Is there a method by which the conversions can be achieved on the fly by using a mathematical formulae and not using specific area charts?
Medium Answer: Most flight planning software incorporates a True/Magnetic heading conversion system (ForeFlight for example).
Using an electronic flight planning tool like this is probably your best bet if you want an on-the-fly determination made for you.
The International Association of Geomagnetism and Aeronomy (now there's a mouthful!) periodically publishes what's known as "The International Geomagnetic Reference Field". It's a mathematical model of Earth's geomagnetic field, which you can work from some exceptionally complicated trigonometry (or just look up the coefficients in a table which is what most sane folks do).
If reading text like "Mathematically, the IGRF model consists of the Gauss coefficients which define a spherical harmonic expansion of the magnetic scalar potential." makes your eyes roll back into your head (I was a math nerd and it makes MINE roll back!) using the model is probably not for you.
If your eyes are still focused on this text however, click on through to that link way back at the top of my answer and you'll be rewarded with a formula you can plug into your trusty calculator.
for the approach I received the following call (callsign) request heading It caught me off guard, and it took a while but I eventually interpreted it as "say heading" and gave him my current heading. He didn't complain, but I'm still not sure if that's what he wanted. A bit later I got a similar call (callsign) request QNE However, I was unfamiliar with that Q-code (as a private pilot... on board (which I incorrectly assumed at that point was what QNE meant), again, using "request". Anyway, I've never heard a controller say "request" before, is it just army version of "say"? I'm pretty
When ATC gives you headings to fly, do they consider wind correction? In theory they should because they call it a heading and not a track, but do they? After all, the heading they want you to fly depends on wind direction and airspeed. Or do they actually mean track instead of heading?
The G1000 has a feature where it can put up a winds aloft arrow/speed in the PFD. I've been sort of wondering how exactly this is determined. My guess is that the aircraft (or the G1000) knows your airspeed via the pitot/static system and heading via the fluxgate/mag compass. Then, it uses your GPS position to figure out where you should be every X seconds given the airspeed and heading. Any difference must be attributable to winds aloft. Does this make sense?
Following acceleration paramters are transmitted from Inertial Reference System (IRS) to Flight Control System (FCS) Flight Path Acceleration Along Track Acceleration Cross Track Acceleration Vertical Acceleration Unbiased Normal Acceleration Along Heading Acceleration Cross Heading Acceleration I only know acceleration based on the aircraft axis i.e lateral, longitudinal & Normal acceleration but what these acceleration paramters signifies?
I have X-Plane 10 with Boeing 777 Worldliner Pro- Extended Pack, which is designed to model the real-world operation of the 777. Why does the AP never go to the heading hold direction even if I press the hold button?
text. So, questions: Can ACARS be turned off? Would this generate a warning at the base station? Can ACARS send postion, altitude and heading information automatically? Can ACARS be repeatedly pinged to track an aircraft's position and heading? Would this require any intervention by the pilots? (posted separately) Is this system standard on commercial airliners? What data do Airlines collect
that is in with the rest of the approach plates. Knoxville, TN (KTYS) contains the following departure procedure in that section: DEPARTURE PROCEDURE: Rwy 5L, climb heading 048° to 3400 before proceeding on course. Rwy 5R, climb heading 048° to 3500 before proceeding on course. Rwy 23L, climb heading 228° to 3500 before proceeding on course. Rwy 23R, climb heading 228° to 3500 before proceeding on course. Question: If I receive an IFR clearance along the lines of "*N1234, cleared to XXX as filed, climb and maintain...." and I didn't file any kind of departure, am I expected to fly
It's apparently legal for pilots to fly over the top of clouds and fly VFR. However, I don't understand how it's possible to do so, especially since there is no visual reference to rely on to ensure that you are heading in the right direction. So, how exactly does this work, are there any limitations on this and is it possible to be done safely?
I noticed that no planes heading to FMMI are ploted on all the prominent online radars despite the fact that most of them are likely equiped with ads-b. What does it take to remedy that lack of coverage?
I thought that you had to perform all your ATPL multi-crew time in aircraft with a certificated minimum of 2 crew, but I've heard of some pilots using time in single-pilot aircraft towards their EASA ATPL licence. Is this true? If so, could someone explain how is this possible?