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FLIGHT INSTRUCTOR'S MANUAL
157

to instruct the student in cross-country flying, but rather a discussion of cross-country flying itself and the factors affecting it. Its purpose here is to refresh the instructor's mind with regard to a number of items that might normally be taken for granted or overlooked.

Cross-country flying is a phase of training which develops the student's self-confidence and initiative to a greater degree than perhaps any other. He has only himself to rely upon and it is therefore imperative that he know thoroughly the procedure to be followed to successfully accomplish such flights.

The student's first cross-country flights should be over a comparatively short course with the instructor. During these flights the value of placing faith in the compass is the major lesson to be learned. The track should be plotted on the map, wind and variation data applied, and a course to be made good obtained. This course should be flown until it has been definitely proved in error. The compass may be considered as a guiding star, and if confidence is placed in it, destinations will be reached. Landmarks are important but they should be used to check position and not as guide posts along which to fly.

The importance of knowing at all times the exact position with respect to the desired track can not be too strongly emphasized, and the best method of accomplishing this is to check reliable landmarks against the track while flying the compass course. The compass course should be changed only when reliable landmarks show that it is in error a definite amount. The practice of zigzagging in a haphazard manner over the countryside, with no accurate knowledge of actually position or the amount off course, will not help to gain the proficiency desired. If the shorter flights are completed satisfactorily by using the correct methods, there is no reason why the longer ones should not be. The only difference is distance.

Since December 1930, sectional airway maps have been published. Many experiments have since been made resulting in a number of changes and improvements. Certain items that would be included in an ordinary topographic map are ommitted in order that details of more importance to the pilot-navigator are not obscured; other features are exaggerated beyond topographic justification, because of their landmark value. Thus, with the addition of the system of highly developed aids to air navigation, airway maps have gradually assumed the character of the nautical charts so essential to safety at sea, and recently the designation of these highly specialized publications has been changed to aeronautical charts.

Even today the development of the aeronautical chart cannot be considered complete. Changing conditions of flight (such as higher speeds, longer flights, and higher altitudes) are fairly certain to result in changed methods of navigation.

The aeronautical charts include the 25,000 miles of Federal airways equipped with beacon lights, radio ranges, teletype service, and other related features. Over such an extensive system it is obvious that many changes must occur. The frequent corrections of its charts to show these changes as they occur is a most important function of the Government, and is imperative for safety in all forms