Night Flying -
Same techniques for calculating drift etc. apply, just make sure you choose a fix that has got lights on it..
Have a good plan up your sleeve for engine problems, failing that, a parachute.
Take a torch!
Don't use coloured pens (esp red) on your maps.
When estimating position - everything that is illuminated at night looks closer than it actually is (inc. other aircraft)
If you don't know already, learn how to use a VOR/DME/ADF to navigate and fix your position (just in case...)
Know your MSA!
Day Flying -
Many of the above apply, ask your Instructor about the 1-in-60 rule and the 'Clock code' for estimating drift. 1-in-60 quite complicated to explain all the benefits here but the clock code...
TAS / 60, multiplied by the windspeed (kts) = 'Max Drift' in degrees.
If wind is 15deg off your nose (15deg = 15 minutes = QUARTER of an hour), actual drift is QUARTER of the MAX DRIFT
If wind is 40deg off your nose (40deg = 40 minutes = TWO-THIRDS of an hour), actual drift is TWO-THIRDS of the MAX DRIFT.
And so on, for 30deg, 45 deg, 50 deg and all others to a reasonable degree of approximation.
It works for Groundspeed too - just use angle off the beam (wingtip) and change that into minutes of a hour to get the Proportion of the Windspeed that you have as a H/W or T/W. Then work out the Groundspeed.
Confused? Ask your QFI, then try it - I found that thosae 2 rules are all I really need for reasonably accurate DR/VFR Nav
Have a good plan for if you get 'unsure of position' - ask your QFI to help you construct a 'checklist' and sellotape to your kneeboard
Have fun!
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...proceeding below Decision Height with CAUTION...
[This message has been edited by AffirmBrest (edited 20 February 2001).]