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There probably comes a time when a pilot is not able to make it to the planned destination. This can be the result of unpredicted weather conditions, a system malfunction, or
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poor preflight planning. In any case, the pilot needs to be able to safely and efficiently divert to an alternate destination. Before any cross-country flight, check the charts for airports or suitable landing areas along or near the route of flight. Also, check for navigational aids that can be used during a diversion.
Computing course, time, speed, and distance information in flight requires the same computations used during preflight planning. However, because of the limited flight deck space, and because attention must be divided between flying the aircraft, making calculations, and scanning for other aircraft, take advantage of all possible shortcuts and rule-of-thumb computations.
When in flight, it is rarely practical to actually plot a course on a sectional chart and mark checkpoints and distances. Furthermore, because an alternate airport is usually not very far from your original course, actual plotting is seldom necessary.
A course to an alternate can be measured accurately with a protractor or plotter, but can also be measured with reasonable accuracy using a straightedge and the compass rose depicted around VOR stations. This approximation can be made on the basis of a radial from a nearby VOR or an airway that closely parallels the course to your alternate. However, remember that the magnetic heading associated with a VOR radial or printed airway is outbound from the station. To find the course TO the station, it may be necessary to determine the reciprocal of that heading. It is typically easier to navigate to an alternate airport that has a VOR or NDB facility on the field.
After selecting the most appropriate alternate, approximate the magnetic course to the alternate using a compass rose or airway on the sectional chart. If time permits, try to start the diversion over a prominent ground feature. However, in an emergency, divert promptly toward your alternate. Attempting to complete all plotting, measuring, and computations involved before diverting to the alternate may only aggravate an actual emergency.
Once established on course, note the time, and then use the winds aloft nearest to your diversion point to calculate a heading and GS. Once a GS has been calculated, determine a new arrival time and fuel consumption. Give priority to flying the aircraft while dividing attention between navigation and planning. When determining an altitude to use while diverting, consider cloud heights, winds, terrain, and radio reception.
Chapter Summary
This chapter has discussed the fundamentals of VFR navigation. Beginning with an introduction to the charts that can be used for navigation to the more technically advanced concept of GPS, there is one aspect of navigation that remains the same. The pilot is responsible for proper planning and the execution of that planning to ensure a safe flight.
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Introduction
It is important for a pilot to be aware of the mental and physical standards required for the type of flying done. This chapter provides information on medical certification and on a variety of aeromedical factors related to flight activities.
Aeromedical Factors
Chapter 16
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Obtaining a Medical Certificate
Most pilots must have a valid medical certificate to exercise the privileges of their airman certificates. Glider and free balloon pilots are not required to hold a medical certificate. Sport pilots may hold either a medical certificate or a valid state driver’s license.
Acquisition of a medical certificate requires an examination by an aviation medical examiner (AME), a physician with training in aviation medicine designated by the Civil Aerospace Medical Institute (CAMI). There are three classes of medical certificates. The class of certificate needed depends on the type of flying the pilot plans to do.
A third-class medical certificate is required for a private or recreational pilot certificate. It is valid for 3 years for those individuals who have not reached the age of 40; otherwise it is valid for 2 years. A commercial pilot certificate requires at least a second-class medical certificate, which is valid for 1 year. First-class medical certificates are required for airline transport pilots, and are valid for 6 months.
The standards are more rigorous for the higher classes of certificates. A pilot with a higher class medical certificate has met the requirements for the lower classes as well. Since the required medical class applies only when exercising the privileges of the pilot certificate for which it is required, a first-class medical certificate would be valid for 1 year if exercising the privileges of a commercial certificate, and 2 or 3 years, as appropriate, for exercising the privileges of a private or recreational certificate. The same applies for a second-class medical certificate. The standards for medical certification are contained in Title 14 of the Code of Federal Regulations (14 CFR) part 67 and the requirements for obtaining medical certificates can be found in 14 CFR part 61.
　
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