Some other stuff I just thought of...
** Fold your chart so that there is still a decent amount showing to the L & right of track and beyond your destination. Large features in those areas are useful for basic orientation.
** Make sure you're comfortable with some form of track correction calculation. This could be 1:60 (my preference), pre-drawn drift lines or whatever.
I like 1:60 because it's so flexible. It can be done in your head very quickly to an acceptable accuracy by memorising about 4 numbers:
If the distance run (or to run) is anywhere 60 nm then multiply the distance off track by 1 to get Track Error or Closing Angle. eg 57 miles since last fix. 5 miles off track = 5 deg TE. 68 nm to desired on track position = another 5 deg. Total HDG change = 10 deg.
If ~30 nm run/to run, multiply dist. off track by 2. eg 35 nm run, 3 off = 6 deg TE
If ~20 then x3
If ~15 then x4
If ~45 then x 1.5 --> this is an interpolation but good enough. After all, the whole of the 1:60 method is based on approximations!
If 120 nm then dist. off x a half.
** A fix or DR position isn't proven until the next anticipated fix occurs.
** Use a navigation log. That's a key part of navigating to somewhere that's unknown.
It doesn't have to be on some sort of form. Your map itself makes a very good log device. That's what I use.
Use the correct nav. symbols on your chart to remind you later in the flight about what sort of fix or position line you were able to get earlier. This helps tell you how much you can rely on that particular 'fix'/DR position.
Important things are Times, Headings & Groundspeed. TAS too if you're varying it a lot.
The common symbols include:
A dot with a little circle around it: a pinpoint ie you can prove you're over that position. Still subject to my earlier comment though
.
A dot with a little square around it: This is an AIR position ie where you would be having held HDG & TAS for xx mins. There is no wind effect in this.
If you add wind effect for that period time then you get:
A dot with a little triangle around it: this is a DR position ie where you THINK you are based on calculation eg have held xx HDG for yy mins @ zz TAS with this much wind effect therefore I should be 'here'.
A line with an arrow at each end: This marks a line of position. You're somewhere on that line. Two of these lines crossing give you a FIX. Use common sense about how long you draw the line.
This next is a bit more complicated & not often used. That said, I've happily used it a number of times before. It's just another tool to add to your box of tricks...
A dotted line with an arrow at each end. This is a 'running line of position' or a 'transferred LoP. It's analagous to a DR or air position's relationship to a pinpoint. You can use a couple of these + a 'proper' line of position to give you a fix. Quite handy if there is only a single navaid somewhere to the left or right of track since it enables you to get a fix.
You would get a line of position while the aid was ahead & to the side of your track, then a second LoP when you were abeam it then a 3rd LoP when it's behind & to the side.
Transfer (hence the name) the first two LoPs using known or estimated TMG & G/S over the time from taking each of them to when the 3rd LOP was done. Where they cross is where you are. If they don't cross exactly (usual case) then you're in the middle of the 'cocked hat' triangle they form. If TMG &/or G/S isn't known then use HDG &/or TAS.
Some people (erm.....like me
) love navigation. You may or may not want to go into such detail. Nevertheless it all adds up to helping get from A to B since you can choose the best method for the various conditions.
Hope your flight goes well.
T.