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The 1 in 60 rule is the most useful piece of mental arithmetic in VFR navigation. It says that an aircraft 1 NM off track after flying 60 NM has a track error of about 1°. With it, you can work out heading corrections in your head, without a computer, while still flying the aircraft and looking out. This guide explains the rule, both correction methods and how instructors expect you to use it.
Check your answers with the 1 in 60 Rule Calculator.
Why it works
For small angles, the angle in radians is about equal to the distance off track divided by the distance along track. One radian is 57.3°, which is close enough to 60 for navigation. So:
angle (°) ≈ distance off ÷ distance along × 60
The rule stays within about a degree of the exact answer up to roughly 20°, which covers almost every real navigation error.
The two angles
- Track error (TE) = distance off track ÷ distance flown × 60. It tells you how far the actual track differs from the planned one, usually because the wind is not as forecast.
- Closing angle (CA) = distance off track ÷ distance to go × 60. It is the extra angle needed to converge on the destination from where you are now.
Method 1: fly direct to the destination
Alter heading by TE + CA, towards the planned track. The first part (TE) stops the drift; the second part (CA) closes the gap by the destination.
Example. After 30 NM you are 3 NM right of track with 45 NM to go. TE = 3 ÷ 30 × 60 = 6°. CA = 3 ÷ 45 × 60 = 4°. Turn 10° left.
Method 2: regain the planned track
Alter heading by double the track error towards the track. You will regain it after flying about the same distance it took to drift off. Once on track, take off one track error, leaving a net correction of TE to hold the track.
Example. Same situation: turn 12° left. About 30 NM later you are back on track; turn 6° right, leaving a 6° correction from the original heading.
Use method 2 when the planned track matters: controlled airspace, terrain, a danger area, or a turning point you need to overfly.
Drift lines: doing it by eye
Before the flight, draw lines on your chart at 10° either side of each track from the departure point, and mark the halfway point. In flight, when you pinpoint your position, you can read the track error directly against the drift lines instead of measuring.
Other uses of the rule
- Descent planning. A 3° glidepath is about 300 ft per NM, because 3 ÷ 60 × 6,076 ft ≈ 300 ft. Combined with ground speed, that gives a descent rate of about 5 × ground speed. See the Descent Rate Calculator.
- Radio navigation. 1° of VOR radial is about 1 NM off at 60 NM from the station, and 0.5 NM at 30 NM.
- Climb gradients. A 1° climb is about 100 ft per NM. The Climb Gradient Calculator handles the exact numbers.
Common mistakes
- Turning the wrong way: always correct towards the planned track.
- Measuring distance flown from the wrong point: use the last known position, not the start of the leg if you have had a fix since.
- Forgetting to update the heading on the log, so the next leg’s wind correction is still wrong.
Related tools and guides
- 1 in 60 Rule Calculator
- Time, Speed and Distance: E6B Basics
- Wind Correction Angle Calculator
- Student Pilot Ground School Toolkit
For training and general information. Follow your instructor’s procedures and navigate with current charts.
Sources and further reading
- FAA Pilot’s Handbook of Aeronautical Knowledge (FAA-H-8083-25) (navigation chapter: dead reckoning and diversions)
- FAA Aviation Handbooks and Manuals (includes the Aviation Weather Handbook, FAA-H-8083-28)
Sources checked November 2026. Rules differ between countries and change over time: for real flights, use the current publications of the authority that applies to you, your aircraft flight manual and your operator’s procedures.