Airport Diversions – 10 Tips for Pilots

You are 45 minutes into a cross-country, settled into the cruise. Then, you check the weather and see that your destination has dropped below minimums. 

You can’t land there. You need to go somewhere else, right now, while still flying the airplane. 

A diversion seems to be the only option, and every private pilot needs to know how to handle one calmly and correctly. 

So, what triggers a diversion? What does the process look like, and how do you pull it off smoothly? 

We’ll go through all of it, along with 10 practical tips that work both in the cockpit and on your checkride.

Key Takeaways

• A diversion is an in-flight decision to land somewhere other than your destination.
• Weather, fuel, closures, airspace, and mechanical issues are common reasons to divert.
• As pilot in command, 14 CFR 91.3(a) gives you final authority to divert.
• Always fly the airplane first, then turn toward your alternate, then plan.

What Is a Diversion in Aviation?

A diversion is when you decide in flight to land somewhere other than your original destination (18-5-5.a). It can be forced by circumstances or chosen as a judgment call.

But how is that different from an alternate?

An alternate is a backup airport you pick before you ever leave the ground, during flight planning.

And here is the thing to remember: a diversion can happen during any phase of flight.

It doesn’t matter if you’re climbing out, cruising along, or already set up for the approach. The option to divert is always on the table.

Common Reasons to Divert

Weather

Weather is probably the reason that comes to mind first, and for good reason. If the conditions at your destination drop below VFR minimums, you can’t legally or safely land there in VFR.

You could be on track towards a line of thunderstorms. The ceiling or visibility could’ve sagged lower than forecast.

And if the crosswind or gusts at the field exceed what the aircraft is rated to handle, that’s your sign to look elsewhere.

Airport Closure

Sometimes the airport itself is the problem.

A runway might be closed for maintenance. There could be an emergency on the field, or there might be a NOTAM you did not catch during your preflight planning.

Any of these can take your destination off the table before you even arrive. A fresh check of NOTAMs is always worth your time.

Fuel Concerns

Fuel has a way of forcing decisions. Say the headwinds turn out stronger than forecast, and you’re burning more than you planned for.

Before things get tight, remember that you can always configure for the best range airspeed.

Best range stretches that fuel into the greatest distance. It runs a little slower than normal cruise, but that comes in handy when you have to divert to a distant alternate.

Airspace Restrictions

What happens when a Temporary Flight Restriction pops up right along your route, or worse, your destination?

It doesn’t necessarily shut the airport down, but it can still block you from getting there. 

When that happens, well, you may have no choice but to set down somewhere outside the restricted area. Wait it out or find another way around.

Airplane Performance or Mechanical Issues

Your aircraft gets a say, too. 

You may have a rough-running engine, a failed instrument, or pretty much any mechanical headache on your hands.

If there’s ever any doubt whether the airplane is fit to continue, that’s reason enough to get on the ground sooner rather than later.

And since we’re talking about performance concerns, we can’t forget about density altitude.

If a safe landing or departure becomes doubtful at your destination, it’s just good sense to divert to a lower or cooler field.

Pilot Decision

Finally, the decision can come down to you. 

Fatigue creeping in, a passenger feeling ill, or daylight slipping away faster than expected are all valid reasons to divert.

As pilot in command, you have the authority to make that call.

The pilot in command of an aircraft is directly responsible for, and is the final authority as to, the operation of that aircraft. That is 14 CFR 91.3(a), and it is the foundation of good aeronautical decision-making. 

When something tells you not to continue, you don’t need anyone else’s permission to divert. 

10 Tips for a Successful Diversion

So you’ve made up your mind, and you’re diverting ASAP. But before you turn that yoke, take a breath and assess the situation.

Diverting can be a high-pressure maneuver, but it doesn’t have to be.

Here are 10 tips to help you stay on top of things.

1. Fly the Airplane First

Fly the airplane. Before anything else, aviate, navigate, and communicate.

It’s tempting to drop your head into the chart and start crunching numbers. That’s also precisely when the airplane can wander into danger.

Hold your altitude and heading, and keep flying. The planning comes after the airplane is under control.

The FAA is direct about this. In an emergency, divert promptly toward your new destination.

2. Get the Weather Before You Commit

What good is a diversion airport that is also socked in?

Check the ATIS if it has one. Call Flight Service, ask ATC what they are seeing, or pull up the TAFs.

Just please don’t trade one bad situation for another.

3. Fix Your Starting Position

Figure out exactly where you are right now. A GPS position, a VOR radial, a visual landmark, or a known waypoint will all do the job.

You’re building every succeeding calculation from this starting point, so nail it down before you go further.

4. Sketch the Route

Draw a rough line from your position to the alternate. Carefully scan it for airspace you need to avoid, obstacles, and rising terrain.

Keep it simple and make it one leg if the geography allows. The goal is a path that’ll get you to your destination safely.

5. Estimate Distance and Time

Reach for your plotter, or count the distance against the latitude lines printed on the chart.

But when a real emergency hits, the best thing you can do is turn the aircraft toward your alternate and go.

Point the airplane toward your diversion airport first, then estimate distance and time en route. A rough count against the chart’s latitude lines is enough.

The ACS asks for a reasonable estimate, not a perfect one. Don’t let the planning delay the flying.

6. Check Your Fuel

Compare the fuel you have left against your estimated time en route, then add your reserve on top. 

Then, ask yourself, Does the math still check out?

If it doesn’t, there’s no shame in picking a closer airport. Fuel that’s gone is gone, and you’re always better off taking a shorter trip to solid ground.

7. Reset Your Heading Indicator

Take a moment to align your heading indicator with the magnetic compass while you are straight and level.

A precessed heading indicator will insidiously point you off course. A few seconds spent here will keep your new heading accurate.

8. Fly the Heading and Note the Time

Settle onto your refined heading, start your timer, and fly it. 

And as you go, cross-check your progress against visual references on the ground or your GPS. If something looks off, you’ll catch it early rather than miles down the line.

9. Brief Yourself for the Arrival

Get ready for the new airport while you still have time en route. 

Look up the frequencies, the runway length, the pattern altitude, the pattern direction, and any NOTAMs that apply. 

Instead of fumbling for information on short final, you’re setting yourself up for success.

10. Close or Amend Your Flight Plan

One last thing that is easy to forget.

If you filed a VFR flight plan, close it or amend it with Flight Service. You don’t want to launch a search for an airplane that simply landed somewhere else.

And if you’re using flight following, let ATC know your destination has changed. A quick radio call keeps everyone in the loop.

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Diversions on the Private Pilot Checkride

You could also be tasked to divert on your private pilot checkride. When your examiner springs a diversion scenario mid-flight, don’t get caught by surprise.

It’s a required task within Area of Operation VI, Navigation, listed as Task C in the Private Pilot Airplane Airman Certification Standards.

At its heart, this task is about aeronautical decision-making and how you manage your workload.

Airman Certification Standards

The ACS spells out the skills you need to show. That includes the ability to make an accurate estimate of heading, groundspeed, arrival time, and fuel consumption to the alternate airport.

You’ll also need to pick a suitable destination and route. That means you’ll have to update and interpret weather in flight.

Once ready, you should promptly turn toward the destination.

There are hard numbers attached, too. While diverting, you’re expected to maintain the appropriate altitude (±200 feet) and heading (±15°).

On the risk management side, the examiner wants to see you identify and handle collision hazards. You should know how to handle distractions and any creeping loss of situational awareness.

Practice it with your CFI more than before the big day. The smoother it feels in training, the better your composure will be on the checkride.

Tools That Make Diversions Easier

Making a diversion can be a lot of work, but modern avionics have made it easier than ever. 

Apps like ForeFlight and Garmin Pilot have a direct-to function. They’re able to draw an instant course line to any airport you tap. That usually comes with distance, bearing, and ETE!

Most panel-mounted and handheld GPS units also have a nearest-airport feature. They can list the closest fields at the push of a button.

These fields are often sorted by distance, runway length, and frequency.

Then there’s ATC. If you’re talking to a controller on flight following, don’t overlook what a great resource they are.

You can ask for vectors to a nearby field. Or, you can tell them your situation and ask for help locating the nearest suitable airport.

They have a radar picture you do not, and they’re usually happy to lend a hand.

And of course, there’s the old-school method. A plotter, a sectional chart, and your own two hands.

GPS makes diversions faster, but your checkride requires you to navigate by pilotage and dead reckoning. Practice both so you’re never dependent on a single tool. 

Frequently Asked Questions

“What is the difference between a diversion and an alternate?”

An alternate is a backup airport you choose during preflight planning, before you ever leave the ground. A diversion is the decision you make in the air to actually land somewhere other than your intended destination.

Put simply, the alternate is the plan, and the diversion is the action you take when the plan changes.

“When should a pilot divert to another airport?”

You should divert whenever continuing to your destination no longer makes good sense. 

Common triggers include weather below minimums, an airport closure, fuel running tighter than planned, a pop-up airspace restriction, or a mechanical issue.

You can also divert for reasons like fatigue or a sick passenger, and 14 CFR 91.3(a) gives you the final authority to make that call.

“Do I need to file a new flight plan when diverting?”

Not usually.

If you filed a VFR flight plan, the important thing is to close it or amend your destination with Flight Service so no one launches a search for you.

If you are receiving flight following, a quick radio call to ATC letting them know your new destination is all it takes.

“How do diversions work on the private pilot checkride?”

Diversion is a required task in the Private Pilot Airman Certification Standards. Your examiner could give you a mid-flight scenario and ask you to divert.

They want to see solid decision-making and the ability to plan while flying the airplane. You should be able to give a reasonable estimate of heading, time, and fuel.

You will also need to hold your altitude within 200 feet and heading within 15 degrees while you sort it all out.

“Can ATC help me with a diversion?”

Absolutely, and you should use them.

A controller can give you vectors and help you find the nearest suitable airport. If you are already on flight following, they’re right there and usually glad to assist.

Conclusion

Remember that cross-country where the weather turned on you? 

You didn’t panic. You flew the airplane, turned toward a better option, ran your numbers, and put the wheels down safely. 

Don’t see it as a failure or a sign that something went wrong with you as a pilot. It is simply good decision-making, and airport diversions are a part of flying smart. 

Practice it with your CFI until it becomes a skill you master. You never know when you’ll have to pull it out of your arsenal.