APPENDIX 60-1 Rule

APPENDIX: 60-1 Rule

The 60-to-1 Rule is a technique for determining the pitch attitude or pitch change required to satisfy a
climb/descent gradient. It is also a technique used to determine lateral displacement in "degrees" for course
interceptions and offset computations.

1. It allows the pilot to compute the pitch attitude when ESTABLISHING an attitude during the CONTROL
AND PERFORMANCE procedure.
2. It reduces the pilot's workload and increases efficiency by requiring fewer changes and less guess
work.
3. It gives an alternative to the "TLAR" (that looks about right) method of instrument flying.
4. You can teach the "60-to-1 RULE" as opposed to trying to teach experience, as in the "TLAR" method.

Simply stated the "60-to-1" rule is:

1° = 1 NM at 60 NM
or
1° = 100 Ft at 1 NM

Let's look at relationship. First look at a circle with a 60 NM radius.

We know that the circumference of a circle is 2π r, therefore the mathematical data supporting this:

Circumference = 2 x 3.1416 x 60
= 376.99 NM

Since there are 360° in a circle, we can determine the length of a 1° arc:
376.99 NM / 360° = 1.05 NM per Degree or, approximately 1 NM per degree at 60 NM

Since 1 NM = 6076 Ft or about 6000 Ft,

1° = 6000 Ft at 60 NM

This relationship is true not only in the horizontal plane, but also in the vertical plane. If this 1° = 6000 Ft at
60 NM relationship is drawn in the form of a vertically inclined plane and the height of the plane is measured
at different points, you can see that there is a definite relationship between the height of the 1° plane and the
distance from the apex of the 1° angle. The height of the plane at 1 NM is 100 Ft, therefore,

This relationship is constant. If the distance (NM) or the angle is changed, the altitude (Ft) is changed by the
same factor.

That is,

1° = 100 Ft at 1 NM
or
1° = 100 Ft/NM

At 1 NM, 3° = 300 Ft

At 10 NM, 3° = 3000 Ft etc.

In this relationship, 1° = 100 Ft/NM, if the distance is changed, multiply the altitude by the same factor. If the
angle is changed,
multiply the altitude by the same factor. If both the distance and the angle are changed, multiply the altitude
by both factors.
Notice that in the discussion of the mathematical data, there has been no mention of aircraft type or speed.
Speed has no effect on the 1° = 100 Ft/NM relationship! Look at the following Example.

An O-1 at 60 KTAS and an F-15 at 180 KTAS over a 10 NM distance on a 300 Ft/NM descent gradient (3° pitch
change from level flight

[a] How many Ft/NM will the O-1travel?

Answer: 300
[b] How many Ft/NM will the F-15 travel?
Answer: 300

Both aircraft fly the same descent gradient since their pitch changes are the same. Speed has no effect!

Before we discuss how a rate of descent, Ft/Min, can be derived from a pitch change or descent gradient,
aircraft speed must be expressed in Nautical Miles per Minute (NM/Min)

From TAS: NM/Min = TAS

60
If TAS is 420, NM/Min = 420 = 7 NM/Min

From MACH number: NM/Min = MACHx10

If MACH is .7, NM/Min = .7 x 10 = 7 NM/Min

This relationship is true when 600 NM/Hr is the speed of sound. Since it's always close, MACH can be used to
approximate NM/Min.
NM/Min can be determined from IAS by converting IAS to TAS. There are two methods available:

a. TAS = IAS + IAS x (2% per) 1000'

If IAS is 250 and altitude is FL 200
TAS = 250 + 250 x (.02 x 20)
= 250 + 250 x .4
= 250 + 100 KIAS = 350

b. TAS = IAS + Flight Level

2
= 250 + 100 KIAS = 350

Now from the example above:

NM/Min = 350 = 5.8 or 6 NM/Min
60

Now back to the O-1 and the F-15:

The O-1 at 60 KTAS is traveling at 1 NM/Min

The F-15 at 180 KTAS is traveling at 3 NM/Min
How long will it take each aircraft to travel the 10 NM in the example? O-1 at 1 NM/Min takes 10 Min, F-15 at
3 NM/Min takes
3.3 Min.

What will each aircraft's VVI be indicating during the 3000 Ft descent?

O-1's VVI = 3000 Ft = 300 Ft/Min

10 Min
F-15's VVI = 3000 Ft = 900 ft/Min
3.3 Min

By restating some previous facts, a relationship between Pitch, Gradient and VVI is clear.

(1) The O-1 is traveling at 1 NM/Min and its VVI is indicating 300 Ft/Min for a 300 Ft/NM gradient or 3° pitch
change.
(Remember 1° = 100 Ft/NM)
(2) The F-15 is traveling at 3NM/Min and its VVI is indicating 900 Ft/Min for a 300 Ft/NM gradient or 3° pitch
change.

VVI = NM/Min x Ft/NM

or
The VVI for each 1° of pitch change is equal to speed in NM/Min x 100 Ft/NM.
Example: An aircraft makes a 6° pitch change from level flight (it establishes a 600 Ft/NM climb/descent
gradient). What does the VVI indicate if the speed is .8 MACH?

NM/Min = .8 x 10 = 8 NM/Min
VVI = 8 NM/Min x 600 Ft/NM
VVI = 4800 Ft/Min
Practical applications of the "60-to-1 RULE.

1. You're climbing at 285 KIAS (.6 MACH) and 3000 Ft/Min. What pitch change do you make to level off?

3000 Ft/Min = 500 Ft/NM = 5°

6 NM/Min

2. ARTCC tells you to climb to FL 250 and be at FL 250 in 10 NM. You're currently at FL 200 and are
indicating .6 MACH. What minimum pitch change is necessary, what should your VVI indicate, and can you
make it?

5000 Ft = 500 Ft/NM = 5°

10 NM

6 NM/Min x 500 Ft/NM = 3000 Ft/Min

Whether you make it or not depends upon your aircraft's performance capability, but at least you know what
you need to establish to make it.

3. You're at FL 330 proceeding direct to the BFD TACAN. ARTCC clears you to descend to 3000 Ft and cross
the TACAN at 3000 Ft. You are now 50 DME from the TACAN, what do you do? Lower your pitch 6° and verify
this by checking that your VVI reads 600 Ft/NM x NM/Min.

33,000 Ft - 3000 Ft = 600 Ft/NM = 6°

50 NM

If you are indicating .7 MACH, your VVI should read:

600 Ft/NM x 7 NM/Min = 4200 Ft/Min

During the descent, you slow to .5 MACH. What should your VVI read if you are still maintaining the 600 Ft/NM
descent gradient?
600 Ft/NM x 5 NM/Min = 3000 Ft/Min

So far, all of our calculations have been "no wind." How does wind affect the relationship between pitch, VVI
and the descent gradient?

Let's add a 60 kt tailwind to the last problem. You still need to descend at 600 Ft/NM (fly a 600 Ft/NM descent
gradient), but you must figure your VVI using NM/Min in groundspeed.

The no-wind speed was .7 MACH or 7 NM/Min

The groundspeed in NM/Min is 7 NM/Min + 60 kts

or
7 NM/Min + 1 NM/Min = 8 NM/Min

Now, the required VVI to fly the 600 Ft/NM is:

VVI = 8 NM/Min x 600 Ft/NM = 4800 Ft/Min

To find the pitch change necessary to get this VVI, the "in the air" NM/Min formula must be used.

4800 Ft/Min = 690 Ft/NM = Approx. 7°

7 NM/Min

(since 1° = 100 Ft/NM)

The no wind answer was 6° with a VVI of 4200 Ft/Min.

This 1° pitch correction for the 60 kt wind is a good figure to remember. It is not an exact relationship, but it is
within ½° in most cases.

For example, if you have a 120 kt tailwind, you must increase your pitch change by about 2° to realize the
computed gradient. If you have a 60 kt headwind, you can decrease your pitch change by about 1° to fly the
computed gradient.
Horizontal Plane

Turn radius of your aircraft

Distance to turn 90° using 30° of bank.

a. Min - 2 or (Mach x 10) - 2

2 2
b. (NM/Min) or (Mach x 10)
10
The more accurate method is b., but a. is easier and will give a small "pad" in determining a lead point.
For turns other than 90° use the following:

Degrees To Turn Fraction Of 90° Turn

180° 2
150° 1 5/6
135° 1 2/3
120° 1 1/2
90° 1
60° 1/2
45° 1/3
30° 1/6

Determining the lead point for intercepting a radial.

First determine the turn radius of the aircraft. Now convert that turn radius to a number of degrees. For a 90°
turn, as in turning from an arc to a radial, the formula is simple:

Lead Degrees = Turn Radius(NM) x 60

DME
By the 60-to-1 rule, on the 60 DME arc 1° = 1 NM and on the 10 DME arc, 1° = 1/6 NM or 1 NM = 6°. From
this, the number of degrees per NM on any arc can be determined by 60/DME. To find the lead point in
degrees, just multiply this factor by the lead point in NM.

For example, how many degrees lead should an aircraft use to turn onto a radial from the 15 DME arc at 180
KTAS?

The turn radius is: 180 - 2 = 1nm

60

The lead point in degrees is: 1 NM x 60 = 4°

15
Bank angle required to maintain an arc.

On close-in arcs, constant bank angle may be necessary to stay on the arc. There are two methods to compute
the required bank angle.

Required bank angle = Turn Radius x 30

Arc

Required bank angle = ½ the lead for an arc to radial intercept

Example: If the required lead point for an arc to radial intercept is 16°, then 8° of bank is required to maintain
the arc.

Teardrop penetrations.

The only guidance usually available to fly this type of approach is just a recommended turn altitude and a
"remain within" distance. It would be helpful to be able to compute a distance to go outbound so that a 30°
bank turn will leave you on course inbound or, if a turn point is depicted or you choose to go further outbound
to lessen the descent gradient, what bank angle is needed to roll out on course inbound. Examples 1 and 2
illustrate these two problems.

(a) Outbound distance for a 30° turn:

Turn Radius x 120
# of degrees between radials
(b) Bank angle required for the teardrop turn (when 30° will not work):

TR x 60
distance between radials

Teardrop entry for holding.

This is the same formula as above but "distance outbound" and "degrees between radials" have been
switched. Leg length (distance outbound) is the known value and you have to solve for offset (degrees
between radials).

Turn Radius x 120 = Offset Heading

Leg Length

Example: Holding pattern with 10 NM legs. TAS is 240 knots.

Turn Radius = (240 - 2) = 2

60
2 x 120 = 24° offset
10

VDP calculations

On non-USAF designed approach plates a VDP is not always published. Compute it for your desired glide slope,
usually 3° (300 Ft/NM) or 2½° (250 Ft/NM).

HAT = VDP in NM from end of runway

Desired gradient
 SUMMARY OF 60:1 RULES AND FORMULAS
CLIMBS AND DESCENTS
The 60:1 Rule:
1° = 1 NM at 60 NM 1° = 100 FT at 1 NM

Climb and Descent Gradients:

Required gradient (FT/NM) = altitude to lose (or gain) Pitch change = gradient (1° pitch
change = 100 FT/NM)
distance to travel 100
VVI:
VVI = Gradient (or pitch X 100) X TAS in minutes
VVI for a 3° glideslope = GS X 10 VVI for a 2.5° glideslope = GS X 10 - 100
2 2
Determine TAS and NM/MIN:
TAS = IMN X 600 TAS = IAS + (FL / 2)
NM/MIN = IMN X 10 NM/MIN = TAS / 60

Steps to Determine Required Pitch and VVI (Winded Application). Mathematical steps:

Required gradient: Gradient = alt to lose

dist to travel NOTE: For
practical
Required VVI with wind: VVI = gradient X groundspeed (NM/MIN)
applications,
Required pitch change: Pitch change = required VVI each
60 KTS
TAS ( in NM/MIN ) of wind
will change
pitch 1°.
TURNS
Turn Radius (TR) Turn Diameter (TD) = 2 X TR

Distance to turn 90° using 30° of bank:

TR = NM/MIN - 2 or TR = (IMN X 10) - 2
or or
TR = (NM/MIN) squared or TR = IMN squared X 10
10

Distance to turn 90° using SRTs and 1/2 SRTs:

SRT = 1% of TAS (or groundspeed) 1/2 SRT = 1/2% of TAS (or groundspeed)

Bank for Rate Turns:

Bank for SRT = TAS + 7 Bank for 1/2 SRT = TAS + 7
10 20

Lead Point for Radial to an Arc or 90° Intercept of an Arc:

Lead point in DME = Desired Arc + TR

Lead Point for Arc to Radial or 90° Intercept of a Radial:

Lead point (in degrees) = 60 X TR (in NM) or 60 X TR (in NM)
Arc DME

For Turns Less or More Than 90°, Use The Following: (These cover most situations):
Degrees to Turn Fraction of 90° Turn Degrees to Turn Fraction of 90° Turn
180° 2 90° 1
150° 1 5/6 60° 1/2
135° 1 2/3 45° 1/3
120° 1 1/2 30° 1/6
Bank Angle Required to Maintain an Arc:
Required bank angle = 30 X TR (Use IMN squared for TR to obtain best results)
Arc
or Required Bank angle = Radial Lead Point / 2
 HOLDING
Teardrop Holding Calculations:
Offset in degrees = TD X 60 or TR X 120
outbound distance outbound distance
Timing:
< 14,000 = 1+00 > 14,000 = 1+30

Outbound Correction for Inbound:

1+00 Correction = 3600 / inbound time = outbound time
1+30 Correction = 8100 / inbound time = outbound time
Double Drift:
Into wind turn = 30° bank - 1° for every deg of drift Other Turn = 30° bank
Inbound to fix = course heading + drift Outbound leg = outbound heading +
( drift X 2)
Hold double drift for same
amount
Drift calculation: of time as the time in 180° turn
Drift = Crosswind Component 180° turn = 1%
TAS
NM/MIN of TAS 2
Triple drift: Ex. 240 TAS = 2.4 / 2 = 1.2 Min =
1+12
Into Wind Turn = 30° bank Other Turn = 30° bank
Inbound to fix = Course heading + drift Outbound leg = outbound heading
+ ( drift X 3)
Hold triple drift for same amount
Drift Calculation: of time as the time in 180° turn
Drift = Crosswind component 180° turn = 1% TAS
NM/MIN of TAS 2
Ex. 240 TAS = 2.4 / 2 = 1.2 Min = 1+12
 APPROACH
Teardrop Penetration Calculation:
Determine outbound distance for 30° bank turn:
Outbound distance = TD X 60 . or TR X 120 .
Degrees Between Radials Degrees Between
Radials

Determine bank angle required for teardrop penetration ( When 30° bank will not work):
Bank Angle = TR X 60 .
Distance Between Radials in NM

Procedure Turn Calculations:

45/180 Maneuver distance = ( 3 X TR ) + 2 80/260 Maneuver distance =
3 X TR

(3 X TR) + 2 3 X TR
Remain within distance Remain within distance

VDP Calculation:
VDP ( in NM ) From the end of the runway = HAT .
Gradient ( normally 300 )
VDP ( in timing) From the FAF = ( FAF to End of runway Distance ) - HAT
. = FAF to VDP Dist (NM) Gradient
( normally 300 )

Timing to MAP ( From timing box) = Seconds per Mile or 60 . = Seconds

per Mile
NM from FAF to MAP (TAS / 60 )

( Seconds per Mile ) X FAF to VDP Dist (NM) = Time ( in Seconds )

 CIRCLE
Perpendicular to Runway Displacement using
45° rule
Timing passing runway = Turn 45° off
RWY HDG
10% TAS ( corrected for winds ) ( Kill Drift )
( TAS + headwind - tailwind component) Displace using
Runway
( Yes, subtract tailwind to counteract
it “pushing you across the ground”)

Displacement using 30° rule

Turn 30° off RWY HDG
( Kill Drift )
and time for 10% TAS X 4

2 X TR
EX. 2 X TR

150 TAS
10 KTS Tailwind 14 Seconds 2
Mile
RWY
(12000 ft)
45° off HDG
2 X TR (Kill
Drift)

NOTE: If 2 X TR = 2 MI
than displace down
a 2 MI RWY as
depicted
30° off HDG
(Kill Drift)
10% TAS X 4