Flight Training - September 2014 - 32

CHECKRIDE

By Bob Schmelzer

ALL TURNED AROUND

LOST PROCEDURES FOR THE TEST, OR ANYTIME

ven with GPS and moving-map technology, pilots still somehow manage to lose their positional awareness. Highly trained
and experienced multi-crew professionals occasionally make
headlines by landing at the wrong airports. Apparently, no
pilot is immune to the agony of becoming lost.
Although it may be much easier to
become lost without the aid of GPS navigation, every pilot probably has experienced
some level of positional disorientation at
some point, whether GPS-equipped or
not. Depending on the particular situation, becoming lost or disoriented can even
become dangerous, which is why the FAA
included lost procedures as a required task
for practical tests.
Since checkride applicants rarely
become lost during their checkrides, many
designated pilot examiners (DPEs) prefer
to evaluate this task through oral questioning during the ground portion of the test.
For the unlucky few, as if becoming lost
weren't embarrassing enough, even worse
is not realizing it-or not knowing quite
how to recover.
An escape plan is your key to success. The steps you take often will be
determined by the situation and whether
any electronic navigation equipment is
available to you. If your airplane is GPSequipped or you have a handheld GPS

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unit, you're in luck. Selecting the nearest
airport feature to reacquire your position
may be the quickest and easiest method
for pinpointing your location. However,
bear in mind that DPEs often will simulate
the failure of these GPS units to better
evaluate their applicants' Plan B.
If GPS is not available to you, the next
best way to recover might be to utilize
your other radio navigation equipment:
the VOR. Simply tune in two VOR stations
that are within reception range. To obtain
the most accurate results, select one that is
somewhat in line with your course, either
ahead or behind you, and a second VOR
station that's approximately adjacent to
your estimated position. Determine the
course bearings to or radials from each
VOR and plot their intersection. This will
provide you with a reasonable position
from which to proceed. And, of course,
back this up with any available visual landmarks to positively identify your position.
Unless lower clouds or reduced visibility would prevent it, climbing to a higher

altitude is highly recommended for several
reasons. Since VOR stations operate on
a VHF line-of-sight basis, being higher
improves reception of the more distant
stations. A higher altitude contributes to
better radio and radar reception if you
contact ATC for assistance. The higher
altitude might also allow you to observe
a prominent city or landmark that would
help you to determine your exact position.
Unfamiliar cities can be identified by their
unique details, such as the layout of highways, railroad tracks, bodies of water, or
even a nearby airport. Descending to read
the city name on the water tower may not
be very elegant, but it works.
Another great way to recover is by
contacting a flight service station (FSS) or,
better yet, the nearest ATC radar facility to
obtain assistance. No matter where you fly,
your examiner will appreciate your ability
to obtain these excellent ATC services
should you ever require them.
There are times when becoming lost
can be particularly dangerous, especially
in low fuel situations, after sunset, or
when deteriorating weather conditions are added to the equation. Any of
these would demand more immediate
and proactive measures, including a call
to ATC for assistance. If the situation
becomes urgent and you can't find the
appropriate communications frequency
on your chart, don't waste valuable time
looking for one. Simply tune into both
of your best "help-wanted" frequencies:
121.5 and 7700. Begin your transmission with the words, "Mayday, Mayday,
Mayday" to get the immediate attention
you require. Even if you happen to be in
a more remote area, know that nearly
every airliner flying high above you is
monitoring 121.5 for moments just like
these. Remember: Don't give up-help
can be just a mic click away.
Bob Schmelzer is a Chicago-area designated pilot
examiner, a United Airlines captain, and a Boeing
777 line check airman. He has been an active flight
instructor since 1972.

http://FLIGHTTRAINING.AOPA.ORG

Flight Training - September 2014

Table of Contents for the Digital Edition of Flight Training - September 2014