Jeppesen E6-B User manual

AM od ello oN
|
Slide
Graphic
Computer

Slide
Graphic
Computer
Manual

life;
however,
some
components
are
made
of
plastic
materials.
Since
all
plastic
materials
are
sensitive
to
extreme
heat,
do
not
store
the
computer
in
direct
CAUTION:
This
computer
is
designed
for
along
service
|
sunlight
or
in
an
area
subject
to
high
temperatures.
|
|
|
©
Jeppesen
Sanderson,
nc,
1981,
1987
All
Rights
Reserves
89143050
55
Inverness
Driva
East,
Engiewood,
CO
00112-5490
rt
TABLE
OF
CONTENTS
Calculator
Side
of
Flight
Computer
..--..--
Time
and
Distance
.....
Finding
Time...
-
Finding
Distance
..-
Finding
Speed...
.
Short
Time
and
Distance
.
Finding
Short
Time
.
Fuel
Consumption
.
Finding
Time.
.....
‘3
Fuel
Burned
(Gallons)
.
..
.
Fuel
Consumption
(g.p.h.)
-
True
Airspeed
.......-5-2-0
00+
a
Converting
Mach
Number
to
True
Airspeed..........
14
Changing
Nautical
Values
to
Statute
Equivalents,
Statute to Nautical, and Statute to Kilometers. . 14
Multi-Part Problems ..... 20... os. ec e ns 16
Finding Drift Angle (Off-Course Problem) ....... SAT
Time and Distance toa VOR Station............... 20
BE CUe AIL CUCG acer coteet sare cw spent entoremae aoe eer? <n 23
PICISIC
VALE
TUCO
ei
fea
net
el
eestehas
Crates
=
cleeeicne
ale
caer
25
Multiplication
and
Division
...................-44
26
Multiplication
A
pr
yaZo)
oss,
OrRO
Mtns
RRL
26
DIWIslon
ver
aoncres
sc
Pais
Wins
Aeias:
wine
eee
27
Converting
Feet
Per
Nautical
Mile
to
ReatsReriminute
ts
«dest
ons
guicecn
eee
ecegee
28
Converting Fahrenheit
to
Celsius
(centigrade)
........29
Wind
Side
of
Computer
.....................
al
Determining
Ground
Speed
and
True
Heading........
33
Finding
Unknown
Wind................0-.e-000
35
Finding
Altitude
for
Most
Favorable
Winds..........
38
RadlusiofvAction
sc
i's
fedacc
fee
ace
ee
40
Metric\Conversions.....<-<:
4.4.
oe
ee
46
Ottian
Conversions
<<; ...
<<...
as
Soren
-
48
Appendix
|
—
Answers
to
Practice
Problems........A-1
Appendix
Il
—
Glossary
of:Terms’....2..,.)
sae
A-5

INTRODUCTION
CALCULATOR
SIDE
OF
FLIGHT
:
ae
COMPUTER
Congratulations,
you
have
just
purchased
one
of
the
finest
computers
on
the
market
today.
It
is
well
designed
Cu
to
assist
you
in
solving
the
planning
and
navigating
problems
associated
with
flying.
It
is
simple
to
operate
;
and
adequate
instructions
and
formulas
are
printed
on
the
computer
so
that
the
user
need
not
worry
about
forgetting
how
to
work
the
computer
FLIGHT COMPUTER
The flight computer has two sides, the calculator side
Cae conversions,
al
e
era
division. 7
©
Unit
index
for
Multipli
@
“8”
Scale
{time
in
min
FLIGHT
COMPUTER
cation,
Division,
and
Rate
utes,
calibrated
altitude,
z
of
Climb/Descent.
calibrated
airspeed).
The
main
portion
of
the
calculator
side
of
the
flight
Imperia!
Gallon
Conver
"C"
Scale
(time
in
hours
computer
consists
of
three
separate
scales.
The
outer
mon
Arows
and
minutes)
scale
(10,fig.1)
is
fixed
to
the
computer,
The
second
Kilometer
Conversion
Lerpereure
Conversion
(11,
fig.
1)
and
third
(12,
fig.1)
scales,
inward,
are
printed
Arrows.
ee
on
a
disc
that
pivots
in
the
center
of
the
computer,
thus
©
Us.
Gallon
Conversion
Pounds
CON
a
oD
Permitting
them
to
be
rotated
within
the
outer
fixed
Arrows.
scale.
To
simplify
the
explanation,
the
scales
on
the
Seconds Arrow.
Foot
Conversion
Arrow.
calculator
side
of
the
computer
are
referred
to
as
Meters Conversion
©
GO
OO®O
®
Preacaltcee
ea
A”,
“B",
and
“C"
scales.
(See
fig.
1.)
Window.
Liters
Conversion
{
na
i
@
Kulogans
Contec
Rerdaa
The
“A”
scale
is
used
to
represent
miles,
gallons,
or
Arrow.
Speed
nde
true
airspeed.
When
used
as
miles,
the
scale
provides
©
Density
“altitude
®
Nauta
Cameron
the
distance
traveled
or
speed
of
the
aircraft
in
miles
Window.
aro
|
per
hour.
Gallons
on
this
scale
can
represent
two
values:
©
Bien
neti
Statirta’
Conversion
|
fuel
consumption
in
gallons
per
hour,
or
total
quantity
Wicdiaen
Arrows.
of
fuel
used
by
the
aircraft.
““T.A.S.""
on
the
“A”
scale
isan
i
@
“AY
Scale
(mites,
miles
uel
founes
Conversion
abbreviation
for
true
airspeed.
per
hour,
gallons,
gallons
per
hour, true
airspeed,
@)
Oil/Pounds
Conversion
The
graduations
on
the
“‘B’
scale
are
used
for
time
in
I i
Arrow.
i
8
es
true
altitude)
rrow.
Minutes
or
for
“‘l.A.S.""
(Indicated
Air
Speed)
in
either
Figure
1
miles
per
hour
or
knots.
The
“C’’
scale
graduations
re-
Present
hours
and
minutes
only.
enemies

CHANGING
VALUES
In
order
to
accurately
read
the
scales
on
the
calculator
side
of
the
computer,
it
is
necessary
that
the
chang-
ing
values
of
the
graduations
of
these
scales
be
under-
stood.
When
using
the
“A”, “B”,
and
“C”
scales
to
solve
prob-
lems,
common
sense
must
be
used
to
determine
the
value
of
the
numbers.
If
a
short
distance
is
involved,
“25" on
the
“A”
scale
might
be
read
as
“2.5
miles”.
If
a
long
distance
is
involved,
zeros
are
added
to
the
“25”
to
get
the
proper
answer.
For
example,
“25”
might
be
“250”
or
“2500
miles”.
First,
let’s
examine
the
changing
values
of
the
“A”
scale.
(See
fig.
2.)
If
the
number
“14”
is
used
as
14,
each
gradu-
ation
between
“14”
and
“15”
is
equal
to
.1.
If these
num-
bers
are
used
as
140
and
150,
each
graduation
is
equal
to
1;
if
used
as
1400
and
1500,
they
represent
10;
and
if
used
as
14000
and
15000,
they
are
equal
to
100.
Between the numbers “15” and “16,” there are only
five graduations as compared to the 10 graduations
between “14” and “15 “.(See fig. 2.) When these num-
bers are used as 15 and 16 respectively. each gradu-
ation is equal to .2; when used as 150 and 160, each
unit represents 2; when visualized as 1500 and 1600,
each unit is equal to 20; and when used as 15000 and
16000, each graduation equals 200.
NOTE
The graduations on the “B” scale are identical with those
on the “A” scale.
CHANGING VALUES
Figure 2
CHANGING
VALUES
Figure 3
The changing values on the “C” scale are somewhat
different than those on the “A” and “B” scales. (See
fig. 3.) These graduations always represent minutes
and are equal to five or ten minutes as shown by the
arrows. For example: between 1:50 and 2:00, the gradu-
ations are equal to five minutes; and between 2:00
and 2:30, the graduations represent ten minutes.
The graduations on the “C’” scale are very large in com-
Parison
with
those
on
the
“B”
scale.
As
a
result,
there
are
times
when
finer
graduations
are
needed
than
are
Provided
on
the
“C”
scale.
When
this
happens,
the
smaller
graduations
on
the
“B”
scale
can
be
used
to
supplement
the
measurements
on
the
“C”
scale.
For
example:
in
figure
4,
the
graduations
on
the
“C”
scale
are
equal
to
ten
minutes,and
the
graduations
on
the “B”
scale,
immediately
above,
are
equal
to
two
min-
utes.
Starting
at
the
left,
the
values
are
3:30
on
the
HOURS
ON
C—SCALE
MINUTES
ON
B—SCALE
36 3:38 340
%
rey 2 eletes
»
e
2
Scie
Ce
a0
os
L insta
Figure 4

"C"
scale;
then,
moving
up
to
the
“B”
scale
for
3:32,
3:34,
3:36,
and
3:38;
and
then
back
to
the
“C”
scale
for
3:40.
Notice
that
3:40
on
the
“C”
scale
is
equal
to
220
minutes
on
the
“B”
scale.
SPEED
INDEX
The
speed
index
is
a
large
triangular
symbol
on
the
“B™
and
“C”
scales
and
is
used
as
a
reference
in
time
and
distance
problems.
(See
fig.
5.)
The
speed
index
always
represents
60
minutes
or
one
hour.
The
graduations
covered
by
this
symbol
are
also
used
as
6,
60,
600,
or
6000
on
the
“B”
scale.
TIME
AND
DISTANCE
these items must be known t
are three items
id speed. Two of
the problem.
FINDING TIME
If an aircraft is flying at a speed of 120 miles per hour,
how long will it take to fly 140 miles?
The steps involved in solving this problem are as follows:
(See
fig.
6.)
1. Turn to the calculator side of the computer and
rotate the computer disc until the speed index is
located directly under “12” which represents
120 miles per hou!
PRACTICE
PROBLEMS
—
FINDING
TIME
The
following
practice
problems
should
be
worked
to
gain
experience
in
working
time
problems
on
the
com-
puter.
Answers
to
these
problems
are
given
in
the
Ap-
endix
of
this
manual.
1.
Speed
—
180
m.p.h.;
distance
—
240
miles;
how
long
will
it
take
to
make
the
trip?
2.
Speed
—
142
m.p.h.;
distance
—
370
miles;
how
long
will
it
take
to
make
the
trip?
3. Speed — 110 mop.h.; distance — 33 miles;
what is the time?
4. Speed — 136 m.p.h.; distance — 86 miles;
what is the time?
FINDING DISTANCE
an
aircraft
flies
at
110
m.p
r
2 .
for
a
two-hour
period,
ow
many
miles
will
it
fly’
The
steps
involved
in
solving
this
problem
are
as
follows:
(See
fig.
7.)
1.
Place
speed
index
under
“11”
which
represents
110
miles
per
hour.

0
ae)
v iver Ss
x)
TUT
PA
Ne
el
A
©
1592:
SS
os
FON
?
al
PRACTICE PROBLEMS — FINDING DISTANCE
The
answers
to
the
following
practice
problems
are
given
in the
Appendix
of
this
manual.
1,
Speed
—
100
m.p.h.,
time
—
1:30;
what
dis-
tance
will
be
flown?
2. Speed — 126 mop.h., time — 2:05; what is
the distance traveled?
3.
Speed
—
175
mp.h.;
time
—
4:00;
what
is
the
distance?
4,
Speed
—
133
m.ph.;
time
—
3:32;
what
is
the
distance?
FINDING SPEED
lf an
aircraft
flies
21
miles
in
1:30,
what
ts'the
spe
“To
solve
this
problem,
i
8)
1. Position 1:30 on the “C” scale directly under
210 miles on the “A” scale.
2. Directly over the speed index is the answer,
140 miles per hour.
Figure 8
PRACTICE
PROBLEMS
—
FINDING
SPEED
The
answers
to
the
following
practice
problems
are
given
in
the
Appendix
of
this
manual.
1.
Distance
—
90
miles;
time
—
0:43;
what
is
the
speed?
2.
Distance
—
320
miles;
time
—
2:00;
what
is
the
speed?
3. Distance — 35 miles; time — 0:19; what is
the speed?
4 Distance — 182 miles; time — 1:54; what is
the speed?
SHORT TIME AND DISTANCE
A
procedure
called
“short
time
and
distance”
is
used
on
the
computer
to
solve
problems
involving
short
dis-
tances,
such
as
;
In
these
problems,
a
very
“smail
amount
of
time
is
involved
in
checking
speed.
For
the
short
time
and
distance
procedure,
“36”
re;
the
speed
index.
This
"36"
is
equal
to
3600
seconds
in
one
hour.
Figure
9
shows
the
“36”
position
on
the
rotating
“B”
scale
of
the
computer,
When
using
the
short
time
and
distance
procedure,
all
minutes
on
the
“B”
scale
represent
seconds.
For
example,
figure
9
shows
that
at
101
m.p.h..
40
sec-
Onds
are
required to
travel
1.12
miles.
Similarly,
the
“C"
scale
is
changed
from
hours
to
minutes.
Figure
9
shows
that
at
101
mph.,
it
will
take
5
minutes
to
fly
8.4
miles.
ee
7

the
ircraft
is
always
placed
on
the
“
“AY
3600
index
on
the
“B”
scale.
ways
fi
ind
on
the
“A”
scale
directly
over
econds
on
the
“B”
scale,
or
over
time
in
min-
‘the
“C”
scale.
FINDING
SHORT
TIME
|
‘Flying
at
120
mop-h.,
for
a
distance
of
1.5
miles,
how
much
timewill
it
take?
This
problem
is
soived
as
follows:
(See fig. 10.)
|
1.
Rotate
the
“B”
scale
until
the
“36”
is
directly
at
under
120
m.p.h.,
on
the
“A”
scale.
}
2.7
-
locate
the
number
“15”
on
the
“A”
scale.
his
problem,
this
number
is
actually
“1.5”
‘rather
than
“15”.
i
Figure 10
The
answers
to
the
following
practice
problems
are
‘Fuel
consumption
problems
are
solved
in
the
same
man-
PRACTICE
PROBLEMS
—
SHORT
TIME
given
in
the
Appendix
of
this
manual.
1.
Speed
—
140
m.p.h.;
time
—
3
minutes;
how
far
would
an
aircraft
fly?
2.
Distance
—
2.5
miles;
time
—
one
minute
and
30
seconds;
how
fast
is
the
aircraft
traveling?
FUEL
CONSUMPTION
ner
:
ime
and
distance
problems,
except
that
gallons
ier
hour
and
gallons
are
used
in
lieu
of
miles
per
hour
and
miles.
FINDING TIME
If
an
aircraft
burns
fuel at
the
rate
of
nine
gallons
per
hour
and
has
45
gallons
of
useable
fuel
on
board,
how
fong
can
the
aircraft
fly?
The
steps
involved
in
solving
the
problem
are
as
follows:
(See
fig.
11.)
1. Rotate the computer disc until the speed index
is directly under “90, which represents 9 gal-
lons per hour in this problem.
hen. move clockwise on the “A” scale and
cate “45, which represents the 45 gallons
of useable fuel. Directly under this on the “C”
scale is found 5:00. The answer to our prob-
lem is 5 hours.
Figure 11

1
PRACTICE
FUEL
CONSUMPTION
PROBLEMS
—
PRACTICE
PROBLEMS
—
FUEL
BURNED
FINDING
TIME
The
answer
to
the
following
problems
are
given
in
the
Appendix
of
this
manual.
1,
Fuel
consumption
—
14
g.p.h.;
time
—
15
min-
utes;
how
much
fuel
was
burned?
The
answers
to
the
following
practice
problems
are
given
in
the
Appendix
of
this
manual.
1.
Fuel
consumption
—
12
g.p.h.,
useable
fuel
y
Note:
Don't
forget
to
use
care
in
determining
the
—
30
gallons;
how
long
can
the
aircraft
stay
decimal
point.
in
the
air?
2.
Fuel
consumption
—
21
g.p.h.;
time
—
2:40;
2.
Fuel
consumption
—
18
g.p-h.;
fuel
burned
how
much
fuel
was
burned?
—
68
gallons;
what
was
the
time?
3.
Fuel
consumption
—
12%
g.p.h.;
time
—
1:35;
how
much
fuel
was
burned?
3.
Fuel
consumption
—
11
gp-h.;
fuel
burned
—
24
gallons,
what
was
the
time?
4.
Fue!
consumption
—
11
g.p.h.;
time
—
0:28;
how
much
fuel
was
burned?
4.
Fuel
consumption
—
15
g.p.h.,
useable
fuel
1
a
ee
how
long
can
the
aircraft
stay
FUEL
CONSUMPTION
Ifan
aircraft
burns
80
gallons
of
fuel
in
2:30,
how
many
gallons
is
it
burning
per
hour?
The
problem
is
solved
as
follows:
(See
fig.
13.)
a
period
of
1.
Rotate
the
calculator
disc
until
2:30
on
the
FUEL
BURNED
|
“If
an
airera’
t
burns
8%
gallons
per
ho
2:00.
how
many
gallons
of
fuel
wer
“C”
scale
is
directly
under
"80°
on
the
“A”
scale.
The
problem
is
solved
as
follows:
(See
fig.
12.)
2)
Rotate
the
complete
computer
and
find
the
“90”
represent
“8”
and
“9”
re-
answer
on
the
“A”
scale
above
th
ic
gros
pa
as.
oat
e
problem
is
32
gallons
per
t
“Halfway
between
The
answer
tort
2
gallons
Place
the
hour
set
PRACTICE
PROBLEMS
—
FUEL
CONSUMPTION
The
answers
to
the
following
problems
are
given
in
the
Appendix
of
this
manual.
‘
1.
Fuel
burned
—
7
gallons;
time
—
0:40;
what
is
the
fuel
consumption?
Figure 12
11

.
Fuel
burned
—
47
gallons;
time
—
2:10;
what
is
the
fuel
consumption?
3.
Fuel
burned
—
75
gallons;
time
—
3:15;
what
is
the
fuel
consumption?
4.
Fuel
burned
—
36
gallons;
time
—
4:11;
what
is
the
fuel
consumption?
| TRUE AIRSPEED
Hi
The
true
airspeed
problem
is
solved
on
the
calculator
|
side
of
the
computer
as
follows:
|
|
scal
locate
the
indicated
“B”
scale.
The
“B”
scale
is
label-
/A.S.""
(calibrated
airspeed)
which,
for
|
all
practical
purposes,
is
equivalent
to
“indicated
i
airspeed”.
(See
fig.
15.)
|
i
Figure
15
3. fi oe the true
«
os
:i
ae
For
example:
what
is
the
T.A.S.
under
the
following
conditions:
altitude,
10,000
feet;
temperature,
-10°
C.;
and
L.A.S.,
130
m.p.h.?
The
problem
is
solved
as
follows:
(See
fig.
16.)
1.
Rotate
the
computer
disc
until
-10°
C.
is
located
directly
over
10,000
feet.
2.
Then
refer
to
the
“B”
scale
and
locate
“13”
which
represents
130
miles
per
hour
indicated
air-
speed
for
this
problem.
3.
Look
directly
over
130
m.p.h.
on
the
“B“
and
find
that
the
true
airspeed
is
150
mil
hour.
This
is
the
answer
tothis
problem.
scale
per
PRACTICE
PROBLEMS
—
FINDING
T.A.S.
The
answers
to
the
following
problems
are
given
in
the
Appendix
of
this
manual.
1.
Altitude
—
5,000
feet;
temperature
—
+15°
C.;
LAS.
—
125
m.p.h;
what
is
the
T.A.S.?
2.
Altitude
—
8,000
feet;
temperature
—
O°
C.;
1.A.S.
—
110
m.p.h.;
what
is
the
T.A.S
?
3.
Altitude
—
12,000
feet:
temperature
—
minus
6°
C.,
LA.S.
—
149
m.p.h.;
what
is
the
T.A.S.?
4.
Altitude
—
3,000
feet;
temperature
—
+15°
C.;
1.A.S.
—
105
m.p.h.;
what
is
the T.A.S.?
13

Figure 17
CONVERTING
MACH
NUMBER
TO
TRUE
AIRSPEED
To
convert
mach
number
to
true
airspeed
in
knots,
use
the
following
procedure:
1.
Align
the
outside
air
temperature,
in
degrees
Celsius
(centigrade),
with
the
mach
number
index
as
shown
in
figure
17,
item
1.
2,
Read
the
true
airspeed,
in
knots,
on
the
“A”
scale
opposite
the
mach
number
on
the
“B”
scale.
Figure 17 points
out
several
mach
num-
bers
and
the
corresponding
true
airspeeds
at
an
air
temperature
of
+15°
C.
The
readings
are:
Mach Number True Airspeed
0.8
(item
2)
528
knots
(item
5)
1.0
(item
3)
661
knots
(item
6)
1.36
(item
4)
898
knats
(item
7)
CHANGING
NAUTICAL
VALUES
TO
STATUTE
EQUIVALENTS,
STATUTE
TO
NAUTICAL,
AND
STATUTE
TO
KILOMETERS
Another
use
for
the
calculator
side
of
the
computer
is
for
converting
nautical
miles
to
statute
miles.
or
knots
to
miles
per
hour.
This
type
of
problem
is
made
very
simple
by
a
small
conversion
scale
consisting
of
two
arrows
labeled
“NAUT”
(nautical)
and
“STAT”
(statute)
14
aero
Figure 18
respectively.
These
arrows
are
located
on
the
“A”
scale
and
point
toward
the “B”
scale.
NOTE
Knots
(nautical
miles
per
hour)
are
changed
to
statute
miles
per
hour
in
exactly
the
same
manner
For
example:
to
change
20
nautical
miles
to
statute
miles,
the
problem
is
solved
as
follows:
(See
fig.
18.)
1.
First,
rotate
the
calculator
disc
until
20
nau-
tical
miles
is
lined
up
with
the
nautical
arrow.
2.
Then,
read
the
equivalent
value,
in
statute
miles,
directly
under
the
statute
arrow.
The
answer
is
23
statute
miles
The
conversion
scale
can
be used
to
change
statute
to nautical
miles
by
placing
the
statute
value
under
the
statute
arrow
and
reading
the
nautical
equivalent
under
the
nautical
arrow.
In
addition,
another
statute
index
arrow
is
included
on
the “B”
scale.
It
can
be
used
to
convert
statute
miles
on
the
“B”
scale
to nautical
miles
or
kilometers
on
the
“A*
scale.
(See
fig.
19
and
20.)
Figure
19
Figure
20
15

To
convert
statute
to
nautical
equivalents:
(See
fig.
19.)
1.
Align
statute
index
on
the
“B”
scale
directly
under
the
nautical
index
on
the
“A”
scale.
2.
Directly
over
the
statute
value
on
“B”
scale,
read
the
equivalent
nautical
value
on
the
“A”
scale.
For
example,
90
statute
miles
is
equal
to
78.2
nautical
miles.
To
convert
statute
to
kilometer
equivalents:
(See
fig.
20.)
1.
Align
statute
index
on
the
“B”
scale
directly
under
the
kilometer
index
on
the
“A”
scale.
2.
Directly
over
the
statute
value
on
the
“B”
scale,
read
the
equivalent
kilometer
value
on
the
“A”
scale.
For
example,
90
statute
miles
is
equal
to
144.5
kilometers.
PRACTICE
PROBLEMS
—
NAUTICAL
TO
STATUTE,
STATUTE
TO
NAUTICAL,
STATUTE
TO
KILOMETERS
1. 140 nautical miles is equal to______statute
miles.
2 25knots, wind velocity, is equal to. m.p.h
3. 77 statute miles is equal to nautical miles
4. 17 knots is equal to. m.p.h.
5. 133 statute miles is equal to. kilometers
6. 40 kilometers is equal to. statute miles
MULTI-PART
PROBLEMS
In
practice,
the
pilot
solves
a
series
of
interrelated
prob-
lems
leading
to
a
final
solution,
which
may
be
consider:
ed
one
multi-part
problem.
A
good
example
of
a
multi-
part
problem
is
finding
fuel
consumption
for
an
antici-
pated
flight.
The
following
multi-part
problems
are
provided
to
em-
phasize
the
order
of
information
required
to
determine
the
total
fuel
consumption.
In
each
case,
the
ground
Speed
is
determined
first,
then
the
time
en
route,
and
finally,
the
fuel
consumed.
In
each
case,
assume
that
LAS.
is
equal
to
C.A.S.
The
answers
to
the
problems
are
given
in
the
Appendix
of
this
manual.
16
.
Wind
—
O
m.p.h.;
ground
speed
—
120
m.p.h.;
distance
—
320
miles;
fuel
consumption
—
9 g.p.h.;
how
much
fuel
will be
burned?
.
Altitude
—
7,500
feet;
|.AS.
—
105
m.p.h.
temperature
—
+15°
C.;
distance
—
256
mile:
fuel
consumption
—
11.5
g.p.h.;
wind
—
O
m.p.h.;
how
much
fuel
will
be
burned?
.
Altitude
—
9,000
feet;
|A.S.
—
115
m.p.h.;
temperature
—
-10°
C.;
distance
—
335
miles;
fuel
consumption
—
8.5g.p.h.;
wind
—
Om.p.h.;
how
much
fuel
will
be
burned?
.
Ground
speed
—
135
m.p.h.;
wind
—
O
m.p.h.;
temperature
—
-20°
C.;
altitude
—
9,000
feet;
distance
—
425
miles;
fuel
consumption
—
12
g.p.h.;
how
much
fuel
will
be
burned?
FINDING DRIFT ANGLE
(OFF-COURSE PROBLEM)
The computer can be used to find the drift angle when
the aircraft drifts off course due to a wind shift, errone-
ous wind information, or navigation error. This is often
known as an off-course problem.
Figure 21 shows a typical problem: 120 miles from
departure and 18 miles off course to the right; what
is the drift angle?
1. On the calculator side, set the number of miles
the aircraft has flown, 120, on the “B” scale
Destination
OFF COURSE
Figure 21
172

Figure 22
directly
under
the
number
of
miles
off
course,
18,
on
the
"A”
scale.
(See
fig.
22.)
Above
the
speed
index
is
the
drift
angle,
9
degrees,
(See
fig.
22),
which
is
also
the
number
of
degrees
to
change
heading
to
the
left
in
order
to
parallel
the
intended
true
course
between
Point
A
and
Point
B,
as
shown
in
figure
23.
To
find
the
additional
angle
needed
to
further
cor-
rect
the
course
from
Point
X
to
Point
B,
set
the
170
miles
to
go on
the
“B"
scale,
under
18,
the
number
of
miles
off
course,
on
the
“A”
scale
(See
fig.
24).
(The
number
of
“miles
to
go”
is
measured
on
the
chart.)
Above the speed index is the additional angle
needed to arrive at the destination (See fig. 24.) Use
the nearest whole number. 6, as the answer
Add
the
9
degrees
needed
to
parallel
the
intend-
ed
true
course
and
the
additional
6
degrees
Figure
23
for a
total
of
15
degrees
heading
correction
to
the
left,
necessary
to
fly
from
Point
X
to
the
destination,
Point
B.
(See
fig.
25.)
PRACTICE
PROBLEMS
—
OFF-COURSE
Refer
to
the
Appendix
for
answers
to
these
problems
1.
GIVEN
a.
Distance
out
from
departure
point
—
110
stat.
miles;
.
Distance
to
left
of
intended
true
course
—
13
stat.
miles;
.
Distance
to
destination
from
off
course
posi-
tion
—
200
stat.
miles.
PROBLEM:
a.
How
many
degrees
should
the
aircraft
be
turned
to
parallel
the
intended
course?.

b.
How
many
total
degrees
should
the
aircraft
be
turned
to
converge
on
the
destination?
c.
Which
direction
should
the
aircraft
be
turn-
ed
(right
or
left)?
2.
GIVEN:
a.
Distance
out
from
departure
point
—
150
stat.
miles,
b
Distance
to
right
of
intended
true
course
—
20
stat.
miles,
c.
Distance
to
destination
from
off
course
posi-
tion
—
140
stat.
miles.
PROBLEM:
a.
How
many
degrees
should
the
aircraft
be
turned
to
parallel
the
intended
true
course?
b.
How
many
degrees
should
the
aircraft
be
turned
to
converge
on
the
destination?
c.
Which
direction
should
the
aircraft
be
turn-
ed
(right
or
left)?
3. GIVEN:
a.
Distance
out
from
departure
point
—
90
stat.
miles;
b.
Distance
to
left
of
intended
true
course
—
6
stat.
miles;
c.
Distance
to
destination
from
off
course
posi-
tion
—
180
stat.
miles.
PROBLEM
a. How many degrees must the aircraft be
turned to parallel the intended true course?
b
How
many
degrees
must
the
aircraft
be
turned
to
converge
on
the
destination?
¢. Which direction should the aircraft be turn-
ed (right or left)?
TIME AND DISTANCE TO A
VOR STATION
\
The
time
and/or
distance
from
the
airplane
to
a
VOR
station
can
be
computed
easily
on
the
calculator
side
of
the
computer.
These
problems
are
based
on
the
pilot
20
ae
taking
a
time
check
to
make
a
measured
bearing
change
with
a
VOR
radio.
In
this
procedure,
the
pilot
flies
per-
pendicular
to
the
VOR
radials
involved
with
the
time
check.
TIME TO A VOR STATION
To find the time to a VOR station:
1.
Set the
time
to
make
the
bearing
change,
in
minutes,
on
the
“C”
scale
directly
under
the
number
of
degrees
of
bearing
change
on
the
"A" scale
2. Find the answer on the “B” scale directly under
the unit index (10) on the “A” scale.
For
example:
what
ts
the
time
to
the
station
when
it
takes 2 minutes 30 seconds to accomplish five degrees
of
bearing
change?
(See
fig.
26.)
This
problem
is
solved
as follows
1.
Place
the
time
(two minutes
and
thirty
seconds
—
2:30)
on
the
“C”
scale
directly
under
the
degrees
of
bearing
change
(5)
on
the
“A”
scale.
2. Read the time to the station on the “B” scale
directly under the unit index (10) located on
the “A” scale. The answer is 30 minutes to the
station.
DISTANCE
TO
A
VOR
STATION
To find distance to a VOR station. ground speed must
also be known in addition to the time to make a bear-
ing
change.
The
solution
to
this
problem
involves
the
following steps
1. First, solve for time to the station
GHT
COMPUTER
—.
el
Figure 26

-
Then,
set
the
speed
index
under
the
ground
speed.
.
Next,
locate
the
time
to
the
station,
in
minutes,
‘on
the
“B”
scale.
Look
directly
over
this
value
and
find
the
distance
to
the
station.
For
example:
Using
the
time
to
the
station
found
in
the
previous
problem
(ref.
fig.
26)
and
a
ground
speed
of
142
m.p.h.,
what
is
the
distance
to
the
station?
The
solution
is
determined
as
follows:
(See
fig.
27.)
1.
Place
speed
index
under
ground
speed
of
142
m.p.h.
on
the
“A”
scale.
2.
Locate
the
time
to
the
station,
30
minutes
on
the
“B”
scale
3.
Read
distance
to
station
on
the
“A”
scale
direct-
ly
above
30
minutes
on
the
“B”
scale.
The
answer
is
71
miles
to
the
station.
If
the
time
to
the
station
is
less
than
10
minutes,
the
problem
is
worked
in
the
same
way,
except
that
the
short
time
and
distance
method
is
used.
The
short
time
speed
index
“36”
is
used
in
lieu
of
the
triangular
speed
index,and
the
time
in
minutes
and
seconds
are
placed
on
the
“C”
scale.
For
example:
Time
to
station
—
4
min-
utes,
30
seconds;
ground
speed
—
127
m.p-h.;
what
is
the
distance
to
the
station?
(See
fig.
28.)
1. Set “36” under 127 m.p.h
2. Locate “4:30” on “C” scale and read distance
directly above on the “A” scale, 9.5 miles.
Figure 27
Figure
28
PRACTICE
PROBLEMS
—
TIME
AND
DISTANCE
TO
A
VOR
STATION
Refer
to
the
Appendix
for
answers
to
these
problems.
Degrees
of
Time
Aircraft
Time
Distance
Bearing
Between
Ground
To
To
Change
Bearings
Speed
Station Station
i?
i
110
mph
10°
95
mph
be
-
135
mph
15~
in.
75
mph
20°
1min.
50sec.
140
mph
TRUE
ALTITUDE
True
altitude
is
obtained
by
using
the
window
labeled
“FOR
ALTITUDE
COMPUTATIONS”
which
incorpo-
rates
temperature
and
pressure
altitude
scales.
Pressure
altitude
is
indicated
on
the
altimeter
when
the
baromet-
ric
scale
is
set
to
the
atmospheric
standard
pressure
of
29.92
inches
of
mercury.
True
altitude
problems
can
be
solved
by
following
these
steps:
If
an
aircraft
is
flying
at
12,500
feet
with
an
outside
air
temperature
of
-20°C.
and
the
altimeter
set
on
30.42
inches
of
mercury,
what
is
the
true
altitude?
This
problem
is
solved
as
follows:
1.
Referring
to
the
altimeter,
note
the
altimeter
barometric
reading
of
30.42
and
record
it’on
a
work
sheet.
2.
Now,
rotate
the
barometric
scale
on
the
alti-
meter
to
29.92.
Note
that
the
pressure
altitude
is
12,000
feet.

3.
Next,
refer
to
the
altitude
computation
window
and
place
-20°C.
on
the
temperature
scale
directly
over
the
pressure
altitude
of
12,000
feet.
(See
fig.
29.)
4.
Move
to
the
B”
scale
of
the
computer
and
locate
the
original
indicated
or
calibrated
alti-
tude,
12,500
feet.
Look
directly
over
this
value
and
find
the
true
altitude
is
12,000
feet.
(See
fig.
30.)
This
is
the
answer
to
the
problem.
The
{
aircraft
is
actually
flying
500
feet
lower
than
the
altitude
originally
indicated
on
the
altimeter.
PRACTICE
PROBLEMS
—
TRUE
ALTITUDE
Refer to the Appendix for answers to these problems:
1. Pressure altitude, 7,000 feet; indicated altitude,
6,500 feet; temperature, -10°C. What is the true
altitude?
2. Pressure altitude, 9,000 feet; indicated altitude,
10,000 feet; temperature -20°C. What is the true
altitude?
Figure
30
3,
Pressure
altitude,
6,000
feet;
indicated
altitude,
5,500
feet;
temperature
-10°C.
What
is
the
true
altitude?
NOTE
Figure
answers
to
closest
50-foot
increment.
DENSITY
ALTITUDE
Density
altitude
problems
are
solved
on
the
calculator
side
of
the
computer
through
the
use of the
window
labeled
“FOR
TRUE
AIRSPEED
AND
DENSITY
ALT.”
The
procedure
for
solving
this
type
of
problem
is
shown
in
the
following
example:
Flying
at
10,000
feet
pressure
altitude
with
outside
air
temperature
at
-20°C.,
what
is
the
density
altitude?
This
problem
is
solved
as
follows:
1.
Place
-20°C
directly
over
10,000
feet
pressure
altitude
in
the
airspeed
and
density
altitude
window.
(See
fig.
31.)
2.
Refer
to
the
density
altitude
window
and
find
that
the
density
altitude
is
8,000
feet.
PRACTICE
PROBLEMS
—
DENSITY
ALTITUDE
Refer
to
the
Appendix
for
answers
to
these
problems.
1.
Pressure
altitude,
10,000
feet;
temperature,
-20°C.;
what
is
the
density
altitude?
2.
Pressure
altitude,
15,000
feet;
temperature,
-30°C.;
what
is
the
density
altitude?
3.
Pressure
altitude,
4,000
feet;
temperature,
-25°C.;
what
is
the
density
altitude?
Figure 31

MULTIPLICATION
AND
DIVISION
The
computer
can
also
be
used
for
multiplication
and
division.
The
index
for
these
problems
is
the
“10”
in
the
small
box.
(1,
fig.
1.)
To Multiply:
1.
Rotate
the
“B”
scale
until
the
index
"10"
is
direct-
ly
under
the
number
to
be
multiplied.
2.
Without
moving
the
scales,
locate
the
multi-
plier
on
the “B”
scale.
3.
Look
directly
over
the
multiplier
and
find
the
answer
on
the
“A”
scale.
To
Divide:
1.
Locate
the
number
to
be
divided
on
the
“A”
scale.
2.
Rotate the
“B”
scale
until
the
divisor
is
located
directly
under
the
number
to
be
divided.
3. Without moving the scales, find the answer
on the “A” scale directly over the index “10”.
MULTIPLICATION
Climbing
at
450
feet
per
minute
for
8
minutes,
how
much
altitude
would
be
gained?
This
problem
is
solved
by
multiplying
450
f.p.m.
x
8
minutes.
(See
fig.
32.)
1.
Place
450
on
the
“A”
scale
directly
over
“10”
in
the
box
on
the
“B”
scale.
2.
Find
8
minutes
on
the
“B”
scale
and,
looking
directly
over
this,
find
that
we
would
climb
3,600
feet
in
the
8
minutes.
Figure 32
DIVISION
An aircraft has to lose 8,000 feet in 19 minutes. What
is the rate-of-descent? (See fig. 33.)
1.
Place
8,000
feet
on
the
“A”
scale
directly
over
19
minutes
on
the
“B” scale.
2. Look directly over the “10” and find that the
aircraft should descend at 420 f.p.m. to lose
8,000 feet in 19 minutes.
PRACTICE PROBLEMS —
MULTIPLICATION AND DIVISION
Refer
to
the
Appendix
for
answers
to
these
problems:
1. Rate-of-climb, 450 f.p.m.; time in climb, 18
minutes; what is the altitude gained?
.
Rate-of-descent,
600
f.p.m.;
time
in
descent,
4'2
minutes,
what
is
the
altitude
lost?
Altitude to lose. 6,500 feet; time to lose alti-
tude, 9 minutes; what is the rate-of-descent?
Altitude to gain, 9,000 feet; time to gain alti-
tude, 21 minutes; what is the rate-of-climb?
Aircraft cargo arm, 55 inches; cargo weight,
226 pounds; what is the approximate cargo
moment?
Total aircraft moment. 162,000 pound-inches;
total aircraft weight, 3,000 pounds; what is
the center-of-gravity arm?

CONVERTING
FEET
PER
NAUTICAL
MILE
TO
FEET
PER
MINUTE
Certain
IFR
departure
procedures
require
a
minimum
climb
rate
to
assure
proper
obstruction
clearance.
How-
ever,
the
minimum
climb
requirement
is
stated
in
terms
of
feet
to
be
gained
per
nautical
mile.
The
pilot
can
easily
convert
this
“feet
per
nautical
mile”
figure
to
a
“feet
per
minute”
figure
on
the
calculator
side
of
the
com-
puter.
The
following
example
outlines
the
procedure:
(See
fig.
34.)
1.
Set the
speed
index
at
the
appropriate
ground
speed
in
knots.
(Figure
34
shows
the
speed
index
set
at
a
ground
speed
of
120
knots.)
2.
All
figures
on
the
“B”
scale
will
represent
the
minimum
climb
requirement
in
feet
per
nau-
tical
mile.
All
figures
on
the
“A”
scale
will
repre.
sent
the
equivalent
vertical
velocity
in
feet
per
minute
and
are
read
directly
over
the
minimum
climb
requirement
figures.
For
example:
Ground
speed
—
120
knots;
climb
require-
ment
—
250
feet
per
nautical
mile;
what
is
the
rate of
climb
in
feet
per
minute?
To
solve
this
problem:
(See
fig.
34.)
1.
First
set
the
speed
index
at
120
knots.
2.
Then,
directly
above
the
250
on
the
“B”
scale,
find
the
answer,
500
feet
per
minute,
on
the
“A”
scale
FOR
TIME
a
For
Fi
IND
DISTANCE
CONSUMPTION
Figure 34
NOTE
At
the
same
ground
speed,
the
climb
require-
ment
of
350
feet
per
nautical
mile
is
equivalent
to
a
vertical
speed
of
700
feet
per
minute.
PRACTICE
PROBLEMS
—
CONVERTING
FEET
PER
NAUTICAL MILE
TO
FEET
PER
MINUTE
Answers
to
these
problems
are
found
in
the
Appendix
of
this
manual.
Climb
Requirement
Required
in
Feet/Nautical
Minimum
Ground
Speed
Mile
Vertical
Speed
100
knots
240
f.p.m.
80
knots
300
f.p.m.
140
knots
300
f.p.m.
105
knots
400
f.p.m.
CONVERTING
FAHRENHEIT
TO
CELSIUS
(CENTIGRADE)
In
some
instances,
the
pilot
may
know
the
temperature
in
degrees
Fahrenheit
but
not
know
its
equivalent
in
the
Celsius
scale.
Since
the
computer
uses
Celsius
to
obtain
T.A.S.,
it
is
important
that
the
pilot
have
a
means
of
converting
Fahrenheit
to
Celsius.
The
flight
computer
described
in
this
manual
incor-
porates
a
temperature
conversion
scale
on
the
calculator
side
of
the
computer.
Temperature
conversions
can be
read
directly
from
this
scale.
For
example:
Figure
35
shows
how
50°
F.
is
converted
to
10°
C.
Figure 35

WIND SIDE OF COMPUTER
The
wind
side
of
the
computer
consists
of
a
rotating
azimuth
and
a
rectangular
grid
that
slides
up
and
down
through
the
azimuth.
(See
fig.
36.)
SLIDING GRID
The
sliding
grid
is
nothing
more
than
a
section
taken
from
a
large
graduated
circle.
(See
fig.
37.)
The
lines,
Projecting
from
the
center
of
the
grid
and
radiating
outward,
represent
degrees
right
or
left
of
the
center
line.
The
lines
that
form
the
arcs
around
the
center
of
the
circle
represent
distance
from
the
center
and
are
labeled
in
miles.
The
computer
grid
has
two
sides,
a high
speed
side
and
a
low
speed
side.
(See
fig.
38.)
Since
most
private
aircraft
operate
in
the
speed
range
below
250
m.p.h.,
the
low
speed
side
is
generally
used
because
of
its
smaller
graduations
and
greater
accuracy.
The
low
speed
side
should
be
used
for
all
wind
problems
given
in
this
course,
AZIMUTH
The
azimuth
circle
rotates
freely
and
is
graduated
into
360°.
The
transparent
Portion
is
frosted
so
that
it
can
be written
on
with
a
pencil.
The
center,
a
small
circle,
lies
directly
over
the
centerline
of
the
sliding
grid.
SLIDING GRID
INSTRUCTIONS
FOR
FINDING
GROUND
SPEED
AND TRUE HEADING
©
INSTRUCTIONS
FOR DETERMINING
MAGNETIC
COURSE, MAGNETIC HEADING, AND COMPASS
HEADING.
TRUE INDEX.
WIND
CORRECTION
ANGLE
SCALE.
CENTER.
AZIMUTH.
eo
e000
Figure
36

DETERMINING
GROUND
SPEED
AND
TRUE
HEADING
SECTIONAL
AND
SECTIONAL
AND
WAC
SCALES
WAC
SCALES
To
maintain
a
specific
true
course,
the
pilot
must
deter-
(STATUTE)
(NAUTICAL)
mine
the
wind
correction
angle
and
adjust
the
aircraft
heading
accordingly.
The
time
en
route,
an
important
Cree
factor
in
any
flight.
is
influenced
by
wind
velocity
be-
pT
cause
it
affects
ground
speed.
To
determine
the
total
affect
of
wind on
a
flight,
the
true
course,
true
airspeed,
and
wind
velocity
must
be
known.
The
operation
of
the
wind
side
of
the
computer
ts
des-
cribed
in
the
determination
of
true
heading
and
ground
speed
in
the
following
problem
GIVEN:
True
course
—030°
True
airspeed—
170
m.p.h.
Wind
—080?
at
20
m.p.h.
DETERMINE;
True
Heading
Ground
Speed.
The
solution
is
as
follows:
1.
Rotate
the
azimuth
until
the
wind
direction
of
080°
is
located
directly
under
the
true
index.
(See
fig.
40.)
2.
Next,
slide
the
grid
through
the
computer
un-
til
the
center
is
on
any
one
of
the
heavy
lines
extending
from
right
to
left
on
the
grid.
For
this
problem,
the
160-mile
grid
line
has
been
arbitrarily
chosen.
(See
fig.
40.)
HIGH
SPEED
SIDE
LOW
SPEED
SIDE
Figure
38
acre
Figure
40