Pilotage and Dead Reckoning
Private Pilot ACS · Area VI · Task A · AIM, FAA-H-8083-25
Everything you need to know about Pilotage and Dead Reckoning for your private pilot checkride. Aligned to FAA-S-ACS-6C Task VI-A, covering pilotage and dead reckoning.
TVMDC & Heading Conversion §
True course ± Variation = Magnetic course ± Deviation = Compass course
Memory: True Virgins Make Dull Company
East variation = subtract (East is least). West = add (West is best).
Variation: Difference between true north and magnetic north. From isogonic lines on charts. Fixed by geography.
Deviation: Error in a specific compass from aircraft magnetic fields. From the compass deviation card in the cockpit. Unique to each aircraft and varies by heading.
Memory: True Virgins Make Dull Company
East variation = subtract (East is least). West = add (West is best).
Variation: Difference between true north and magnetic north. From isogonic lines on charts. Fixed by geography.
Deviation: Error in a specific compass from aircraft magnetic fields. From the compass deviation card in the cockpit. Unique to each aircraft and varies by heading.
PHAK Ch.16
Dead Reckoning Calculations §
Groundspeed: TAS ± headwind/tailwind component. Use E6B or EFB.
ETE: Distance ÷ Groundspeed (in hours). Convert to minutes for nav log.
Time to checkpoint: Distance to checkpoint ÷ GS.
Fuel burn to checkpoint: Fuel flow × ETE (in hours).
Wind Correction Angle (WCA): The angle between true course and true heading, applied to compensate for crosswind drift. Rough method: WCA ≈ (crosswind component / TAS) × 60.
ETE: Distance ÷ Groundspeed (in hours). Convert to minutes for nav log.
Time to checkpoint: Distance to checkpoint ÷ GS.
Fuel burn to checkpoint: Fuel flow × ETE (in hours).
Wind Correction Angle (WCA): The angle between true course and true heading, applied to compensate for crosswind drift. Rough method: WCA ≈ (crosswind component / TAS) × 60.
PHAK Ch.17
Pilotage §
Navigation by visual reference to landmarks identified on the sectional chart. Match ground features (roads, rivers, lakes, cities, towers, airports) to chart symbols.
Sectional chart: Scale 1:500,000 (≈1 in = 6.86 nm). Revised every 6 months. Blue = controlled airports. Magenta = uncontrolled.
MEF: Maximum Elevation Figure — highest obstacle + 100 ft clearance (200 ft for man-made), rounded up to next 100 ft. In hundreds of feet MSL.
Plan checkpoints every 10–15 nm. Cross-check dead reckoning against pilotage at each checkpoint.
Sectional chart: Scale 1:500,000 (≈1 in = 6.86 nm). Revised every 6 months. Blue = controlled airports. Magenta = uncontrolled.
MEF: Maximum Elevation Figure — highest obstacle + 100 ft clearance (200 ft for man-made), rounded up to next 100 ft. In hundreds of feet MSL.
Plan checkpoints every 10–15 nm. Cross-check dead reckoning against pilotage at each checkpoint.
PHAK Ch.16, 17; AIM 9-1-4
VFR Cruising Altitudes & Fuel Rules §
VFR cruising altitudes (more than 3,000 ft AGL):
MC 0–179° (East): odd thousands + 500 ft (3,500 / 5,500 / 7,500)
MC 180–359° (West): even thousands + 500 ft (4,500 / 6,500 / 8,500)
Fuel reserves: Day VFR = enroute + 30 min at cruise. Night VFR = enroute + 45 min at cruise.
Altimeter errors: Each 0.10 in Hg error ≈ 100 ft. Setting too low = flying higher than indicated. "High to low, look out below." Update within 100 nm of destination.
MC 0–179° (East): odd thousands + 500 ft (3,500 / 5,500 / 7,500)
MC 180–359° (West): even thousands + 500 ft (4,500 / 6,500 / 8,500)
Fuel reserves: Day VFR = enroute + 30 min at cruise. Night VFR = enroute + 45 min at cruise.
Altimeter errors: Each 0.10 in Hg error ≈ 100 ft. Setting too low = flying higher than indicated. "High to low, look out below." Update within 100 nm of destination.
14 CFR 91.151, 91.159; PHAK Ch.8