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scenario, and know what steps can be
taken to minimise the chances of
becoming lost.
Explanation:
 There will be occasions during a cross
country flight when the pilot (you!) may
become uncertain of the aircrafts
position, particularly along routes
where there is a considerable distance
between verifiable landmarks.
However……….
 IF PROPER flight planning and checking
procedures have been conducted,
logging has been monitored and
recorded, then the only probable way of
becoming lost is if heading adjustments
have been incorrectly calculated or if a
turning point has been over flown without
noticing.
Application:
 These procedures are tested in the PPL and
CPL flight tests
 To enable the pilot to deal with unexpected
scenarios; resulting in increased
confidence and minimising the chances of
becoming lost when flying solo.
Overview:
 Revision
 Definitions
 Principles / Air Exercise
 Considerations
 Airmanship
Revision
1 in 60
 Depends on fact that after travelling 60miles, a
distance of 1mile off track represents a track error of
1degree. (It is not necessary to travel 60nm to make
use of the rule!)
 TE – Track Error –
tells us how much we have to turn to parallel track.
Note: does not tell us angle to get back on track
 CA - Closing Angle –
once calculated this along with TE will get the
aircraft back on track
EXAMPLE:
20nm 30nm
2nm
6oTE 4oCA
 To get back on track you need to add the
TE to the CA
We must then change heading by 10o
(TE + CA)
Parallel track
TE ?
A B
CA?
Revision
 Diversion
At some stage during your cross country
navigation flying you will need to conduct
an unplanned diversion due to various
factors.
We use a specific procedure to do this
Diversion
(as per SOPs)
Conduct ‘C-L-E-A-R’ check
 Compass to DG
 Course- draw track /check map for terrain
 Log Time/HDG / TI / ETA / Fuel & endurance
 Engine -Monitor settings
 Altitude as required / Airspace
 Radio calls, advise ATC (Flightwatch)
Principles:
 If proper pre-flight planning and correct navigational
techniques are applied, the situation of being lost or
uncertain of your position should not occur.
 However, human error is a possibility so a good technique
needs to be adopted to help you fix your position.
 Being lost or uncertain, may cause people to make rash
decisions to quickly fix the problem…….mistake - this will
make the problem worse! Take your time.
 Use a procedure and the resources available to you as a
pilot to aid in such a situation.
Definitions:
 Uncertain – this is not LOST, it is when you
have not arrived at your position
(destination/waypoint/turning point) within 4
minutes of planned ETA
 Lost – is when you have continued flying
when uncertain, thus becoming totally unaware
of your position. Some time has probably
elapsed since your last positive fix, and more
than likely you are receiving conflicting
information.
Considerations:
Reasons why you may get lost:
 Directional Errors : - DG and compass not aligned
/ Steering the wrong heading
 Calculation errors (drift/variation etc)
 Compass malfunction (due metal objects nearby)
 Weather/ Navigational – Poor visibility may make
ground features hard to see; avoiding low cloud /rain
may have caused variation in course flown; Features on
map may not be visible on ground (ie.dried up lakes)
 Incorrect ETIs or G/S calculations
Things to do if uncertain of position:
 Log heading you have been following and time
 Check compass to DG (is there an error?)
 STOP! No sense in proceeding further – nominate a
reference feature at your present position and hold there
to assess the situation
 Climb to higher altitude in order to increase visibility
(weather dependent / consider CTA steps)
 Use resources available – Autopilot / other crew
member/use ELT
 Check for possible errors made
 Plot most probable position (using circle of uncertainty)
Plotting most probable position:
 Start from last known
　
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