Post by CoolP on Jul 25th, 2011 at 6:56pm
Hi, David. This is sort of hard to read for me, being not familiar with the route there.
I would use some charts from e. g. http://skyvector.com/ and then look up the corresponding radials to fly to.
You can enter your flight plan there and see it superimposed on the rw charts.
Now on those charts, you see the intersections being defined as cross radials (and coordinates for the RNAV/INS guys), so with two working nav radios, you can spot the more or less exact location there.
For example, for COHOW you follow the J554 which at that stage is defined as the 089 radial from CRL (Carleton VOR) until you cross the 167 radial from YXU (London VOR). That cross section defines the intersection COHOW, so tune CRL on NAv1 and YXU on Nav2 with the corresponding courses set.
Watch the RMI to catch a glimpse on your current position in relation to those two stations then and you won't miss a thing.
Now, if you fly with the AP tracking a VOR course it will always adjust for the winds, at least when the deviation is big enough to deflect the needle and therefore trigger the 'I'm not on course' signal, roughly spoken. The AP will then hunt the needle which works good when not too close to the station.
So on your way to COHOW, you track course (does not necessarily mean heading) 089 from CRL and you then can read any deviation on your CDI. When flying manually, adjust for the winds or just let the AP do the work.
I've attached a useful map view for you, marking some of the necessary values in red. You mainly need the defined cross radials and the stations to tune.
Feel free to explore that SkyVector service, it's free.
Click for big!
I've only set up a rough route there, so don't mind the actual route.
With the work on the cross radials and some DME readings, you can work very precisely there. This even allows you to turn 'smart', taking your groundspeed into account to not necessarily overfly any waypoint but to turn in the way a FMC would turn your plane, which means roughly some 10% of distance from your current GS value before the next waypoint.
So flying at 500 kts GS, you would start your turn around 5nm out of the waypoint, unless ATC or charts stress the need to overfly it.
For the pros, remember that DME readings don't read the ground based distance towards the station, but the one from the hypotenuse, so taking your actual height into account too. A greater distances though, the error effect there is close to nil (e. g. 130nm ground distance at FL340 give you a DME reading of 130,11 or so = not a problem).
I would use some charts from e. g. http://skyvector.com/ and then look up the corresponding radials to fly to.
You can enter your flight plan there and see it superimposed on the rw charts.
Now on those charts, you see the intersections being defined as cross radials (and coordinates for the RNAV/INS guys), so with two working nav radios, you can spot the more or less exact location there.
For example, for COHOW you follow the J554 which at that stage is defined as the 089 radial from CRL (Carleton VOR) until you cross the 167 radial from YXU (London VOR). That cross section defines the intersection COHOW, so tune CRL on NAv1 and YXU on Nav2 with the corresponding courses set.
Watch the RMI to catch a glimpse on your current position in relation to those two stations then and you won't miss a thing.
Now, if you fly with the AP tracking a VOR course it will always adjust for the winds, at least when the deviation is big enough to deflect the needle and therefore trigger the 'I'm not on course' signal, roughly spoken. The AP will then hunt the needle which works good when not too close to the station.
So on your way to COHOW, you track course (does not necessarily mean heading) 089 from CRL and you then can read any deviation on your CDI. When flying manually, adjust for the winds or just let the AP do the work.
I've attached a useful map view for you, marking some of the necessary values in red. You mainly need the defined cross radials and the stations to tune.
Feel free to explore that SkyVector service, it's free.
Click for big!
I've only set up a rough route there, so don't mind the actual route.
With the work on the cross radials and some DME readings, you can work very precisely there. This even allows you to turn 'smart', taking your groundspeed into account to not necessarily overfly any waypoint but to turn in the way a FMC would turn your plane, which means roughly some 10% of distance from your current GS value before the next waypoint.
So flying at 500 kts GS, you would start your turn around 5nm out of the waypoint, unless ATC or charts stress the need to overfly it.
For the pros, remember that DME readings don't read the ground based distance towards the station, but the one from the hypotenuse, so taking your actual height into account too. A greater distances though, the error effect there is close to nil (e. g. 130nm ground distance at FL340 give you a DME reading of 130,11 or so = not a problem).