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The Pilot Who Lost His Way

  • Writer: JM
    JM
  • Jan 21
  • 8 min read

One hazy afternoon several years back, this student pilot departed my home airfield for some solo practice ahead of my private pilot check-ride.  The reported visibility was six statute miles at the time of my departure, but knowing that value to be well within Visual Flight Rules (VFR) limits, I took off and headed south toward our local “play area.”[1]  The visibility aloft confirmed what the reported value had been on the field.  While I could easily see the ground, the horizon was obscured by a thickening layer of smog that high pressure was trapping near the surface.[2]  I didn’t think much of it at the time and so carried on with the checklist of maneuvers my instructor had tasked me to complete.  The large lake, the prison, the interstate and even the airfield – the most prominent landmarks my instructor taught me to look for – were well within sight of the maneuvering area.  Ninety minutes later, exhausted, and drenched in sweat from the August heat, I turned one-hundred and eighty degrees to the north and began to make the five-mile flight back to the airport.  The Automated Weather Observation System (AWOS) reported the current visibility to be “five statute miles” when I turned for home.


Now in Marginal Visual Flight Rules (MVFR), but still legal to continue VFR flight, I began to experience some navigational issues.[3]  I looked to my right.  “There’s Lake Carlyle,” I muttered aloud, “I’m following the western shoreline and to the north like I should be.”  I squinted out the front window and began looking for the I-70 interchange and the prison that were situated to the north of the field.  Nothing but haze.  I looked just over the nose of the plane hoping to spot the airfield.  Nada.  At this point that sensation of unease – of “butterflies in the stomach” – began to form.  ‘Was I lost?’ I wondered for a moment.  After a deep breath and looking to my right at the monstrous lake, I shrugged the thought off with an audible, “no.”  ‘I’ll just keep tracking north, to the west of the lake, and that should take me right to the field,’ I thought confidently.  But five minutes later no runway appeared.  The I-70 and its snarling rush-hour traffic finally came into view a moment later – as did the prison – but where was the airfield?  My initial aerial search proved in vain as I reached the I-70 and was forced to turn another one-hundred and eighty degrees, back toward the south.  My tired mind began to grow even more uneasy.


At this point – dear reader – you’re right to ask just where were my Electronic Flight Bag (EFB) or Global Positioning System (GPS) in aiding my search?[4]  But this student had been just as cheap as he was confident and neither were available to me on this particular flight.  Bad pilot!  But I flew on and again noted those prominent landmarks my Certificated Flight Instructor (CFI) and I had identified so many times before when approaching from the north of the field.  The prison and lake were clearly within view, but the airfield continued to allude me.  Another bout of frustration followed as I made my third of what would be eight one-hundred and eighty degree turns.  Fifteen minutes later and completely exasperated, I finally heard a voice over the radio, “Josh, this is Greenville Unicom, are you having some trouble?”  I immediately recognized the voice as my instructor, but her tenor was unusually upbeat.  ‘How could she be so gleeful at a time like this?’ I thought annoyed, ‘I’m lost!  Wait, is she poking fun at my expense?’


After another long pull of air, I knew fessing up to be my only salvation.  My CFI knew exactly what was amiss and was waiting on me to help myself.  “Greenville Unicom…I am lost.  I can see the lake and the interstate, but can’t find the airfield.”[5]  Laughter filled my headset.  “Josh,” my instructor replied barely able to hold it together, “quit looking out at the horizon and look straight down!”  I put the airplane in a shallow left bank, peered out the window and there – hiding directly below me – was the Greenville Airport.  Several audible expletives followed along with the dreaded thought of my instructor not letting me live this one down anytime soon.  I had made a proper fool of myself.  “Copy that!” I replied relieved, “I’ll be down in a few.”  After landing, a shameful walk back into the Fixed Based Operator (FBO) led right into an embarrassing conversation with my CFI.  It turns out that I had been flying “racetracks” directly above the airport in a vain attempt to find the runway.  The conversation ended with us both agreeing that my pilotage required further practice and additional flights followed with my instructor putting me through my navigational paces.[6]  And my sincerest “thank you” goes out to my CFI.  Her high standards and sense of humor had quite the positive impact on me as a fledgling aviator.


As funny as this story is to recall now, it wasn’t at the time.  I had nearly lost my composure and – in a situation – that has cost many pilots their lives.  While I hadn’t been flying in Instrument Meteorological Conditions (IMC), the above scenario shares much in common with the dreaded “VFR into IMC” accidents you’ve no-doubt read about or watched a YouTube personality dissect.[7]  Here too, there is great educational value in that regard.  So, what advice can this former student turned CFI pass on?


  • Know that MVFR does not equal VFR!  Tuning in your local AWOS to hear “five statute miles” of visibility is your cue to pay closer attention.  Yes, you’re legal to fly VFR with “five statute miles” of visibility if the ceiling also exceeds VFR minimums.[8]  But legal doesn’t automatically mean safe.  MVFR conditions do pose additional challenges and you must adjust your flight planning (e.g., risk management) to account for those.[9]


  • Please invest in an EFB.  This student turned CFI has come to greatly value EFBs and GPS and never departs the pattern without both of these systems in proper working order – even locally and in VFR.  Pilotage can be effective, but leveraging more than one navigational method simultaneously creates a solid combination that better prevents those holes in the “Swiss cheese model” from lining up.[10]  Fatigue also has a place in the conversation here.[11]  Pilotage is only as effective as your mind is sharp and your tired brain will thank you if there is an EFB or GPS to fall back on.


  • Check your VHF Omnidirectional Ranges (VFRs) frequently and practice with them often.  While VOR inspections are not required for VFR flight (i.e., AV1ATES), you can take comfort in knowing they’re in working condition.[12]  Come to think of it, serviceable VORs don’t mean much if you don’t invest the time to practice with them, too.  Learn which radial your home field – or other fields you frequent – are situated upon. If you have multiple units and can tune to more than one VOR simultaneously, "then 'X' marks the spot!"  In my case, I had also failed to tune in the nearby Centralia VOR and follow the appropriate radial back to the Greenville airport, like my CFI had taught me to.  Silly student!


  • Consider an Instrument Rating.  MVR can sometimes morph into Instrument Flight Rules (IFR) when we least expect it and I’ve requested a “pop-up IFR clearance” more than once for just that reason.  Yes, purchasing IFR equipment for your plane can be expensive, but your life and the lives of your passengers are worth every cent.  Surprisingly, an IFR rating proved to be less expensive than my Private Pilot Certificate.  The majority of your Simulated Instrument training hours (i.e., 25 of the 40 required) can be completed with a non-instructor safety pilot, solely for a plane’s rental cost or price of gas for your own.[13]


  • Know the Five C’s and don’t be bashful when it comes time to employ them.  The above story was one of only two where this pilot has gotten lost.  The second occurred on a perfect VFR day and ended with my calling “Columbus Approach” for a vector to my destination in an unfamiliar aircraft.  Confessing my folly to Air Traffic Control (ATC) over an open frequency and for all to hear was humbling, to say the least.  But that decision may have saved my life and spurred me to purchase that EFB that I had been putting-off.


  • Check those hazardous attitudes.  My above stories highlighted my invulnerability.  I hadn’t given the MVFR conditions much of a thought and it came back to bite me.  And what about putting off the purchase of an EFB after the first incident?  Invulnerability yet again.[14]  Thankfully, each incident ended with my embarrassment and nothing more.


  • If you find yourself flying in a situation where you recognize prominent landmarks but just can’t seem to locate your destination, look down!  As pilots, we’re so focused on looking out and away from the aircraft to “see and avoid” others.[15]  But effective pilotage requires knowing what’s directly beneath us as well.  Cessna pilots have it easy in this regard – a shallow bank and a look out the window is sufficient to see under the plane.  Cherokee pilots like myself – on the other hand – have that “low wing” to see around.  This is where performing that Turn About a Point that you practiced with your CFI comes in handy.[16]


  • Despite all we can do, mistakes are still going to happen, but don’t be that pilot who can’t laugh at your own expense.  We pilots can learn a great deal from each other.  To those students out there reading this, know that you won’t lose any “cool points” with me or any other pilot by sharing your embarrassing anecdotes.  In fact, you’re self-deprecating humor is likely to win a few from your local crew.  Just be prepared to laugh even harder when they share their own “so there I was” stories.   A sense of humor makes flying all the more worth it.


For those pilots out there – who haven’t experienced the unique shame that accompanies losing your way – know that it can happen to you too.  Twice!  Mother Nature can be indifferent in her occasional acts of cruelty and over a sufficient timeline, the probability of dodging an unpleasant encounter with her will drop to zero.  Or your own complacency may spur an incident where even the weather was perfect.  Flying into MVFR is not flying into IFR, but it’s worth acknowledging those increased risks and seeking some additional training or equipment to mitigate them.  While EFBs, VORs, and instrument training are not required for VFR fliers, they can mean the difference between a funny story or a sad one. 


Fly on Folks,

Josh Meyer


[2] “How Weather Effects Air Quality,” UCAR Center of Science Education, UCAR.edu, 2026: https://scied.ucar.edu/learning-zone/air-quality/how-weather-affects-air-quality

[4] Advisory Circular 91-78A – Use of Electronic Flight Bags, FAA, FAA.gov, 2024:  https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_91-78A.pdf

[5] Alexander Mitchell, “The Five C's Of Aviation: What Do Pilots Do If They Get Lost?” Simple Flying, simpleflying.com, 2024: https://simpleflying.com/five-cs-of-aviation-pilot-get-lost/

[6] Pilot’s Handbook of Aeronautical Knowledge, FAA. FAA.gov, 2026, Chapter 18:  https://www.faa.gov/sites/faa.gov/files/18_phak_ch16.pdf

[7] “VFR into IMC – Avoidance and Escape,” Aircraft Owners and Pilots Association, 2025:  https://www.aopa.org/training-and-safety/air-safety-institute/vfr-into-imc-avoidance-and-escape

[10] Ibid.

[12] Federal Aviation Regulation Part 91,409 – Inspections, FAA, ECFR.gov, 2026: https://www.ecfr.gov/current/title-14/chapter-I/subchapter-F/part-91/subpart-E/section-91.409 

[13] Federal Aviation Regulation Part 61.56 – Instrument Rating Requirements, FAA, ECFR.gov, 2026:  https://www.ecfr.gov/current/title-14/chapter-I/subchapter-D/part-61/subpart-B/section-61.65

[14] Pilot’s Handbook of Aeronautical Knowledge, FAA, FAA.gov, 2023, Chapter 2:  https://www.faa.gov/sites/faa.gov/files/04_phak_ch2.pdf

[16] Airman Certification Standards – Private Pilot for Airplane Category, FAA. FAA.gov, 2023:  https://www.faa.gov/training_testing/testing/acs   

 
 
 

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