. If S = 73 and V = 215, what is T?<br /> <br /> 2. If S = 428 and T = 01:15, what is V?<br /> <br /> 3. If V = 317 and T = 00:45:30, what is S?<br /> <br /> <br /> ==Flight planning==<br /> Start by marking your initial point and your destination on the map. Continue by marking waypoints along the route at reasonable intervals. These waypoints act as control points, allowing you to verify that you are flying where you've intended and allowing you to correct and errors before they accumulate too much. I would recommend no more than 20NMI between each waypoint. Generally speaking, shorter legs makes it less likely that you'll get lost, but will also mean that more work is required during the planning phase.<br /> <br /> Once you have all your waypoints marked, plot the true track between them. This is the true track. Enter this into your flight plan for each leg. Now add or subtract the magnetic variation to get the magnetic track for each leg. Decide upon a desired altitude for each waypoint. <br /> <br /> Next we'll be calculating the magnetic heading, i.e. the course you will be aiming for when flying. Start by deciding upon a certain IAS you want to use for your flight. You can alternate different IAS for different legs to make it more challenging. Once you have that IAS, carry it over to CAS and use that in combination with the outside air temperature and waypoint altitude to calculate your TAS. Now use your CAS and use that in combination with the true track &amp; wind information to calculate your wind correction angle and your ground speed. This step will have to be re-done for every waypoint leg (assuming the track is different between them).<br /> <br /> For each individual leg, add or subtract the wind correction angle to the magnetic heading and enter the ground speed into your flight plan. Use this ground speed to calculate how long it will take to fly the leg (leg time) as well as an accumulated total time (the sum of all leg times up to that waypoint).<br /> <br /> This is all the core information you require to succesfully navigate from point A to B without crutches such as GPS, NDBs, Tacan etc. Remember that the better and more thorough your flight plan, the easier it will be to perform the flight once in the aircraft. <br /> <br /> This guide has not covered control points. These are not proper waypoints but points of interest along your track which are meant to help you verify that you are on-track, such as a bridge, lake or other geographic feature easily seen from the cockpit. I generally find that these aren't required for a waypoint interval of roughly 20nm, but depending on the terrain these may still be a good idea. To add a control point to your flight plan, first measure how far into the leg you should cross it. If you for example cross a bridge 40% of the distance between WP1 and 2, you should reasonably expect to cross that bridge after 40% of your leg time has elapsed. Add the control point to your flight plan and note at which time you ought to fly over it. If during the flight you notice that you're 30 seconds late with flying over the bridge you need to increase your speed a bit to compensate for the rest of the leg.<br /> <br /> It is possible (and recommended) to set your start waypoint in the air rather than at take-off. This will mean that you can be at your set altitude, course and speed immediately after passing the start waypoint, which makes it far easier to calculate ETA. <br /> <br /> ===Example Flight plan===<br /> {| class=&quot;wikitable&quot;<br /> |+ Caption text<br /> |-<br /> ! Waypoint !! Latitude !! Longitude !! Description !! True Track !! Magnetic Track !! Magnetic Heading !! Distance !! Leg time !! Total Time<br /> |-<br /> | Start || N42°11’58” || E42°42’02” ||Railroad bridge, east of Kutaisi Exit east || 270 || 264 || 268 || 20,8 || 00:05:00 || 00:05:00<br /> |-<br /> | 1|| N42°06’33” || E43°02’42” || Road bridge, just south of a railway crossing ||243 ||237 ||241 || 21,4 || 00:07:30 || 00:12:30<br /> |}<br /> <br /> <br /> <br /> <br /> ==Follow-up during flight==<br /> WIP<br /> <br /> <br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====Online E6B Flight Computer====<br /> https://e6bx.com/e6b/</div>

Knugen https://wiki.masterarms.se//index.php?title=VFR_Navigation&diff=179 2021-03-29T13:21:50Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Aviation Guides]] &gt;&gt; [[VFR Navigation]]''<br /> <br /> WIP<br /> <br /> VFR, or Visual Flight Rules, is flying &amp; navigating by terrain, landmarks or other visual features outside the aircraft. This guide is intended to help new players with mastering this skill. The guide is divided into three parts - Navigation basics, Flight planning and Follow-up during flight. Flight planning is the planning performed before starting the flight, and follow-up covers methods for continuously verifying that you are where you are meant to be once underway. <br /> <br /> ==Navigation basics==<br /> ===Speed terms===<br /> There are several different methods for qualifying an aircraft's speed relative to the air<br /> '''Indicated Air Speed (IAS)''' is the uncorrected speed which is displayed on an aircraft's airspeed indicator. Multiple factors affect either the air itself or the airspeed instrument causing this airspeed to, genereally speaking, not actually match the aircraft's speed true speed relative to the air. The main error sources are Instrument error (Errors due to the construction / design of the cockpit instrument), Position error (When the positioning of the Pitot tube causes the pressure reading from which the airspeed is calculated to be inaccurate) and Density error (The airspeed instrument is calibrated for standard sea-level density, meaning that it will get less and less accurate as the measured air density decreases with increased altitude)<br /> <br /> '''Calibrated Air Speed (CAS)''' is the IAS but corrected for instrument and position errors. In real life the airplane manufacturer provides the pilot with the information required to convert IAS to CAS. In DCS this information is rarely inlcuded in manuals - if no information is provided, assume that IAS = CAS.<br /> <br /> '''EAS''' - Får gärna fyllas i av någon IRL-jet-nörd. Mvh// Flyger-aldrig-över-115-knop<br /> <br /> '''True Air Speed (TAS)''' is a measure of the aircrafts true speed relative to the air. This is calculated by taking the CAS and correcting for the density error. Some DCS aircraft provide you with the TAS automatically. Calculating the TAS manually can be done with a flight computer (see Resources heading at the bottom). Calculating your TAS manually requires known values for pressure altitude, which is simply the reading on your barometric altimeter with QNH entered as well as the outside air temperature (as the density of the air for a given altitude varies depending on the temperature). The temperature in DCS is generally speaking only given for sea level, so to calculate the temperature for a given altitude use the ISA standard temperature change of 2°C / 1000 feet or 6,5°C per 1000 Meters. ¨<br /> <br /> E.g. - if the Sea level temperature is +18°C and you're planning to fly at 8000 feet, the expected change in temperature is 2°C * 8 = -16°C. The outside air temperature is thus +2°C. <br /> <br /> '''Ground speed (GS)''', is the actual speed your aircraft is travelling relative to the ground. This is important for navigating as it is this speed we will be using for calculating how long it will take to fly our waypoints later. Ground speed is calculated by taking the true air speed and correcting this for wind. This calculation can be performed using a flight computer or the online E6B tool linked in the resources section.<br /> <br /> To perform the calculation, start by entering the true course in the course field. Enter the True Air Speed in the next field. Enter the Wind direction (Where the wind is coming from) and the wind speed and read the wind correction angle below. This angle is the amount of degrees you'll have to add or subtract from your course in order to compensate for wind. You'll now be able to read the ground speed below the Wind correction angle.<br /> <br /> Note 1: Since the only source of variation between TAS &amp; GS is the wind, TAS &amp; GS will be equal if flying with no vind<br /> Note 2: In DCS, unlike in real life, the wind strength and direction is constant within the same mission. You will still need to calculate the wind correction angle for each leg as the heading of your aircraft relative to the wind affects the WCA. <br /> <br /> ===Course terms===<br /> Courses are given relative to one of three sources - True (Relative to the geographic, or true, north pole), Magnetic (Relative to the magnetic north pole) or compass (Relative to the north pole of the magnetic field which the compass is picking up). In real life compass north deviates from magnetic north due to metallic objects in the airplane interfering with the magnetic field of Earth. To my knowledge this is not modelled in DCS, so focus on understanding True and Magnetic. <br /> <br /> Different terms are used for describing various angular differences.<br /> Track is the angular difference between two points on the map. True track is defined using true north as a reference and Magnetic Track is defined using Magnetic north.<br /> <br /> Heading, or course, is the angular difference between your chosen source of reference and which angle your aircraft is currently pointing. <br /> <br /> Bearing is the angular difference between your aircraft and another object - aircraft, bullseye, terrain or something else. True bearing is relative to true north and magnetic bearing is relative to magnetic north. <br /> <br /> ===Wind correction angle===<br /> Calculating the WCA is covered in the speed terms section above. <br /> <br /> ===Compass Magnetism===<br /> North on most maps is pointing directly towards the geographic north pole. North on an aircrafts magnetic compass is pointing towards the magnetic south pole, which is actually located in the northern hemisphere. The Geographic North Pole and the Magnetic South Pole are not located at the same point, meaning that a compass will not point to true north. The difference between true north and magnetic north for a given location on Earth is called variation and is expressed in either degrees west / east or degrees +/-. The variation for Caucasus is +6°, or E6. <br /> <br /> When we make our flight plans using the F10 map we are plotting tracks in relation to true north, but when we then fly these headings (assuming your aircraft isn't displaying true north) you are using magnetic north. You must therefore add or subtract the variation to the magnetic course reading in order to correct for the variation.<br /> <br /> For example, if you're flying a waypoint leg in Caucasus with True Track = 360° and Variation is +6°, you should make fly a magnetic course 354° to compensate. <br /> <br /> ===Time, speed and distance calculations===<br /> <br /> Calculating the time to fly a leg, the distance of a leg or the speed required to fly a leg of a given distance at a given time is made easy wit the SVT-triangle. S stands for Sträcka (Distance), V stands for Velocity (Fart) and T stands for Tid (Time). For as long as two values are known, the third is calculated using the formula in the image below. Simply remove the variable you want to solve for and follow the formula for the remaining two.<br /> <br /> [[Fil:SVTTriangle.jpeg]]<br /> <br /> Examples:<br /> If S = 300 NMI and V= 415 knots, what is T? (How long does it take to fly a given distance at a given speed)<br /> Answer: We remove T and find that the formula now states S/V. 300/415 = 0,722. This is the time required expressed in decimal format. To convert this to hours:minutes, simply carry over the hours and multiply everything right of the decimal with 60. 0,722 * 60 = 43,32. Note that the seconds are still presented in decimal format, so once again we multiply the seconds right of the decimal with 60 and get 0,32*60 = 19,2 (Round to the nearest second). Flying this leg will take zero hours, 43 minutes and 19 seconds (00:43:19).<br /> <br /> If S = 25 NMI and T = 15 minutes, what is V? (Which speed do I have to maintain to fly a given distance at a given time)<br /> Answer: First convert 15 minutes to decimal format. Again we carry over the hours but we now divide everything right of the decimal with 60. 15/60 = 0,25. We can now perform the speed calculation. Remvoing V the formula now says S/T. 25/0,25 = 100. To fly this leg in 15 minutes we require a ground speed of 100 knots.<br /> <br /> If V = 215 knots and T = 25 minutes, what is S? (If I fly a given speed at a given time, how far will I travel?<br /> Answer: Again we convert time to decimal - 25/60 = 0,416. Solving for distance we remove S from the triangle and find the formula to be V*T. 215*0,416 = 89,44. We will travel 89,44 nautical miles in 25 minutes at 215 knots.<br /> <br /> '''Practice questions'''<br /> <br /> 1. If S = 73 and V = 215, what is T?<br /> <br /> 2. If S = 428 and T = 01:15, what is V?<br /> <br /> 3. If V = 317 and T = 00:45:30, what is S?<br /> <br /> <br /> ==Flight planning==<br /> Start by marking your initial point and your destination on the map. Continue by marking waypoints along the route at reasonable intervals. These waypoints act as control points, allowing you to verify that you are flying where you've intended and allowing you to correct and errors before they accumulate too much. I would recommend no more than 20NMI between each waypoint. Generally speaking, shorter legs makes it less likely that you'll get lost, but will also mean that more work is required during the planning phase.<br /> <br /> Once you have all your waypoints marked, plot the true track between them. This is the true track. Enter this into your flight plan for each leg. Now add or subtract the magnetic variation to get the magnetic track for each leg. Decide upon a desired altitude for each waypoint. <br /> <br /> Next we'll be calculating the magnetic heading, i.e. the course you will be aiming for when flying. Start by deciding upon a certain IAS you want to use for your flight. You can alternate different IAS for different legs to make it more challenging. Once you have that IAS, carry it over to CAS and use that in combination with the outside air temperature and waypoint altitude to calculate your TAS. Now use your CAS and use that in combination with the true track &amp; wind information to calculate your wind correction angle and your ground speed. This step will have to be re-done for every waypoint leg (assuming the track is different between them).<br /> <br /> For each individual leg, add or subtract the wind correction angle to the magnetic heading and enter the ground speed into your flight plan. Use this ground speed to calculate how long it will take to fly the leg (leg time) as well as an accumulated total time (the sum of all leg times up to that waypoint).<br /> <br /> This is all the core information you require to succesfully navigate from point A to B without crutches such as GPS, NDBs, Tacan etc. Remember that the better and more thorough your flight plan, the easier it will be to perform the flight once in the aircraft. <br /> <br /> This guide has not covered control points. These are not proper waypoints but points of interest along your track which are meant to help you verify that you are on-track, such as a bridge, lake or other geographic feature easily seen from the cockpit. I generally find that these aren't required for a waypoint interval of roughly 20nm, but depending on the terrain these may still be a good idea. To add a control point to your flight plan, first measure how far into the leg you should cross it. If you for example cross a bridge 40% of the distance between WP1 and 2, you should reasonably expect to cross that bridge after 40% of your leg time has elapsed. Add the control point to your flight plan and note at which time you ought to fly over it. If during the flight you notice that you're 30 seconds late with flying over the bridge you need to increase your speed a bit to compensate for the rest of the leg.<br /> <br /> It is possible (and recommended) to set your start waypoint in the air rather than at take-off. This will mean that you can be at your set altitude, course and speed immediately after passing the start waypoint, which makes it far easier to calculate ETA. <br /> <br /> ===Example Flight plan===<br /> {| class=&quot;wikitable&quot;<br /> |+ Caption text<br /> |-<br /> ! Waypoint !! Latitude !! Longitude !! Description !! True Track !! Magnetic Track !! Magnetic Heading !! Distance !! Leg time !! Total Time<br /> |-<br /> | Start || N42°11’58” || E42°42’02” ||Railroad bridge, east of Kutaisi Exit east || 270 || 264 || 268 || 20,8 || 00:05:00 || 00:05:00<br /> |-<br /> | 1|| N42°06’33” || E43°02’42” || Road bridge, just south of a railway crossing ||243 ||237 ||241 || 21,4 || 00:07:30 || 00:12:30<br /> |}<br /> <br /> <br /> <br /> <br /> ==Follow-up during flight==<br /> <br /> <br /> <br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====Online E6B Flight Computer====<br /> https://e6bx.com/e6b/</div>

Knugen https://wiki.masterarms.se//index.php?title=VFR_Navigation&diff=178 2021-03-29T13:19:12Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Aviation Guides]] &gt;&gt; [[VFR Navigation]]''<br /> <br /> WIP<br /> <br /> VFR, or Visual Flight Rules, is flying &amp; navigating by terrain, landmarks or other visual features outside the aircraft. This guide is intended to help new players with mastering this skill. The guide is divided into three parts - Navigation basics, Flight planning and Follow-up during flight. Flight planning is the planning performed before starting the flight, and follow-up covers methods for continuously verifying that you are where you are meant to be once underway. <br /> <br /> ==Navigation basics==<br /> ===Speed terms===<br /> There are several different methods for qualifying an aircraft's speed relative to the air<br /> '''Indicated Air Speed (IAS)''' is the uncorrected speed which is displayed on an aircraft's airspeed indicator. Multiple factors affect either the air itself or the airspeed instrument causing this airspeed to, genereally speaking, not actually match the aircraft's speed true speed relative to the air. The main error sources are Instrument error (Errors due to the construction / design of the cockpit instrument), Position error (When the positioning of the Pitot tube causes the pressure reading from which the airspeed is calculated to be inaccurate) and Density error (The airspeed instrument is calibrated for standard sea-level density, meaning that it will get less and less accurate as the measured air density decreases with increased altitude)<br /> <br /> '''Calibrated Air Speed (CAS)''' is the IAS but corrected for instrument and position errors. In real life the airplane manufacturer provides the pilot with the information required to convert IAS to CAS. In DCS this information is rarely inlcuded in manuals - if no information is provided, assume that IAS = CAS.<br /> <br /> '''EAS''' - Får gärna fyllas i av någon IRL-jet-nörd. Mvh// Flyger-aldrig-över-115-knop<br /> <br /> '''True Air Speed (TAS)''' is a measure of the aircrafts true speed relative to the air. This is calculated by taking the CAS and correcting for the density error. Some DCS aircraft provide you with the TAS automatically. Calculating the TAS manually can be done with a flight computer (see Resources heading at the bottom). Calculating your TAS manually requires known values for pressure altitude, which is simply the reading on your barometric altimeter with QNH entered as well as the outside air temperature (as the density of the air for a given altitude varies depending on the temperature). The temperature in DCS is generally speaking only given for sea level, so to calculate the temperature for a given altitude use the ISA standard temperature change of 2°C / 1000 feet or 6,5°C per 1000 Meters. ¨<br /> <br /> E.g. - if the Sea level temperature is +18°C and you're planning to fly at 8000 feet, the expected change in temperature is 2°C * 8 = -16°C. The outside air temperature is thus +2°C. <br /> <br /> '''Ground speed (GS)''', is the actual speed your aircraft is travelling relative to the ground. This is important for navigating as it is this speed we will be using for calculating how long it will take to fly our waypoints later. Ground speed is calculated by taking the true air speed and correcting this for wind. This calculation can be performed using a flight computer or the online E6B tool linked in the resources section.<br /> <br /> To perform the calculation, start by entering the true course in the course field. Enter the True Air Speed in the next field. Enter the Wind direction (Where the wind is coming from) and the wind speed and read the wind correction angle below. This angle is the amount of degrees you'll have to add or subtract from your course in order to compensate for wind. You'll now be able to read the ground speed below the Wind correction angle.<br /> <br /> Note 1: Since the only source of variation between TAS &amp; GS is the wind, TAS &amp; GS will be equal if flying with no vind<br /> Note 2: In DCS, unlike in real life, the wind strength and direction is constant within the same mission. You will still need to calculate the wind correction angle for each leg as the heading of your aircraft relative to the wind affects the WCA. <br /> <br /> ===Course terms===<br /> Courses are given relative to one of three sources - True (Relative to the geographic, or true, north pole), Magnetic (Relative to the magnetic north pole) or compass (Relative to the north pole of the magnetic field which the compass is picking up). In real life compass north deviates from magnetic north due to metallic objects in the airplane interfering with the magnetic field of Earth. To my knowledge this is not modelled in DCS, so focus on understanding True and Magnetic. <br /> <br /> Different terms are used for describing various angular differences.<br /> Track is the angular difference between two points on the map. True track is defined using true north as a reference and Magnetic Track is defined using Magnetic north.<br /> <br /> Heading, or course, is the angular difference between your chosen source of reference and which angle your aircraft is currently pointing. <br /> <br /> Bearing is the angular difference between your aircraft and another object - aircraft, bullseye, terrain or something else. True bearing is relative to true north and magnetic bearing is relative to magnetic north. <br /> <br /> ===Wind correction angle===<br /> Calculating the WCA is covered in the speed terms section above. <br /> <br /> ===Compass Magnetism===<br /> North on most maps is pointing directly towards the geographic north pole. North on an aircrafts magnetic compass is pointing towards the magnetic south pole, which is actually located in the northern hemisphere. The Geographic North Pole and the Magnetic South Pole are not located at the same point, meaning that a compass will not point to true north. The difference between true north and magnetic north for a given location on Earth is called variation and is expressed in either degrees west / east or degrees +/-. The variation for Caucasus is +6°, or E6. <br /> <br /> When we make our flight plans using the F10 map we are plotting tracks in relation to true north, but when we then fly these headings (assuming your aircraft isn't displaying true north) you are using magnetic north. You must therefore add or subtract the variation to the magnetic course reading in order to correct for the variation.<br /> <br /> For example, if you're flying a waypoint leg in Caucasus with True Track = 360° and Variation is +6°, you should make fly a magnetic course 354° to compensate. <br /> <br /> ===Time, speed and distance calculations===<br /> <br /> Calculating the time to fly a leg, the distance of a leg or the speed required to fly a leg of a given distance at a given time is made easy wit the SVT-triangle. S stands for Sträcka (Distance), V stands for Velocity (Fart) and T stands for Tid (Time). For as long as two values are known, the third is calculated using the formula in the image below. Simply remove the variable you want to solve for and follow the formula for the remaining two.<br /> <br /> [[Fil:SVTTriangle.jpeg]]<br /> <br /> Examples:<br /> If S = 300 NMI and V= 415 knots, what is T? (How long does it take to fly a given distance at a given speed)<br /> Answer: We remove T and find that the formula now states S/V. 300/415 = 0,722. This is the time required expressed in decimal format. To convert this to hours:minutes, simply carry over the hours and multiply everything right of the decimal with 60. 0,722 * 60 = 43,32. Flying this leg will take zero hours, 43 minutes and 32 seconds (00:43:32).<br /> <br /> If S = 25 NMI and T = 15 minutes, what is V? (Which speed do I have to maintain to fly a given distance at a given time)<br /> Answer: First convert 15 minutes to decimal format. Again we carry over the hours but we now divide everything right of the decimal with 60. 15/60 = 0,25. We can now perform the speed calculation. Remvoing V the formula now says S/T. 25/0,25 = 100. To fly this leg in 15 minutes we require a ground speed of 100 knots.<br /> <br /> If V = 215 knots and T = 25 minutes, what is S? (If I fly a given speed at a given time, how far will I travel?<br /> Answer: Again we convert time to decimal - 25/60 = 0,416. Solving for distance we remove S from the triangle and find the formula to be V*T. 215*0,416 = 89,44. We will travel 89,44 nautical miles in 25 minutes at 215 knots.<br /> <br /> '''Practice questions'''<br /> <br /> 1. If S = 73 and V = 215, what is T?<br /> <br /> 2. If S = 428 and T = 01:15, what is V?<br /> <br /> 3. If V = 317 and T = 00:45:30, what is S?<br /> <br /> <br /> ==Flight planning==<br /> Start by marking your initial point and your destination on the map. Continue by marking waypoints along the route at reasonable intervals. These waypoints act as control points, allowing you to verify that you are flying where you've intended and allowing you to correct and errors before they accumulate too much. I would recommend no more than 20NMI between each waypoint. Generally speaking, shorter legs makes it less likely that you'll get lost, but will also mean that more work is required during the planning phase.<br /> <br /> Once you have all your waypoints marked, plot the true track between them. This is the true track. Enter this into your flight plan for each leg. Now add or subtract the magnetic variation to get the magnetic track for each leg. Decide upon a desired altitude for each waypoint. <br /> <br /> Next we'll be calculating the magnetic heading, i.e. the course you will be aiming for when flying. Start by deciding upon a certain IAS you want to use for your flight. You can alternate different IAS for different legs to make it more challenging. Once you have that IAS, carry it over to CAS and use that in combination with the outside air temperature and waypoint altitude to calculate your TAS. Now use your CAS and use that in combination with the true track &amp; wind information to calculate your wind correction angle and your ground speed. This step will have to be re-done for every waypoint leg (assuming the track is different between them).<br /> <br /> For each individual leg, add or subtract the wind correction angle to the magnetic heading and enter the ground speed into your flight plan. Use this ground speed to calculate how long it will take to fly the leg (leg time) as well as an accumulated total time (the sum of all leg times up to that waypoint).<br /> <br /> This is all the core information you require to succesfully navigate from point A to B without crutches such as GPS, NDBs, Tacan etc. Remember that the better and more thorough your flight plan, the easier it will be to perform the flight once in the aircraft. <br /> <br /> This guide has not covered control points. These are not proper waypoints but points of interest along your track which are meant to help you verify that you are on-track, such as a bridge, lake or other geographic feature easily seen from the cockpit. I generally find that these aren't required for a waypoint interval of roughly 20nm, but depending on the terrain these may still be a good idea. To add a control point to your flight plan, first measure how far into the leg you should cross it. If you for example cross a bridge 40% of the distance between WP1 and 2, you should reasonably expect to cross that bridge after 40% of your leg time has elapsed. Add the control point to your flight plan and note at which time you ought to fly over it. If during the flight you notice that you're 30 seconds late with flying over the bridge you need to increase your speed a bit to compensate for the rest of the leg.<br /> <br /> It is possible (and recommended) to set your start waypoint in the air rather than at take-off. This will mean that you can be at your set altitude, course and speed immediately after passing the start waypoint, which makes it far easier to calculate ETA. <br /> <br /> ===Example Flight plan===<br /> {| class=&quot;wikitable&quot;<br /> |+ Caption text<br /> |-<br /> ! Waypoint !! Latitude !! Longitude !! Description !! True Track !! Magnetic Track !! Magnetic Heading !! Distance !! Leg time !! Total Time<br /> |-<br /> | Start || N42°11’58” || E42°42’02” ||Railroad bridge, east of Kutaisi Exit east || 270 || 264 || 268 || 20,8 || 00:05:00 || 00:05:00<br /> |-<br /> | 1|| N42°06’33” || E43°02’42” || Road bridge, just south of a railway crossing ||243 ||237 ||241 || 21,4 || 00:07:30 || 00:12:30<br /> |}<br /> <br /> <br /> <br /> <br /> ==Follow-up during flight==<br /> <br /> <br /> <br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====Online E6B Flight Computer====<br /> https://e6bx.com/e6b/</div>

Knugen https://wiki.masterarms.se//index.php?title=VFR_Navigation&diff=177 2021-03-29T13:09:37Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Aviation Guides]] &gt;&gt; [[VFR Navigation]]''<br /> <br /> WIP<br /> <br /> VFR, or Visual Flight Rules, is flying &amp; navigating by terrain, landmarks or other visual features outside the aircraft. This guide is intended to help new players with mastering this skill. The guide is divided into three parts - Navigation basics, Flight planning and Follow-up during flight. Flight planning is the planning performed before starting the flight, and follow-up covers methods for continuously verifying that you are where you are meant to be once underway. <br /> <br /> ==Navigation basics==<br /> ===Speed terms===<br /> There are several different methods for qualifying an aircraft's speed relative to the air<br /> '''Indicated Air Speed (IAS)''' is the uncorrected speed which is displayed on an aircraft's airspeed indicator. Multiple factors affect either the air itself or the airspeed instrument causing this airspeed to, genereally speaking, not actually match the aircraft's speed true speed relative to the air. The main error sources are Instrument error (Errors due to the construction / design of the cockpit instrument), Position error (When the positioning of the Pitot tube causes the pressure reading from which the airspeed is calculated to be inaccurate) and Density error (The airspeed instrument is calibrated for standard sea-level density, meaning that it will get less and less accurate as the measured air density decreases with increased altitude)<br /> <br /> '''Calibrated Air Speed (CAS)''' is the IAS but corrected for instrument and position errors. In real life the airplane manufacturer provides the pilot with the information required to convert IAS to CAS. In DCS this information is rarely inlcuded in manuals - if no information is provided, assume that IAS = CAS.<br /> <br /> '''EAS''' - Får gärna fyllas i av någon IRL-jet-nörd. Mvh// Flyger-aldrig-över-115-knop<br /> <br /> '''True Air Speed (TAS)''' is a measure of the aircrafts true speed relative to the air. This is calculated by taking the CAS and correcting for the density error. Some DCS aircraft provide you with the TAS automatically. Calculating the TAS manually can be done with a flight computer (see Resources heading at the bottom). Calculating your TAS manually requires known values for pressure altitude, which is simply the reading on your barometric altimeter with QNH entered as well as the outside air temperature (as the density of the air for a given altitude varies depending on the temperature). The temperature in DCS is generally speaking only given for sea level, so to calculate the temperature for a given altitude use the ISA standard temperature change of 2°C / 1000 feet or 6,5°C per 1000 Meters. ¨<br /> <br /> E.g. - if the Sea level temperature is +18°C and you're planning to fly at 8000 feet, the expected change in temperature is 2°C * 8 = -16°C. The outside air temperature is thus +2°C. <br /> <br /> '''Ground speed (GS)''', is the actual speed your aircraft is travelling relative to the ground. This is important for navigating as it is this speed we will be using for calculating how long it will take to fly our waypoints later. Ground speed is calculated by taking the true air speed and correcting this for wind. This calculation can be performed using a flight computer or the online E6B tool linked in the resources section.<br /> <br /> To perform the calculation, start by entering the true course in the course field. Enter the True Air Speed in the next field. Enter the Wind direction (Where the wind is coming from) and the wind speed and read the wind correction angle below. This angle is the amount of degrees you'll have to add or subtract from your course in order to compensate for wind. You'll now be able to read the ground speed below the Wind correction angle.<br /> <br /> Note 1: Since the only source of variation between TAS &amp; GS is the wind, TAS &amp; GS will be equal if flying with no vind<br /> Note 2: In DCS, unlike in real life, the wind strength and direction is constant within the same mission. You will still need to calculate the wind correction angle for each leg as the heading of your aircraft relative to the wind affects the WCA. <br /> <br /> ===Course terms===<br /> Courses are given relative to one of three sources - True (Relative to the geographic, or true, north pole), Magnetic (Relative to the magnetic north pole) or compass (Relative to the north pole of the magnetic field which the compass is picking up). In real life compass north deviates from magnetic north due to metallic objects in the airplane interfering with the magnetic field of Earth. To my knowledge this is not modelled in DCS, so focus on understanding True and Magnetic. <br /> <br /> Different terms are used for describing various angular differences.<br /> Track is the angular difference between two points on the map. True track is defined using true north as a reference and Magnetic Track is defined using Magnetic north.<br /> <br /> Heading, or course, is the angular difference between your chosen source of reference and which angle your aircraft is currently pointing. <br /> <br /> Bearing is the angular difference between your aircraft and another object - aircraft, bullseye, terrain or something else. True bearing is relative to true north and magnetic bearing is relative to magnetic north. <br /> <br /> ===Wind correction angle===<br /> Calculating the WCA is covered in the speed terms section above. <br /> <br /> ===Compass Magnetism===<br /> North on most maps is pointing directly towards the geographic north pole. North on an aircrafts magnetic compass is pointing towards the magnetic south pole, which is actually located in the northern hemisphere. The Geographic North Pole and the Magnetic South Pole are not located at the same point, meaning that a compass will not point to true north. The difference between true north and magnetic north for a given location on Earth is called variation and is expressed in either degrees west / east or degrees +/-. The variation for Caucasus is +6°, or E6. <br /> <br /> When we make our flight plans using the F10 map we are plotting tracks in relation to true north, but when we then fly these headings (assuming your aircraft isn't displaying true north) you are using magnetic north. You must therefore add or subtract the variation to the magnetic course reading in order to correct for the variation.<br /> <br /> For example, if you're flying a waypoint leg in Caucasus with True Track = 360° and Variation is +6°, you should make fly a magnetic course 354° to compensate. <br /> <br /> ===Time, speed and distance calculations===<br /> <br /> Calculating the time to fly a leg, the distance of a leg or the speed required to fly a leg of a given distance at a given time is made easy wit the SVT-triangle. S stands for Sträcka (Distance), V stands for Velocity (Fart) and T stands for Tid (Time). For as long as two values are known, the third is calculated using the formula in the image below. Simply remove the variable you want to solve for and follow the formula for the remaining two.<br /> <br /> [[Fil:SVTTriangle.jpeg]]<br /> <br /> Examples:<br /> If S = 300 NMI and V= 415 knots, what is T? (How long does it take to fly a given distance at a given speed)<br /> Answer: We remove T and find that the formula now states S/V. 300/415 = 0,722. This is the time required expressed in decimal format. To convert this to hours:minutes, simply carry over the hours and multiply everything right of the decimal with 60. 0,722 * 60 = 43,32. Flying this leg will take zero hours, 43 minutes and 32 seconds (00:43:32).<br /> <br /> If S = 25 NMI and T = 15 minutes, what is V? (Which speed do I have to maintain to fly a given distance at a given time)<br /> Answer: First convert 15 minutes to decimal format. Again we carry over the hours but we now divide everything right of the decimal with 60. 15/60 = 0,25. We can now perform the speed calculation. Remvoing V the formula now says S/T. 25/0,25 = 100. To fly this leg in 15 minutes we require a ground speed of 100 knots.<br /> <br /> If V = 215 knots and T = 25 minutes, what is S? (If I fly a given speed at a given time, how far will I travel?<br /> Answer: Again we convert time to decimal - 25/60 = 0,416. Solving for distance we remove S from the triangle and find the formula to be V*T. 215*0,416 = 89,44. We will travel 89,44 nautical miles in 25 minutes at 215 knots.<br /> <br /> '''Practice questions'''<br /> <br /> 1. If S = 73 and V = 215, what is T?<br /> <br /> 2. If S = 428 and T = 01:15, what is V?<br /> <br /> 3. If V = 317 and T = 00:45:30, what is S?<br /> <br /> <br /> ==Flight planning==<br /> Start by marking your initial point and your destination on the map. Continue by marking waypoints along the route at reasonable intervals. These waypoints act as control points, allowing you to verify that you are flying where you've intended and allowing you to correct and errors before they accumulate too much. I would recommend no more than 20NMI between each waypoint. Generally speaking, shorter legs makes it less likely that you'll get lost, but will also mean that more work is required during the planning phase.<br /> <br /> Once you have all your waypoints marked, plot the true track between them. This is the true track. Enter this into your flight plan for each leg. Now add or subtract the magnetic variation to get the magnetic track for each leg. Decide upon a desired altitude for each waypoint. <br /> <br /> Next we'll be calculating the magnetic heading, i.e. the course you will be aiming for when flying. Start by deciding upon a certain IAS you want to use for your flight. You can alternate different IAS for different legs to make it more challenging. Once you have that IAS, carry it over to CAS and use that in combination with the outside air temperature and waypoint altitude to calculate your TAS. Now use your CAS and use that in combination with the true track &amp; wind information to calculate your wind correction angle and your ground speed. This step will have to be re-done for every waypoint leg (assuming the track is different between them).<br /> <br /> For each individual leg, add or subtract the wind correction angle to the magnetic heading and enter the ground speed into your flight plan. Use this ground speed to calculate how long it will take to fly the leg (leg time) as well as an accumulated total time (the sum of all leg times up to that waypoint).<br /> <br /> This is all the core information you require to succesfully navigate from point A to B without crutches such as GPS, NDBs, Tacan etc. Remember that the better and more thorough your flight plan, the easier it will be to perform the flight once in the aircraft. <br /> <br /> This guide has not covered control points. These are not proper waypoints but points of interest along your track which are meant to help you verify that you are on-track, such as a bridge, lake or other geographic feature easily seen from the cockpit. I generally find that these aren't required for a waypoint interval of roughly 20nm, but depending on the terrain these may still be a good idea. To add a control point to your flight plan, first measure how far into the leg you should cross it. If you for example cross a bridge 40% of the distance between WP1 and 2, you should reasonably expect to cross that bridge after 40% of your leg time has elapsed. Add the control point to your flight plan and note at which time you ought to fly over it. If during the flight you notice that you're 30 seconds late with flying over the bridge you need to increase your speed a bit to compensate for the rest of the leg.<br /> <br /> It is possible (and recommended) to set your start waypoint in the air rather than at take-off. This will mean that you can be at your set altitude, course and speed immediately after passing the start waypoint, which makes it far easier to calculate ETA. <br /> <br /> ===Example Flight plan===<br /> {| class=&quot;wikitable&quot;<br /> |+ Caption text<br /> |-<br /> ! Waypoint !! Latitude !! Longitude !! Description !! True Track !! Magnetic Track !! Magnetic Heading !! Distance !! Leg time !! Total Time<br /> |-<br /> | Start || N42°11’58” || E42°42’02” ||Railroad bridge, east of Kutaisi Exit east || 270 || 264 || 268 || 20,8 || 00:05:00 || 00:05:00<br /> |-<br /> | 1|| N42°06’33” || E43°02’42” || Road bridge, just south of a railway crossing ||243 ||237 ||241 || 21,4 || 00:07:30 || 00:12:30<br /> |}<br /> <br /> <br /> <br /> <br /> ==Follow-up during flight==<br /> WIP<br /> <br /> <br /> <br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====Online E6B Flight Computer====<br /> https://e6bx.com/e6b/</div>

Knugen https://wiki.masterarms.se//index.php?title=VFR_Navigation&diff=176 2021-03-29T13:08:38Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Aviation Guides]] &gt;&gt; [[VFR Navigation]]''<br /> <br /> WIP<br /> <br /> VFR, or Visual Flight Rules, is flying &amp; navigating by terrain, landmarks or other visual features outside the aircraft. This guide is intended to help new players with mastering this skill. The guide is divided into three parts - Navigation basics, Flight planning and Follow-up during flight. Flight planning is the planning performed before starting the flight, and follow-up covers methods for continuously verifying that you are where you are meant to be once underway. <br /> <br /> ==Navigation basics==<br /> ===Speed terms===<br /> There are several different methods for qualifying an aircraft's speed relative to the air<br /> '''Indicated Air Speed (IAS)''' is the uncorrected speed which is displayed on an aircraft's airspeed indicator. Multiple factors affect either the air itself or the airspeed instrument causing this airspeed to, genereally speaking, not actually match the aircraft's speed true speed relative to the air. The main error sources are Instrument error (Errors due to the construction / design of the cockpit instrument), Position error (When the positioning of the Pitot tube causes the pressure reading from which the airspeed is calculated to be inaccurate) and Density error (The airspeed instrument is calibrated for standard sea-level density, meaning that it will get less and less accurate as the measured air density decreases with increased altitude)<br /> <br /> '''Calibrated Air Speed (CAS)''' is the IAS but corrected for instrument and position errors. In real life the airplane manufacturer provides the pilot with the information required to convert IAS to CAS. In DCS this information is rarely inlcuded in manuals - if no information is provided, assume that IAS = CAS.<br /> <br /> '''EAS''' - Får gärna fyllas i av någon IRL-jet-nörd. Mvh// Flyger-aldrig-över-115-knop<br /> <br /> '''True Air Speed (TAS)''' is a measure of the aircrafts true speed relative to the air. This is calculated by taking the CAS and correcting for the density error. Some DCS aircraft provide you with the TAS automatically. Calculating the TAS manually can be done with a flight computer (see Resources heading at the bottom). Calculating your TAS manually requires known values for pressure altitude, which is simply the reading on your barometric altimeter with QNH entered as well as the outside air temperature (as the density of the air for a given altitude varies depending on the temperature). The temperature in DCS is generally speaking only given for sea level, so to calculate the temperature for a given altitude use the ISA standard temperature change of 2°C / 1000 feet or 6,5°C per 1000 Meters. ¨<br /> <br /> E.g. - if the Sea level temperature is +18°C and you're planning to fly at 8000 feet, the expected change in temperature is 2°C * 8 = -16°C. The outside air temperature is thus +2°C. <br /> <br /> '''Ground speed (GS)''', is the actual speed your aircraft is travelling relative to the ground. This is important for navigating as it is this speed we will be using for calculating how long it will take to fly our waypoints later. Ground speed is calculated by taking the true air speed and correcting this for wind. This calculation can be performed using a flight computer or the online E6B tool linked in the resources section.<br /> <br /> To perform the calculation, start by entering the true course in the course field. Enter the True Air Speed in the next field. Enter the Wind direction (Where the wind is coming from) and the wind speed and read the wind correction angle below. This angle is the amount of degrees you'll have to add or subtract from your course in order to compensate for wind. You'll now be able to read the ground speed below the Wind correction angle.<br /> <br /> Note 1: Since the only source of variation between TAS &amp; GS is the wind, TAS &amp; GS will be equal if flying with no vind<br /> Note 2: In DCS, unlike in real life, the wind strength and direction is constant within the same mission. You will still need to calculate the wind correction angle for each leg as the heading of your aircraft relative to the wind affects the WCA. <br /> <br /> ===Course terms===<br /> Courses are given relative to one of three sources - True (Relative to the geographic, or true, north pole), Magnetic (Relative to the magnetic north pole) or compass (Relative to the north pole of the magnetic field which the compass is picking up). In real life compass north deviates from magnetic north due to metallic objects in the airplane interfering with the magnetic field of Earth. To my knowledge this is not modelled in DCS, so focus on understanding True and Magnetic. <br /> <br /> Different terms are used for describing various angular differences.<br /> Track is the angular difference between two points on the map. True track is defined using true north as a reference and Magnetic Track is defined using Magnetic north.<br /> <br /> Heading, or course, is the angular difference between your chosen source of reference and which angle your aircraft is currently pointing. <br /> <br /> Bearing is the angular difference between your aircraft and another object - aircraft, bullseye, terrain or something else. True bearing is relative to true north and magnetic bearing is relative to magnetic north. <br /> <br /> ===Wind correction angle===<br /> Calculating the WCA is covered in the speed terms section above. <br /> <br /> ===Compass Magnetism===<br /> North on most maps is pointing directly towards the geographic north pole. North on an aircrafts magnetic compass is pointing towards the magnetic south pole, which is actually located in the northern hemisphere. The Geographic North Pole and the Magnetic South Pole are not located at the same point, meaning that a compass will not point to true north. The difference between true north and magnetic north for a given location on Earth is called variation and is expressed in either degrees west / east or degrees +/-. The variation for Caucasus is +6°, or E6. <br /> <br /> When we make our flight plans using the F10 map we are plotting tracks in relation to true north, but when we then fly these headings (assuming your aircraft isn't displaying true north) you are using magnetic north. You must therefore add or subtract the variation to the magnetic course reading in order to correct for the variation.<br /> <br /> For example, if you're flying a waypoint leg in Caucasus with True Track = 360° and Variation is +6°, you should make fly a magnetic course 354° to compensate. <br /> <br /> ===Time, speed and distance calculations===<br /> <br /> Calculating the time to fly a leg, the distance of a leg or the speed required to fly a leg of a given distance at a given time is made easy wit the SVT-triangle. S stands for Sträcka (Distance), V stands for Velocity (Fart) and T stands for Tid (Time). For as long as two values are known, the third is calculated using the formula in the image below. Simply remove the variable you want to solve for and follow the formula for the remaining two.<br /> <br /> [[Fil:SVTTriangle.jpeg]]<br /> <br /> Examples:<br /> If S = 300 NMI and V= 415 knots, what is T? (How long does it take to fly a given distance at a given speed)<br /> Answer: We remove T and find that the formula now states S/V. 300/415 = 0,722. This is the time required expressed in decimal format. To convert this to hours:minutes, simply carry over the hours and multiply everything right of the decimal with 60. 0,722 * 60 = 43,32. Flying this leg will take zero hours, 43 minutes and 32 seconds (00:43:32).<br /> <br /> If S = 25 NMI and T = 15 minutes, what is V? (Which speed do I have to maintain to fly a given distance at a given time)<br /> Answer: First convert 15 minutes to decimal format. Again we carry over the hours but we now divide everything right of the decimal with 60. 15/60 = 0,25. We can now perform the speed calculation. Remvoing V the formula now says S/T. 25/0,25 = 100. To fly this leg in 15 minutes we require a ground speed of 100 knots.<br /> <br /> If V = 215 knots and T = 25 minutes, what is S? (If I fly a given speed at a given time, how far will I travel?<br /> Answer: Again we convert time to decimal - 25/60 = 0,416. Solving for distance we remove S from the triangle and find the formula to be V*T. 215*0,416 = 89,44. We will travel 89,44 nautical miles in 25 minutes at 215 knots.<br /> <br /> '''Practice questions'''<br /> <br /> 1. If S = 73 and V = 215, what is T?<br /> <br /> 2. If S = 428 and T = 01:15, what is V?<br /> <br /> 3. If V = 317 and T = 00:45:30, what is S?<br /> <br /> <br /> ==Flight planning==<br /> Start by marking your initial point and your destination on the map. Continue by marking waypoints along the route at reasonable intervals. These waypoints act as control points, allowing you to verify that you are flying where you've intended and allowing you to correct and errors before they accumulate too much. I would recommend no more than 20NMI between each waypoint. Generally speaking, shorter legs makes it less likely that you'll get lost, but will also mean that more work is required during the planning phase.<br /> <br /> Once you have all your waypoints marked, plot the true track between them. This is the true track. Enter this into your flight plan for each leg. Now add or subtract the magnetic variation to get the magnetic track for each leg. Decide upon a desired altitude for each waypoint. <br /> <br /> Next we'll be calculating the magnetic heading, i.e. the course you will be aiming for when flying. Start by deciding upon a certain IAS you want to use for your flight. You can alternate different IAS for different legs to make it more challenging. Once you have that IAS, carry it over to CAS and use that in combination with the outside air temperature and waypoint altitude to calculate your TAS. Now use your CAS and use that in combination with the true track &amp; wind information to calculate your wind correction angle and your ground speed. This step will have to be re-done for every waypoint leg (assuming the track is different between them).<br /> <br /> For each individual leg, add or subtract the wind correction angle to the magnetic heading and enter the ground speed into your flight plan. Use this ground speed to calculate how long it will take to fly the leg (leg time) as well as an accumulated total time (the sum of all leg times up to that waypoint).<br /> <br /> This is all the core information you require to succesfully navigate from point A to B without crutches such as GPS, NDBs, Tacan etc. Remember that the better and more thorough your flight plan, the easier it will be to perform the flight once in the aircraft. <br /> <br /> This guide has not covered control points. These are not proper waypoints but points of interest along your track which are meant to help you verify that you are on-track, such as a bridge, lake or other geographic feature easily seen from the cockpit. I generally find that these aren't required for a waypoint interval of roughly 20nm, but depending on the terrain these may still be a good idea. To add a control point to your flight plan, first measure how far into the leg you should cross it. If you for example cross a bridge 40% of the distance between WP1 and 2, you should reasonably expect to cross that bridge after 40% of your leg time has elapsed. Add the control point to your flight plan and note at which time you ought to fly over it. If during the flight you notice that you're 30 seconds late with flying over the bridge you need to increase your speed a bit to compensate for the rest of the leg.<br /> <br /> It is possible (and recommended) to set your start waypoint in the air rather than at take-off. This will mean that you can be at your set altitude, course and speed immediately after passing the start waypoint, which makes it far easier to calculate ETA. <br /> <br /> ===Example Flight plan===<br /> {| class=&quot;wikitable&quot;<br /> |+ Caption text<br /> |-<br /> ! Waypoint !! Latitude !! Longitude !! Description !! True Track !! Magnetic Track !! Magnetic Heading !! Leg time !! Total Time<br /> |-<br /> | Start || N42°11’58” || E42°42’02” ||Railroad bridge, east of Kutaisi Exit east || 270 || 264 || 268 || 00:05:00 || 00:05:00<br /> |-<br /> | 1|| N42°06’33” || E43°02’42” || Road bridge, just south of a railway crossing ||243 ||237 ||241 ||00:07:30 || 00:12:30<br /> |}<br /> <br /> <br /> <br /> <br /> ==Follow-up during flight==<br /> <br /> WIP<br /> <br /> <br /> <br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====Online E6B Flight Computer====<br /> https://e6bx.com/e6b/</div>

Knugen https://wiki.masterarms.se//index.php?title=VFR_Navigation&diff=175 2021-03-29T13:05:51Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Aviation Guides]] &gt;&gt; [[VFR Navigation]]''<br /> <br /> WIP<br /> <br /> VFR, or Visual Flight Rules, is flying &amp; navigating by terrain, landmarks or other visual features outside the aircraft. This guide is intended to help new players with mastering this skill. The guide is divided into three parts - Navigation basics, Flight planning and Follow-up during flight. Flight planning is the planning performed before starting the flight, and follow-up covers methods for continuously verifying that you are where you are meant to be once underway. <br /> <br /> ==Navigation basics==<br /> ===Speed terms===<br /> There are several different methods for qualifying an aircraft's speed relative to the air<br /> '''Indicated Air Speed (IAS)''' is the uncorrected speed which is displayed on an aircraft's airspeed indicator. Multiple factors affect either the air itself or the airspeed instrument causing this airspeed to, genereally speaking, not actually match the aircraft's speed true speed relative to the air. The main error sources are Instrument error (Errors due to the construction / design of the cockpit instrument), Position error (When the positioning of the Pitot tube causes the pressure reading from which the airspeed is calculated to be inaccurate) and Density error (The airspeed instrument is calibrated for standard sea-level density, meaning that it will get less and less accurate as the measured air density decreases with increased altitude)<br /> <br /> '''Calibrated Air Speed (CAS)''' is the IAS but corrected for instrument and position errors. In real life the airplane manufacturer provides the pilot with the information required to convert IAS to CAS. In DCS this information is rarely inlcuded in manuals - if no information is provided, assume that IAS = CAS.<br /> <br /> '''EAS''' - Får gärna fyllas i av någon IRL-jet-nörd. Mvh// Flyger-aldrig-över-115-knop<br /> <br /> '''True Air Speed (TAS)''' is a measure of the aircrafts true speed relative to the air. This is calculated by taking the CAS and correcting for the density error. Some DCS aircraft provide you with the TAS automatically. Calculating the TAS manually can be done with a flight computer (see Resources heading at the bottom). Calculating your TAS manually requires known values for pressure altitude, which is simply the reading on your barometric altimeter with QNH entered as well as the outside air temperature (as the density of the air for a given altitude varies depending on the temperature). The temperature in DCS is generally speaking only given for sea level, so to calculate the temperature for a given altitude use the ISA standard temperature change of 2°C / 1000 feet or 6,5°C per 1000 Meters. ¨<br /> <br /> E.g. - if the Sea level temperature is +18°C and you're planning to fly at 8000 feet, the expected change in temperature is 2°C * 8 = -16°C. The outside air temperature is thus +2°C. <br /> <br /> '''Ground speed (GS)''', is the actual speed your aircraft is travelling relative to the ground. This is important for navigating as it is this speed we will be using for calculating how long it will take to fly our waypoints later. Ground speed is calculated by taking the true air speed and correcting this for wind. This calculation can be performed using a flight computer or the online E6B tool linked in the resources section.<br /> <br /> To perform the calculation, start by entering the true course in the course field. Enter the True Air Speed in the next field. Enter the Wind direction (Where the wind is coming from) and the wind speed and read the wind correction angle below. This angle is the amount of degrees you'll have to add or subtract from your course in order to compensate for wind. You'll now be able to read the ground speed below the Wind correction angle.<br /> <br /> Note 1: Since the only source of variation between TAS &amp; GS is the wind, TAS &amp; GS will be equal if flying with no vind<br /> Note 2: In DCS, unlike in real life, the wind strength and direction is constant within the same mission. You will still need to calculate the wind correction angle for each leg as the heading of your aircraft relative to the wind affects the WCA. <br /> <br /> ===Course terms===<br /> Courses are given relative to one of three sources - True (Relative to the geographic, or true, north pole), Magnetic (Relative to the magnetic north pole) or compass (Relative to the north pole of the magnetic field which the compass is picking up). In real life compass north deviates from magnetic north due to metallic objects in the airplane interfering with the magnetic field of Earth. To my knowledge this is not modelled in DCS, so focus on understanding True and Magnetic. <br /> <br /> Different terms are used for describing various angular differences.<br /> Track is the angular difference between two points on the map. True track is defined using true north as a reference and Magnetic Track is defined using Magnetic north.<br /> <br /> Heading, or course, is the angular difference between your chosen source of reference and which angle your aircraft is currently pointing. <br /> <br /> Bearing is the angular difference between your aircraft and another object - aircraft, bullseye, terrain or something else. True bearing is relative to true north and magnetic bearing is relative to magnetic north. <br /> <br /> ===Wind correction angle===<br /> Calculating the WCA is covered in the speed terms section above. <br /> <br /> ===Compass Magnetism===<br /> North on most maps is pointing directly towards the geographic north pole. North on an aircrafts magnetic compass is pointing towards the magnetic south pole, which is actually located in the northern hemisphere. The Geographic North Pole and the Magnetic South Pole are not located at the same point, meaning that a compass will not point to true north. The difference between true north and magnetic north for a given location on Earth is called variation and is expressed in either degrees west / east or degrees +/-. The variation for Caucasus is +6°, or E6. <br /> <br /> When we make our flight plans using the F10 map we are plotting tracks in relation to true north, but when we then fly these headings (assuming your aircraft isn't displaying true north) you are using magnetic north. You must therefore add or subtract the variation to the magnetic course reading in order to correct for the variation.<br /> <br /> For example, if you're flying a waypoint leg in Caucasus with True Track = 360° and Variation is +6°, you should make fly a magnetic course 354° to compensate. <br /> <br /> ===Time, speed and distance calculations===<br /> <br /> Calculating the time to fly a leg, the distance of a leg or the speed required to fly a leg of a given distance at a given time is made easy wit the SVT-triangle. S stands for Sträcka (Distance), V stands for Velocity (Fart) and T stands for Tid (Time). For as long as two values are known, the third is calculated using the formula in the image below. Simply remove the variable you want to solve for and follow the formula for the remaining two.<br /> <br /> [[Fil:SVTTriangle.jpeg]]<br /> <br /> Examples:<br /> If S = 300 NMI and V= 415 knots, what is T? (How long does it take to fly a given distance at a given speed)<br /> Answer: We remove T and find that the formula now states S/V. 300/415 = 0,722. This is the time required expressed in decimal format. To convert this to hours:minutes, simply carry over the hours and multiply everything right of the decimal with 60. 0,722 * 60 = 43,32. Flying this leg will take zero hours, 43 minutes and 32 seconds (00:43:32).<br /> <br /> If S = 25 NMI and T = 15 minutes, what is V? (Which speed do I have to maintain to fly a given distance at a given time)<br /> Answer: First convert 15 minutes to decimal format. Again we carry over the hours but we now divide everything right of the decimal with 60. 15/60 = 0,25. We can now perform the speed calculation. Remvoing V the formula now says S/T. 25/0,25 = 100. To fly this leg in 15 minutes we require a ground speed of 100 knots.<br /> <br /> If V = 215 knots and T = 25 minutes, what is S? (If I fly a given speed at a given time, how far will I travel?<br /> Answer: Again we convert time to decimal - 25/60 = 0,416. Solving for distance we remove S from the triangle and find the formula to be V*T. 215*0,416 = 89,44. We will travel 89,44 nautical miles in 25 minutes at 215 knots.<br /> <br /> '''Practice questions'''<br /> <br /> 1. If S = 73 and V = 215, what is T?<br /> <br /> 2. If S = 428 and T = 01:15, what is V?<br /> <br /> 3. If V = 317 and T = 00:45:30, what is S?<br /> <br /> <br /> ==Flight planning==<br /> Start by marking your initial point and your destination on the map. Continue by marking waypoints along the route at reasonable intervals. These waypoints act as control points, allowing you to verify that you are flying where you've intended and allowing you to correct and errors before they accumulate too much. I would recommend no more than 20NMI between each waypoint. Generally speaking, shorter legs makes it less likely that you'll get lost, but will also mean that more work is required during the planning phase.<br /> <br /> Once you have all your waypoints marked, plot the true track between them. This is the true track. Enter this into your flight plan for each leg. Now add or subtract the magnetic variation to get the magnetic track for each leg. Decide upon a desired altitude for each waypoint. <br /> <br /> Next we'll be calculating the magnetic heading, i.e. the course you will be aiming for when flying. Start by deciding upon a certain IAS you want to use for your flight. You can alternate different IAS for different legs to make it more challenging. Once you have that IAS, carry it over to CAS and use that in combination with the outside air temperature and waypoint altitude to calculate your TAS. Now use your CAS and use that in combination with the true track &amp; wind information to calculate your wind correction angle and your ground speed. This step will have to be re-done for every waypoint leg (assuming the track is different between them).<br /> <br /> For each individual leg, add or subtract the wind correction angle to the magnetic heading and enter the ground speed into your flight plan. Use this ground speed to calculate how long it will take to fly the leg (leg time) as well as an accumulated total time (the sum of all leg times up to that waypoint).<br /> <br /> This is all the core information you require to succesfully navigate from point A to B without crutches such as GPS, NDBs, Tacan etc. Remember that the better and more thorough your flight plan, the easier it will be to perform the flight once in the aircraft. <br /> <br /> This guide has not covered control points. These are not proper waypoints but points of interest along your track which are meant to help you verify that you are on-track, such as a bridge, lake or other geographic feature easily seen from the cockpit. I generally find that these aren't required for a waypoint interval of roughly 20nm, but depending on the terrain these may still be a good idea. To add a control point to your flight plan, first measure how far into the leg you should cross it. If you for example cross a bridge 40% of the distance between WP1 and 2, you should reasonably expect to cross that bridge after 40% of your leg time has elapsed. Add the control point to your flight plan and note at which time you ought to fly over it. If during the flight you notice that you're 30 seconds late with flying over the bridge you need to increase your speed a bit to compensate for the rest of the leg.<br /> <br /> ===Example Flight plan===<br /> {| class=&quot;wikitable&quot;<br /> |+ Caption text<br /> |-<br /> ! Waypoint !! Latitude !! Longitude !! Description !! True Track !! Magnetic Track !! Magnetic Heading !! Leg time !! Total Time<br /> |-<br /> | Start || N42°11’58” || E42°42’02” ||Railroad bridge, east of Kutaisi Exit east || 270 || 264 || 268 || 00:05:00 || 00:05:00<br /> |-<br /> | 1|| N42°06’33” || E43°02’42” || Road bridge, just south of a railway crossing ||243 ||237 ||241 ||00:07:30 || 00:12:30<br /> |}<br /> <br /> <br /> <br /> <br /> ==Follow-up during flight==<br /> <br /> WIP<br /> <br /> <br /> <br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====Online E6B Flight Computer====<br /> https://e6bx.com/e6b/</div>

Knugen https://wiki.masterarms.se//index.php?title=VFR_Navigation&diff=174 2021-03-29T13:05:44Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Aviation Guides]] &gt;&gt; [[VFR Navigation]]''<br /> <br /> WIP<br /> <br /> VFR, or Visual Flight Rules, is flying &amp; navigating by terrain, landmarks or other visual features outside the aircraft. This guide is intended to help new players with mastering this skill. The guide is divided into three parts - Navigation basics, Flight planning and Follow-up during flight. Flight planning is the planning performed before starting the flight, and follow-up covers methods for continuously verifying that you are where you are meant to be once underway. <br /> <br /> ==Navigation basics==<br /> ===Speed terms===<br /> There are several different methods for qualifying an aircraft's speed relative to the air<br /> '''Indicated Air Speed (IAS)''' is the uncorrected speed which is displayed on an aircraft's airspeed indicator. Multiple factors affect either the air itself or the airspeed instrument causing this airspeed to, genereally speaking, not actually match the aircraft's speed true speed relative to the air. The main error sources are Instrument error (Errors due to the construction / design of the cockpit instrument), Position error (When the positioning of the Pitot tube causes the pressure reading from which the airspeed is calculated to be inaccurate) and Density error (The airspeed instrument is calibrated for standard sea-level density, meaning that it will get less and less accurate as the measured air density decreases with increased altitude)<br /> <br /> '''Calibrated Air Speed (CAS)''' is the IAS but corrected for instrument and position errors. In real life the airplane manufacturer provides the pilot with the information required to convert IAS to CAS. In DCS this information is rarely inlcuded in manuals - if no information is provided, assume that IAS = CAS.<br /> <br /> '''EAS''' - Får gärna fyllas i av någon IRL-jet-nörd. Mvh// Flyger-aldrig-över-115-knop<br /> <br /> '''True Air Speed (TAS)''' is a measure of the aircrafts true speed relative to the air. This is calculated by taking the CAS and correcting for the density error. Some DCS aircraft provide you with the TAS automatically. Calculating the TAS manually can be done with a flight computer (see Resources heading at the bottom). Calculating your TAS manually requires known values for pressure altitude, which is simply the reading on your barometric altimeter with QNH entered as well as the outside air temperature (as the density of the air for a given altitude varies depending on the temperature). The temperature in DCS is generally speaking only given for sea level, so to calculate the temperature for a given altitude use the ISA standard temperature change of 2°C / 1000 feet or 6,5°C per 1000 Meters. ¨<br /> <br /> E.g. - if the Sea level temperature is +18°C and you're planning to fly at 8000 feet, the expected change in temperature is 2°C * 8 = -16°C. The outside air temperature is thus +2°C. <br /> <br /> '''Ground speed (GS)''', is the actual speed your aircraft is travelling relative to the ground. This is important for navigating as it is this speed we will be using for calculating how long it will take to fly our waypoints later. Ground speed is calculated by taking the true air speed and correcting this for wind. This calculation can be performed using a flight computer or the online E6B tool linked in the resources section.<br /> <br /> To perform the calculation, start by entering the true course in the course field. Enter the True Air Speed in the next field. Enter the Wind direction (Where the wind is coming from) and the wind speed and read the wind correction angle below. This angle is the amount of degrees you'll have to add or subtract from your course in order to compensate for wind. You'll now be able to read the ground speed below the Wind correction angle.<br /> <br /> Note 1: Since the only source of variation between TAS &amp; GS is the wind, TAS &amp; GS will be equal if flying with no vind<br /> Note 2: In DCS, unlike in real life, the wind strength and direction is constant within the same mission. You will still need to calculate the wind correction angle for each leg as the heading of your aircraft relative to the wind affects the WCA. <br /> <br /> ===Course terms===<br /> Courses are given relative to one of three sources - True (Relative to the geographic, or true, north pole), Magnetic (Relative to the magnetic north pole) or compass (Relative to the north pole of the magnetic field which the compass is picking up). In real life compass north deviates from magnetic north due to metallic objects in the airplane interfering with the magnetic field of Earth. To my knowledge this is not modelled in DCS, so focus on understanding True and Magnetic. <br /> <br /> Different terms are used for describing various angular differences.<br /> Track is the angular difference between two points on the map. True track is defined using true north as a reference and Magnetic Track is defined using Magnetic north.<br /> <br /> Heading, or course, is the angular difference between your chosen source of reference and which angle your aircraft is currently pointing. <br /> <br /> Bearing is the angular difference between your aircraft and another object - aircraft, bullseye, terrain or something else. True bearing is relative to true north and magnetic bearing is relative to magnetic north. <br /> <br /> ===Wind correction angle===<br /> Calculating the WCA is covered in the speed terms section above. <br /> <br /> ===Compass Magnetism===<br /> North on most maps is pointing directly towards the geographic north pole. North on an aircrafts magnetic compass is pointing towards the magnetic south pole, which is actually located in the northern hemisphere. The Geographic North Pole and the Magnetic South Pole are not located at the same point, meaning that a compass will not point to true north. The difference between true north and magnetic north for a given location on Earth is called variation and is expressed in either degrees west / east or degrees +/-. The variation for Caucasus is +6°, or E6. <br /> <br /> When we make our flight plans using the F10 map we are plotting tracks in relation to true north, but when we then fly these headings (assuming your aircraft isn't displaying true north) you are using magnetic north. You must therefore add or subtract the variation to the magnetic course reading in order to correct for the variation.<br /> <br /> For example, if you're flying a waypoint leg in Caucasus with True Track = 360° and Variation is +6°, you should make fly a magnetic course 354° to compensate. <br /> <br /> ===Time, speed and distance calculations===<br /> <br /> Calculating the time to fly a leg, the distance of a leg or the speed required to fly a leg of a given distance at a given time is made easy wit the SVT-triangle. S stands for Sträcka (Distance), V stands for Velocity (Fart) and T stands for Tid (Time). For as long as two values are known, the third is calculated using the formula in the image below. Simply remove the variable you want to solve for and follow the formula for the remaining two.<br /> <br /> [[Fil:SVTTriangle.jpeg]]<br /> <br /> Examples:<br /> If S = 300 NMI and V= 415 knots, what is T? (How long does it take to fly a given distance at a given speed)<br /> Answer: We remove T and find that the formula now states S/V. 300/415 = 0,722. This is the time required expressed in decimal format. To convert this to hours:minutes, simply carry over the hours and multiply everything right of the decimal with 60. 0,722 * 60 = 43,32. Flying this leg will take zero hours, 43 minutes and 32 seconds (00:43:32).<br /> <br /> If S = 25 NMI and T = 15 minutes, what is V? (Which speed do I have to maintain to fly a given distance at a given time)<br /> Answer: First convert 15 minutes to decimal format. Again we carry over the hours but we now divide everything right of the decimal with 60. 15/60 = 0,25. We can now perform the speed calculation. Remvoing V the formula now says S/T. 25/0,25 = 100. To fly this leg in 15 minutes we require a ground speed of 100 knots.<br /> <br /> If V = 215 knots and T = 25 minutes, what is S? (If I fly a given speed at a given time, how far will I travel?<br /> Answer: Again we convert time to decimal - 25/60 = 0,416. Solving for distance we remove S from the triangle and find the formula to be V*T. 215*0,416 = 89,44. We will travel 89,44 nautical miles in 25 minutes at 215 knots.<br /> <br /> '''Practice questions'''<br /> 1. If S = 73 and V = 215, what is T?<br /> <br /> 2. If S = 428 and T = 01:15, what is V?<br /> <br /> 3. If V = 317 and T = 00:45:30, what is S?<br /> <br /> <br /> ==Flight planning==<br /> Start by marking your initial point and your destination on the map. Continue by marking waypoints along the route at reasonable intervals. These waypoints act as control points, allowing you to verify that you are flying where you've intended and allowing you to correct and errors before they accumulate too much. I would recommend no more than 20NMI between each waypoint. Generally speaking, shorter legs makes it less likely that you'll get lost, but will also mean that more work is required during the planning phase.<br /> <br /> Once you have all your waypoints marked, plot the true track between them. This is the true track. Enter this into your flight plan for each leg. Now add or subtract the magnetic variation to get the magnetic track for each leg. Decide upon a desired altitude for each waypoint. <br /> <br /> Next we'll be calculating the magnetic heading, i.e. the course you will be aiming for when flying. Start by deciding upon a certain IAS you want to use for your flight. You can alternate different IAS for different legs to make it more challenging. Once you have that IAS, carry it over to CAS and use that in combination with the outside air temperature and waypoint altitude to calculate your TAS. Now use your CAS and use that in combination with the true track &amp; wind information to calculate your wind correction angle and your ground speed. This step will have to be re-done for every waypoint leg (assuming the track is different between them).<br /> <br /> For each individual leg, add or subtract the wind correction angle to the magnetic heading and enter the ground speed into your flight plan. Use this ground speed to calculate how long it will take to fly the leg (leg time) as well as an accumulated total time (the sum of all leg times up to that waypoint).<br /> <br /> This is all the core information you require to succesfully navigate from point A to B without crutches such as GPS, NDBs, Tacan etc. Remember that the better and more thorough your flight plan, the easier it will be to perform the flight once in the aircraft. <br /> <br /> This guide has not covered control points. These are not proper waypoints but points of interest along your track which are meant to help you verify that you are on-track, such as a bridge, lake or other geographic feature easily seen from the cockpit. I generally find that these aren't required for a waypoint interval of roughly 20nm, but depending on the terrain these may still be a good idea. To add a control point to your flight plan, first measure how far into the leg you should cross it. If you for example cross a bridge 40% of the distance between WP1 and 2, you should reasonably expect to cross that bridge after 40% of your leg time has elapsed. Add the control point to your flight plan and note at which time you ought to fly over it. If during the flight you notice that you're 30 seconds late with flying over the bridge you need to increase your speed a bit to compensate for the rest of the leg.<br /> <br /> ===Example Flight plan===<br /> {| class=&quot;wikitable&quot;<br /> |+ Caption text<br /> |-<br /> ! Waypoint !! Latitude !! Longitude !! Description !! True Track !! Magnetic Track !! Magnetic Heading !! Leg time !! Total Time<br /> |-<br /> | Start || N42°11’58” || E42°42’02” ||Railroad bridge, east of Kutaisi Exit east || 270 || 264 || 268 || 00:05:00 || 00:05:00<br /> |-<br /> | 1|| N42°06’33” || E43°02’42” || Road bridge, just south of a railway crossing ||243 ||237 ||241 ||00:07:30 || 00:12:30<br /> |}<br /> <br /> <br /> <br /> <br /> ==Follow-up during flight==<br /> <br /> WIP<br /> <br /> <br /> <br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====Online E6B Flight Computer====<br /> https://e6bx.com/e6b/</div>

Knugen https://wiki.masterarms.se//index.php?title=VFR_Navigation&diff=173 2021-03-29T13:05:29Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Aviation Guides]] &gt;&gt; [[VFR Navigation]]''<br /> <br /> WIP<br /> <br /> VFR, or Visual Flight Rules, is flying &amp; navigating by terrain, landmarks or other visual features outside the aircraft. This guide is intended to help new players with mastering this skill. The guide is divided into three parts - Navigation basics, Flight planning and Follow-up during flight. Flight planning is the planning performed before starting the flight, and follow-up covers methods for continuously verifying that you are where you are meant to be once underway. <br /> <br /> ==Navigation basics==<br /> ===Speed terms===<br /> There are several different methods for qualifying an aircraft's speed relative to the air<br /> '''Indicated Air Speed (IAS)''' is the uncorrected speed which is displayed on an aircraft's airspeed indicator. Multiple factors affect either the air itself or the airspeed instrument causing this airspeed to, genereally speaking, not actually match the aircraft's speed true speed relative to the air. The main error sources are Instrument error (Errors due to the construction / design of the cockpit instrument), Position error (When the positioning of the Pitot tube causes the pressure reading from which the airspeed is calculated to be inaccurate) and Density error (The airspeed instrument is calibrated for standard sea-level density, meaning that it will get less and less accurate as the measured air density decreases with increased altitude)<br /> <br /> '''Calibrated Air Speed (CAS)''' is the IAS but corrected for instrument and position errors. In real life the airplane manufacturer provides the pilot with the information required to convert IAS to CAS. In DCS this information is rarely inlcuded in manuals - if no information is provided, assume that IAS = CAS.<br /> <br /> '''EAS''' - Får gärna fyllas i av någon IRL-jet-nörd. Mvh// Flyger-aldrig-över-115-knop<br /> <br /> '''True Air Speed (TAS)''' is a measure of the aircrafts true speed relative to the air. This is calculated by taking the CAS and correcting for the density error. Some DCS aircraft provide you with the TAS automatically. Calculating the TAS manually can be done with a flight computer (see Resources heading at the bottom). Calculating your TAS manually requires known values for pressure altitude, which is simply the reading on your barometric altimeter with QNH entered as well as the outside air temperature (as the density of the air for a given altitude varies depending on the temperature). The temperature in DCS is generally speaking only given for sea level, so to calculate the temperature for a given altitude use the ISA standard temperature change of 2°C / 1000 feet or 6,5°C per 1000 Meters. ¨<br /> <br /> E.g. - if the Sea level temperature is +18°C and you're planning to fly at 8000 feet, the expected change in temperature is 2°C * 8 = -16°C. The outside air temperature is thus +2°C. <br /> <br /> '''Ground speed (GS)''', is the actual speed your aircraft is travelling relative to the ground. This is important for navigating as it is this speed we will be using for calculating how long it will take to fly our waypoints later. Ground speed is calculated by taking the true air speed and correcting this for wind. This calculation can be performed using a flight computer or the online E6B tool linked in the resources section.<br /> <br /> To perform the calculation, start by entering the true course in the course field. Enter the True Air Speed in the next field. Enter the Wind direction (Where the wind is coming from) and the wind speed and read the wind correction angle below. This angle is the amount of degrees you'll have to add or subtract from your course in order to compensate for wind. You'll now be able to read the ground speed below the Wind correction angle.<br /> <br /> Note 1: Since the only source of variation between TAS &amp; GS is the wind, TAS &amp; GS will be equal if flying with no vind<br /> Note 2: In DCS, unlike in real life, the wind strength and direction is constant within the same mission. You will still need to calculate the wind correction angle for each leg as the heading of your aircraft relative to the wind affects the WCA. <br /> <br /> ===Course terms===<br /> Courses are given relative to one of three sources - True (Relative to the geographic, or true, north pole), Magnetic (Relative to the magnetic north pole) or compass (Relative to the north pole of the magnetic field which the compass is picking up). In real life compass north deviates from magnetic north due to metallic objects in the airplane interfering with the magnetic field of Earth. To my knowledge this is not modelled in DCS, so focus on understanding True and Magnetic. <br /> <br /> Different terms are used for describing various angular differences.<br /> Track is the angular difference between two points on the map. True track is defined using true north as a reference and Magnetic Track is defined using Magnetic north.<br /> <br /> Heading, or course, is the angular difference between your chosen source of reference and which angle your aircraft is currently pointing. <br /> <br /> Bearing is the angular difference between your aircraft and another object - aircraft, bullseye, terrain or something else. True bearing is relative to true north and magnetic bearing is relative to magnetic north. <br /> <br /> ===Wind correction angle===<br /> Calculating the WCA is covered in the speed terms section above. <br /> <br /> ===Compass Magnetism===<br /> North on most maps is pointing directly towards the geographic north pole. North on an aircrafts magnetic compass is pointing towards the magnetic south pole, which is actually located in the northern hemisphere. The Geographic North Pole and the Magnetic South Pole are not located at the same point, meaning that a compass will not point to true north. The difference between true north and magnetic north for a given location on Earth is called variation and is expressed in either degrees west / east or degrees +/-. The variation for Caucasus is +6°, or E6. <br /> <br /> When we make our flight plans using the F10 map we are plotting tracks in relation to true north, but when we then fly these headings (assuming your aircraft isn't displaying true north) you are using magnetic north. You must therefore add or subtract the variation to the magnetic course reading in order to correct for the variation.<br /> <br /> For example, if you're flying a waypoint leg in Caucasus with True Track = 360° and Variation is +6°, you should make fly a magnetic course 354° to compensate. <br /> <br /> ===Time, speed and distance calculations===<br /> <br /> Calculating the time to fly a leg, the distance of a leg or the speed required to fly a leg of a given distance at a given time is made easy wit the SVT-triangle. S stands for Sträcka (Distance), V stands for Velocity (Fart) and T stands for Tid (Time). For as long as two values are known, the third is calculated using the formula in the image below. Simply remove the variable you want to solve for and follow the formula for the remaining two.<br /> <br /> [[Fil:SVTTriangle.jpeg]]<br /> <br /> Examples:<br /> If S = 300 NMI and V= 415 knots, what is T? (How long does it take to fly a given distance at a given speed)<br /> Answer: We remove T and find that the formula now states S/V. 300/415 = 0,722. This is the time required expressed in decimal format. To convert this to hours:minutes, simply carry over the hours and multiply everything right of the decimal with 60. 0,722 * 60 = 43,32. Flying this leg will take zero hours, 43 minutes and 32 seconds (00:43:32).<br /> <br /> If S = 25 NMI and T = 15 minutes, what is V? (Which speed do I have to maintain to fly a given distance at a given time)<br /> Answer: First convert 15 minutes to decimal format. Again we carry over the hours but we now divide everything right of the decimal with 60. 15/60 = 0,25. We can now perform the speed calculation. Remvoing V the formula now says S/T. 25/0,25 = 100. To fly this leg in 15 minutes we require a ground speed of 100 knots.<br /> <br /> If V = 215 knots and T = 25 minutes, what is S? (If I fly a given speed at a given time, how far will I travel?<br /> Answer: Again we convert time to decimal - 25/60 = 0,416. Solving for distance we remove S from the triangle and find the formula to be V*T. 215*0,416 = 89,44. We will travel 89,44 nautical miles in 25 minutes at 215 knots.<br /> <br /> '''Practice questions'''<br /> 1. If S = 73 and V = 215, what is T?<br /> 2. If S = 428 and T = 01:15, what is V?<br /> 3. If V = 317 and T = 00:45:30, what is S?<br /> <br /> <br /> ==Flight planning==<br /> Start by marking your initial point and your destination on the map. Continue by marking waypoints along the route at reasonable intervals. These waypoints act as control points, allowing you to verify that you are flying where you've intended and allowing you to correct and errors before they accumulate too much. I would recommend no more than 20NMI between each waypoint. Generally speaking, shorter legs makes it less likely that you'll get lost, but will also mean that more work is required during the planning phase.<br /> <br /> Once you have all your waypoints marked, plot the true track between them. This is the true track. Enter this into your flight plan for each leg. Now add or subtract the magnetic variation to get the magnetic track for each leg. Decide upon a desired altitude for each waypoint. <br /> <br /> Next we'll be calculating the magnetic heading, i.e. the course you will be aiming for when flying. Start by deciding upon a certain IAS you want to use for your flight. You can alternate different IAS for different legs to make it more challenging. Once you have that IAS, carry it over to CAS and use that in combination with the outside air temperature and waypoint altitude to calculate your TAS. Now use your CAS and use that in combination with the true track &amp; wind information to calculate your wind correction angle and your ground speed. This step will have to be re-done for every waypoint leg (assuming the track is different between them).<br /> <br /> For each individual leg, add or subtract the wind correction angle to the magnetic heading and enter the ground speed into your flight plan. Use this ground speed to calculate how long it will take to fly the leg (leg time) as well as an accumulated total time (the sum of all leg times up to that waypoint).<br /> <br /> This is all the core information you require to succesfully navigate from point A to B without crutches such as GPS, NDBs, Tacan etc. Remember that the better and more thorough your flight plan, the easier it will be to perform the flight once in the aircraft. <br /> <br /> This guide has not covered control points. These are not proper waypoints but points of interest along your track which are meant to help you verify that you are on-track, such as a bridge, lake or other geographic feature easily seen from the cockpit. I generally find that these aren't required for a waypoint interval of roughly 20nm, but depending on the terrain these may still be a good idea. To add a control point to your flight plan, first measure how far into the leg you should cross it. If you for example cross a bridge 40% of the distance between WP1 and 2, you should reasonably expect to cross that bridge after 40% of your leg time has elapsed. Add the control point to your flight plan and note at which time you ought to fly over it. If during the flight you notice that you're 30 seconds late with flying over the bridge you need to increase your speed a bit to compensate for the rest of the leg.<br /> <br /> ===Example Flight plan===<br /> {| class=&quot;wikitable&quot;<br /> |+ Caption text<br /> |-<br /> ! Waypoint !! Latitude !! Longitude !! Description !! True Track !! Magnetic Track !! Magnetic Heading !! Leg time !! Total Time<br /> |-<br /> | Start || N42°11’58” || E42°42’02” ||Railroad bridge, east of Kutaisi Exit east || 270 || 264 || 268 || 00:05:00 || 00:05:00<br /> |-<br /> | 1|| N42°06’33” || E43°02’42” || Road bridge, just south of a railway crossing ||243 ||237 ||241 ||00:07:30 || 00:12:30<br /> |}<br /> <br /> <br /> <br /> <br /> ==Follow-up during flight==<br /> <br /> WIP<br /> <br /> <br /> <br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====Online E6B Flight Computer====<br /> https://e6bx.com/e6b/</div>

Knugen https://wiki.masterarms.se//index.php?title=VFR_Navigation&diff=172 2021-03-29T13:02:35Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Aviation Guides]] &gt;&gt; [[VFR Navigation]]''<br /> <br /> WIP<br /> <br /> VFR, or Visual Flight Rules, is flying &amp; navigating by terrain, landmarks or other visual features outside the aircraft. This guide is intended to help new players with mastering this skill. The guide is divided into three parts - Navigation basics, Flight planning and Follow-up during flight. Flight planning is the planning performed before starting the flight, and follow-up covers methods for continuously verifying that you are where you are meant to be once underway. <br /> <br /> ==Navigation basics==<br /> ===Speed terms===<br /> There are several different methods for qualifying an aircraft's speed relative to the air<br /> '''Indicated Air Speed (IAS)''' is the uncorrected speed which is displayed on an aircraft's airspeed indicator. Multiple factors affect either the air itself or the airspeed instrument causing this airspeed to, genereally speaking, not actually match the aircraft's speed true speed relative to the air. The main error sources are Instrument error (Errors due to the construction / design of the cockpit instrument), Position error (When the positioning of the Pitot tube causes the pressure reading from which the airspeed is calculated to be inaccurate) and Density error (The airspeed instrument is calibrated for standard sea-level density, meaning that it will get less and less accurate as the measured air density decreases with increased altitude)<br /> <br /> '''Calibrated Air Speed (CAS)''' is the IAS but corrected for instrument and position errors. In real life the airplane manufacturer provides the pilot with the information required to convert IAS to CAS. In DCS this information is rarely inlcuded in manuals - if no information is provided, assume that IAS = CAS.<br /> <br /> '''EAS''' - Får gärna fyllas i av någon IRL-jet-nörd. Mvh// Flyger-aldrig-över-115-knop<br /> <br /> '''True Air Speed (TAS)''' is a measure of the aircrafts true speed relative to the air. This is calculated by taking the CAS and correcting for the density error. Some DCS aircraft provide you with the TAS automatically. Calculating the TAS manually can be done with a flight computer (see Resources heading at the bottom). Calculating your TAS manually requires known values for pressure altitude, which is simply the reading on your barometric altimeter with QNH entered as well as the outside air temperature (as the density of the air for a given altitude varies depending on the temperature). The temperature in DCS is generally speaking only given for sea level, so to calculate the temperature for a given altitude use the ISA standard temperature change of 2°C / 1000 feet or 6,5°C per 1000 Meters. ¨<br /> <br /> E.g. - if the Sea level temperature is +18°C and you're planning to fly at 8000 feet, the expected change in temperature is 2°C * 8 = -16°C. The outside air temperature is thus +2°C. <br /> <br /> '''Ground speed (GS)''', is the actual speed your aircraft is travelling relative to the ground. This is important for navigating as it is this speed we will be using for calculating how long it will take to fly our waypoints later. Ground speed is calculated by taking the true air speed and correcting this for wind. This calculation can be performed using a flight computer or the online E6B tool linked in the resources section.<br /> <br /> To perform the calculation, start by entering the true course in the course field. Enter the True Air Speed in the next field. Enter the Wind direction (Where the wind is coming from) and the wind speed and read the wind correction angle below. This angle is the amount of degrees you'll have to add or subtract from your course in order to compensate for wind. You'll now be able to read the ground speed below the Wind correction angle.<br /> <br /> Note 1: Since the only source of variation between TAS &amp; GS is the wind, TAS &amp; GS will be equal if flying with no vind<br /> Note 2: In DCS, unlike in real life, the wind strength and direction is constant within the same mission. You will still need to calculate the wind correction angle for each leg as the heading of your aircraft relative to the wind affects the WCA. <br /> <br /> ===Course terms===<br /> Courses are given relative to one of three sources - True (Relative to the geographic, or true, north pole), Magnetic (Relative to the magnetic north pole) or compass (Relative to the north pole of the magnetic field which the compass is picking up). In real life compass north deviates from magnetic north due to metallic objects in the airplane interfering with the magnetic field of Earth. To my knowledge this is not modelled in DCS, so focus on understanding True and Magnetic. <br /> <br /> Different terms are used for describing various angular differences.<br /> Track is the angular difference between two points on the map. True track is defined using true north as a reference and Magnetic Track is defined using Magnetic north.<br /> <br /> Heading, or course, is the angular difference between your chosen source of reference and which angle your aircraft is currently pointing. <br /> <br /> Bearing is the angular difference between your aircraft and another object - aircraft, bullseye, terrain or something else. True bearing is relative to true north and magnetic bearing is relative to magnetic north. <br /> <br /> ===Wind correction angle===<br /> Calculating the WCA is covered in the speed terms section above. <br /> <br /> ===Compass Magnetism===<br /> North on most maps is pointing directly towards the geographic north pole. North on an aircrafts magnetic compass is pointing towards the magnetic south pole, which is actually located in the northern hemisphere. The Geographic North Pole and the Magnetic South Pole are not located at the same point, meaning that a compass will not point to true north. The difference between true north and magnetic north for a given location on Earth is called variation and is expressed in either degrees west / east or degrees +/-. The variation for Caucasus is +6°, or E6. <br /> <br /> When we make our flight plans using the F10 map we are plotting tracks in relation to true north, but when we then fly these headings (assuming your aircraft isn't displaying true north) you are using magnetic north. You must therefore add or subtract the variation to the magnetic course reading in order to correct for the variation.<br /> <br /> For example, if you're flying a waypoint leg in Caucasus with True Track = 360° and Variation is +6°, you should make fly a magnetic course 354° to compensate. <br /> <br /> ===Time, speed and distance calculations===<br /> <br /> Calculating the time to fly a leg, the distance of a leg or the speed required to fly a leg of a given distance at a given time is made easy wit the SVT-triangle. S stands for Sträcka (Distance), V stands for Velocity (Fart) and T stands for Tid (Time). For as long as two values are known, the third is calculated using the formula in the image below. Simply remove the variable you want to solve for and follow the formula for the remaining two.<br /> <br /> [[Fil:SVTTriangle.jpeg]]<br /> <br /> Examples:<br /> If S = 300 NMI and V= 415 knots, what is T? (How long does it take to fly a given distance at a given speed)<br /> Answer: We remove T and find that the formula now states S/V. 300/415 = 0,722. This is the time required expressed in decimal format. To convert this to hours:minutes, simply carry over the hours and multiply everything right of the decimal with 60. 0,722 * 60 = 43,32. Flying this leg will take zero hours, 43 minutes and 32 seconds (00:43:32).<br /> <br /> If S = 25 NMI and T = 15 minutes, what is V? (Which speed do I have to maintain to fly a given distance at a given time)<br /> Answer: First convert 15 minutes to decimal format. Again we carry over the hours but we now divide everything right of the decimal with 60. 15/60 = 0,25. We can now perform the speed calculation. Remvoing V the formula now says S/T. 25/0,25 = 100. To fly this leg in 15 minutes we require a ground speed of 100 knots.<br /> <br /> If V = 215 knots and T = 25 minutes, what is S? (If I fly a given speed at a given time, how far will I travel?<br /> Answer: Again we convert time to decimal - 25/60 = 0,416. Solving for distance we remove S from the triangle and find the formula to be V*T. 215*0,416 = 89,44. We will travel 89,44 nautical miles in 25 minutes at 215 knots.<br /> <br /> <br /> ==Flight planning==<br /> Start by marking your initial point and your destination on the map. Continue by marking waypoints along the route at reasonable intervals. These waypoints act as control points, allowing you to verify that you are flying where you've intended and allowing you to correct and errors before they accumulate too much. I would recommend no more than 20NMI between each waypoint. Generally speaking, shorter legs makes it less likely that you'll get lost, but will also mean that more work is required during the planning phase.<br /> <br /> Once you have all your waypoints marked, plot the true track between them. This is the true track. Enter this into your flight plan for each leg. Now add or subtract the magnetic variation to get the magnetic track for each leg. Decide upon a desired altitude for each waypoint. <br /> <br /> Next we'll be calculating the magnetic heading, i.e. the course you will be aiming for when flying. Start by deciding upon a certain IAS you want to use for your flight. You can alternate different IAS for different legs to make it more challenging. Once you have that IAS, carry it over to CAS and use that in combination with the outside air temperature and waypoint altitude to calculate your TAS. Now use your CAS and use that in combination with the true track &amp; wind information to calculate your wind correction angle and your ground speed. This step will have to be re-done for every waypoint leg (assuming the track is different between them).<br /> <br /> For each individual leg, add or subtract the wind correction angle to the magnetic heading and enter the ground speed into your flight plan. Use this ground speed to calculate how long it will take to fly the leg (leg time) as well as an accumulated total time (the sum of all leg times up to that waypoint).<br /> <br /> This is all the core information you require to succesfully navigate from point A to B without crutches such as GPS, NDBs, Tacan etc. Remember that the better and more thorough your flight plan, the easier it will be to perform the flight once in the aircraft. <br /> <br /> This guide has not covered control points. These are not proper waypoints but points of interest along your track which are meant to help you verify that you are on-track, such as a bridge, lake or other geographic feature easily seen from the cockpit. I generally find that these aren't required for a waypoint interval of roughly 20nm, but depending on the terrain these may still be a good idea. To add a control point to your flight plan, first measure how far into the leg you should cross it. If you for example cross a bridge 40% of the distance between WP1 and 2, you should reasonably expect to cross that bridge after 40% of your leg time has elapsed. Add the control point to your flight plan and note at which time you ought to fly over it. If during the flight you notice that you're 30 seconds late with flying over the bridge you need to increase your speed a bit to compensate for the rest of the leg.<br /> <br /> ===Example Flight plan===<br /> {| class=&quot;wikitable&quot;<br /> |+ Caption text<br /> |-<br /> ! Waypoint !! Latitude !! Longitude !! Description !! True Track !! Magnetic Track !! Magnetic Heading !! Leg time !! Total Time<br /> |-<br /> | Start || N42°11’58” || E42°42’02” ||Railroad bridge, east of Kutaisi Exit east || 270 || 264 || 268 || 00:05:00 || 00:05:00<br /> |-<br /> | 1|| N42°06’33” || E43°02’42” || Road bridge, just south of a railway crossing ||243 ||237 ||241 ||00:07:30 || 00:12:30<br /> |}<br /> <br /> <br /> <br /> <br /> ==Follow-up during flight==<br /> <br /> WIP<br /> <br /> <br /> <br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====Online E6B Flight Computer====<br /> https://e6bx.com/e6b/</div>

Knugen https://wiki.masterarms.se//index.php?title=VFR_Navigation&diff=171 2021-03-29T13:00:53Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Aviation Guides]] &gt;&gt; [[VFR Navigation]]''<br /> <br /> WIP<br /> <br /> VFR, or Visual Flight Rules, is flying &amp; navigating by terrain, landmarks or other visual features outside the aircraft. This guide is intended to help new players with mastering this skill. The guide is divided into three parts - Navigation basics, Flight planning and Follow-up during flight. Flight planning is the planning performed before starting the flight, and follow-up covers methods for continuously verifying that you are where you are meant to be once underway. <br /> <br /> ==Navigation basics==<br /> ===Speed terms===<br /> There are several different methods for qualifying an aircraft's speed relative to the air<br /> '''Indicated Air Speed (IAS)''' is the uncorrected speed which is displayed on an aircraft's airspeed indicator. Multiple factors affect either the air itself or the airspeed instrument causing this airspeed to, genereally speaking, not actually match the aircraft's speed true speed relative to the air. The main error sources are Instrument error (Errors due to the construction / design of the cockpit instrument), Position error (When the positioning of the Pitot tube causes the pressure reading from which the airspeed is calculated to be inaccurate) and Density error (The airspeed instrument is calibrated for standard sea-level density, meaning that it will get less and less accurate as the measured air density decreases with increased altitude)<br /> <br /> '''Calibrated Air Speed (CAS)''' is the IAS but corrected for instrument and position errors. In real life the airplane manufacturer provides the pilot with the information required to convert IAS to CAS. In DCS this information is rarely inlcuded in manuals - if no information is provided, assume that IAS = CAS.<br /> <br /> '''EAS''' - Får gärna fyllas i av någon IRL-jet-nörd. Mvh// Flyger-aldrig-över-115-knop<br /> <br /> '''True Air Speed (TAS)''' is a measure of the aircrafts true speed relative to the air. This is calculated by taking the CAS and correcting for the density error. Some DCS aircraft provide you with the TAS automatically. Calculating the TAS manually can be done with a flight computer (see Resources heading at the bottom). Calculating your TAS manually requires known values for pressure altitude, which is simply the reading on your barometric altimeter with QNH entered as well as the outside air temperature (as the density of the air for a given altitude varies depending on the temperature). The temperature in DCS is generally speaking only given for sea level, so to calculate the temperature for a given altitude use the ISA standard temperature change of 2°C / 1000 feet or 6,5°C per 1000 Meters. ¨<br /> <br /> E.g. - if the Sea level temperature is +18°C and you're planning to fly at 8000 feet, the expected change in temperature is 2°C * 8 = -16°C. The outside air temperature is thus +2°C. <br /> <br /> '''Ground speed (GS)''', is the actual speed your aircraft is travelling relative to the ground. This is important for navigating as it is this speed we will be using for calculating how long it will take to fly our waypoints later. Ground speed is calculated by taking the true air speed and correcting this for wind. This calculation can be performed using a flight computer or the online E6B tool linked in the resources section.<br /> <br /> To perform the calculation, start by entering the true course in the course field. Enter the True Air Speed in the next field. Enter the Wind direction (Where the wind is coming from) and the wind speed and read the wind correction angle below. This angle is the amount of degrees you'll have to add or subtract from your course in order to compensate for wind. You'll now be able to read the ground speed below the Wind correction angle.<br /> <br /> Note 1: Since the only source of variation between TAS &amp; GS is the wind, TAS &amp; GS will be equal if flying with no vind<br /> Note 2: In DCS, unlike in real life, the wind strength and direction is constant within the same mission. You will still need to calculate the wind correction angle for each leg as the heading of your aircraft relative to the wind affects the WCA. <br /> <br /> ===Course terms===<br /> Courses are given relative to one of three sources - True (Relative to the geographic, or true, north pole), Magnetic (Relative to the magnetic north pole) or compass (Relative to the north pole of the magnetic field which the compass is picking up). In real life compass north deviates from magnetic north due to metallic objects in the airplane interfering with the magnetic field of Earth. To my knowledge this is not modelled in DCS, so focus on understanding True and Magnetic. <br /> <br /> Different terms are used for describing various angular differences.<br /> Track is the angular difference between two points on the map. True track is defined using true north as a reference and Magnetic Track is defined using Magnetic north.<br /> <br /> Heading, or course, is the angular difference between your chosen source of reference and which angle your aircraft is currently pointing. <br /> <br /> Bearing is the angular difference between your aircraft and another object - aircraft, bullseye, terrain or something else. True bearing is relative to true north and magnetic bearing is relative to magnetic north. <br /> <br /> ===Wind correction angle===<br /> Calculating the WCA is covered in the speed terms section above. <br /> <br /> ===Compass Magnetism===<br /> North on most maps is pointing directly towards the geographic north pole. North on an aircrafts magnetic compass is pointing towards the magnetic south pole, which is actually located in the northern hemisphere. The Geographic North Pole and the Magnetic South Pole are not located at the same point, meaning that a compass will not point to true north. The difference between true north and magnetic north for a given location on Earth is called variation and is expressed in either degrees west / east or degrees +/-. The variation for Caucasus is +6°, or E6. <br /> <br /> When we make our flight plans using the F10 map we are plotting tracks in relation to true north, but when we then fly these headings (assuming your aircraft isn't displaying true north) you are using magnetic north. You must therefore add or subtract the variation to the magnetic course reading in order to correct for the variation.<br /> <br /> For example, if you're flying a waypoint leg in Caucasus with True Track = 360° and Variation is +6°, you should make fly a magnetic course 354° to compensate. <br /> <br /> ===Time, speed and distance calculations===<br /> <br /> Calculating the time to fly a leg, the distance of a leg or the speed required to fly a leg of a given distance at a given time is made easy wit the SVT-triangle. S stands for Sträcka (Distance), V stands for Velocity (Fart) and T stands for Tid (Time). For as long as two values are known, the third is calculated using the formula in the image below. Simply remove the variable you want to solve for and follow the formula for the remaining two.<br /> <br /> [[Fil:SVTTriangle.jpeg]]<br /> <br /> Examples:<br /> If S = 300 NMI and V= 415 knots, what is T? (How long does it take to fly a given distance at a given speed)<br /> Answer: We remove T and find that the formula now states S/V. 300/415 = 0,722. This is the time required expressed in decimal format. To convert this to hours:minutes, simply carry over the hours and multiply everything right of the decimal with 60. 0,722 * 60 = 43,32. Flying this leg will take zero hours, 43 minutes and 32 seconds (00:43:32).<br /> <br /> If S = 25 NMI and T = 15 minutes, what is V? (Which speed do I have to maintain to fly a given distance at a given time)<br /> Answer: First convert 15 minutes to decimal format. Again we carry over the hours but we now divide everything right of the decimal with 60. 15/60 = 0,25. We can now perform the speed calculation. Remvoing V the formula now says S/T. 25/0,25 = 100. To fly this leg in 15 minutes we require a ground speed of 100 knots.<br /> <br /> If V = 215 knots and T = 25 minutes, what is S? (If I fly a given speed at a given time, how far will I travel?<br /> Answer: Again we convert time to decimal - 25/60 = 0,416. Solving for distance we remove S from the triangle and find the formula to be V*T. 215*0,416 = 89,44. We will travel 89,44 nautical miles in 25 minutes at 215 knots.<br /> <br /> <br /> ==Flight planning==<br /> Start by marking your initial point and your destination on the map. Continue by marking waypoints along the route at reasonable intervals. These waypoints act as control points, allowing you to verify that you are flying where you've intended and allowing you to correct and errors before they accumulate too much. I would recommend no more than 20NMI between each waypoint. Generally speaking, shorter legs makes it less likely that you'll get lost, but will also mean that more work is required during the planning phase.<br /> <br /> Once you have all your waypoints marked, plot the true track between them. This is the true track. Enter this into your flight plan for each leg. Now add or subtract the magnetic variation to get the magnetic track for each leg. Decide upon a desired altitude for each waypoint. <br /> <br /> Next we'll be calculating the magnetic heading, i.e. the course you will be aiming for when flying. Start by deciding upon a certain IAS you want to use for your flight. You can alternate different IAS for different legs to make it more challenging. Once you have that IAS, carry it over to CAS and use that in combination with the outside air temperature and waypoint altitude to calculate your TAS. Now use your CAS and use that in combination with the true track &amp; wind information to calculate your wind correction angle and your ground speed. This step will have to be re-done for every waypoint leg (assuming the track is different between them).<br /> <br /> For each individual leg, add or subtract the wind correction angle to the magnetic heading and enter the ground speed into your flight plan. Use this ground speed to calculate how long it will take to fly the leg (leg time) as well as an accumulated total time (the sum of all leg times up to that waypoint).<br /> <br /> This is all the core information you require to succesfully navigate from point A to B without crutches such as GPS, NDBs, Tacan etc. Remember that the better and more thorough your flight plan, the easier it will be to perform the flight once in the aircraft. <br /> <br /> This guide has not covered control points. These are not proper waypoints but points of interest along your track which are meant to help you verify that you are on-track, such as a bridge, lake or other geographic feature easily seen from the cockpit. I generally find that these aren't required for a waypoint interval of roughly 20nm, but depending on the terrain these may still be a good idea. To add a control point to your flight plan, first measure how far into the leg you should cross it. If you for example cross a bridge 40% of the distance between WP1 and 2, you should reasonably expect to cross that bridge after 40% of your leg time has elapsed. Add the control point to your flight plan and note at which time you ought to fly over it. If during the flight you notice that you're 30 seconds late with flying over the bridge you need to increase your speed a bit to compensate for the rest of the leg.<br /> <br /> ===Example Flight plan===<br /> {| class=&quot;wikitable&quot;<br /> |+ Caption text<br /> |-<br /> ! Waypoint !! Latitude !! Longitude !! Description !! True Track !! Magnetic Track !! Magnetic Heading !! Leg time !! Total Time !!<br /> |-<br /> | 1|| N42°11’58” || E42°42’02” ||Railroad bridge, east of Kutaisi Exit east || 270 || 264 || 268 || 00:05:00 || 00:05:00<br /> |-<br /> | 2|| Example || Example<br /> |-<br /> | 3|| Example || Example<br /> |}<br /> <br /> <br /> ==Follow-up during flight==<br /> <br /> WIP<br /> <br /> <br /> <br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====Online E6B Flight Computer====<br /> https://e6bx.com/e6b/</div>

Knugen https://wiki.masterarms.se//index.php?title=VFR_Navigation&diff=170 2021-03-29T12:58:22Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Aviation Guides]] &gt;&gt; [[VFR Navigation]]''<br /> <br /> WIP<br /> <br /> VFR, or Visual Flight Rules, is flying &amp; navigating by terrain, landmarks or other visual features outside the aircraft. This guide is intended to help new players with mastering this skill. The guide is divided into three parts - Navigation basics, Flight planning and Follow-up during flight. Flight planning is the planning performed before starting the flight, and follow-up covers methods for continuously verifying that you are where you are meant to be once underway. <br /> <br /> ==Navigation basics==<br /> ===Speed terms===<br /> There are several different methods for qualifying an aircraft's speed relative to the air<br /> '''Indicated Air Speed (IAS)''' is the uncorrected speed which is displayed on an aircraft's airspeed indicator. Multiple factors affect either the air itself or the airspeed instrument causing this airspeed to, genereally speaking, not actually match the aircraft's speed true speed relative to the air. The main error sources are Instrument error (Errors due to the construction / design of the cockpit instrument), Position error (When the positioning of the Pitot tube causes the pressure reading from which the airspeed is calculated to be inaccurate) and Density error (The airspeed instrument is calibrated for standard sea-level density, meaning that it will get less and less accurate as the measured air density decreases with increased altitude)<br /> <br /> '''Calibrated Air Speed (CAS)''' is the IAS but corrected for instrument and position errors. In real life the airplane manufacturer provides the pilot with the information required to convert IAS to CAS. In DCS this information is rarely inlcuded in manuals - if no information is provided, assume that IAS = CAS.<br /> <br /> '''EAS''' - Får gärna fyllas i av någon IRL-jet-nörd. Mvh// Flyger-aldrig-över-115-knop<br /> <br /> '''True Air Speed (TAS)''' is a measure of the aircrafts true speed relative to the air. This is calculated by taking the CAS and correcting for the density error. Some DCS aircraft provide you with the TAS automatically. Calculating the TAS manually can be done with a flight computer (see Resources heading at the bottom). Calculating your TAS manually requires known values for pressure altitude, which is simply the reading on your barometric altimeter with QNH entered as well as the outside air temperature (as the density of the air for a given altitude varies depending on the temperature). The temperature in DCS is generally speaking only given for sea level, so to calculate the temperature for a given altitude use the ISA standard temperature change of 2°C / 1000 feet or 6,5°C per 1000 Meters. ¨<br /> <br /> E.g. - if the Sea level temperature is +18°C and you're planning to fly at 8000 feet, the expected change in temperature is 2°C * 8 = -16°C. The outside air temperature is thus +2°C. <br /> <br /> '''Ground speed (GS)''', is the actual speed your aircraft is travelling relative to the ground. This is important for navigating as it is this speed we will be using for calculating how long it will take to fly our waypoints later. Ground speed is calculated by taking the true air speed and correcting this for wind. This calculation can be performed using a flight computer or the online E6B tool linked in the resources section.<br /> <br /> To perform the calculation, start by entering the true course in the course field. Enter the True Air Speed in the next field. Enter the Wind direction (Where the wind is coming from) and the wind speed and read the wind correction angle below. This angle is the amount of degrees you'll have to add or subtract from your course in order to compensate for wind. You'll now be able to read the ground speed below the Wind correction angle.<br /> <br /> Note 1: Since the only source of variation between TAS &amp; GS is the wind, TAS &amp; GS will be equal if flying with no vind<br /> Note 2: In DCS, unlike in real life, the wind strength and direction is constant within the same mission. You will still need to calculate the wind correction angle for each leg as the heading of your aircraft relative to the wind affects the WCA. <br /> <br /> ===Course terms===<br /> Courses are given relative to one of three sources - True (Relative to the geographic, or true, north pole), Magnetic (Relative to the magnetic north pole) or compass (Relative to the north pole of the magnetic field which the compass is picking up). In real life compass north deviates from magnetic north due to metallic objects in the airplane interfering with the magnetic field of Earth. To my knowledge this is not modelled in DCS, so focus on understanding True and Magnetic. <br /> <br /> Different terms are used for describing various angular differences.<br /> Track is the angular difference between two points on the map. True track is defined using true north as a reference and Magnetic Track is defined using Magnetic north.<br /> <br /> Heading, or course, is the angular difference between your chosen source of reference and which angle your aircraft is currently pointing. <br /> <br /> Bearing is the angular difference between your aircraft and another object - aircraft, bullseye, terrain or something else. True bearing is relative to true north and magnetic bearing is relative to magnetic north. <br /> <br /> ===Wind correction angle===<br /> Calculating the WCA is covered in the speed terms section above. <br /> <br /> ===Compass Magnetism===<br /> North on most maps is pointing directly towards the geographic north pole. North on an aircrafts magnetic compass is pointing towards the magnetic south pole, which is actually located in the northern hemisphere. The Geographic North Pole and the Magnetic South Pole are not located at the same point, meaning that a compass will not point to true north. The difference between true north and magnetic north for a given location on Earth is called variation and is expressed in either degrees west / east or degrees +/-. The variation for Caucasus is +6°, or E6. <br /> <br /> When we make our flight plans using the F10 map we are plotting tracks in relation to true north, but when we then fly these headings (assuming your aircraft isn't displaying true north) you are using magnetic north. You must therefore add or subtract the variation to the magnetic course reading in order to correct for the variation.<br /> <br /> For example, if you're flying a waypoint leg in Caucasus with True Track = 360° and Variation is +6°, you should make fly a magnetic course 354° to compensate. <br /> <br /> ===Time, speed and distance calculations===<br /> <br /> Calculating the time to fly a leg, the distance of a leg or the speed required to fly a leg of a given distance at a given time is made easy wit the SVT-triangle. S stands for Sträcka (Distance), V stands for Velocity (Fart) and T stands for Tid (Time). For as long as two values are known, the third is calculated using the formula in the image below. Simply remove the variable you want to solve for and follow the formula for the remaining two.<br /> <br /> [[Fil:SVTTriangle.jpeg]]<br /> <br /> Examples:<br /> If S = 300 NMI and V= 415 knots, what is T? (How long does it take to fly a given distance at a given speed)<br /> Answer: We remove T and find that the formula now states S/V. 300/415 = 0,722. This is the time required expressed in decimal format. To convert this to hours:minutes, simply carry over the hours and multiply everything right of the decimal with 60. 0,722 * 60 = 43,32. Flying this leg will take zero hours, 43 minutes and 32 seconds (00:43:32).<br /> <br /> If S = 25 NMI and T = 15 minutes, what is V? (Which speed do I have to maintain to fly a given distance at a given time)<br /> Answer: First convert 15 minutes to decimal format. Again we carry over the hours but we now divide everything right of the decimal with 60. 15/60 = 0,25. We can now perform the speed calculation. Remvoing V the formula now says S/T. 25/0,25 = 100. To fly this leg in 15 minutes we require a ground speed of 100 knots.<br /> <br /> If V = 215 knots and T = 25 minutes, what is S? (If I fly a given speed at a given time, how far will I travel?<br /> Answer: Again we convert time to decimal - 25/60 = 0,416. Solving for distance we remove S from the triangle and find the formula to be V*T. 215*0,416 = 89,44. We will travel 89,44 nautical miles in 25 minutes at 215 knots.<br /> <br /> <br /> ==Flight planning==<br /> Start by marking your initial point and your destination on the map. Continue by marking waypoints along the route at reasonable intervals. These waypoints act as control points, allowing you to verify that you are flying where you've intended and allowing you to correct and errors before they accumulate too much. I would recommend no more than 20NMI between each waypoint. Generally speaking, shorter legs makes it less likely that you'll get lost, but will also mean that more work is required during the planning phase.<br /> <br /> Once you have all your waypoints marked, plot the true track between them. This is the true track. Enter this into your flight plan for each leg. Now add or subtract the magnetic variation to get the magnetic track for each leg. Decide upon a desired altitude for each waypoint. <br /> <br /> Next we'll be calculating the magnetic heading, i.e. the course you will be aiming for when flying. Start by deciding upon a certain IAS you want to use for your flight. You can alternate different IAS for different legs to make it more challenging. Once you have that IAS, carry it over to CAS and use that in combination with the outside air temperature and waypoint altitude to calculate your TAS. Now use your CAS and use that in combination with the true track &amp; wind information to calculate your wind correction angle and your ground speed. This step will have to be re-done for every waypoint leg (assuming the track is different between them).<br /> <br /> For each individual leg, add or subtract the wind correction angle to the magnetic heading and enter the ground speed into your flight plan. Use this ground speed to calculate how long it will take to fly the leg (leg time) as well as an accumulated total time (the sum of all leg times up to that waypoint).<br /> <br /> This is all the core information you require to succesfully navigate from point A to B without crutches such as GPS, NDBs, Tacan etc. Remember that the better and more thorough your flight plan, the easier it will be to perform the flight once in the aircraft. <br /> <br /> This guide has not covered control points. These are not proper waypoints but points of interest along your track which are meant to help you verify that you are on-track, such as a bridge, lake or other geographic feature easily seen from the cockpit. I generally find that these aren't required for a waypoint interval of roughly 20nm, but depending on the terrain these may still be a good idea. To add a control point to your flight plan, first measure how far into the leg you should cross it. If you for example cross a bridge 40% of the distance between WP1 and 2, you should reasonably expect to cross that bridge after 40% of your leg time has elapsed. Add the control point to your flight plan and note at which time you ought to fly over it. If during the flight you notice that you're 30 seconds late with flying over the bridge you need to increase your speed a bit to compensate for the rest of the leg.<br /> <br /> <br /> <br /> <br /> ==Follow-up during flight==<br /> <br /> WIP<br /> <br /> <br /> <br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====Online E6B Flight Computer====<br /> https://e6bx.com/e6b/</div>

Knugen https://wiki.masterarms.se//index.php?title=VFR_Navigation&diff=169 2021-03-29T12:56:26Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Aviation Guides]] &gt;&gt; [[VFR Navigation]]''<br /> <br /> WIP<br /> <br /> VFR, or Visual Flight Rules, is flying &amp; navigating by terrain, landmarks or other visual features outside the aircraft. This guide is intended to help new players with mastering this skill. The guide is divided into three parts - Navigation basics, Flight planning and Follow-up during flight. Flight planning is the planning performed before starting the flight, and follow-up covers methods for continuously verifying that you are where you are meant to be once underway. <br /> <br /> ==Navigation basics==<br /> ===Speed terms===<br /> There are several different methods for qualifying an aircraft's speed relative to the air<br /> Indicated Air Speed (IAS) is the uncorrected speed which is displayed on an aircraft's airspeed indicator. Multiple factors affect either the air itself or the airspeed instrument causing this airspeed to, genereally speaking, not actually match the aircraft's speed true speed relative to the air. The main error sources are Instrument error (Errors due to the construction / design of the cockpit instrument), Position error (When the positioning of the Pitot tube causes the pressure reading from which the airspeed is calculated to be inaccurate) and Density error (The airspeed instrument is calibrated for standard sea-level density, meaning that it will get less and less accurate as the measured air density decreases with increased altitude)<br /> <br /> Calibrated Air Speed (CAS) is the IAS but corrected for instrument and position errors. In real life the airplane manufacturer provides the pilot with the information required to convert IAS to CAS. In DCS this information is rarely inlcuded in manuals - if no information is provided, assume that IAS = CAS.<br /> <br /> EAS - Får gärna fyllas i av någon IRL-jet-nörd. Mvh// Flyger-aldrig-över-115-knop<br /> <br /> True Air Speed (TAS) is a measure of the aircrafts true speed relative to the air. This is calculated by taking the CAS and correcting for the density error. Some DCS aircraft provide you with the TAS automatically. Calculating the TAS manually can be done with a flight computer (see Resources heading at the bottom). Calculating your TAS manually requires known values for pressure altitude, which is simply the reading on your barometric altimeter with QNH entered as well as the outside air temperature (as the density of the air for a given altitude varies depending on the temperature). The temperature in DCS is generally speaking only given for sea level, so to calculate the temperature for a given altitude use the ISA standard temperature change of 2°C / 1000 feet or 6,5°C per 1000 Meters. ¨<br /> <br /> E.g. - if the Sea level temperature is +18°C and you're planning to fly at 8000 feet, the expected change in temperature is 2°C * 8 = -16°C. The outside air temperature is thus +2°C. <br /> <br /> Ground speed, or GS, is the actual speed your aircraft is travelling relative to the ground. This is important for navigating as it is this speed we will be using for calculating how long it will take to fly our waypoints later. Ground speed is calculated by taking the true air speed and correcting this for wind. This calculation can be performed using a flight computer or the online E6B tool linked in the resources section.<br /> <br /> To perform the calculation, start by entering the true course in the course field. Enter the True Air Speed in the next field. Enter the Wind direction (Where the wind is coming from) and the wind speed and read the wind correction angle below. This angle is the amount of degrees you'll have to add or subtract from your course in order to compensate for wind. You'll now be able to read the ground speed below the Wind correction angle.<br /> <br /> Note 1: Since the only source of variation between TAS &amp; GS is the wind, TAS &amp; GS will be equal if flying with no vind<br /> Note 2: In DCS, unlike in real life, the wind strength and direction is constant within the same mission. You will still need to calculate the wind correction angle for each leg as the heading of your aircraft relative to the wind affects the WCA. <br /> <br /> ===Course terms===<br /> Courses are given relative to one of three sources - True (Relative to the geographic, or true, north pole), Magnetic (Relative to the magnetic north pole) or compass (Relative to the north pole of the magnetic field which the compass is picking up). In real life compass north deviates from magnetic north due to metallic objects in the airplane interfering with the magnetic field of Earth. To my knowledge this is not modelled in DCS, so focus on understanding True and Magnetic. <br /> <br /> Different terms are used for describing various angular differences.<br /> Track is the angular difference between two points on the map. True track is defined using true north as a reference and Magnetic Track is defined using Magnetic north.<br /> <br /> Heading, or course, is the angular difference between your chosen source of reference and which angle your aircraft is currently pointing. <br /> <br /> Bearing is the angular difference between your aircraft and another object - aircraft, bullseye, terrain or something else. True bearing is relative to true north and magnetic bearing is relative to magnetic north. <br /> <br /> ===Wind correction angle===<br /> Calculating the WCA is covered in the speed terms section above. <br /> <br /> ===Compass Magnetism===<br /> North on most maps is pointing directly towards the geographic north pole. North on an aircrafts magnetic compass is pointing towards the magnetic south pole, which is actually located in the northern hemisphere. The Geographic North Pole and the Magnetic South Pole are not located at the same point, meaning that a compass will not point to true north. The difference between true north and magnetic north for a given location on Earth is called variation and is expressed in either degrees west / east or degrees +/-. The variation for Caucasus is +6°, or E6. <br /> <br /> When we make our flight plans using the F10 map we are plotting tracks in relation to true north, but when we then fly these headings (assuming your aircraft isn't displaying true north) you are using magnetic north. You must therefore add or subtract the variation to the magnetic course reading in order to correct for the variation.<br /> <br /> For example, if you're flying a waypoint leg in Caucasus with True Track = 360° and Variation is +6°, you should make fly a magnetic course 354° to compensate. <br /> <br /> ===Time, speed and distance calculations===<br /> <br /> Calculating the time to fly a leg, the distance of a leg or the speed required to fly a leg of a given distance at a given time is made easy wit the SVT-triangle. S stands for Sträcka (Distance), V stands for Velocity (Fart) and T stands for Tid (Time). For as long as two values are known, the third is calculated using the formula in the image below. Simply remove the variable you want to solve for and follow the formula for the remaining two.<br /> <br /> [[Fil:SVTTriangle.jpeg]]<br /> <br /> Examples:<br /> If S = 300 NMI and V= 415 knots, what is T? (How long does it take to fly a given distance at a given speed)<br /> Answer: We remove T and find that the formula now states S/V. 300/415 = 0,722. This is the time required expressed in decimal format. To convert this to hours:minutes, simply carry over the hours and multiply everything right of the decimal with 60. 0,722 * 60 = 43,32. Flying this leg will take zero hours, 43 minutes and 32 seconds (00:43:32).<br /> <br /> If S = 25 NMI and T = 15 minutes, what is V? (Which speed do I have to maintain to fly a given distance at a given time)<br /> Answer: First convert 15 minutes to decimal format. Again we carry over the hours but we now divide everything right of the decimal with 60. 15/60 = 0,25. We can now perform the speed calculation. Remvoing V the formula now says S/T. 25/0,25 = 100. To fly this leg in 15 minutes we require a ground speed of 100 knots.<br /> <br /> If V = 215 knots and T = 25 minutes, what is S? (If I fly a given speed at a given time, how far will I travel?<br /> Answer: Again we convert time to decimal - 25/60 = 0,416. Solving for distance we remove S from the triangle and find the formula to be V*T. 215*0,416 = 89,44. We will travel 89,44 nautical miles in 25 minutes at 215 knots.<br /> <br /> <br /> ==Flight planning==<br /> Start by marking your initial point and your destination on the map. Continue by marking waypoints along the route at reasonable intervals. These waypoints act as control points, allowing you to verify that you are flying where you've intended and allowing you to correct and errors before they accumulate too much. I would recommend no more than 20NMI between each waypoint. Generally speaking, shorter legs makes it less likely that you'll get lost, but will also mean that more work is required during the planning phase.<br /> <br /> Once you have all your waypoints marked, plot the true track between them. This is the true track. Enter this into your flight plan for each leg. Now add or subtract the magnetic variation to get the magnetic track for each leg. Decide upon a desired altitude for each waypoint. <br /> <br /> Next we'll be calculating the magnetic heading, i.e. the course you will be aiming for when flying. Start by deciding upon a certain IAS you want to use for your flight. You can alternate different IAS for different legs to make it more challenging. Once you have that IAS, carry it over to CAS and use that in combination with the outside air temperature and waypoint altitude to calculate your TAS. Now use your CAS and use that in combination with the true track &amp; wind information to calculate your wind correction angle and your ground speed. This step will have to be re-done for every waypoint leg (assuming the track is different between them).<br /> <br /> For each individual leg, add or subtract the wind correction angle to the magnetic heading and enter the ground speed into your flight plan. Use this ground speed to calculate how long it will take to fly the leg (leg time) as well as an accumulated total time (the sum of all leg times up to that waypoint).<br /> <br /> This is all the core information you require to succesfully navigate from point A to B without crutches such as GPS, NDBs, Tacan etc. Remember that the better and more thorough your flight plan, the easier it will be to perform the flight once in the aircraft. <br /> <br /> This guide has not covered control points. These are not proper waypoints but points of interest along your track which are meant to help you verify that you are on-track, such as a bridge, lake or other geographic feature easily seen from the cockpit. I generally find that these aren't required for a waypoint interval of roughly 20nm, but depending on the terrain these may still be a good idea. To add a control point to your flight plan, first measure how far into the leg you should cross it. If you for example cross a bridge 40% of the distance between WP1 and 2, you should reasonably expect to cross that bridge after 40% of your leg time has elapsed. Add the control point to your flight plan and note at which time you ought to fly over it. If during the flight you notice that you're 30 seconds late with flying over the bridge you need to increase your speed a bit to compensate for the rest of the leg.<br /> <br /> <br /> <br /> <br /> ==Follow-up during flight==<br /> <br /> WIP<br /> <br /> <br /> <br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====Online E6B Flight Computer====<br /> https://e6bx.com/e6b/</div>

Knugen https://wiki.masterarms.se//index.php?title=VFR_Navigation&diff=168 2021-03-29T12:55:47Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Aviation Guides]] &gt;&gt; [[VFR Navigation]]''<br /> <br /> WIP<br /> <br /> VFR, or Visual Flight Rules, is flying &amp; navigating by terrain, landmarks or other visual features outside the aircraft. This guide is intended to help new players with mastering this skill. The guide is divided into three parts - Navigation basics, Flight planning and Follow-up during flight. Flight planning is the planning performed before starting the flight, and follow-up covers methods for continuously verifying that you are where you are meant to be once underway. <br /> <br /> ==Navigation basics==<br /> ===Speed terms===<br /> There are several different methods for qualifying an aircraft's speed relative to the air<br /> Indicated Air Speed (IAS) is the uncorrected speed which is displayed on an aircraft's airspeed indicator. Multiple factors affect either the air itself or the airspeed instrument causing this airspeed to, genereally speaking, not actually match the aircraft's speed true speed relative to the air. The main error sources are Instrument error (Errors due to the construction / design of the cockpit instrument), Position error (When the positioning of the Pitot tube causes the pressure reading from which the airspeed is calculated to be inaccurate) and Density error (The airspeed instrument is calibrated for standard sea-level density, meaning that it will get less and less accurate as the measured air density decreases with increased altitude)<br /> <br /> Calibrated Air Speed (CAS) is the IAS but corrected for instrument and position errors. In real life the airplane manufacturer provides the pilot with the information required to convert IAS to CAS. In DCS this information is rarely inlcuded in manuals - if no information is provided, assume that IAS = CAS.<br /> <br /> EAS - Får gärna fyllas i av någon IRL-jet-nörd. Mvh// Flyger-aldrig-över-115-knop<br /> <br /> True Air Speed (TAS) is a measure of the aircrafts true speed relative to the air. This is calculated by taking the CAS and correcting for the density error. Some DCS aircraft provide you with the TAS automatically. Calculating the TAS manually can be done with a flight computer (see Resources heading at the bottom). Calculating your TAS manually requires known values for pressure altitude, which is simply the reading on your barometric altimeter with QNH entered as well as the outside air temperature (as the density of the air for a given altitude varies depending on the temperature). The temperature in DCS is generally speaking only given for sea level, so to calculate the temperature for a given altitude use the ISA standard temperature change of 2°C / 1000 feet or 6,5°C per 1000 Meters. ¨<br /> <br /> E.g. - if the Sea level temperature is +18°C and you're planning to fly at 8000 feet, the expected change in temperature is 2°C * 8 = -16°C. The outside air temperature is thus +2°C. <br /> <br /> Ground speed, or GS, is the actual speed your aircraft is travelling relative to the ground. This is important for navigating as it is this speed we will be using for calculating how long it will take to fly our waypoints later. Ground speed is calculated by taking the true air speed and correcting this for wind. This calculation can be performed using a flight computer or the online E6B tool linked in the resources section.<br /> <br /> To perform the calculation, start by entering the true course in the course field. Enter the True Air Speed in the next field. Enter the Wind direction (Where the wind is coming from) and the wind speed and read the wind correction angle below. This angle is the amount of degrees you'll have to add or subtract from your course in order to compensate for wind. You'll now be able to read the ground speed below the Wind correction angle.<br /> <br /> Note 1: Since the only source of variation between TAS &amp; GS is the wind, TAS &amp; GS will be equal if flying with no vind<br /> Note 2: In DCS, unlike in real life, the wind strength and direction is constant within the same mission. You will still need to calculate the wind correction angle for each leg as the heading of your aircraft relative to the wind affects the WCA. <br /> <br /> ===Course terms===<br /> Courses are given relative to one of three sources - True (Relative to the geographic, or true, north pole), Magnetic (Relative to the magnetic north pole) or compass (Relative to the north pole of the magnetic field which the compass is picking up). In real life compass north deviates from magnetic north due to metallic objects in the airplane interfering with the magnetic field of Earth. To my knowledge this is not modelled in DCS, so focus on understanding True and Magnetic. <br /> <br /> Different terms are used for describing various angular differences.<br /> Track is the angular difference between two points on the map. True track is defined using true north as a reference and Magnetic Track is defined using Magnetic north.<br /> <br /> Heading, or course, is the angular difference between your chosen source of reference and which angle your aircraft is currently pointing. <br /> <br /> Bearing is the angular difference between your aircraft and another object - aircraft, bullseye, terrain or something else. True bearing is relative to true north and magnetic bearing is relative to magnetic north. <br /> <br /> ===Wind correction angle===<br /> Calculating the WCA is covered in the speed terms section above. <br /> <br /> ===Compass Magnetism===<br /> North on most maps is pointing directly towards the geographic north pole. North on an aircrafts magnetic compass is pointing towards the magnetic south pole, which is actually located in the northern hemisphere. The Geographic North Pole and the Magnetic South Pole are not located at the same point, meaning that a compass will not point to true north. The difference between true north and magnetic north for a given location on Earth is called variation and is expressed in either degrees west / east or degrees +/-. The variation for Caucasus is +6°, or E6. <br /> <br /> When we make our flight plans using the F10 map we are plotting tracks in relation to true north, but when we then fly these headings (assuming your aircraft isn't displaying true north) you are using magnetic north. You must therefore add or subtract the variation to the magnetic course reading in order to correct for the variation.<br /> <br /> For example, if you're flying a waypoint leg in Caucasus with True Track = 360° and Variation is +6°, you should make fly a magnetic course 354° to compensate. <br /> <br /> ===Time, speed and distance calculations===<br /> <br /> Calculating the time to fly a leg, the distance of a leg or the speed required to fly a leg of a given distance at a given time is made easy wit the SVT-triangle. S stands for Sträcka (Distance), V stands for Velocity (Fart) and T stands for Tid (Time). For as long as two values are known, the third is calculated using the formula in the image below. Simply remove the variable you want to calculate and follow the formula for the remaining two.<br /> <br /> [[Fil:SVTTriangle.jpeg]]<br /> <br /> Examples:<br /> If S = 300 NMI and V= 415 knots, what is T? (How long does it take to fly a given distance at a given speed)<br /> Answer: We remove T and find that the formula now states S/V. 300/415 = 0,722. This is the time required expressed in decimal format. To convert this to hours:minutes, simply carry over the hours and multiply everything right of the decimal with 60. 0,722 * 60 = 43,32. Flying this leg will take zero hours, 43 minutes and 32 seconds (00:43:32).<br /> <br /> If S = 25 NMI and T = 15 minutes, what is V? (Which speed do I have to maintain to fly a given distance at a given time)<br /> Answer: First convert 15 minutes to decimal format. Again we carry over the hours but we now divide everything right of the decimal with 60. 15/60 = 0,25. We can now perform the speed calculation. Remvoing V the formula now says S/T. 25/0,25 = 100. To fly this leg in 15 minutes we require a ground speed of 100 knots.<br /> <br /> If V = 215 knots and T = 25 minutes, what is S? (If I fly a given speed at a given time, how far will I travel?<br /> Answer: Again we convert time to decimal - 25/60 = 0,416. Solving for distance we remove S from the triangle and find the formula to be V*T. 215*0,416 = 89,44. We will travel 89,44 nautical miles in 25 minutes at 215 knots.<br /> <br /> <br /> ==Flight planning==<br /> Start by marking your initial point and your destination on the map. Continue by marking waypoints along the route at reasonable intervals. These waypoints act as control points, allowing you to verify that you are flying where you've intended and allowing you to correct and errors before they accumulate too much. I would recommend no more than 20NMI between each waypoint. Generally speaking, shorter legs makes it less likely that you'll get lost, but will also mean that more work is required during the planning phase.<br /> <br /> Once you have all your waypoints marked, plot the true track between them. This is the true track. Enter this into your flight plan for each leg. Now add or subtract the magnetic variation to get the magnetic track for each leg. Decide upon a desired altitude for each waypoint. <br /> <br /> Next we'll be calculating the magnetic heading, i.e. the course you will be aiming for when flying. Start by deciding upon a certain IAS you want to use for your flight. You can alternate different IAS for different legs to make it more challenging. Once you have that IAS, carry it over to CAS and use that in combination with the outside air temperature and waypoint altitude to calculate your TAS. Now use your CAS and use that in combination with the true track &amp; wind information to calculate your wind correction angle and your ground speed. This step will have to be re-done for every waypoint leg (assuming the track is different between them).<br /> <br /> For each individual leg, add or subtract the wind correction angle to the magnetic heading and enter the ground speed into your flight plan. Use this ground speed to calculate how long it will take to fly the leg (leg time) as well as an accumulated total time (the sum of all leg times up to that waypoint).<br /> <br /> This is all the core information you require to succesfully navigate from point A to B without crutches such as GPS, NDBs, Tacan etc. Remember that the better and more thorough your flight plan, the easier it will be to perform the flight once in the aircraft. <br /> <br /> This guide has not covered control points. These are not proper waypoints but points of interest along your track which are meant to help you verify that you are on-track, such as a bridge, lake or other geographic feature easily seen from the cockpit. I generally find that these aren't required for a waypoint interval of roughly 20nm, but depending on the terrain these may still be a good idea. To add a control point to your flight plan, first measure how far into the leg you should cross it. If you for example cross a bridge 40% of the distance between WP1 and 2, you should reasonably expect to cross that bridge after 40% of your leg time has elapsed. Add the control point to your flight plan and note at which time you ought to fly over it. If during the flight you notice that you're 30 seconds late with flying over the bridge you need to increase your speed a bit to compensate for the rest of the leg.<br /> <br /> <br /> <br /> <br /> ==Follow-up during flight==<br /> <br /> WIP<br /> <br /> <br /> <br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====Online E6B Flight Computer====<br /> https://e6bx.com/e6b/</div>

Knugen https://wiki.masterarms.se//index.php?title=VFR_Navigation&diff=167 2021-03-29T12:46:31Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Aviation Guides]] &gt;&gt; [[VFR Navigation]]''<br /> <br /> WIP<br /> <br /> VFR, or Visual Flight Rules, is flying &amp; navigating by terrain, landmarks or other visual features outside the aircraft. This guide is intended to help new players with mastering this skill. The guide is divided into three parts - Navigation basics, Flight planning and Follow-up during flight. Flight planning is the planning performed before starting the flight, and follow-up covers methods for continuously verifying that you are where you are meant to be once underway. <br /> <br /> ==Navigation basics==<br /> ===Speed terms===<br /> There are several different methods for qualifying an aircraft's speed relative to the air<br /> Indicated Air Speed (IAS) is the uncorrected speed which is displayed on an aircraft's airspeed indicator. Multiple factors affect either the air itself or the airspeed instrument causing this airspeed to, genereally speaking, not actually match the aircraft's speed true speed relative to the air. The main error sources are Instrument error (Errors due to the construction / design of the cockpit instrument), Position error (When the positioning of the Pitot tube causes the pressure reading from which the airspeed is calculated to be inaccurate) and Density error (The airspeed instrument is calibrated for standard sea-level density, meaning that it will get less and less accurate as the measured air density decreases with increased altitude)<br /> <br /> Calibrated Air Speed (CAS) is the IAS but corrected for instrument and position errors. In real life the airplane manufacturer provides the pilot with the information required to convert IAS to CAS. In DCS this information is rarely inlcuded in manuals - if no information is provided, assume that IAS = CAS.<br /> <br /> EAS - Får gärna fyllas i av någon IRL-jet-nörd. Mvh// Flyger-aldrig-över-115-knop<br /> <br /> True Air Speed (TAS) is a measure of the aircrafts true speed relative to the air. This is calculated by taking the CAS and correcting for the density error. Some DCS aircraft provide you with the TAS automatically. Calculating the TAS manually can be done with a flight computer (see Resources heading at the bottom). Calculating your TAS manually requires known values for pressure altitude, which is simply the reading on your barometric altimeter with QNH entered as well as the outside air temperature (as the density of the air for a given altitude varies depending on the temperature). The temperature in DCS is generally speaking only given for sea level, so to calculate the temperature for a given altitude use the ISA standard temperature change of 2°C / 1000 feet or 6,5°C per 1000 Meters. ¨<br /> <br /> E.g. - if the Sea level temperature is +18°C and you're planning to fly at 8000 feet, the expected change in temperature is 2°C * 8 = -16°C. The outside air temperature is thus +2°C. <br /> <br /> Ground speed, or GS, is the actual speed your aircraft is travelling relative to the ground. This is important for navigating as it is this speed we will be using for calculating how long it will take to fly our waypoints later. Ground speed is calculated by taking the true air speed and correcting this for wind. This calculation can be performed using a flight computer or the online E6B tool linked in the resources section.<br /> <br /> To perform the calculation, start by entering the true course in the course field. Enter the True Air Speed in the next field. Enter the Wind direction (Where the wind is coming from) and the wind speed and read the wind correction angle below. This angle is the amount of degrees you'll have to add or subtract from your course in order to compensate for wind. You'll now be able to read the ground speed below the Wind correction angle.<br /> <br /> Note 1: Since the only source of variation between TAS &amp; GS is the wind, TAS &amp; GS will be equal if flying with no vind<br /> Note 2: In DCS, unlike in real life, the wind strength and direction is constant within the same mission. You will still need to calculate the wind correction angle for each leg as the heading of your aircraft relative to the wind affects the WCA. <br /> <br /> ===Course terms===<br /> Courses are given relative to one of three sources - True (Relative to the geographic, or true, north pole), Magnetic (Relative to the magnetic north pole) or compass (Relative to the north pole of the magnetic field which the compass is picking up). In real life compass north deviates from magnetic north due to metallic objects in the airplane interfering with the magnetic field of Earth. To my knowledge this is not modelled in DCS, so focus on understanding True and Magnetic. <br /> <br /> Different terms are used for describing various angular differences.<br /> Track is the angular difference between two points on the map. True track is defined using true north as a reference and Magnetic Track is defined using Magnetic north.<br /> <br /> Heading, or course, is the angular difference between your chosen source of reference and which angle your aircraft is currently pointing. <br /> <br /> Bearing is the angular difference between your aircraft and another object - aircraft, bullseye, terrain or something else. True bearing is relative to true north and magnetic bearing is relative to magnetic north. <br /> <br /> ===Wind correction angle===<br /> Calculating the WCA is covered in the speed terms section above. <br /> <br /> ===Compass Magnetism===<br /> North on most maps is pointing directly towards the geographic north pole. North on an aircrafts magnetic compass is pointing towards the magnetic south pole, which is actually located in the northern hemisphere. The Geographic North Pole and the Magnetic South Pole are not located at the same point, meaning that a compass will not point to true north. The difference between true north and magnetic north for a given location on Earth is called variation and is expressed in either degrees west / east or degrees +/-. The variation for Caucasus is +6°, or E6. <br /> <br /> When we make our flight plans using the F10 map we are plotting tracks in relation to true north, but when we then fly these headings (assuming your aircraft isn't displaying true north) you are using magnetic north. You must therefore add or subtract the variation to the magnetic course reading in order to correct for the variation.<br /> <br /> For example, if you're flying a waypoint leg in Caucasus with True Track = 360° and Variation is +6°, you should make fly a magnetic course 354° to compensate. <br /> <br /> ===Time, speed and distance calculations===<br /> <br /> Calculating the time to fly a leg, the distance of a leg or the speed required to fly a leg of a given distance at a given time is made easy wit the SVT-triangle. S stands for Sträcka (Distance), V stands for Velocity (Fart) and T stands for Tid (Time). For as long as two values are known, the third is calculated using the formula in the image below. Simply remove the variable you want to calculate and follow the formula for the remaining two.<br /> <br /> [[Fil:SVTTriangle.jpeg]]<br /> <br /> Examples:<br /> If S = 300 NMI and V= 415 knots, what is T? (How long does it take to fly a given distance at a given speed)<br /> Answer: We remove T and find that the formula now states S/V. 300/415 = 0,722. This is the time required expressed in decimal format. To convert this to hours:minutes, simply carry over the hours and multiply everything right of the decimal with 60. 0,722 * 60 = 43,32. Flying this leg will take zero hours, 43 minutes and 32 seconds (00:43:32).<br /> <br /> If S = 25 NMI and T = 15 minutes, what is V? (Which speed do I have to maintain to fly a given distance at a given time)<br /> Answer: First convert 15 minutes to decimal format. Again we carry over the hours but we now divide everything right of the decimal with 60. 15/60 = 0,25. We can now perform the speed calculation. Remvoing V the formula now says S/T. 25/0,25 = 100. To fly this leg in 15 minutes we require a ground speed of 100 knots.<br /> <br /> If V = 215 knots and T = 25 minutes, what is S? (If I fly a given speed at a given time, how far will I travel?<br /> Answer: Again we convert time to decimal - 25/60 = 0,416. Solving for distance we remove S from the triangle and find the formula to be V*T. 215*0,416 = 89,44. We will travel 89,44 nautical miles in 25 minutes at 215 knots.<br /> <br /> <br /> ==Flight planning==<br /> Start by marking your initial point and your destination on the map. Continue by marking waypoints along the route at reasonable intervals. These waypoints act as control points, allowing you to verify that you are flying where you've intended and allowing you to correct and errors before they accumulate too much. I would recommend no more than 20NMI between each waypoint. Generally speaking, shorter legs makes it less likely that you'll get lost, but will also mean that more work is required during the planning phase.<br /> <br /> Once you have all your waypoints marked, plot the true track between them. This is the true track. Enter this into your flight plan for each leg. Now add or subtract the magnetic variation to get the magnetic track for each leg. Decide upon a desired altitude for each waypoint. <br /> <br /> Next we'll be calculating the magnetic heading, i.e. the course you will be aiming for when flying. Start by deciding upon a certain IAS you want to use for your flight. You can alternate different IAS for different legs to make it more challenging. Once you have that IAS, carry it over to CAS and use that in combination with the outside air temperature and waypoint altitude to calculate your TAS. Now use your CAS and use that in combination with the true track &amp; wind information to calculate your wind correction angle and your ground speed. This step will have to be re-done for every waypoint leg (assuming the track is different between them).<br /> <br /> For each individual leg, add or subtract the wind correction angle to the magnetic heading and enter the ground speed into your flight plan. Use this ground speed to calculate how long it will take to fly the leg (leg time) as well as an accumulated total time (the sum of all leg times up to that waypoint).<br /> <br /> <br /> <br /> ==Follow-up during flight==<br /> <br /> <br /> <br /> <br /> <br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====Online E6B Flight Computer====<br /> https://e6bx.com/e6b/</div>

Knugen https://wiki.masterarms.se//index.php?title=VFR_Navigation&diff=166 2021-03-29T12:35:54Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Aviation Guides]] &gt;&gt; [[VFR Navigation]]''<br /> <br /> WIP<br /> <br /> VFR, or Visual Flight Rules, is flying &amp; navigating by terrain, landmarks or other visual features outside the aircraft. This guide is intended to help new players with mastering this skill. The guide is divided into three parts - Navigation basics, Flight planning and Follow-up during flight. Flight planning is the planning performed before starting the flight, and follow-up covers methods for continuously verifying that you are where you are meant to be once underway. <br /> <br /> ==Navigation basics==<br /> ===Speed terms===<br /> There are several different methods for qualifying an aircraft's speed relative to the air<br /> Indicated Air Speed (IAS) is the uncorrected speed which is displayed on an aircraft's airspeed indicator. Multiple factors affect either the air itself or the airspeed instrument causing this airspeed to, genereally speaking, not actually match the aircraft's speed true speed relative to the air. The main error sources are Instrument error (Errors due to the construction / design of the cockpit instrument), Position error (When the positioning of the Pitot tube causes the pressure reading from which the airspeed is calculated to be inaccurate) and Density error (The airspeed instrument is calibrated for standard sea-level density, meaning that it will get less and less accurate as the measured air density decreases with increased altitude)<br /> <br /> Calibrated Air Speed (CAS) is the IAS but corrected for instrument and position errors. In real life the airplane manufacturer provides the pilot with the information required to convert IAS to CAS. In DCS this information is rarely inlcuded in manuals - if no information is provided, assume that IAS = CAS.<br /> <br /> EAS - Får gärna fyllas i av någon IRL-jet-nörd. Mvh// Flyger-aldrig-över-115-knop<br /> <br /> True Air Speed (TAS) is a measure of the aircrafts true speed relative to the air. This is calculated by taking the CAS and correcting for the density error. Some DCS aircraft provide you with the TAS automatically. Calculating the TAS manually can be done with a flight computer (see Resources heading at the bottom). Calculating your TAS manually requires known values for pressure altitude, which is simply the reading on your barometric altimeter with QNH entered as well as the outside air temperature (as the density of the air for a given altitude varies depending on the temperature). The temperature in DCS is generally speaking only given for sea level, so to calculate the temperature for a given altitude use the ISA standard temperature change of 2°C / 1000 feet or 6,5°C per 1000 Meters. ¨<br /> <br /> E.g. - if the Sea level temperature is +18°C and you're planning to fly at 8000 feet, the expected change in temperature is 2°C * 8 = -16°C. The outside air temperature is thus +2°C. <br /> <br /> Ground speed, or GS, is the actual speed your aircraft is travelling relative to the ground. This is important for navigating as it is this speed we will be using for calculating how long it will take to fly our waypoints later. Ground speed is calculated by taking the true air speed and correcting this for wind. This calculation can be performed using a flight computer or the online E6B tool linked in the resources section.<br /> <br /> To perform the calculation, start by entering the true course in the course field. Enter the True Air Speed in the next field. Enter the Wind direction (Where the wind is coming from) and the wind speed and read the wind correction angle below. This angle is the amount of degrees you'll have to add or subtract from your course in order to compensate for wind. You'll now be able to read the ground speed below the Wind correction angle.<br /> <br /> Note 1: Since the only source of variation between TAS &amp; GS is the wind, TAS &amp; GS will be equal if flying with no vind<br /> Note 2: In DCS, unlike in real life, the wind strength and direction is constant within the same mission. You will still need to calculate the wind correction angle for each leg as the heading of your aircraft relative to the wind affects the WCA. <br /> <br /> ===Course terms===<br /> Courses are given relative to one of three sources - True (Relative to the geographic, or true, north pole), Magnetic (Relative to the magnetic north pole) or compass (Relative to the north pole of the magnetic field which the compass is picking up). In real life compass north deviates from magnetic north due to metallic objects in the airplane interfering with the magnetic field of Earth. To my knowledge this is not modelled in DCS, so focus on understanding True and Magnetic. <br /> <br /> Different terms are used for describing various angular differences.<br /> Track is the angular difference between two points on the map. True track is defined using true north as a reference and Magnetic Track is defined using Magnetic north.<br /> <br /> Heading, or course, is the angular difference between your chosen source of reference and which angle your aircraft is currently pointing. <br /> <br /> Bearing is the angular difference between your aircraft and another object - aircraft, bullseye, terrain or something else. True bearing is relative to true north and magnetic bearing is relative to magnetic north. <br /> <br /> ===Wind correction angle===<br /> Calculating the WCA is covered in the speed terms section above. <br /> <br /> ===Compass Magnetism===<br /> North on most maps is pointing directly towards the geographic north pole. North on an aircrafts magnetic compass is pointing towards the magnetic south pole, which is actually located in the northern hemisphere. The Geographic North Pole and the Magnetic South Pole are not located at the same point, meaning that a compass will not point to true north. The difference between true north and magnetic north for a given location on Earth is called variation and is expressed in either degrees west / east or degrees +/-. The variation for Caucasus is +6°, or E6. <br /> <br /> When we make our flight plans using the F10 map we are plotting tracks in relation to true north, but when we then fly these headings (assuming your aircraft isn't displaying true north) you are using magnetic north. You must therefore add or subtract the variation to the magnetic course reading in order to correct for the variation.<br /> <br /> For example, if you're flying a waypoint leg in Caucasus with True Track = 360° and Variation is +6°, you should make fly a magnetic course 354° to compensate. <br /> <br /> ===Time, speed and distance calculations===<br /> <br /> [[Fil:SVTTriangle.jpeg]]<br /> <br /> ==Flight planning==<br /> Start by marking your initial point and your destination on the map. Continue by marking waypoints along the route at reasonable intervals. These waypoints act as control points, allowing you to verify that you are flying where you've intended and allowing you to correct and errors before they accumulate too much. I would recommend no more than 20NMI between each waypoint. Generally speaking, shorter legs makes it less likely that you'll get lost, but will also mean that more work is required during the planning phase.<br /> <br /> Once you have all your waypoints marked, plot the true track between them. This is the true track. Enter this into your flight plan for each leg. Now add or subtract the magnetic variation to get the magnetic track for each leg. Decide upon a desired altitude for each waypoint. <br /> <br /> Next we'll be calculating the magnetic heading, i.e. the course you will be aiming for when flying. Start by deciding upon a certain IAS you want to use for your flight. You can alternate different IAS for different legs to make it more challenging. Once you have that IAS, carry it over to CAS and use that in combination with the outside air temperature and waypoint altitude to calculate your TAS. Now use your CAS and use that in combination with the true track &amp; wind information to calculate your wind correction angle and your ground speed. This step will have to be re-done for every waypoint leg (assuming the track is different between them).<br /> <br /> For each individual leg, add or subtract the wind correction angle to the magnetic heading and enter the ground speed into your flight plan. Use this ground speed to calculate how long it will take to fly the leg (leg time) as well as an accumulated total time (the sum of all leg times up to that waypoint).<br /> <br /> <br /> <br /> ==Follow-up during flight==<br /> <br /> <br /> <br /> <br /> <br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====Online E6B Flight Computer====<br /> https://e6bx.com/e6b/</div>

Knugen https://wiki.masterarms.se//index.php?title=Fil:SVTTriangle.jpeg&diff=165 2021-03-29T12:35:06Z

<p>Knugen: </p> <hr /> <div></div>

Knugen https://wiki.masterarms.se//index.php?title=VFR_Navigation&diff=164 2021-03-29T12:34:17Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Aviation Guides]] &gt;&gt; [[VFR Navigation]]''<br /> <br /> WIP<br /> <br /> VFR, or Visual Flight Rules, is flying &amp; navigating by terrain, landmarks or other visual features outside the aircraft. This guide is intended to help new players with mastering this skill. The guide is divided into three parts - Navigation basics, Flight planning and Follow-up during flight. Flight planning is the planning performed before starting the flight, and follow-up covers methods for continuously verifying that you are where you are meant to be once underway. <br /> <br /> ==Navigation basics==<br /> ===Speed terms===<br /> There are several different methods for qualifying an aircraft's speed relative to the air<br /> Indicated Air Speed (IAS) is the uncorrected speed which is displayed on an aircraft's airspeed indicator. Multiple factors affect either the air itself or the airspeed instrument causing this airspeed to, genereally speaking, not actually match the aircraft's speed true speed relative to the air. The main error sources are Instrument error (Errors due to the construction / design of the cockpit instrument), Position error (When the positioning of the Pitot tube causes the pressure reading from which the airspeed is calculated to be inaccurate) and Density error (The airspeed instrument is calibrated for standard sea-level density, meaning that it will get less and less accurate as the measured air density decreases with increased altitude)<br /> <br /> Calibrated Air Speed (CAS) is the IAS but corrected for instrument and position errors. In real life the airplane manufacturer provides the pilot with the information required to convert IAS to CAS. In DCS this information is rarely inlcuded in manuals - if no information is provided, assume that IAS = CAS.<br /> <br /> EAS - Får gärna fyllas i av någon IRL-jet-nörd. Mvh// Flyger-aldrig-över-115-knop<br /> <br /> True Air Speed (TAS) is a measure of the aircrafts true speed relative to the air. This is calculated by taking the CAS and correcting for the density error. Some DCS aircraft provide you with the TAS automatically. Calculating the TAS manually can be done with a flight computer (see Resources heading at the bottom). Calculating your TAS manually requires known values for pressure altitude, which is simply the reading on your barometric altimeter with QNH entered as well as the outside air temperature (as the density of the air for a given altitude varies depending on the temperature). The temperature in DCS is generally speaking only given for sea level, so to calculate the temperature for a given altitude use the ISA standard temperature change of 2°C / 1000 feet or 6,5°C per 1000 Meters. ¨<br /> <br /> E.g. - if the Sea level temperature is +18°C and you're planning to fly at 8000 feet, the expected change in temperature is 2°C * 8 = -16°C. The outside air temperature is thus +2°C. <br /> <br /> Ground speed, or GS, is the actual speed your aircraft is travelling relative to the ground. This is important for navigating as it is this speed we will be using for calculating how long it will take to fly our waypoints later. Ground speed is calculated by taking the true air speed and correcting this for wind. This calculation can be performed using a flight computer or the online E6B tool linked in the resources section.<br /> <br /> To perform the calculation, start by entering the true course in the course field. Enter the True Air Speed in the next field. Enter the Wind direction (Where the wind is coming from) and the wind speed and read the wind correction angle below. This angle is the amount of degrees you'll have to add or subtract from your course in order to compensate for wind. You'll now be able to read the ground speed below the Wind correction angle.<br /> <br /> Note 1: Since the only source of variation between TAS &amp; GS is the wind, TAS &amp; GS will be equal if flying with no vind<br /> Note 2: In DCS, unlike in real life, the wind strength and direction is constant within the same mission. You will still need to calculate the wind correction angle for each leg as the heading of your aircraft relative to the wind affects the WCA. <br /> <br /> ===Course terms===<br /> Courses are given relative to one of three sources - True (Relative to the geographic, or true, north pole), Magnetic (Relative to the magnetic north pole) or compass (Relative to the north pole of the magnetic field which the compass is picking up). In real life compass north deviates from magnetic north due to metallic objects in the airplane interfering with the magnetic field of Earth. To my knowledge this is not modelled in DCS, so focus on understanding True and Magnetic. <br /> <br /> Different terms are used for describing various angular differences.<br /> Track is the angular difference between two points on the map. True track is defined using true north as a reference and Magnetic Track is defined using Magnetic north.<br /> <br /> Heading, or course, is the angular difference between your chosen source of reference and which angle your aircraft is currently pointing. <br /> <br /> Bearing is the angular difference between your aircraft and another object - aircraft, bullseye, terrain or something else. True bearing is relative to true north and magnetic bearing is relative to magnetic north. <br /> <br /> ===Wind correction angle===<br /> Calculating the WCA is covered in the speed terms section above. <br /> <br /> ===Compass Magnetism===<br /> North on most maps is pointing directly towards the geographic north pole. North on an aircrafts magnetic compass is pointing towards the magnetic south pole, which is actually located in the northern hemisphere. The Geographic North Pole and the Magnetic South Pole are not located at the same point, meaning that a compass will not point to true north. The difference between true north and magnetic north for a given location on Earth is called variation and is expressed in either degrees west / east or degrees +/-. The variation for Caucasus is +6°, or E6. <br /> <br /> When we make our flight plans using the F10 map we are plotting tracks in relation to true north, but when we then fly these headings (assuming your aircraft isn't displaying true north) you are using magnetic north. You must therefore add or subtract the variation to the magnetic course reading in order to correct for the variation.<br /> <br /> For example, if you're flying a waypoint leg in Caucasus with True Track = 360° and Variation is +6°, you should make fly a magnetic course 354° to compensate. <br /> <br /> ===Time, speed and distance calculations===<br /> <br /> [[Fil:SVTTriangle.jpeg|400px|thumb|Overview]]<br /> <br /> ==Flight planning==<br /> Start by marking your initial point and your destination on the map. Continue by marking waypoints along the route at reasonable intervals. These waypoints act as control points, allowing you to verify that you are flying where you've intended and allowing you to correct and errors before they accumulate too much. I would recommend no more than 20NMI between each waypoint. Generally speaking, shorter legs makes it less likely that you'll get lost, but will also mean that more work is required during the planning phase.<br /> <br /> Once you have all your waypoints marked, plot the true track between them. This is the true track. Enter this into your flight plan for each leg. Now add or subtract the magnetic variation to get the magnetic track for each leg. Decide upon a desired altitude for each waypoint. <br /> <br /> Next we'll be calculating the magnetic heading, i.e. the course you will be aiming for when flying. Start by deciding upon a certain IAS you want to use for your flight. You can alternate different IAS for different legs to make it more challenging. Once you have that IAS, carry it over to CAS and use that in combination with the outside air temperature and waypoint altitude to calculate your TAS. Now use your CAS and use that in combination with the true track &amp; wind information to calculate your wind correction angle and your ground speed. This step will have to be re-done for every waypoint leg (assuming the track is different between them).<br /> <br /> For each individual leg, add or subtract the wind correction angle to the magnetic heading and enter the ground speed into your flight plan. Use this ground speed to calculate how long it will take to fly the leg (leg time) as well as an accumulated total time (the sum of all leg times up to that waypoint).<br /> <br /> <br /> <br /> ==Follow-up during flight==<br /> <br /> <br /> <br /> <br /> <br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====Online E6B Flight Computer====<br /> https://e6bx.com/e6b/</div>

Knugen https://wiki.masterarms.se//index.php?title=VFR_Navigation&diff=163 2021-03-29T12:31:44Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Aviation Guides]] &gt;&gt; [[VFR Navigation]]''<br /> <br /> WIP<br /> <br /> VFR, or Visual Flight Rules, is flying &amp; navigating by terrain, landmarks or other visual features outside the aircraft. This guide is intended to help new players with mastering this skill. The guide is divided into three parts - Navigation basics, Flight planning and Follow-up during flight. Flight planning is the planning performed before starting the flight, and follow-up covers methods for continuously verifying that you are where you are meant to be once underway. <br /> <br /> ==Navigation basics==<br /> ===Speed terms===<br /> There are several different methods for qualifying an aircraft's speed relative to the air<br /> Indicated Air Speed (IAS) is the uncorrected speed which is displayed on an aircraft's airspeed indicator. Multiple factors affect either the air itself or the airspeed instrument causing this airspeed to, genereally speaking, not actually match the aircraft's speed true speed relative to the air. The main error sources are Instrument error (Errors due to the construction / design of the cockpit instrument), Position error (When the positioning of the Pitot tube causes the pressure reading from which the airspeed is calculated to be inaccurate) and Density error (The airspeed instrument is calibrated for standard sea-level density, meaning that it will get less and less accurate as the measured air density decreases with increased altitude)<br /> <br /> Calibrated Air Speed (CAS) is the IAS but corrected for instrument and position errors. In real life the airplane manufacturer provides the pilot with the information required to convert IAS to CAS. In DCS this information is rarely inlcuded in manuals - if no information is provided, assume that IAS = CAS.<br /> <br /> EAS - Får gärna fyllas i av någon IRL-jet-nörd. Mvh// Flyger-aldrig-över-115-knop<br /> <br /> True Air Speed (TAS) is a measure of the aircrafts true speed relative to the air. This is calculated by taking the CAS and correcting for the density error. Some DCS aircraft provide you with the TAS automatically. Calculating the TAS manually can be done with a flight computer (see Resources heading at the bottom). Calculating your TAS manually requires known values for pressure altitude, which is simply the reading on your barometric altimeter with QNH entered as well as the outside air temperature (as the density of the air for a given altitude varies depending on the temperature). The temperature in DCS is generally speaking only given for sea level, so to calculate the temperature for a given altitude use the ISA standard temperature change of 2°C / 1000 feet or 6,5°C per 1000 Meters. ¨<br /> <br /> E.g. - if the Sea level temperature is +18°C and you're planning to fly at 8000 feet, the expected change in temperature is 2°C * 8 = -16°C. The outside air temperature is thus +2°C. <br /> <br /> Ground speed, or GS, is the actual speed your aircraft is travelling relative to the ground. This is important for navigating as it is this speed we will be using for calculating how long it will take to fly our waypoints later. Ground speed is calculated by taking the true air speed and correcting this for wind. This calculation can be performed using a flight computer or the online E6B tool linked in the resources section.<br /> <br /> To perform the calculation, start by entering the true course in the course field. Enter the True Air Speed in the next field. Enter the Wind direction (Where the wind is coming from) and the wind speed and read the wind correction angle below. This angle is the amount of degrees you'll have to add or subtract from your course in order to compensate for wind. You'll now be able to read the ground speed below the Wind correction angle.<br /> <br /> Note 1: Since the only source of variation between TAS &amp; GS is the wind, TAS &amp; GS will be equal if flying with no vind<br /> Note 2: In DCS, unlike in real life, the wind strength and direction is constant within the same mission. You will still need to calculate the wind correction angle for each leg as the heading of your aircraft relative to the wind affects the WCA. <br /> <br /> ===Course terms===<br /> Courses are given relative to one of three sources - True (Relative to the geographic, or true, north pole), Magnetic (Relative to the magnetic north pole) or compass (Relative to the north pole of the magnetic field which the compass is picking up). In real life compass north deviates from magnetic north due to metallic objects in the airplane interfering with the magnetic field of Earth. To my knowledge this is not modelled in DCS, so focus on understanding True and Magnetic. <br /> <br /> Different terms are used for describing various angular differences.<br /> Track is the angular difference between two points on the map. True track is defined using true north as a reference and Magnetic Track is defined using Magnetic north.<br /> <br /> Heading, or course, is the angular difference between your chosen source of reference and which angle your aircraft is currently pointing. <br /> <br /> Bearing is the angular difference between your aircraft and another object - aircraft, bullseye, terrain or something else. True bearing is relative to true north and magnetic bearing is relative to magnetic north. <br /> <br /> ===Wind correction angle===<br /> Calculating the WCA is covered in the speed terms section above. <br /> <br /> ===Compass Magnetism===<br /> North on most maps is pointing directly towards the geographic north pole. North on an aircrafts magnetic compass is pointing towards the magnetic south pole, which is actually located in the northern hemisphere. The Geographic North Pole and the Magnetic South Pole are not located at the same point, meaning that a compass will not point to true north. The difference between true north and magnetic north for a given location on Earth is called variation and is expressed in either degrees west / east or degrees +/-. The variation for Caucasus is +6°, or E6. <br /> <br /> When we make our flight plans using the F10 map we are plotting tracks in relation to true north, but when we then fly these headings (assuming your aircraft isn't displaying true north) you are using magnetic north. You must therefore add or subtract the variation to the magnetic course reading in order to correct for the variation.<br /> <br /> For example, if you're flying a waypoint leg in Caucasus with True Track = 360° and Variation is +6°, you should make fly a magnetic course 354° to compensate. <br /> <br /> ===Time, speed and distance calculations===<br /> <br /> <br /> ==Flight planning==<br /> Start by marking your initial point and your destination on the map. Continue by marking waypoints along the route at reasonable intervals. These waypoints act as control points, allowing you to verify that you are flying where you've intended and allowing you to correct and errors before they accumulate too much. I would recommend no more than 20NMI between each waypoint. Generally speaking, shorter legs makes it less likely that you'll get lost, but will also mean that more work is required during the planning phase.<br /> <br /> Once you have all your waypoints marked, plot the true track between them. This is the true track. Enter this into your flight plan for each leg. Now add or subtract the magnetic variation to get the magnetic track for each leg. Decide upon a desired altitude for each waypoint. <br /> <br /> Next we'll be calculating the magnetic heading, i.e. the course you will be aiming for when flying. Start by deciding upon a certain IAS you want to use for your flight. You can alternate different IAS for different legs to make it more challenging. Once you have that IAS, carry it over to CAS and use that in combination with the outside air temperature and waypoint altitude to calculate your TAS. Now use your CAS and use that in combination with the true track &amp; wind information to calculate your wind correction angle and your ground speed. This step will have to be re-done for every waypoint leg (assuming the track is different between them).<br /> <br /> For each individual leg, add or subtract the wind correction angle to the magnetic heading and enter the ground speed into your flight plan. Use this ground speed to calculate how long it will take to fly the leg (leg time) as well as an accumulated total time (the sum of all leg times up to that waypoint).<br /> <br /> [[Fil:VFR_Nav_SVT_triangle.jpeg|400px|thumb|Overview]]<br /> <br /> ==Follow-up during flight==<br /> <br /> <br /> <br /> <br /> <br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====Online E6B Flight Computer====<br /> https://e6bx.com/e6b/</div>

Knugen https://wiki.masterarms.se//index.php?title=VFR_Navigation&diff=162 2021-03-29T12:20:58Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Aviation Guides]] &gt;&gt; [[VFR Navigation]]''<br /> <br /> WIP<br /> <br /> VFR, or Visual Flight Rules, is flying &amp; navigating by terrain, landmarks or other visual features outside the aircraft. This guide is intended to help new players with mastering this skill. The guide is divided into three parts - Navigation basics, Flight planning and Follow-up during flight. Flight planning is the planning performed before starting the flight, and follow-up covers methods for continuously verifying that you are where you are meant to be once underway. <br /> <br /> ==Navigation basics==<br /> ===Speed terms===<br /> There are several different methods for qualifying an aircraft's speed relative to the air<br /> Indicated Air Speed (IAS) is the uncorrected speed which is displayed on an aircraft's airspeed indicator. Multiple factors affect either the air itself or the airspeed instrument causing this airspeed to, genereally speaking, not actually match the aircraft's speed true speed relative to the air. The main error sources are Instrument error (Errors due to the construction / design of the cockpit instrument), Position error (When the positioning of the Pitot tube causes the pressure reading from which the airspeed is calculated to be inaccurate) and Density error (The airspeed instrument is calibrated for standard sea-level density, meaning that it will get less and less accurate as the measured air density decreases with increased altitude)<br /> <br /> Calibrated Air Speed (CAS) is the IAS but corrected for instrument and position errors. In real life the airplane manufacturer provides the pilot with the information required to convert IAS to CAS. In DCS this information is rarely inlcuded in manuals - if no information is provided, assume that IAS = CAS.<br /> <br /> EAS - Får gärna fyllas i av någon IRL-jet-nörd. Mvh// Flyger-aldrig-över-115-knop<br /> <br /> True Air Speed (TAS) is a measure of the aircrafts true speed relative to the air. This is calculated by taking the CAS and correcting for the density error. Some DCS aircraft provide you with the TAS automatically. Calculating the TAS manually can be done with a flight computer (see Resources heading at the bottom). Calculating your TAS manually requires known values for pressure altitude, which is simply the reading on your barometric altimeter with QNH entered as well as the outside air temperature (as the density of the air for a given altitude varies depending on the temperature). The temperature in DCS is generally speaking only given for sea level, so to calculate the temperature for a given altitude use the ISA standard temperature change of 2°C / 1000 feet or 6,5°C per 1000 Meters. ¨<br /> <br /> E.g. - if the Sea level temperature is +18°C and you're planning to fly at 8000 feet, the expected change in temperature is 2°C * 8 = -16°C. The outside air temperature is thus +2°C. <br /> <br /> Ground speed, or GS, is the actual speed your aircraft is travelling relative to the ground. This is important for navigating as it is this speed we will be using for calculating how long it will take to fly our waypoints later. Ground speed is calculated by taking the true air speed and correcting this for wind. This calculation can be performed using a flight computer or the online E6B tool linked in the resources section.<br /> <br /> To perform the calculation, start by entering the true course in the course field. Enter the True Air Speed in the next field. Enter the Wind direction (Where the wind is coming from) and the wind speed and read the wind correction angle below. This angle is the amount of degrees you'll have to add or subtract from your course in order to compensate for wind. You'll now be able to read the ground speed below the Wind correction angle.<br /> <br /> Note 1: Since the only source of variation between TAS &amp; GS is the wind, TAS &amp; GS will be equal if flying with no vind<br /> Note 2: In DCS, unlike in real life, the wind strength and direction is constant within the same mission. You will still need to calculate the wind correction angle for each leg as the heading of your aircraft relative to the wind affects the WCA. <br /> <br /> ===Course terms===<br /> Courses are given relative to one of three sources - True (Relative to the geographic, or true, north pole), Magnetic (Relative to the magnetic north pole) or compass (Relative to the north pole of the magnetic field which the compass is picking up). In real life compass north deviates from magnetic north due to metallic objects in the airplane interfering with the magnetic field of Earth. To my knowledge this is not modelled in DCS, so focus on understanding True and Magnetic. <br /> <br /> Different terms are used for describing various angular differences.<br /> Track is the angular difference between two points on the map. True track is defined using true north as a reference and Magnetic Track is defined using Magnetic north.<br /> <br /> Heading, or course, is the angular difference between your chosen source of reference and which angle your aircraft is currently pointing. <br /> <br /> Bearing is the angular difference between your aircraft and another object - aircraft, bullseye, terrain or something else. True bearing is relative to true north and magnetic bearing is relative to magnetic north. <br /> <br /> ===Wind correction angle===<br /> <br /> ===Compass Magnetism===<br /> North on most maps is pointing directly towards the geographic north pole. North on an aircrafts magnetic compass is pointing towards the magnetic south pole, which is actually located in the northern hemisphere. The Geographic North Pole and the Magnetic South Pole are not located at the same point, meaning that a compass will not point to true north. The difference between true north and magnetic north for a given location on Earth is called variation and is expressed in either degrees west / east or degrees +/-. The variation for Caucasus is +6°, or E6. <br /> <br /> When we make our flight plans using the F10 map we are plotting tracks in relation to true north, but when we then fly these headings (assuming your aircraft isn't displaying true north) you are using magnetic north. You must therefore add or subtract the variation to the magnetic course reading in order to correct for the variation.<br /> <br /> For example, if you're flying a waypoint leg in Caucasus with True Track = 360° and Variation is +6°, you should make fly a magnetic course 354° to compensate. <br /> <br /> ==Flight planning==<br /> Start by marking your initial point and your destination on the map. Continue by marking waypoints along the route at reasonable intervals. These waypoints act as control points, allowing you to verify that you are flying where you've intended and allowing you to correct and errors before they accumulate too much. I would recommend no more than 20NMI between each waypoint. Generally speaking, shorter legs makes it less likely that you'll get lost, but will also mean that more work is required during the planning phase.<br /> <br /> Once you have all your waypoints marked, plot the true track between them. This is the <br /> <br /> ==Follow-up during flight==<br /> <br /> <br /> <br /> <br /> <br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====Online E6B Flight Computer====<br /> https://e6bx.com/e6b/</div>

Knugen https://wiki.masterarms.se//index.php?title=VFR_Navigation&diff=161 2021-03-29T12:20:34Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Aviation Guides]] &gt;&gt; [[VFR Navigation]]''<br /> <br /> WIP<br /> <br /> VFR, or Visual Flight Rules, is flying &amp; navigating by terrain, landmarks or other visual features outside the aircraft. This guide is intended to help new players with mastering this skill. The guide is divided into three parts - Navigation basics, Flight planning and Follow-up during flight. Flight planning is the planning performed before starting the flight, and follow-up covers methods for continuously verifying that you are where you are meant to be once underway. <br /> <br /> ==Navigation basics==<br /> ===Speed terms===<br /> There are several different methods for qualifying an aircraft's speed relative to the air<br /> Indicated Air Speed (IAS) is the uncorrected speed which is displayed on an aircraft's airspeed indicator. Multiple factors affect either the air itself or the airspeed instrument causing this airspeed to, genereally speaking, not actually match the aircraft's speed true speed relative to the air. The main error sources are Instrument error (Errors due to the construction / design of the cockpit instrument), Position error (When the positioning of the Pitot tube causes the pressure reading from which the airspeed is calculated to be inaccurate) and Density error (The airspeed instrument is calibrated for standard sea-level density, meaning that it will get less and less accurate as the measured air density decreases with increased altitude)<br /> <br /> Calibrated Air Speed (CAS) is the IAS but corrected for instrument and position errors. In real life the airplane manufacturer provides the pilot with the information required to convert IAS to CAS. In DCS this information is rarely inlcuded in manuals - if no information is provided, assume that IAS = CAS.<br /> <br /> EAS - Får gärna fyllas i av någon IRL-jet-nörd. Mvh// Flyger-aldrig-över-115-knop<br /> <br /> True Air Speed (TAS) is a measure of the aircrafts true speed relative to the air. This is calculated by taking the CAS and correcting for the density error. Some DCS aircraft provide you with the TAS automatically. Calculating the TAS manually can be done with a flight computer (see Resources heading at the bottom). Calculating your TAS manually requires known values for pressure altitude, which is simply the reading on your barometric altimeter with QNH entered as well as the outside air temperature (as the density of the air for a given altitude varies depending on the temperature). The temperature in DCS is generally speaking only given for sea level, so to calculate the temperature for a given altitude use the ISA standard temperature change of 2°C / 1000 feet or 6,5°C per 1000 Meters. ¨<br /> <br /> E.g. - if the Sea level temperature is +18°C and you're planning to fly at 8000 feet, the expected change in temperature is 2°C * 8 = -16°C. The outside air temperature is thus +2°C. <br /> <br /> Ground speed, or GS, is the actual speed your aircraft is travelling relative to the ground. This is important for navigating as it is this speed we will be using for calculating how long it will take to fly our waypoints later. Ground speed is calculated by taking the true air speed and correcting this for wind. This calculation can be performed using a flight computer or the online E6B tool linked in the resources section.<br /> <br /> To perform the calculation, start by entering the true course in the course field. Enter the True Air Speed in the next field. Enter the Wind direction (Where the wind is coming from) and the wind speed and read the wind correction angle below. This angle is the amount of degrees you'll have to add or subtract from your course in order to compensate for wind. You'll now be able to read the ground speed below the Wind correction angle.<br /> <br /> Note 1: Since the only source of variation between TAS &amp; GS is the wind, TAS &amp; GS will be equal if flying with no vind<br /> Note 2: In DCS, unlike in real life, the wind strength and direction is constant within the same mission. You will still need to calculate the wind correction angle for each leg as the heading of your aircraft relative to the wind affects the WCA. <br /> <br /> ===Course terms===<br /> Courses are given relative to one of three sources - True (Relative to the geographic, or true, north pole), Magnetic (Relative to the magnetic north pole) or compass (Relative to the north pole of the magnetic field which the compass is picking up). In real life compass north deviates from magnetic north due to metallic objects in the airplane interfering with the magnetic field of Earth. To my knowledge this is not modelled in DCS, so focus on understanding True and Magnetic. <br /> <br /> Different terms are used for describing various angular differences.<br /> Track is the angular difference between two points on the map. True track is defined using true north as a reference and Magnetic Track is defined using Magnetic north.<br /> <br /> Heading, or course, is the angular difference between your chosen source of reference and which angle your aircraft is currently pointing. <br /> <br /> Bearing is the angular difference between your aircraft and another object - aircraft, bullseye, terrain or something else. True bearing is relative to true north and magnetic bearing is relative to magnetic north. <br /> <br /> ==Wind correction angle==<br /> <br /> ==Compass Magnetism==<br /> North on most maps is pointing directly towards the geographic north pole. North on an aircrafts magnetic compass is pointing towards the magnetic south pole, which is actually located in the northern hemisphere. The Geographic North Pole and the Magnetic South Pole are not located at the same point, meaning that a compass will not point to true north. The difference between true north and magnetic north for a given location on Earth is called variation and is expressed in either degrees west / east or degrees +/-. The variation for Caucasus is +6°, or E6. <br /> <br /> When we make our flight plans using the F10 map we are plotting tracks in relation to true north, but when we then fly these headings (assuming your aircraft isn't displaying true north) you are using magnetic north. You must therefore add or subtract the variation to the magnetic course reading in order to correct for the variation.<br /> <br /> For example, if you're flying a waypoint leg in Caucasus with True Track = 360° and Variation is +6°, you should make fly a magnetic course 354° to compensate. <br /> <br /> ==Flight planning==<br /> Start by marking your initial point and your destination on the map. Continue by marking waypoints along the route at reasonable intervals. These waypoints act as control points, allowing you to verify that you are flying where you've intended and allowing you to correct and errors before they accumulate too much. I would recommend no more than 20NMI between each waypoint. Generally speaking, shorter legs makes it less likely that you'll get lost, but will also mean that more work is required during the planning phase.<br /> <br /> Once you have all your waypoints marked, plot the true track between them. This is the <br /> <br /> ==Follow-up during flight==<br /> <br /> <br /> <br /> <br /> <br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====Online E6B Flight Computer====<br /> https://e6bx.com/e6b/</div>

Knugen https://wiki.masterarms.se//index.php?title=VFR_Navigation&diff=160 2021-03-29T11:58:05Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Aviation Guides]] &gt;&gt; [[VFR Navigation]]''<br /> <br /> WIP<br /> <br /> VFR, or Visual Flight Rules, is flying &amp; navigating by terrain, landmarks or other visual features outside the aircraft. This guide is intended to help new players with mastering this skill. The guide is divided into three parts - Navigation basics, Flight planning and Follow-up during flight. Flight planning is the planning performed before starting the flight, and follow-up covers methods for continuously verifying that you are where you are meant to be once underway. <br /> <br /> ==Navigation basics==<br /> ===Speed terms===<br /> There are several different methods for qualifying an aircraft's speed relative to the air<br /> Indicated Air Speed (IAS) is the uncorrected speed which is displayed on an aircraft's airspeed indicator. Multiple factors affect either the air itself or the airspeed instrument causing this airspeed to, genereally speaking, not actually match the aircraft's speed true speed relative to the air. The main error sources are Instrument error (Errors due to the construction / design of the cockpit instrument), Position error (When the positioning of the Pitot tube causes the pressure reading from which the airspeed is calculated to be inaccurate) and Density error (The airspeed instrument is calibrated for standard sea-level density, meaning that it will get less and less accurate as the measured air density decreases with increased altitude)<br /> <br /> Calibrated Air Speed (CAS) is the IAS but corrected for instrument and position errors. In real life the airplane manufacturer provides the pilot with the information required to convert IAS to CAS. In DCS this information is rarely inlcuded in manuals - if no information is provided, assume that IAS = CAS.<br /> <br /> EAS - Får gärna fyllas i av någon IRL-jet-nörd. Mvh// Flyger-aldrig-över-115-knop<br /> <br /> True Air Speed (TAS) is a measure of the aircrafts true speed relative to the air. This is calculated by taking the CAS and correcting for the density error. Some DCS aircraft provide you with the TAS automatically. Calculating the TAS manually can be done with a flight computer (see Resources heading at the bottom). Calculating your TAS manually requires known values for pressure altitude, which is simply the reading on your barometric altimeter with QNH entered as well as the outside air temperature (as the density of the air for a given altitude varies depending on the temperature). The temperature in DCS is generally speaking only given for sea level, so to calculate the temperature for a given altitude use the ISA standard temperature change of 2°C / 1000 feet or 6,5°C per 1000 Meters. ¨<br /> <br /> E.g. - if the Sea level temperature is +18°C and you're planning to fly at 8000 feet, the expected change in temperature is 2°C * 8 = -16°C. The outside air temperature is thus +2°C. <br /> <br /> Ground speed, or GS, is the actual speed your aircraft is travelling relative to the ground. This is important for navigating as it is this speed we will be using for calculating how long it will take to fly our waypoints later. Ground speed is calculated by taking the true air speed and correcting this for wind. This calculation can be performed using a flight computer or the online E6B tool linked in the resources section.<br /> <br /> To perform the calculation, start by entering the true course in the course field. Enter the True Air Speed in the next field. Enter the Wind direction (Where the wind is coming from) and the wind speed and read the wind correction angle below. This angle is the amount of degrees you'll have to add or subtract from your course in order to compensate for wind. You'll now be able to read the ground speed below the Wind correction angle.<br /> <br /> Note 1: Since the only source of variation between TAS &amp; GS is the wind, TAS &amp; GS will be equal if flying with no vind<br /> Note 2: In DCS, unlike in real life, the wind strength and direction is constant within the same mission. You will still need to calculate the wind correction angle for each leg as the heading of your aircraft relative to the wind affects the WCA. <br /> <br /> ===Course terms===<br /> True<br /> Magnetic<br /> Compass<br /> <br /> Track<br /> Heading<br /> <br /> Wind correction angle<br /> <br /> ==Compass Magnetism==<br /> <br /> ==Flight planning==<br /> Start by marking your initial point and your destination on the map. Continue by marking waypoints along the route at reasonable intervals. These waypoints act as control points, allowing you to verify that you are flying where you've intended and allowing you to correct and errors before they accumulate too much. I would recommend no more than 20NMI between each waypoint. Generally speaking, shorter legs makes it less likely that you'll get lost, but will also mean that more work is required during the planning phase.<br /> <br /> Once you have all your waypoints marked, plot the true track between them. This is the <br /> <br /> ==Follow-up during flight==<br /> <br /> <br /> <br /> <br /> <br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====Online E6B Flight Computer====<br /> https://e6bx.com/e6b/</div>

Knugen https://wiki.masterarms.se//index.php?title=VFR_Navigation&diff=159 2021-03-29T11:57:32Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Aviation Guides]] &gt;&gt; [[VFR Navigation]]''<br /> <br /> WIP<br /> <br /> VFR, or Visual Flight Rules, is flying &amp; navigating by terrain, landmarks or other visual features outside the aircraft. This guide is intended to help new players with mastering this skill. The guide is divided into three parts - Navigation basics, Flight planning and Follow-up during flight. Flight planning is the planning performed before starting the flight, and follow-up covers methods for continuously verifying that you are where you are meant to be once underway. <br /> <br /> ==Navigation basics==<br /> ===Speed terms===<br /> There are several different methods for qualifying an aircraft's speed relative to the air<br /> Indicated Air Speed (IAS) is the uncorrected speed which is displayed on an aircraft's airspeed indicator. Multiple factors affect either the air itself or the airspeed instrument causing this airspeed to, genereally speaking, not actually match the aircraft's speed true speed relative to the air. The main error sources are Instrument error (Errors due to the construction / design of the cockpit instrument), Position error (When the positioning of the Pitot tube causes the pressure reading from which the airspeed is calculated to be inaccurate) and Density error (The airspeed instrument is calibrated for standard sea-level density, meaning that it will get less and less accurate as the measured air density decreases with increased altitude)<br /> <br /> Calibrated Air Speed (CAS) is the IAS but corrected for instrument and position errors. In real life the airplane manufacturer provides the pilot with the information required to convert IAS to CAS. In DCS this information is rarely inlcuded in manuals - if no information is provided, assume that IAS = CAS.<br /> <br /> EAS<br /> <br /> True Air Speed (TAS) is a measure of the aircrafts true speed relative to the air. This is calculated by taking the CAS and correcting for the density error. Some DCS aircraft provide you with the TAS automatically. Calculating the TAS manually can be done with a flight computer (see Resources heading at the bottom). Calculating your TAS manually requires known values for pressure altitude, which is simply the reading on your barometric altimeter with QNH entered as well as the outside air temperature (as the density of the air for a given altitude varies depending on the temperature). The temperature in DCS is generally speaking only given for sea level, so to calculate the temperature for a given altitude use the ISA standard temperature change of 2°C / 1000 feet or 6,5°C per 1000 Meters. ¨<br /> <br /> E.g. - if the Sea level temperature is +18°C and you're planning to fly at 8000 feet, the expected change in temperature is 2°C * 8 = -16°C. The outside air temperature is thus +2°C. <br /> <br /> Ground speed, or GS, is the actual speed your aircraft is travelling relative to the ground. This is important for navigating as it is this speed we will be using for calculating how long it will take to fly our waypoints later. Ground speed is calculated by taking the true air speed and correcting this for wind. This calculation can be performed using a flight computer or the online E6B tool linked in the resources section.<br /> <br /> To perform the calculation, start by entering the true course in the course field. Enter the True Air Speed in the next field. Enter the Wind direction (Where the wind is coming from) and the wind speed and read the wind correction angle below. This angle is the amount of degrees you'll have to add or subtract from your course in order to compensate for wind. You'll now be able to read the ground speed below the Wind correction angle.<br /> <br /> Note 1: Since the only source of variation between TAS &amp; GS is the wind, TAS &amp; GS will be equal if flying with no vind<br /> Note 2: In DCS, unlike in real life, the wind strength and direction is constant within the same mission. You will still need to calculate the wind correction angle for each leg as the heading of your aircraft relative to the wind affects the WCA. <br /> <br /> ===Course terms===<br /> True<br /> Magnetic<br /> Compass<br /> <br /> Track<br /> Heading<br /> <br /> Wind correction angle<br /> <br /> ==Compass Magnetism==<br /> <br /> ==Flight planning==<br /> Start by marking your initial point and your destination on the map. Continue by marking waypoints along the route at reasonable intervals. These waypoints act as control points, allowing you to verify that you are flying where you've intended and allowing you to correct and errors before they accumulate too much. I would recommend no more than 20NMI between each waypoint. Generally speaking, shorter legs makes it less likely that you'll get lost, but will also mean that more work is required during the planning phase.<br /> <br /> Once you have all your waypoints marked, plot the true track between them. This is the <br /> <br /> ==Follow-up during flight==<br /> <br /> <br /> <br /> <br /> <br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====Online E6B Flight Computer====<br /> https://e6bx.com/e6b/</div>

Knugen https://wiki.masterarms.se//index.php?title=VFR_Navigation&diff=158 2021-03-29T11:51:09Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Aviation Guides]] &gt;&gt; [[VFR Navigation]]''<br /> <br /> WIP<br /> <br /> VFR, or Visual Flight Rules, is flying &amp; navigating by terrain, landmarks or other visual features outside the aircraft. This guide is intended to help new players with mastering this skill. The guide is divided into three parts - Navigation basics, Flight planning and Follow-up during flight. Flight planning is the planning performed before starting the flight, and follow-up covers methods for continuously verifying that you are where you are meant to be once underway. <br /> <br /> ==Navigation basics==<br /> ===Speed terms===<br /> There are several different methods for qualifying an aircraft's speed relative to the air<br /> Indicated Air Speed (IAS) is the uncorrected speed which is displayed on an aircraft's airspeed indicator. Multiple factors affect either the air itself or the airspeed instrument causing this airspeed to, genereally speaking, not actually match the aircraft's speed true speed relative to the air. The main error sources are Instrument error (Errors due to the construction / design of the cockpit instrument), Position error (When the positioning of the Pitot tube causes the pressure reading from which the airspeed is calculated to be inaccurate) and Density error (The airspeed instrument is calibrated for standard sea-level density, meaning that it will get less and less accurate as the measured air density decreases with increased altitude)<br /> <br /> Calibrated Air Speed (CAS) is the IAS but corrected for instrument and position errors. In real life the airplane manufacturer provides the pilot with the information required to convert IAS to CAS. In DCS this information is rarely inlcuded in manuals - if no information is provided, assume that IAS = CAS.<br /> <br /> EAS<br /> <br /> True Air Speed (TAS) is a measure of the aircrafts true speed relative to the air. This is calculated by taking the CAS and correcting for the density error. Some DCS aircraft provide you with the TAS automatically. Calculating the TAS manually can be done with a flight computer (see Resources heading at the bottom). Calculating your TAS manually requires known values for pressure altitude, which is simply the reading on your barometric altimeter with QNH entered as well as the outside air temperature (as the density of the air for a given altitude varies depending on the temperature). The temperature in DCS is generally speaking only given for sea level, so to calculate the temperature for a given altitude use the ISA standard temperature change of 2°C / 1000 feet or 6,5°C per 1000 Meters. ¨<br /> <br /> E.g. - if the Sea level temperature is +18°C and you're planning to fly at 8000 feet, the expected change in temperature is 2°C * 8 = -16°C. The outside air temperature is thus +2°C. <br /> <br /> Ground speed, or GS, is the actual speed your aircraft is travelling relative to the ground. This is important for navigating as it is this speed we will be using for calculating how long it will take to fly our waypoints later. <br /> <br /> ===Course terms===<br /> True<br /> Magnetic<br /> Compass<br /> <br /> Track<br /> Heading<br /> <br /> Wind correction angle<br /> <br /> ==Compass Magnetism==<br /> <br /> ==Flight planning==<br /> Start by marking your initial point and your destination on the map. Continue by marking waypoints along the route at reasonable intervals. These waypoints act as control points, allowing you to verify that you are flying where you've intended and allowing you to correct and errors before they accumulate too much. I would recommend no more than 20NMI between each waypoint. Generally speaking, shorter legs makes it less likely that you'll get lost, but will also mean that more work is required during the planning phase.<br /> <br /> Once you have all your waypoints marked, plot the true track between them. This is the <br /> <br /> ==Follow-up during flight==<br /> <br /> <br /> <br /> <br /> <br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====Online E6B Flight Computer====<br /> https://e6bx.com/e6b/</div>

Knugen https://wiki.masterarms.se//index.php?title=VFR_Navigation&diff=157 2021-03-29T11:27:22Z

<p>Knugen: </p> <hr /> <div>''[[Home]] &gt;&gt; [[Aviation Guides]] &gt;&gt; [[VFR Navigation]]''<br /> <br /> VFR, or Visual Flight Rules, is flying &amp; navigating by terrain, landmarks or other visual features outside the aircraft. This guide is intended to help new players with mastering this skill. The guide is divided into three parts - Navigation basics, Flight planning and Follow-up during flight. Flight planning is the planning performed before starting the flight, and follow-up covers methods for continuously verifying that you are where you are meant to be once underway. <br /> <br /> ==Navigation basics==<br /> ===Speed terms===<br /> IAS<br /> CAS<br /> TAS<br /> GS<br /> ===Course terms===<br /> True<br /> Magnetic<br /> Compass<br /> <br /> Track<br /> Heading<br /> <br /> Wind correction angle<br /> <br /> ==Flight planning==<br /> Start by marking your initial point and your destination on the map. Continue by marking waypoints along the route at reasonable intervals. These waypoints act as control points, allowing you to verify that you are flying where you've intended and allowing you to correct and errors before they accumulate too much. I would recommend no more than 20NMI between each waypoint. Generally speaking, shorter legs makes it less likely that you'll get lost, but will also mean that more work is required during the planning phase.<br /> <br /> Once you have all your waypoints marked, find out the track <br /> <br /> ==Follow-up during flight==<br /> <br /> <br /> <br /> <br /> <br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====Online E6B====<br /> https://e6bx.com/e6b/</div>

Knugen https://wiki.masterarms.se//index.php?title=VFR_Navigation&diff=156 2021-03-29T11:18:31Z

<p>Knugen: Skapade sidan med '''Home &gt;&gt; Standard Operating Procedures &gt;&gt; Airport Procedures'' Though inspired by real life operations, our goal is to strike a balance between realism and manag...'</p> <hr /> <div>''[[Home]] &gt;&gt; [[Standard Operating Procedures]] &gt;&gt; [[Airport Procedures]]''<br /> <br /> Though inspired by real life operations, our goal is to strike a balance between realism and manageability. The airspace types listed below are most useful during training events with live ATC in order to increase immersion. <br /> <br /> ==Flight planning==<br /> <br /> <br /> <br /> ==Follow-up during flight==<br /> <br /> <br /> <br /> <br /> <br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> &lt;br /&gt;<br /> <br /> ==Resources==<br /> <br /> ====Online E6B====<br /> https://e6bx.com/e6b/</div>

Knugen https://wiki.masterarms.se//index.php?title=Home&diff=155 2021-03-29T11:13:36Z

<p>Knugen: </p> <hr /> <div>===Welcome to the Master Arms Wiki!===<br /> <br /> We are a Swedish combat flight sim community mainly focusing on DCS. We are constantly looking for new pilots, ATCs and Fighter Controllers. On this wiki, we aim to collect all important information, easily accessible for all new and old members, as well as any guest participants on our events.<br /> <br /> ====Language====<br /> For practical reasons, we are a Swedish speaking community. If you don't know Swedish, but you are already proficient in your aircraft and you know somebody in the community who can vouch for you, you can still join our events as a guest and fly on his/her wing. Furthermore, we are always interrested in getting in contact with other communities for mutual scenarios and missions. Please do not hesitate to contact us if you are interested to set something up. <br /> Generally, during events, all comms between flights and other agencies are in English, while comms within the flight are in Swedish.<br /> <br /> ==Important Links==<br /> <br /> *[https://www.masterarms.se Master Arms Website]<br /> *[https://www.masterarms.se/forum Master Arms Forum]<br /> *[https://discord.gg/hw3Aat4 Master Arms Discord]<br /> <br /> ==Wiki Content==<br /> <br /> *[[New Member Guide]]<br /> *[[Standard Operating Procedures]]<br /> **[[Comms]]<br /> **[[Lights]]<br /> **[[Carrier Ops]]<br /> **[[Airport Procedures]]<br /> **[[Air-To-Air Operations]]<br /> **[[Advanced Formations and Movement]]<br /> **[[Mission Procedures]] &lt;small&gt;''(With comms example for airfield and mission procedures)''&lt;/small&gt;<br /> **[[Training Server]]<br /> *[[Technical Guides]]<br /> **[[Technical Checklist]]<br /> **[[Deck Spawning]]<br /> **[[Mission Design Guide]]<br /> *[[Aviation Guides]]<br /> **[[VFR Navigation]]<br /> *[[Mission Files]]<br /> **[[Mission Repository]]<br /> **[[Basic Missions]]<br /> **[[Training Missions]]<br /> *[[Aircraft Syllabi]]<br /> **[[Intro Flight]]<br /> **[[F/A-18C Hornet Syllabus]]<br /> **[[AJS 37 Viggen Syllabus]]<br /> **[[F-16C Viper Syllabus]]<br /> **[[A-10C Warthog Syllabus]]<br /> *[[Mods]]<br /> *[[Qualifications]]<br /> **[[Basic Qualification]]<br /> **[[Carrier Qualification]]<br /> *[[Organization]]</div>

Knugen https://wiki.masterarms.se//index.php?title=Home&diff=154 2021-03-29T11:12:52Z

<p>Knugen: </p> <hr /> <div>===Welcome to the Master Arms Wiki!===<br /> <br /> We are a Swedish combat flight sim community mainly focusing on DCS. We are constantly looking for new pilots, ATCs and Fighter Controllers. On this wiki, we aim to collect all important information, easily accessible for all new and old members, as well as any guest participants on our events.<br /> <br /> ====Language====<br /> For practical reasons, we are a Swedish speaking community. If you don't know Swedish, but you are already proficient in your aircraft and you know somebody in the community who can vouch for you, you can still join our events as a guest and fly on his/her wing. Furthermore, we are always interrested in getting in contact with other communities for mutual scenarios and missions. Please do not hesitate to contact us if you are interested to set something up. <br /> Generally, during events, all comms between flights and other agencies are in English, while comms within the flight are in Swedish.<br /> <br /> ==Important Links==<br /> <br /> *[https://www.masterarms.se Master Arms Website]<br /> *[https://www.masterarms.se/forum Master Arms Forum]<br /> *[https://discord.gg/hw3Aat4 Master Arms Discord]<br /> <br /> ==Wiki Content==<br /> <br /> *[[New Member Guide]]<br /> *[[Standard Operating Procedures]]<br /> **[[Comms]]<br /> **[[Lights]]<br /> **[[Carrier Ops]]<br /> **[[Airport Procedures]]<br /> **[[Air-To-Air Operations]]<br /> **[[Advanced Formations and Movement]]<br /> **[[Mission Procedures]] &lt;small&gt;''(With comms example for airfield and mission procedures)''&lt;/small&gt;<br /> **[[Training Server]]<br /> *[[Technical Guides]]<br /> **[[Technical Checklist]]<br /> **[[Deck Spawning]]<br /> **[[Mission Design Guide]]<br /> *[[Aviation Guides]]<br /> *[[Mission Files]]<br /> **[[Mission Repository]]<br /> **[[Basic Missions]]<br /> **[[Training Missions]]<br /> *[[Aircraft Syllabi]]<br /> **[[Intro Flight]]<br /> **[[F/A-18C Hornet Syllabus]]<br /> **[[AJS 37 Viggen Syllabus]]<br /> **[[F-16C Viper Syllabus]]<br /> **[[A-10C Warthog Syllabus]]<br /> *[[Mods]]<br /> *[[Qualifications]]<br /> **[[Basic Qualification]]<br /> **[[Carrier Qualification]]<br /> *[[Organization]]</div>

Knugen