Pre-flight is half the job — the other half is continuous plan updates in flight.
What to do at every checkpoint
| Action | What to check |
|---|---|
| Confirm position | Unique identification by two independent features (e.g. lake + town shape; not "some forest") |
| Record time | Enter ATO (Actual Time Over) in the PLOG — compare with ETO |
| GS / time drift | If ATO > ETO by X min: adjust next ETOs; on large drift recheck TAS and wind |
| Remaining fuel | Cockpit gauge + leg calc — investigate if deviation > 10 % |
| Weather | Visibility, cloud base, wind ahead vs forecast |
| Altitude | Maintain cruise; adjust per semicircular rule on magnetic-course change |
"OB-CHECK" rule (established VFR navigation)
Some schools teach a systematic checkpoint pattern:
- Observations (what do I see, where am I?)
- Bearings (course, position relative to marks)
- Course (adjust if needed)
- Height (maintain/adjust)
- ETA (next ETO recompute)
- Consumption (fuel)
- Kompass / avionics / heater etc.
When position is wrong
| Strategy | When |
|---|---|
| Hold and observe (left orbit, then identify) | First confusion — often resolves in 1–2 min |
| Climb (more reference points) | If practical below cloud cover |
| Call FIS | "Position unsure" — FIS can take a bearing and give a vector |
| GPS / GNSS | Last fallback — many PPL trainers have at least a handheld GPS |
| DR (Dead Reckoning) back to last known point | When radio is unavailable |
Fuel trend
Watch consumption across several checkpoints. Rising leg burn can mean:
- Stronger headwind than forecast
- Wrong power setting (mixture not leaned, RPM too high)
- Fuel leak — land immediately!
Reporting expected landing time — preparing ATC/AIS closure
The pilot may report his expected landing time by radio to the appropriate ATC unit or, if not available, to FIS (Flight Information Service) for forwarding to AIS. It is assumed that the pilot is already in the traffic pattern and that landing is assured.
This report supports closing the flight plan by ATC or AIS once landing occurs — important for SAR avoidance (no automatic search if ATC knows the aircraft is landing as planned).
Landing at an airfield other than the destination
If the pilot — for any reason (weather, fuel, technical issue) — lands at an airfield other than the destination filed in the flight plan, he must immediately after landing inform AIS (Aeronautical Information Services).
Reasons:
- Prevent SAR activation (if ATC expects the aircraft and it does not arrive, an SAR alert triggers after 30 min).
- Close the flight plan via AIS.
- Documentation for follow-up.
How: phone the national AIS office (e.g. DFS AIS in Germany), or radio FIS who forwards the information. The pilot transmits: callsign, original destination, actual landing airfield, landing time.
Sterile cockpit rule
During critical phases (take-off, approach, landing, emergencies) no distraction by small talk, unimportant radio calls, passenger conversation. NCO.OP.135.