Headings

Updated at: 2025-12-06 09:04
In aviation, a heading is the direction the aircraft’s nose is pointed, expressed in degrees from 000° to 359°, and it is a core reference for navigation, instrument flying, and communication with air traffic control.
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1. Definition of heading in aviation

In aviation, heading is the horizontal direction in which the aircraft’s nose is pointed, measured clockwise from magnetic or true north and expressed in three digits, such as 090° or 275°. It is distinct from track, which is the actual path the aircraft makes over the ground, and from bearing, which is the direction from the aircraft to a navigation aid or point.
Headings are normally referenced to magnetic north for daytoday flying, because aeronautical charts, runway numbers, and most navigation aids are aligned to magnetic directions. In some regions and at high latitudes, true headings (referenced to true north) may be used for specific operations or procedures.
For clarity on the radio, pilots and controllers always state headings as three digits, with leading zeros when required, for example “heading zero eight zero” for 080° and “heading three one zero” for 310°. This avoids confusion and standardizes communication worldwide.

2. Purpose of headings

Headings provide a simple, repeatable way to describe and control the aircraft’s direction in the horizontal plane. They allow pilots to plan routes, fly instrument procedures, and respond precisely to air traffic control (ATC) instructions, especially when visibility is poor or when flying under Instrument Flight Rules (IFR).
From a training perspective, headings help student pilots learn directional control and situational awareness. By linking compass or heading indicator readings to outside visual references and charted courses, students build a mental picture of where the aircraft is relative to the planned route and to controlled airspace.
In instrument flying, headings are crucial for maintaining lateral navigation (left–right positioning) along airways, approach paths, and holding patterns. Small heading changes, often just a few degrees, are used to correct for wind drift so that the aircraft’s ground track remains on the intended course line.

3. Use of headings in aviation operations

3.1 Heading references and instruments

Pilots obtain heading information primarily from two sources: the magnetic compass and a directional gyro or heading indicator. The magnetic compass is the basic reference, but it is subject to acceleration and turning errors. The heading indicator, driven by a gyroscope, provides a more stable and readable display, but it must be periodically aligned with the magnetic compass because of gyroscopic drift.
In modern aircraft, an attitude and heading reference system (AHRS) or an inertial reference system (IRS) often provides heading data to the primary flight display. These systems can show either magnetic or true heading depending on configuration and region. For student pilots, the basic principle remains the same: heading is the direction the nose points, as shown on the primary directional instrument.

3.2 Headings in radio communication

Headings are frequently used in standard ATC phraseology. Controllers issue heading instructions to guide aircraft for sequencing, separation, and navigation, especially under IFR. Examples include “fly heading 240,” “turn left heading 180,” or “resume own navigation.” Pilots are expected to read back heading assignments verbatim, including the word “heading” and all three digits.
When reporting their own heading, pilots typically say, for example, “heading two seven zero” or “on heading one six zero.” This allows ATC to confirm that the aircraft is following the expected direction, especially during vectoring for an approach or while resolving traffic conflicts.

3.3 Headings in navigation and procedures

In visual navigation, a planned heading is calculated for each leg of the route, taking into account wind direction and speed. The pilot then flies this heading, monitoring ground features and correcting as needed to stay on the intended track. For cross1country training, students learn to compute wind1corrected headings using the flight computer or planning tools.
In instrument procedures, such as standard instrument departures (SIDs), standard terminal arrival routes (STARs), and instrument approaches, specific headings may be published or assigned to guide aircraft safely around terrain and through controlled airspace. Holding patterns are defined by an inbound course, but pilots often think and fly them in terms of outbound and inbound headings, adjusted for wind.
Autopilots commonly have a heading mode, which allows the pilot to set a desired heading using a knob or selector. The autopilot then turns the aircraft and maintains that heading. This reduces workload, but the pilot must still verify that the selected heading matches the clearance and the intended route.

4. Operational considerations for student pilots

4.1 Maintaining an assigned heading

When ATC assigns a heading, the expectation is that the pilot will turn promptly in the specified direction and then maintain the new heading within a small tolerance, typically ±15°. For student pilots, this requires coordinated use of aileron, rudder, and elevator, as well as continuous instrument cross‑check to avoid overshooting or drifting off the target heading.
A simple technique for turning to a new heading is to note the difference between the current heading and the assigned heading, roll into a standard‑rate or half‑standard‑rate turn as appropriate, and begin rolling out 10°–20° before the target heading, depending on the rate of turn. With practice, this helps the aircraft arrive smoothly on the assigned heading rather than overshooting and correcting repeatedly.

4.2 Correcting for wind drift

Because the air mass itself may be moving, the heading needed to maintain a desired track is often different from the track itself. To stay on course, pilots apply a wind correction angle (WCA), which is the difference between the desired track and the heading flown. This results in the aircraft pointing slightly into the wind while the ground track remains aligned with the planned route.
In practice, student pilots learn to estimate and adjust the wind correction angle by observing whether they are drifting left or right of the planned line on the chart or navigation display. Small heading changes, typically 2°–5° at a time, are made to bring the aircraft back onto the intended track while monitoring progress over time rather than expecting an instant correction.

4.3 Magnetic variation and deviation

Two factors affect how headings are used in real operations: magnetic variation and compass deviation. Magnetic variation is the difference between true north and magnetic north at a given location and is shown on aeronautical charts. Compass deviation is error caused by local magnetic fields in the aircraft. Both must be considered when converting between true courses, magnetic headings, and compass headings.
For basic training flights, most planning is done directly in magnetic values, using the variation shown on the chart if needed. The aircraft’s compass correction card lists known deviations for certain headings, allowing the pilot to adjust the indicated compass heading to achieve the desired magnetic heading. Understanding these relationships helps ensure that the heading flown matches the planned direction over the ground.

4.4 Common student errors with headings

Common headingrelated errors include confusing heading with track, failing to lead or lag turns, neglecting to realign the heading indicator with the magnetic compass, and misreading headings by 180 (for example, flying 090 instead of 270). Mishearing ATC instructions, such as one eight zero versus zero eight zero, is another frequent issue.
To reduce these errors, students are taught to repeat headings silently or aloud before turning, to verify that the selected heading matches the clearance, and to perform regular instrument cross‑checks. When any doubt exists about a heading assignment, the correct action is to ask ATC to “say again heading” rather than guessing.

5. Examples of heading use in flight

Example 1: A student on a cross‑country flight plans a magnetic course of 120° and calculates a 10° right wind correction angle. The resulting planned heading is 130°, which the student flies while monitoring landmarks to confirm that the ground track matches the charted route.
Example 2: Under IFR, a controller issues “turn left heading two one zero, vectors ILS runway two seven.” The pilot turns promptly to 210°, maintains that heading, and monitors the navigation display until cleared to intercept the localizer and resume navigation along the published approach path.
Example 3: During circuit training, an instructor asks the student to maintain runway heading after take‑off. If the runway is numbered 27, the student maintains a heading of approximately 270° while climbing straight ahead until instructed to turn crosswind or to follow another heading.
Understanding and accurately using headings is fundamental for safe and precise flying. For student pilots, early mastery of heading control, wind correction, and clear communication with ATC builds the foundation for more advanced navigation and instrument procedures.