1. Ex Diversion
Ex Diversion

2. OBJECTIVE
What you will learn:
How to plan and carry out diversion to a different destination in-flight.
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3. Why learn this: You may need to divert because of:
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 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.
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5. Let’s see how much you already know:
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?
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6. Theories and Definitions:
THEORIES & DEFINITIONS
Theories and Definitions:
Estimating
Distance
Time
Fuel
Track
Heading
Communicating Your Diversion.
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7. Estimating Distance 1 degree of latitude = 60 nautical miles
THEORIES & DEFINITIONS
Estimating Distance
1 degree of latitude = 60 nautical miles
1 minute of latitude = 1 nautical mile
Use your pencil and VNC minute notches.
Can you point out latitude and longitude lines?
SAMPLE – NOT FOR NAVIGATION
Which of the two lines are always a constant distance apart?
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8. Estimating Distance ~15 NM ~5 NM ~8 NM On a VNC:
THEORIES & DEFINITIONS
Estimating Distance
On a VNC:
~15 NM
DON’T USE THESE APPROXIMATIONS!
~5 NM
MEASURE YOUR OWN HAND!
~8 NM
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9. Estimating Time Typical Cessna airspeed = 90 knots
THEORIES & DEFINITIONS
Estimating Time
Typical Cessna airspeed = 90 knots
Time = (Distance/3)*2
Introduce appropriate corrections based on wind
Fuel = Time * Fuel Flow.
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10. Estimating Track and Heading
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.
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11. Communicating Your Diversion
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).
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12. Procedures Diversion Initial Planning Departure and Further Planning
Enroute
Arrival.
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13. Diversion: Initial Planning
PROCEDURES
Diversion: Initial Planning
SAMPLE – NOT FOR NAVIGATION
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.
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14. Diversion: Departure and More Planning
PROCEDURES
Diversion: Departure and More Planning
SAMPLE – NOT FOR NAVIGATION
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.
Passenger briefing
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15. Diversion: Enroute Monitor your track
PROCEDURES
Diversion: Enroute
SAMPLE – NOT FOR NAVIGATION
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.
For your flight test: must find three landmarks at destination to know you have arrived
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16. Diversion: Arrival Record time
PROCEDURES
Diversion: Arrival
SAMPLE – NOT FOR NAVIGATION
Record time
Ensure landmarks on the map match ground layout
Appropriate radio calls
Normal or precautionary landing as required.
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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”?
Remember to make good safety-based decisions about distance from cloud
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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.
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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 Diversion