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Ex. 23 - Diversion

Ex. 23 - Diversion. OBJECTIVE. What you will learn:. How to plan and carry out diversion to a different destination in-flight. MOTIVATION. Why learn this:. You may need to divert because of: weather deteriorating enroute sick person on board airplane problems

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Ex. 23 - Diversion

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  1. Ex. 23 - Diversion Ex. 23 - Diversion

  2. OBJECTIVE What you will learn: • How to plan and carry out diversion to a different destination in-flight. Ex. 23 - Diversion

  3. MOTIVATION Why learn this: • You may need to divert because of: • weather deteriorating enroute • sick person on board • airplane problems • insufficient fuel (e.g., due to unexpected strong headwinds) • a whole bunch of other reasons (including just changing your mind). Ex. 23 - Diversion

  4. LINKS Links: • You have already learned about plotting your track and planning your trip • You have practiced map reading and track corrections in-flight • You learned the basic Aviate – Navigate – Communicate principle. Ex. 23 - Diversion

  5. BACKGROUND KNOWLEDGE - TKT Let’s see how much you already know: • What are the VNC and the VTA, and what are the differences between the two? • What do the following VNC symbols stand for? • What aerodrome information is available on a VNC? • Where can you obtain additional aerodrome information? • How do you estimate wind direction and speed in flight? • How can you obtain weather updates in flight? • What are weather minima for VFR flight in controlled and uncontrolled airspace? • What are altitude restrictions for flight over built-up areas? Ex. 23 - Diversion

  6. THEORIES & DEFINITIONS Theories and Definitions: • Estimating • Distance • Time • Fuel • Track • Heading • Communicating Your Diversion. Ex. 23 - Diversion

  7. THEORIES & DEFINITIONS SAMPLE – NOT FOR NAVIGATION Estimating Distance Can you point out latitude and longitude lines? • 1 degree of latitude = 60 nautical miles • 1 minute of latitude = 1 nautical mile • Use your pencil and VNC minute notches. Which of the two lines are always a constant distance apart? Ex. 23 - Diversion

  8. THEORIES & DEFINITIONS Estimating Distance On a VNC: ~15 NM DON’T USE THESE APPROXIMATIONS! ~5 NM MEASURE YOUR OWN HAND! ~8 NM Ex. 23 - Diversion

  9. THEORIES & DEFINITIONS Estimating Time • Typical Cessna airspeed = 90 knots • Time = (Distance/3)*2 • Introduce appropriate corrections based on wind • Fuel = Time * Fuel Flow. Ex. 23 - Diversion

  10. THEORIES & DEFINITIONS Estimating Track and Heading • Use VOR compass rose and/or lat-lon lines + magnetic variation lines and/or Victor airways to estimate magnetic track • Correct for crosswind as appropriate. Ex. 23 - Diversion

  11. THEORIES & DEFINITIONS Communicating Your Diversion • Let FSS/FIC know: • Who you are • Where you are • Last departed which aerodrome • What you were doing up to this point • What you intend to do now • Any other relevant info (e.g., reason for changing plans)… • Do not hesitate to request information (e.g., weather reports and forecasts) • Enroute communications as appropriate (position reports, traffic updates, ATC communications as required). Ex. 23 - Diversion

  12. PROCEDURES Procedures • Diversion • Initial Planning • Departure and Further Planning • Enroute • Arrival. Ex. 23 - Diversion

  13. PROCEDURES SAMPLE – NOT FOR NAVIGATION Diversion: Initial Planning • Slow cruise • Head towards a prominent checkpoint a few minutes away or establish racetrack pattern around a checkpoint • Circle checkpoint and new destination and connect them with a straight line • Mark halfway point • Estimate track and heading. Ex. 23 - Diversion

  14. PROCEDURES SAMPLE – NOT FOR NAVIGATION Diversion: Departure and More Planning SET HEADING INDICATOR TIME over checkpoint – record TURN to estimated heading TRACK THROTTLE – verify cruise rpm ESTIMATE and record distance ESTIMATE and record time & fuel MIXTURE – lean as appropriate ATC – inform FSS/FIC of your intentions, other radio calls as appropriate CHECKPOINTS – along your track. Ex. 23 - Diversion

  15. PROCEDURES SAMPLE – NOT FOR NAVIGATION Diversion: Enroute • Monitor your track • Reset HI as needed (every 15 minutes) • Record time at midpoint • Provide revised ETA if necessary • Adjust heading if necessary • Radio calls as appropriate • Look up aerodrome information in flight. Ex. 23 - Diversion

  16. PROCEDURES SAMPLE – NOT FOR NAVIGATION Diversion: Arrival • Record time • Ensure landmarks on the map match ground layout • Appropriate radio calls • Normal or precautionary landing as required. Ex. 23 - Diversion

  17. CONSIDERATIONS Considerations • Navigation is easier at higher altitudes (but you may have to do a low-level diversion) • If a road, railroad, river, power line goes to your destination – USE IT! • Passengers (or the examiner) are a resource! They can help you fold charts, open CFS to a correct page, spot landmarks and traffic • If lost, do not panic… what tools/procedures can you use to get yourself “unlost”? Ex. 23 - Diversion

  18. SAFETY SAFETY • If a diversion is necessary for safety reasons – do not hesitate to divert. Do not continue to original destination if: • the weather enroute is deteriorating to below legal and personal minima • you are not sure if you have enough fuel to make it • you are suspicious of your plane’s mechanical condition • your passenger is potentially seriously unwell… • With a low-level diversion, beware of obstacles (use chart to establish MEF and any obstacles enroute) • Beware of illusions created by drift • Let FSS/FIC know of your diversion. Ex. 23 - Diversion

  19. CONCLUSION Conclusion • Now you are able to accurately plan a diversion to anywhere while in the air • This makes you better prepared for enroute emergencies as well as fun detours • Read for next lesson: Ex. 24, Intro, Aircraft Instruments, Fundamental Skills, Straight-and-Level Flight. QUESTIONS? Ex. 23 - Diversion

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