vfr flight planning notes

8/2/2019 VFR Flight Planning Notes

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VFR Flight Planning Notes

1. Ensure that you have the current sectional and Airport/Facilities Directory (AFD)2. Draw a course line, or route, on the sectional from your departure point to your

destination

a. You can chose to go direct from point to point or non-direct with multiplesegmentsi. As an example, a non-direct route may provide better check points or the

ability to navigate using VORb. Place and label tic-marks in 10 mile increments going from departure to

destinationi. One side of the line depicts miles traveled, the other side depicts miles to

go, for example:

c. As you conduct your flight, keep your thumb moving along your course linei.

At a glance you will know how far to go1. You will also know how far to get back in case of bad weather, etc.ii. This aids in providing situational awareness

3. Conduct a map recona. Survey the type of terrain over which you will be flying

i. Is it suitable for an off-airport emergency landing?ii. If necessary, plan a suitable survival kit for cold weather, inaccessible

terrain, etc.b. Determine the minimum safe altitude for the route

i. Look for towers, hill tops, etc.c. Determine the type of airspace being traversed, for example (but not limited to):

i.

Any prohibited areas?ii. Any restricted areas?1. If so, when are they active?

iii. Any MOAs?1. If so, when are they active?

iv. Any National Security Areas?v. Any MTRs?

vi. Any parachute jump areas?

73

63

53

43

33

23

13

3

10

20

30

40

50

6070

8083

Departure

Destination

Miles traveled

Miles to go


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vii. Any class B, C, or D airspace?1. Are you prepared to fly through that airspace?2. Is your aircraft equipped to fly through that airspace?

d. Look for alternate airports along the route should they be needed for anyunforeseen problems or weather

4.

Select checkpoints along the routea. Pick checkpoints with distinctive features that can be easily identified from the airi. Checkpoints used to verify your location along your course are useful only

if they can be positively identifiedb. Avoid using single common landmarks, such as water towers, since these can

look the same for different locationsc. Avoid using small towns whenever possible since they all look similar from the

aird. Intersecting lines provide good landmarks, such as a combination of intersecting

roads, railroad tracks, rivers, pipelines, and/or power linese. Parts of rivers can be good landmarks if they exhibit truly distinguishing

characteristicsi. For example, if a fairly straight river has a definite bend, that can be usefulbut do not use river bends as landmarks if the river has many bends in it

f. Fill out checkpoints in the navigation log as indicated below:

5. If a VOR is to be used for navigation, list its identifier and frequency on the navigationlog

6. Use the plotter to determine the route of flight. This is also known as the true course(TC) and will be carried over to another column of the navigation log.

a. Place the small hole of the plotter over a line of longitude and then align the longedge of the plotter along your route

b. Make sure that you use the appropriate scale for your direction of flightc. Fill out accordingly in the navigation log as indicated below: as indicated below

7. Determine the best altitude for the coursea. When above 3,000 AGL fly:

i. 0 to 179 - Odd thousands MSL plus 500 feetii. 180 to 359 - Even thousands MSL plus 500 feet

b. Fill out accordingly in the navigation log as indicated below:

Power plant

060 5500

Pumping station

Power plant

060

Pumping station

Power plant

Pumping station


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8.

Obtain a good weather briefing before moving on to the next stepsa. Call 1-800-WX BRIEFb. Read the How to Obtain a Good Weather Briefing handout for complete

guidance on:i. How to request a weather briefing

ii. What type of briefing to requestiii. What is contained in a weather briefing

9. From the weather briefing, fill in the winds and temperatures as indicated below:

10.Compute and fill in the true airspeed (TAS) for the route segment being flowna. Fill in the flight planed calibrated airspeed (CAS)

i. Remember that CAS is indicated airspeed (IAS) corrected for installationand position error

ii. CAS can be found in the POH/AFMiii. A different CAS may be necessary for climbs and descents

b. Use the E6-B to compute TAS based on the altitude selected and the reportedtemperature

c. Fill out CAS and TAS accordingly in the navigation log as indicated below:

11.Compute the true heading (TH)a. True heading (TH) is true course (TC) corrected for winds

Bring the course as derived using your plotter to this columnb. Correct the true course for the winds and note the wind correction angle (WCA),

or the direction in which you will turn into the wind to establish your crab anglei. TH = TC Left cross wind component as derived from the E6-B

orii. TH = TC + Right cross wind component as derived from the E6-B

c. Fill out accordingly in the navigation log as indicated below:i. Notice how the math works: the true course of 060 minus a left WCA of

6 equals the true heading of 054

Power plant

060 5500020 18

04

110

11060

-6

054

Pumping station

Power plant

060 5500020 18

04

110

11Pumping station

Power plant060 5500

020 18

04Pumping station


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12.Compute the magnetic heading (MH)a.

Magnetic heading (MH) is true heading (TH) corrected for variationb. MH = TH + West Variation, or, MC = TC East Variation

c. Magnetic variation is found by locating the closes isogonic line to your routei. Isogonic lines are the dashed magenta lines on the sectional

1. Will depict the degrees of magnetic variation (i.e. 4E, 6W, etc.)a. Add westerly variation to true courseb. Subtract easterly variation from true course

d. Fill in the magnetic variation in the navigation log, compute the magneticheading, and note it in the navigation log as indicated below:

13.Compute the compass heading (CH)a. Compass heading (CH) is magnetic heading (MH) corrected for magnetic

deviationb. Obtain the deviation from the specific aircraft you will be flying and add or

subtract as appropriatec. Fill in the magnetic deviation in the navigation log, compute the compass

heading, and note it in the navigation log as indicated below:

14.Use the plotter to measure distancea. Measure each segment as well as the total routeb. Make sure that you use the appropriate scale and mileage

i. Scale needs to be 1:500,000 for sectionalc. Note the distance on the navigation log according to the next few steps:

i. Note the total distance at the top of the column as a beginning pointii. Note the leg distance for the next leg on the next line down

iii. Subtract that leg distance from the distance above it to derive the distanceremaining and note it on the next line down

iv. Repeat steps ii iii for all remaining legsv. Note accordingly in the navigation log as indicated below:

Power plant

060 5500020 18

04

110

11060

-6

054

-5

49

+251

128

16

112Pumping station

Power plant

060 5500020 18

04

110

11060

-6

054

-5

49

+251

Pumping station

Power plant

060 5500020 18

04

110

11060

-6

054

-5

49

Pumping station


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15.Compute your estimated ground speed (GS) and note it on the navigation loga.

The top box of the leg is for the estimatei. Fill it out during flight planning

b. The bottom box of the leg is for the actual ground speed computed during flighti. Fill it out during flight and compare to your estimate for that leg

1. Make any speed adjustments and/or notifications that may benecessary

c. Fill out each legs estimated GS on the navigation log as indicated below:

16.Compute the estimated time enroute (ETE) and estimated time of arrival (ETA) for eachleg

a. Compute the ETE in minutes and seconds for each leg using the E6-Bb. Add the ETE to your estimated time of departure for the first ETAc. Add the ETE to the preceding ETA for the remaining legsd. Note each legs ETE and ETA on the navigation log as indicated below:

17.Compute fuel burna. Note the number of gallons on board at the top of the columnb. Compute the fuel burned on each leg using the E6-B and note in the top box of

the legc. For the first leg, subtract the fuel burned on the leg from the number of gallons on

board and note the difference in the bottom box of the leg to derive the fuelremaining

d. For each subsequent leg, subtract the fuel burned on the leg from the previous fuelremaining and note the difference in the bottom box of the leg to derive the fuelremaining

e. Note the fuel burn on the navigation log as indicated below:

Power plant

060 5500020 18

04

110

11060

-6

054

-5

49

+251

128

16

112

105

Pumping station

Power plant060 5500

020 18

04

110

11060

-6

054

-5

49

+251

128

16

112

105

Pumping station

9:09 1:09:09

Power plant

060 5500020 18

04

110

11060

-6

054

-5

49

+251

128

16

112

105

Pumping station

9:09 1:0 :0

3


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18.File a flight plan with the Flight Service Station (FSS)a. Call 1-800-WX BRIEF

i. Notify as student or private pilot as necessary19.

Fly the cross-country by using a combination of pilotage, dead reckoning, and radionavigation (unless on type of navigation is prohibited on a dual flight to emphasizeanother)

a. REMEMBER TO OPEN THE FLIGHT PLANb. Remember to start a time-count both at the beginning of the flight and at the

beginning of each legc. Remember to update the navigation log after each leg

i. Make adjustments to time, heading, etc. based upon your updates to thenavigation log

ii. Update ETA to FSS if necessaryd. A common error that gets many pilots lost while flying cross-country is to make

the map fit the terraini. Dont convince yourself you are somewhere youre note. When in the air, do not get too focused on one landmark evaluate the whole

picture to ensure you have the right perspective and locationf. Use the navigation log to help verify you are where you should be at a specific

time20.CLOSE THE FLIGHT PLAN!!!

a. Search and Rescue (S&R) will automatically commence 30 minutes past the flightplan ETA as computed by time off plus estimated time enroute

b. It has been estimated to cost approximately $40,000 per hour for S&Ri. Costs incurred by the government for S&R have been levied against those

persons that simply forget to close a flight plan and thus launching anunnecessary and expensive S&R

1. Remember four thingsa. You are required to open and close a flight plan when

flying HSU aircraft on cross-countriesb. S&R can cost over $40,000 per hourc. The phone call to close the flight plan is freed. The choice of paying $40,000+ or placing a free phone call

is yours

vfr flight planning notes

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