CASARA NATIONAL
NAVIGATOR COURSE
CASARA
NAVIGATION
REVIEW
Casara
Air Navigation
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
There are different types of Air Navigation. Those of
concern to the CASARA Navigator are

Pilotage - navigation by reference to visual landmarks
only.

Dead Reckoning – navigating by use of previously
calculated vectors for wind, track, distance, headings
and speeds.

Navigation – navigating by reference only to radio
signals from surface facilities or satellites.
Principals of Air Navigation
The Principals of Air Navigation are that:
 You must be able to determine your LOCATION and
that of the DESTINATION and any WAYPOINT on
route.
You must be able to measure and fly the TRACK or
BEARING which will take you to your destination.
(cont’d)

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Principals of Air Navigation
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
You must be able to measure the DISTANCE between
the two.

You must know the SPEED at which your aircraft flies.

You must be able to calculate the EFFECT OF WIND
on your progress.
Latitude & Longitude
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Parallels of Latitude

The first key to LOCATION to early navigators was
the fact that the sun would reach its highest point at
noon and the angle between the sun and the horizon
(the EQUATOR) could be measured.

If you remained at this angle as you went west you
remained on a PARALLEL OF LATITUDE.
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Parallels of Latitude

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PARALLELS OF LATITUDE, or parallels in short, are
SMALL CIRCLES (ie.not necessarily through the
centre of the Earth) whose plane is parallel to the
equator and each other. The Parallels are used to
specify the angle, in
degrees, at which a point
is located relative to the
Equator.
Parallels of Latitude

Another feature of the PARALLELS OF LATITUDE is
that the distance between each degree is the same.
In fact the Nautical Mile used in air and sea
navigation is the distance along a minute of Latitude

or 1/60th of a Degree of Latitude

or 6000 feet.
(Actually the earth is not perfectly round and there is
a slight variation between Parallels of Latitude but it
is not significant to our discussion)
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Meridians of Longitude

Longitude is related to the sun’s travel.

The sun was seen to move across the sky returning
to its original position once every day or 24 hours.

This equated to 15 degrees every hour and is what
the different time zones are generally based upon.

If the navigator knew time accurately he could
determine, by when the sun was at its highest point,
on which line of longitude he was positioned.
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Meridians of Longitude

With the first accurate timepiece, the chronometer,
the British started drawing accurate maps with the
Longitude Line which passed through Greenwich
England, the location of the original observatory, as
the 0 degree or the Prime Meridian, and Greenwich
Mean Time became the world standard.

Subsequent Meridians of Longitude were counted
East and West from 0 degrees to 180 degrees.

The 1800 Meridian is also known as the International
Date Line where one loses a day as you cross it
travelling west or gains a day crossing it in an
easterly direction.
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Longitude & Time

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When the atomic clock came along it replaced the
observations from the Greenwich Observatory. Now,
the world (and ICAO) standard for time is “Universal
Coordinated Time” or “UTC”. “UTC” is now
abbreviated to “Z”.
Meridians of Longitude



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A MERIDIAN of LONGITUDE is an arc on a GREAT
CIRCLE (through the centre of the Earth) that
extends from one pole to the opposite pole (Half of a
Great Circle).
Because the Meridians
of LONGITUDE
converge at the poles, they
are not parallel and the
length of a degree of
LONGITUDE decreases
to ZERO as you approach
the poles.
Longitude

On this larger scale depiction, you can see how the
length of a degree of Longitude decreases as you
move from the Equator while length of a degree of
Latitude is always the same.

This will help you to understand why, when we
measure DISTANCE, we can used the Latitude scale
but never the Longitude.
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Degrees of Lat & Long
75°N
50°N
25°N
30°
0°
Equator
0°
25°S
50°S
75°S
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Location

The measurement of LATITUDE starts at the
EQUATOR and is measured NORTH and SOUTH
from 00 to 900.

The measurement of Longitude starts at the PRIME
MERIDIAM which passes through Greenwich
England and is measured from 00 EAST and WEST
to the INTERNATIONAL DATE LINE at 1800 East or
West.

This is shown on the next slide.
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Degrees of Lat & Long
International
Date Line
75°N
1800
50°N
090°W
25°N
045°W
0°
030°E
030°W
25°S
0°
50°S
Prime
Meridian
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75°S
Equator
Location

When working with Latitude and Longitude there are
several points to keep in mind:

Latitude ALWAYS comes first.

Both are written in the order Degrees, then Minutes
and then either Seconds (49°05’15”N) or decimals of
a minute (49°05.250’N).

The numbers are ALWAYS followed by (or preceded
by) the direction from the Equator, North or South,
(49°05’15”N, S15°15’15”) or from the Prime
Meridian, East or West, (149°05.250’W,
E105°10.250’).
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Location
• Degrees of Latitude should always be written as two
digits (47°N),
• Degrees of Longitude should always have three digits
(073°W), minutes and
• Seconds should be two digits in each case.
• Ex:
• Latitude: 47° 20’ 30”N (“Forty seven degrees, twenty
minutes, thirty seconds North”)
• Longitude: 073° 10’ 30”W
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Location
• If you use decimals of minutes (the normal for GPS
and other navigation systems) they should be written
as two digits followed by three digits after the decimal
to avoid confusion with seconds.
• Ex:
• Latitude: 47° 20.500’N (“Forty seven degrees, twenty
point five zero zero minutes North”)
• Longitude: 073° 10.500’W
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Location
Locate position:
470 25.700’N
0730 10.400’W
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GEOREF
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GEOREF System

The GEOREF system is another way to identify locations
by blocks (useful in assigning search areas).

It is made up of rectangles of 1 degree of latitude and
longitude.

Each rectangle is identified by a two-letter symbol
Ex: CG.

On large scale maps these letters are included in the
Latitude and Longitude grid
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GEOREF System

On smaller scale maps such as the Joint Operations
Graphic, this information is in the legend.

Each 10 rectangle is divided into four 30’ segments.

These are identified by numbers 1-4 starting at upper left
hand corner Ex: “CG 2”.

Each of these 30’ segments is further divided into four 15”
sections identified further by letters again, Ex: “CG 2 c” as
per the next slide.
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G
E
O
CG 2 c
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CG
Direction
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Direction
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
Now that we know how to locate positions on the map
we have to be able to find our way from one to the
other.

To do this we have to draw a line from our starting point
to our first turning point (or our destination) and
determine the track or direction from one to the other.

We use the Meridians of Longitude as our directional
reference as these run between the North and the
South poles, that is TRUE NORTH and SOUTH.
Direction

In order to make use of this reference to TRUE
NORTH, we need a protractor.

A protractor is a clear plastic square, circle or semicircle marked out with the 360 degrees of the compass.
.
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Protractor
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Direction
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
When we lay the centre over our starting point and
align “N” with the meridian that runs through the
location,we have a proper reference to TRUE NORTH.

Now we read the degrees where our track intersects
the COMPASS ROSE on the protractor.

This is our TRUE TRACK to our destination or turning
point
Direction & Bearing
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Compass
The magnetic compass was one of the first navigation
instruments. It is still frequently the only directionindicating instrument in many aircraft.
Since it is a reliable, self-contained unit, requiring no
external power of any kind, The MAGNETIC COMPASS
is extremely useful as a stand-by or emergency
instrument. But it does have its limitations.
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True vs Magnetic North

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It would be nice if the NORTH which is used as a
reference for our compass (Magnetic North) was in the
same position as the NORTH used on our maps (True
North) but this is not the case.
Magnetic North
The earth is a huge magnet. All magnets have lines of
force that exit one end and re-enter the other end.
The earth is very similar but the MAGNETIC POLE is
not co-located with the TRUE POLE.
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True vs Magnetic North
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
Magnetic North lies in Canada to the south of the
North Pole on Ellesmere Island … and it changes
location very gradually, though not enough to affect
our day to day navigation.

This next slide shows where the Magnetic pole has
travelled since the year 1600.
Magnetic North Pole
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True vs Magnetic North
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
The earth’s Magnetic north is about 450 nm from the
earth’s Geographic (True) North.

Because we in Canada are so close to the Magnetic
pole the angle between the two is much greater than it
would be if we were farther away.

The angle between the location of True North and
Magnetic North is called VARIATION.
Magnetic North
Because the Magnetic pole is south of the True Pole,
if you were in the west of the country your compass
would point EAST of True North. That means the
Variation is East.
If you lived in the east, your compass would point
WEST of True North. This means Variation is WEST
Variation
East
Magnetic
north
Variation
West
Variation
0°
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And if you lived in Marathon ON, There would be
NO Variation at all.
Compass
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
The first compass was probably a sliver of lodestone
on a thread. Fortunately for us, somebody did
discover that a magnetized needle would always point
to the north. Unfortunately, that is only partly true.

The compass points to MAGNETIC north. All our
maps however, are oriented to TRUE north and any
directions obtained by using the sun or stars are also
referenced to TRUE north.

When you specify a direction, you must also specify
the reference North you used. It helps to know the
difference.
Direction & Variation
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
True North is the real North Pole as you look at a
globe)

Magnetic North is where your compass points (sort
of?)
– Difference between Mag and True is Magnetic
Variation and may be EAST and subtracted from
the TRUE value or WEST and added to the TRUE
value
– (Variation EAST, magnetic LEAST / variation
WEST, magnetic BEST)
– Variation is shown on the chart & maps.
– Trick question: What is the maximum Variation?
Answer
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
VARIATION can vary the full range of the compass
(ie. 360 degrees) since the observer may be standing
on the North Pole side of the Magnetic Pole.

But since VARIATION is measured as EAST and
WEST, the maximum VARIATION is 1800 EAST or
1800 WEST.
Magnetic North
True North
M.North
Variation
20° E
M.North
Var
20º E
This is a graphic example from the
west where Variation is 20°E
(twenty degrees East or –20°).
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Magnetic North
In eastern Canada the magnetic pole is left of the
geographic pole so the variation is west and the
T.North
compass headings are larger than true
headings.
M.North
If your track were 315°T and the
variation were 20°W, your magnetic
track would be:
315°T+20°W = 335°M
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Var
20º W
The Variation Rule
VARIATION EAST–MAGNETIC LEAST
(The Magnetic direction is a SMALLER
number than true direction).
VARIATION WEST – MAGNETIC
BEST
(The Magnetic direction is a LARGER
number than the true direction).
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Variation & Maps
Variation is shown on most maps as a dashed line
with the number of degrees East or West marked
along it. In our part of the world the lines run from
Northeast to Southwest.
On very small-scale maps the variation may be given
in the legend and apply to the whole sheet.
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Variation & Maps
On maps with aviation information a navigation
facility is often shown with a compass rose which
is based on a magnetic North. Note the
difference between the Longitude line and
NORTH on the Compass Rose.
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Variation

The Canada Flight Supplement gives the variation for
every landing area it contains.

As mentioned earlier, another way you can determine
the variation is to consult the compass rose around any
VOR or VORTAC site on your Aeronautical Chart.
There are a couple of things to bear in mind if you use
one of these.

In the southern Domestic Airspace, the compass rose is
oriented to Magnetic North.

BUT in the Northern Domestic Airspace the compass
rose is oriented to True North.
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Variation

If you apply the variation in one part of a map to another
portion at some distance, the variation will probably be in
error as VARIATION differs from place to place.

While it is 21°E in Comox, it is 20°W in Yarmouth.

Always use the variation that you read from the map in the
immediate area in which you will be flying. If your search
will take place between two variation lines on your map,
choose the variation that is closest to the centre of your
area.
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Compass North

The next north you have to deal with is Compass
North.

The Cardinal points of the compass are North, South,
East, West.

As numerical values, these are : 360, 180, 090, 270
Degrees, always expressed in three numbers.
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Compass North

Every vehicle has its own magnetic field caused by
metal parts, wiring, ignition and so on.This magnetic
field affects the Compass.

In order to have the compass read as close as possible
to Magnetic North it must be “swung” and corrected for
DEVIATION.

During the compass swing the compass is adjusted to
remove as much Deviation as possible. The remaining
error is almost insignificant. It should not exceed 5°.
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Compass North
 You treat Deviation as you treat Variation. If Deviation


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is East, Compass is Least.
The amount of Deviation affecting your compass will
vary with the heading of the aircraft. There should be a
Compass Correction (Deviation) card close to every
compass in every aircraft.
The Compass Correction Card will look something like
this:
Variation, Deviation and You

A politically correct method to remember the
application of Variation and deviation to the TRUE
NORTH value is:

Timid Virgos Make Dull Companions.

True Track corrected for Variation makes Magnetic
Track.

Magnetic Track corrected for Deviation makes
Compass Track.
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Measuring Distance
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Measuring Distance
 A minute
(’) of Latitude is:
– 1/60th of a degree or 6080 feet.
 When
used for distance is called a Nautical
mile.
 It
is longer than the English or statute mile ( 1
sm = 5280 feet).
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Measuring Distance

The French, of course, weren’t going to let the
English tell them how long anything was! They
decided they would divide the distance from the poles
to the equator by 10,000,000 and call that the metre.

There are 3,300 feet (5/8th of a sm) in a kilometre
(km). A km is a thousand metres. This is the basis of
the Universal Grid used by Ground Search Teams.

In aviation we always use the NAUTICAL MILE.

There are conversion tables in the Canadian Flight
Supplement and on the E6B Circular Slide Rule.
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Measuring Distance
 Although
all maps have a scale somewhere
on them and there are some rulers scaled to
a particular map, one of the easiest (and most
accurate) ways to measure distance on a
map or chart is to use the Latitude Scale and
measure in nautical miles.
 On
some large scale maps the distance can
be distorted at the extremities of the sheet so
remember to always measure your distances
along a meridian near the area where you will
be working.
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Measuring Distance

The two easiest ways to do this are with a pair of
dividers or with a piece of paper.

Dividers are pointed at each end and spread open
and make it easy to measure a distance and transfer
it to the appropriate Latitude scale to get the nautical
mile measurement.
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Measure the distance
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Find the mileage
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Measuring Distance
It is even simpler with a piece of
paper
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Measuring Distance



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REMEMBER:
Always measure distance on a map up from a degree
of Latitude against the scale on a line of Longitude.
Do the measurement as close as you can to the track
to ensure assure the most accurate measurement
regardless of the map in use.
Direction & Bearing
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Direction or Desired Track
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
Once you have the position from which you are
starting and the position to which you intend to fly, it
is time to determine the direction or DESIRED
TRACK and the distance.

Draw a line from your start point to your destination
or the next waypoint if there is more than one
waypoint.

Now measure the angle from TRUE NORTH.
Directions & Bearings
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
Directions are measured clockwise from North.

Since the Meridians of Longitude run from pole to
pole and are straight lines, they must run True North
and South and are a consistent NORTH / SOUTH
reference.

Wherever you are, you are on a Meridian, even if it is
W122°22.769’.

The angle between the Meridian through a position
and the line from the observer to another position is
the Direction or Bearing to that point.
North
Clockwise
W122°22.769’
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Directions & Bearings
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
Direction is the term used when to describe a line of
intended movement.

Bearing in used to describe the compass direction in
which a position lies.
Direction and Bearing


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PROTRACTOR:
A PROTRACTOR is an instrument for measuring
angles to find the track or bearing.

It may be in the form of a translucent semi-circle or a
square marked out in 180 / 360 one degree
increments.

Its centre is placed over the origin and its N/S axis is
aligned with the longitude lines.

The track or bearing is read off the 360 degree scale.
Direction & Bearing
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Distance, Speed & Time
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
1nm equals one minute of latitude.

1nm = 6000 feet

This is the basis of distance measurement for air
navigation

You can use the LATITUDE scale nearest the centre
of your operating area to measure distance

Speed is measured in Nautical Miles per Hour (Knots
- Kts)
Transit, Search & Reserve

The speed and altitude at which an aircraft transits to
and from the search area normally differs from the
speed and altitude used in the search area.

During Transit: Your concern is to minimize the time
to and from the search area and to avoid traffic
conflicts

During Search: Your concern is to maximize your
search effectiveness and the time you can spend in
the search area.

Reserve: The fuel/time you must have in your tanks
when you land (Transport Canada VFR reserve: 30
mins day-45 mins night)
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Endurance

The endurance of the aircraft is a function of the fuel
on board at take-off and the fuel consumption rate for
the transit and the search portions of the flight (often
not much different).

The fuel on board may be less than full tanks
because weight and / or C of G restrictions may not
not allow you to carry a full fuel load.
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Fuel Load vs Weight and Balance

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The pilot is normally responsible for the Weight &
Balance calculation for the aircraft so it is important
for the Navigator and the Pilot to discuss the planned
fuel load.
Effect of Wind on Speed

When a car travels down a road, 60 kph is 60 kph.

An aircraft travels in a block of air that moves as well.
This movement is called wind.

If the wind blows from the front, though your speed
through the air might be 100 kts, your speed over the
ground is less than your airspeed and this is called
GROUNDSPEED.

Eg: 100 kts into a 10 kt headwind means 90 kts over
the ground or 90 kts ground speed.
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Effect of Wind on Direction

If the wind blows from the side this block of air is
moving sideways and, the path (TRACK) of the
aircraft over the ground differs from the direction in
which the aircraft is pointing (HEADING).

Eg: After a one hour flight with the wind on your left at
10 kts, you will be 10 nm to the right of your intended
destination and your path over the ground will be
your TRACK MADE GOOD.
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Effect of Wind
Wind
Track & Groundspeed
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Effect of Wind

In real life, The wind often effects us in a combination
of headwind or tailwind and drift left or right.

With knowledge of what the wind direction and speed
is as well as our planned airspeed and desired track,
we can calculate our actual groundspeed and the
correction to our heading to fly the track over the
ground that we intended (DESIRED TRACK)
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E6B Flight Data Computer
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Flight Data Computer (E6B)
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
Since 1920 (or 1930 depending on who you believe)
pilots have used a device called the Dalton
Computer Or E6B to solve the problems of the effect
of wind on airspeed and heading

This simple , but complex device has two sides.

The front is a circular slide rule (don’t let the term
bother you). We will discuss that later.

The back side with the sliding “graph” is a track and
ground speed plotter.
Airspeed / Heading & Wind



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Lets look at how we use the plotting side of the E6B to
determine the effect of wind on our flight.
Assume an airspeed of 110 kts and a desired track of
2400T.
The wind is 1800T at 20 kts
Airspeed / Heading & Wind
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
First slide the GRAPH up or down until our planned
airspeed of 110 kts is under the round indices.

Rotate the compass scale around until the wind direction
(1800) is under the TRUE INDEX.

Measure DOWN from the centre where you have placed
the airspeed by the amount of the wind speed (20 kts) and
make a mark.
Wind Direction/Speed &
Airspeed
2. Set wind
direction
under
INDEX
1. Set
airspeed
under the
centre
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3. Set
windspeed
below centre
Airspeed / Heading & Wind
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
Now, keeping the AIRSPEED under the centre, rotate the
compass ring until the DESIRED TRACK is under the
TRUE INDEX.

The MARK
is now to the right over the line which
indicates 100 DRIFT RIGHT.
Set Desired Track, Read
Drift
1. Set desired
track under
INDEX
3. Transfer
to DRIFT
scale
2. Read drift
100 drift line
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Airspeed / Heading & Wind
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
With Right drift we must adjust by turning LEFT into wind
100. To correct for this on the E6B, rotate the compass ring
to the right until the DESIRED TRACK is under the
DRIFT RIGHT 100 line.

This may cause the

Reset the drift correction by adjusting the compass ring so
that the DESIRED TRACK is under the new drift, in this
case 90.

Now read the HEADING to fly under the TRUE INDEX
and the GROUNDSPEED under the .
to move over another drift line.
Desired Heading under DRIFT,
Read Heading & G/S
2. Read
heading
1. Set
desired track
under DRIFT
3. Read
groundspeed
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Flight Data Computer (E6B)

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Your instructor will now give you a few plotting
exercises so you can practice this procedure.
Flight Data Computer (E6B)
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Flight Data Computer (E6B)


TIME & FUEL
Now that you know the distance you wish to travel
(measured from your map) and the ground speed you
will be flying (from the graph side of the E6B), you can
turn the E6B over and calculate:


The time it will take you to fly each leg;

The fuel you will use; and,

How long you can remain in the search area.
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Flight Data Computer (E6B)
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
In fact the E6B Works with speed, time, distance and
fuel.

As along as you have two of these values, you can find
the third

SPEED, DISTANCE, FUEL CONSUMPTION and FUEL
USED will always be on the OUTER SCALE.

TIME is always on the INNER SCALE and the pointer
represents one hour or 60 minutes.

For this reason, GROUNDSPEED or FUEL
CONSUMPTION is always set by rotating the inner
scale to put the POINTER (60 min) under the
consumption figure.
Flight Data Computer (E6B)



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Fuel Calculations:
To find fuel to be used over a certain time, put the the
pointer (60 minutes) on the INNER SCALE under the
FUEL CONSUMPTION on the OUTER SCALE.
Now, on the INNER SCALE, look along to the time
you have to fly (hours, minutes) and above it on the
OUTER SCALE read the fuel you require to fly for that
period of time.
Flight Data Computer (E6B)
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
Enroute Times calculation:

To find the time it will take you to fly a specific leg,
rotate the pointer (60 minutes) on the INNER SCALE
GROUND SPEED value on the OUTER SCALE over.

Now, on the OUTER SCALE, look along to the length
of the leg and below it, on the INNER SCALE read the
time it will take you to fly that leg.
Flight Data Computer (E6B)

Endurance calculations:

To find the time it will take you to fly to empty tanks,
place the FUEL CONSUMPTION value on the OUTER
SCALE over the pointer (60 minutes) on the INNER
SCALE.

Now, on the OUTER SCALE, look along to the Total
Amount of Fuel carried and below it, on the INNER
SCALE read the time it will take you to use up all that
fuel.
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Flight Data Computer (E6B)
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
Ground speed calculation given the distance you
covered over the ground in a specific time:

To find your GROUND SPEED, place the DISTANCE
COVERED value on the OUTER SCALE over TIME it
took on the INNER SCALE.

Now, on the INNER SCALE, look along the INNER
SCALE to the pointer (60 minutes) and above it, on
the OUTER SCALE read the GROUNDSPEED.
Flight Data Computer (E6B)
Casara

You can use the E6B for conversions as well.

To convert distances, look on extreme outer scale,
match the distance you know to the value and read
nm’s, sm’s, and km’s, under the appropriate indicies.
Flight Data Computer (E6B)
Casara

Always check your work twice.

Remember to take account of VFR reserve fuel
(30 minutes day or 45 minutes night unless the
Pilot wishes more).

Always get the Aircraft Commander to go over
your numbers and flight plan.

So lets do some practice with the front side of the
E6B …….
E6B Practice
 _160_kts
 _____kts
 _135_kts
 _160_kts
 _____kts
 _135_kts
 _____kts
 _160_kts
Casara
_1+45_time
_1+50_time
______time
______time
_1+15_time
_1+20_time
_1+10_time
_2+40_time
_____distance
_210_nms
_113_nms
_268_nms
_130_nms
_____nms
_236_nms
_____nms
E6B Practice
 ______nm
 __122_nm
 ______nm
 __145_kts
 _8.0_burn
 _14.0_burn
 ______burn
Casara
______sm
__80__km
______sm
______km
_1300_sm
______km
_2+30_mins ______sm
_3+45_mins ______fuel
______mins __55__fuel
_2+30_mins __28__fuel
Publications

References for Navigation techniques can be found
in the “From the Ground Up” the training manual for
pilots.

References for your individual aircraft can be found in
the Pilot’s Handbook for that specific type.

References for Search Procedures can be found in
the National Search and Rescue manual and the
CASARA Manual as well as the CASARA Training
Manual
Casara
Publications
cont’d

The AIM (Aeronautical Information Manual) contains
information on a number of topics such as
Communications, Weather, Rules of the Air, Facilities,
Search and Rescue, Airmanship, etc .

The CFS or Canadian Flight Supplement (normally in
the aircraft) contains information on Aerodromes &
Facilities, Flight Planning, Radio Navigation and
Communications and Emergency Procedures.
Casara
CASARA Handbook
CASARA Handbook is invaluable for all
phases of SAR operations and training.
We will now go through the CASARA
Handbook as part of the Navigator Course.
Casara
Maps
Casara
Maps


Map: Definition
Representation on a plane surface, of part of the
earth’s surface.

The major tool of the navigator, at least it was before
GPS, is the map.

Even with GPS, there may be system failures that will
require us to revert to this basic tool.
Casara
Maps

Casara
Maps are normally designed for a specific purpose
but all have certain things in common:
– A name or title for reference
– Some level of surface detail.
– A positional reference system such as Lat & Long,
Grid and/or GEOREF.
– A LEGEND to show the meaning of relevant
symbols.
– A suitable scale expressed numerically and with a
line diagram.
– The date on which it was printed and a “currency”
date for other information.
The Legend
Casara
Maps & Charts

Casara
The maps that you will normally use in CASARA are
– World Aeronautical Chart (WAC)
– VFR Navigation Chart (VNC)
– Joint Operations Graphic (JOG)
– Topographical Map
Maps

Casara
World Aeronautical Charts (WAC)
– Scale 1:1,000,000
– Uses GEOREF
– Covers a large area
– Contains information related to aviation
– Not enough detail for search and rescue operations
WAC – 1:1,000,000
Casara
Maps

Casara
VFR Navigation Map (VNC)
– Scale: 1:500,000
– Uses GEOREF
– Shows Navigation aids and airport information
– Good topographical information
– Scale is not suitable for operations
VNC – 1:500,000
Casara
VNC - GEOREF

Casara
GEOREF blocks (1 Degree of Latitude by 1 degree of
Longitude) are identified on the map with two letters.
VNC - GEOREF
Casara
VNC - GEOREF

Each section of a block comprises:
– 30 min. of Latitude
(30 nautical miles)
– 30 min. of Longitude (Approx.20 nautical miles )

Each sub-section of a section comprises:
– 15 min. of Latitude
(15 nautical miles)
– 15 min. of Longitude (Approx.10 nautical miles
Casara
VNC - GEOREF
Casara
Maps

Casara
Joint Operations Graphics Chart (JOG)
– 1:250,000
– Uses GEOREF
– Some aviation information
– Excellent topographical information
– Large scale
– Not useful for a long transit
– Only covers a small area
– (2 deg Longitude by 1 Deg Latitude
JOG – 1:250,000
Casara
JOG - GEOREF

Joint Operations Graphics Chart (JOG) does not display
GEOREF on the map itself but the applicable GEOREF
blocks are shown in a legend at the bottom of the map

Another way to relate the JOG to GEOREF is to use a
VNC map to find the GEOREF blocks, sections and subsections and transfer this information using Lat and
Long.
Casara
JOG - GEOREF
GEOREF Legend
Casara
JOG - GEOREF
Casara
JOG - GEOREF
Casara
Maps
Topographical Map
Scale: 1:250,000.
Excellent topographical detail
No aviation information.
Scale is very large.
Latitude and longitude information is only shown on
the map edge.
No GEOREF
Casara
Topographical – 1:50,000
Casara
Map Preparation
Casara

Draw your tracks on the map

Mark any prominent obstacles or elevations,

Mark any significant landmarks for your reference.
Navigation Log
Casara

Once your preflight and map work are completed, it
is time to prepare your Navigation Log.

Remember that it is important to ensure that your
entries are accurate BUT,

It is not necessary to complete every block of the
Navigation Log.

For example: headings and times for each search
leg are not critical but you should know what your
initial drift will be on the search track.
Navigation Log
Casara
Navigation Log


Casara
BINGO calculations:
BINGO was a term developed during WW II. It denotes a “sudden
action or event”. In this case “TIME TO HEAD FOR HOME”. The
BINGO time considers
– Your Take-off time;
– Your fuel endurance;
– The latest time you can leave from the furthest point of your
search; and still have your reserve fuel when you land.
– The Fuel Reserves you must have when you get there (Transport
Canada requires for VFR 30 minutes day and 45 minutes night).
BINGO Block
Casara
Flight Plan
Casara

Once your Navigation Log is completed, you or the
pilot can prepare the flight plan

Use the NAV CANADA Flight Plan Form.
Flight Plan Form
Casara
Flight Plan

Aircraft Identification

Type of Flight - VFR

Aircraft type, weight cat, equipment and transponder
(eg. PA28/L-SGC/C)

Point of Departure and time in UTC (Zulu)

Speed (in Knots) and Altitude
Casara
Flight Plan
Casara

Route and Destination

Time enroute, SAR time, and Alternate

Fuel (including 30 mins day and 45 mins night
reserve)

Remarks/ CASARA Mission or CASARA training, ELT
Homer equipped
Flight Plan
Casara

People on board

Survival equipment, color of aircraft, owner

Pilot-in-Command and license number

It is recommended that CASARA Aircraft have Master
Flight Plan on file at your local Flight Service Station
Flight Planning
Casara

Before filing a flight plan, get the Aircraft Commander
to look it over and sign.

File the flight plan in a timely manner, at least 1/2
hour before take-off.

File with Flight Service at 1-800-INFOFSS (4636377)

Update your ETA, with Flight Service, if it changes by
more than 10 minutes.
Casara