Cross-Country Flight Planning 

Objective: the student will be introduced in cross country flight planning under IFR along with ATC clearances and aircraft icing

Completion Standards: the student will be able to calculate a NavLog with some help. The student will be able to demonstrate a read-back clearance. The student will also be able to explain what the effects of ice are and explain the preventive icing systems on our plane.

References: Part 91, IFH, AIM, AOPA, AC 91-74B

Equipment: White Board and markers, iPad/ computer 

IP’s Actions:

• Assess student

• State the objective and completion standards

• Writes down references

• Provide attention getter

• Present content

• Assessment

• Assign Homework

SP’s Actions:

• Take notes

• Ask Questions

Introduction: 

(Attention Getter) : (Link goes here)

Motivation: (Discuss purpose for lesson and relate to Attention getter)

Overview:

1. Why is it important?

2. What are the differences?

3. How to Plan

4. Instruments we can use for navigation

5. Air traffic clearance

6. Compliance with clearances

7. AIRFRAME ICING

8. ANTI-ICE AND DEICE SYSTEMS

Content:

Cross Country Planning

Why is it important?

• The PIC is directly responsible for and is the final authority as to the operation of that aircraft. 

  • and in an in-flight emergency may deviate from any rule of Part 91 to the extent required and then send a written report to the Administrator if requested (14 CFR Sec. 91.3)

Pilot Requirements

P-A-V-E

• P- Pilot

  • Currency

    • VFR- T/L

    • IFR-  61.51, 61.57

      • Preceding 6 months

        • 6 approaches

        • Holds

        • Intercepting / Tracking

• Airplane

  • Part 91.205 (Min Equipment)

  • Part 91.413 (Inspections)

• V- Environment 

• E- External pressures

Preflight action for flight under IFR (Sec. 91.103) 

N-W-KRAFT

• N otams

• W eather reports and forecasts

• K nown ATC Traffic delays

• R unway Lengths

• A lternatives available if unable to complete the planned flight

• F uel requirements

• T akeoff and Landing distance information in POH (for any flight)

Airspace 

• Flight in Class A airspace 

  • must be conducted under IFR with ATC clearance (Sec. 91.135)

• Requirements for flight under IFR in controlled airspace (Sec. 91.173)

  • File an IFR flight plan

  • Get an ATC clearance

• Restricted Airspace

  • ATC clearance ensures aircraft avoidance of active restricted areas unless aircraft is on an approved altitude reservation mission

  • Has obtained its own permission to operate in the airspace and so informs the controlling facility (AIM)

• IFR traffic may be cleared through a MOA if IFR separation can be provided by ATC 

  • Otherwise, ATC will reroute or restrict nonparticipating IFR traffic

What are the additions from VFR Cross Country?

Fuel Requirements in IFR conditions (Part 91.167)

1. First airport of intended landing and

2. From that airport to the alternate airport if an alternate is required and

3. After that for 45 minutes at normal cruise speed

Planning an alternate (Part 91.169)

• Always need to file an alternate airport unless

  • The airport has an instrument approach

• It's called the 1-2-3 rule

  • 1 hour before to 1 hour after your ETA

  • 2000' AGL ceilings

  • 3 SM of visibility

Weather at the alternate (Part 91.169)

• Usable precision approach is available 

  • 600' ceilings AND 2 SM of visibility.

• Non-precision approach is useable: 

  • 800' AND 2 SM of visibility.

• If no instrument approaches are available: 

  • Descent from the MEA and landing must be conducted under basic VFR.

How to Plan! (Build With Student)

1. Starting point to destination

2. Look At Weather

3. Choosing a route

   1. Preferred routes in chart supplement

   2. Recent routes in foreflight

   3. Build Own

      1. Use LOW IFR Chart (Example Symbology)

         1. Terminal Procedures Supplement

4. Are there any DPs or STARs

5. What Approaches are there?

   1. Go through approach plates (Example Symbology)

      1. Terminal Procedures Supplement

6. Will there need to be an Alternate

   1. 1-2-3 Rule

   2. If need an alternate

7. Fill out NavLog

   1. AIM 5-1-6

   2. AIM appendix 4

   3. Filling (91.173)

Instruments we can use for navigation

Global positioning system (GPS)[AIM 1-1-18][AIM 1-1-17]

RAIM

Receiver Autonomous Integrity Monitoring

• Is the capability of a GPS receiver to perform integrity monitoring on itself by ensuring available satellite signals meet the integrity requirements for a given phase of flight.

• Minimum of 5 satellites

  • FDE (Fault Detection Exclusion) requires 6 minimum

    • Excludes a failed satellite from the position solution

• Without RAIM, the pilot has no assurance of the GPS position integrity. RAIM provides immediate feedback to the pilot

• IF unable gps will indicate

  • LOI

    • Loss of GPS Integrity 

How many satellites does our GPS receiver need to be in contact with?

• Calculate a 2D (LAT/LONG) Position = 3

• Calculate a 3D (LAT/LONG and Altitude) = 4

• Calculate RAIM = 5

• Fault Detection and Exclusion = 6

WASS

To improve the accuracy, integrity, and availability of GPS signals. WAAS will allow GPS to be used, as the aviation navigation system, from takeoff through approach when it is complete

Equipment  

TCO-C145 and TCO-C146

TCO-C129 (Basic)

GPS Modes

• Utilize three different Sensitivity Modes. 

  • This is referring to the sensitivity of the CDI Needle and how far a pilot can be off a chosen course before the CDI has gone full deflection

• En-Route Mode: When more than 30NM from both the Departure and Destination Airports.

  • Sensitivity = 2NM either side of course centerline.

    • 4NM total

• Terminal Mode: When within 30NM of either the Departure or Destination Airports.

  • Sensitivity = 1NM either side of Centerline.

• Approach Mode: When within 2NM of the FAF At the Destination Airport.

  • Sensitivity = 0.3NM either side of Centerline.

Air traffic clearances

AIR TRAFFIC CONTROL CLEARANCES (Pilot/Controller Glossary)

An ATC clearance allows an aircraft to proceed under specified traffic conditions within controlled airspace for the purpose of providing separation between known aircraft.

Copying ATC Clearances

• It is always important that a pilot copies down all clearances given by ATC. 

  • This can be accomplished with a note pad on the pilot kneeboard.

• For long clearances, it may be necessary for the pilot to annotate short hand notes as he/she will not have time to copy the entire clearance word-for-word. 

  • It is important for pilots to practice this short hand technique prior to making Instrument Flights.

  • Use CRAFT

IFR Flight Plan Clearances

• C = Clearance Limit

• R = Route of Flight

• A = Altitude

• F = Frequency (Departure)

• T = Transponder Code

“RDL 422 is cleared to ST Simmons (KSSI) via radar vectors to OMN then as filed Climb to 3000’ then 5,000 10 minutes after. Departure frequency will be 125.8, Squawk 3214.”

The pilot must then correctly read this clearance back to the controller to ensure they are all on the same page as far as the Instrument Flight Plan is concerned.

Cruise Clearances

“RDL 422, cleared to KCRG direct, cruise 5,000.”

• The term “cruise” in this clearance means a pilot is authorized to fly at any altitude from the minimum IFR altitude up to and including 5,000 feet and may level off at any altitude within this block of airspace. A climb or descent within the block may be made at the pilot’s discretion. 

• However, once a pilot reports leaving an altitude within the block, the pilot may not return to that altitude without further ATC clearance.

Clearance Void Times (91.173)

“RDL 422 is cleared to Gainesville airport as filed maintain 5,000. Clearance void if not off by 1330.”

• Clearance void times are issued to pilots departing uncontrolled fields on IFR Flight Plans. 

  • The pilot must take off and contact the appropriate controlling agency prior to the Clearance Void Time.

    • If the pilot is not able to depart prior to the Clearance Void Time, he/she must call ATC to get an amended clearance.

Complying with Clearances

• To maintain safe separation from other traffic, 

  • it is always important that pilots understand and comply with clearances given by ATC. 

    • If you are ever unsure of a clearance, ask for clarification.

Setting COMM Frequencies

• Each time a pilot is given a new communication frequency by ATC

• he/she should immediately note or input the new frequency into the standby frequency for their communications equipment.

Pilot and Controller Responsibilities

• It is important that clearances and clearance readbacks are performed in the correct format. 

  • This helps to eliminate confusion and to save time for both the pilot and Air Traffic Controllers. 

• A great helper for these readbacks can be found in the Pilot/Controller Glossary (PCG) in the Aeronautical Information Manual.

Compliance with Departure, Enroute and Arrival Procedures and Clearances

Selection and use of appropriate communications frequencies. (91.183)

FSS- 

Pilot briefings, weather, 1-800-WX-Brief

ATC Towers- 

Fin chart supplement and on approach plate,

TRACON (Terminal Approach Control Facilities)- 

Terminal facility, provide link between departure to the En-Route phase

ARTCC (Air Route Traffic Control Centers)- 

Known as “Center” responsible for maintaining separation. 

High and low sectors

Selection and identification of the navigation aids. 

• Each time a pilot inputs a new frequency into his/her navigation radio, that pilot should identify and verify they are tuned to the correct navigation facility by identifying the facilities morse code. 

  • First, input the new navigation frequency as the active frequency. 

  • Second, on the audio panel, turn on the NAV1 or NAV2 button to hear the morse code. 

  • Third, ensure the morse code heard correlates with the appropriate NAVAID

Accomplishment of the appropriate checklist items. 

Pilot’s responsibility for compliance with vectors and also altitude, airspeed, climb, descent, and airspace restrictions. 

• Vectors are headings assigned by ATC for a pilot to fly. 

  • ATC may assign vector headings that guide pilots to join 

    • Certain Victor Airways 

    • Join Arrival and Instrument Approach Courses. 

• Pilots should fly these vectored headings until established on the certain airway or route and then turn to continue flight on that particular route (if this has been the instruction received from ATC). 

• If a pilot ever feels that a vectored heading could compromise the safety of the flight in anyway, 

  • he/she should not hesitate to inform ATC and get an amended clearance or vector.

Pilot’s responsibility for the interception of courses, radials, and bearings appropriate to the procedure, route, or clearance. 

Procedures to be used in the event of two-way communications failure. (91.185)

Steps for Lost Comms

1. Determine flight conditions

   1. VFR 

      1. Troubleshoot

      2. Squawk 7600

   2. IFR

      1. Troubleshoot

      2. Squawk 7600

2. IFR Conditions

   1. Altitudes 

      1. MEA

   2. Route

      1. AVEF

   3. Approaches (Clearance Limit)

      1. At mins and not visual

      2. Go to alternate

*Example*

KDAB KIZER T353 PUNQU T336 SHFTY.FIVE KRSW (2hrs ETA)

RDL 422 cleared to KRSW via direct KIZER then AS filed climb 3000’ then expect 6000’ 10 min after Departure frequency 125.8 squawk 3214Lost Comms Scenarios*Vectors to KIZER*Hold over LVB EFC 1730Z*Descend via STAR

Selecting the Route to Fly (SQUAK 7600)

VFR Conditions 

• The pilot should remain in VFR conditions and proceed to the nearest suitable airport for landing. 

• If VFR conditions are experienced anytime after comms are lost 

  • the pilot should remain in VFR conditions and proceed to the nearest suitable airport for landing.

IFR Conditions (Clearance Limit)

Selecting the Altitude to Fly (MEA)

If lost comms is experienced in instrument conditions, select the highest of the following altitudes for each new leg segment. 

• M: Minimum Enroute Altitude (MEA) 

• E: Expected Altitude 

• A: Assigned Altitude

Selecting a route (AVEF)

1. A: Assigned Route 

   1. Fly whatever route ATC last assigned. 

   2. If a route has not been assigned, then… 

2. V: Vector 

   1. Fly the last vector received from ATC to join a route segment.

   2. If a vector to route segment has not been assigned, then… 

3. E: Expected Route 

   1. Fly the route ATC has advised the pilot to expect. 

   2. If an expected route has not been received, then… 

4. F: Filed Route 

   1. Fly the route filed in the flight plan.

Arriving at the Clearance Limit (Part 91.185)

*Example*

KDAB KIZER T353 PUNQU T336 SHFTY.FIVE KRSW (2hrs ETA)

RDL 422 cleared to KRSW via direct KIZER then AS filed climb 3000’ then 6000’ 10 min after Departure frequency 125.8 squawk 3214

Lost Comms Scenarios

*Vectors to KIZER

*Hold over LVB EFC 1730Z

*Descend via STAR

Landing with Lost Comms

1. Approach as normal

2. At minimums

   1. Not Visual

      1. Go Missed 

   2. Proceed to Alternate

AIRFRAME ICING (AOPA & AC 91-74B)

The very nature of flight in instrument meteorological conditions (IMC) means operating in visible moisture such as clouds. At the right temperatures, this can cause icing.

Icing Conditions

• Visible moisture

• Temps of 0°C to (-40°C)

Structural Icing

• Structural icing refers to the accumulation of ice on the exterior of the aircraft and is broken down into three classifications: 

  • rime ice, 

  • clear ice, 

  • and mixed ice. 

Aerodynamic Cooling

• Aerodynamic cooling can lower the surface temperature of an airfoil

  • Temps of +5°C to (-40°C)

• This is because of Bernoulli’s Principle. 

  • The low pressure air flowing over the top of the wing has a lower air temperature than ambient.

Inadvertent Icing Encounters

• Because icing is unpredictable in nature, pilots may find themselves in icing conditions even though they have done everything practicable to avoid it. 

  • Monitor the outside air temperature (OAT). 

    • A pilot can expect icing when flying in visible precipitation, such as rain or cloud droplets, and the temperature is between +02 and –10° Celsius.

• When icing is detected

  • Leave the area of precipitation or 

  • Go to an altitude where the temperature is above freezing. 

    • This “warmer” altitude may not always be a lower altitude. 

• Proper preflight action 

  • Obtaining information on the freezing level and the above-freezing levels in precipitation areas. 

• If neither option is available

  • Consider an immediate landing at the nearest suitable airport. 

Reporting Icing Conditions

Trace Icing: Ice becomes perceptible. Rate of accumulation is slightly greater than sublimation. Anti-icing/deicing equipment is not utilized unless encountered for an extended period of time (over 1 hour).

Light Icing: The rate of accumulation may create a problem if flight is prolonged in this environment (over 1 hour). Occasional use of anti-icing/deicing equipment removes/prevents accumulation.

Moderate Icing: The rate of accumulation is such that even short encounters become potentially hazardous and use of anti-icing/deicing equipment or flight diversion is necessary.

Severe Icing: The rate of accumulation is such that antiicing/deicing equipment fails to reduce or control the hazard. Immediate flight diversion is necessary.

Types of Icing

Icing can quickly affect aircraft in flight by disturbing the smooth airflow over the wings, propeller, and tail. It should be avoided whenever possible (even if the aircraft is approved for flight into known icing conditions).

1. Clear Ice = Clear in color. Mostly develops from large water droplets. 

   1. Freezes like an icicle as it runs back along the wing surface.

2. Rime Ice = Milky in color. Mostly develops from smaller water droplets. 

   1. Water droplets freeze on impact with the wing.

3. Mixed Ice = This is a mixture of both Clear and Rime Ice.

ANTI-ICE AND DEICE SYSTEMS

Deicing and anti-icing:

Talk about Icing, conditions where it may occur 

• Anit-ice- the prevention of ice build-up

  • Heating of surfaces through bleed air or electricity

• De-ice- is the removal of ice that has already built up

  • Inflating boots on wings

Types of anti-ice on our airplane:

• Pitot heat

• Cabin heat

• Alt static source

• Alternate air door

• Fuel additives

  • Advisory Circular (AC) 20-29B.

  • POH Ch8 Pg 15

Effects of icing in flight (Link to AOPA)

• Ice can distort the flow of air over the wing

  • Diminishing the wing’s maximum lift, 

  • Reducing the angle of attack for maximum lift

  • Adversely affecting airplane handling qualities

    • Significantly increasing drag

• A piece of coarse sandpaper can reduce lift by 30 percent and increase drag up to 40 percent. 

  • Larger accretions can reduce lift even more and can increase drag by 80 percent or more

• Stall at a lower AOA (Higher airspeeds)

Phases of flight

1. Preflight

   1. Carry extra fuel

   2. Remove frost or snow

   3. Check Anti-Ice

   4. Taxi slower

2. Takeoff

   1. Ice accumulates on the underside of the wing 

      1. drag increases, sometimes dramatically

   2. Return back to airport if able

3. Enroute

   1. Airspeed reduction

   2. Tell ATC

   3. Be pro-active

4. Landing

   1. When carrying ice do not lower the flaps. 

      1. The airflow change resulting from lowering the flaps may cause a tail with ice accretion to stall

   2. The stall speed is increased when carrying a load of ice

   3. Carry extra power and speed on final

Do not use full flaps

Conclusion

1. Why is it important?

2. What are the differences

3. How to Plan

4. Instruments we can use for navigation

5. Air traffic clearance

6. Compliance with clearances

7. AIRFRAME ICING

8. ANTI-ICE AND DEICE SYSTEMS

(Questions to assess student)

What are the differences between VFR and IFR Flight Planning?

Why is it important to follow ATC instructions?

What is a way to coopy down and ATC Clearance?

What are the steps for lost comms in flight?

IFR?

VFR?

How would you recognize aircraft Icing?

HW: Practice making navlogs and look over icings

MISC.

• When the Clearance Limit is a point from which an approach begins: 

  • If an EFC (Expect Further Clearance Time) has been received, 

    • Commence descent and approach as close as possible to the EFC time received.

  • If an EFC (Expect Further Clearance Time) has not been received, 

    • Commence descent and approach as close as possible to the ETA time filed or amended.

• When the Clearance Limit is not a point from which an approach begins: 

  • If an EFC (Expect Further Clearance Time) has been received, 

    • Leave clearance limit at EFC time and proceed to a fix from which an instrument approach begins.

  • If an EFC (Expect Further Clearance Time) has not been received, 

    • Leave clearance limit and proceed to a fix from which an approach begins. 

    • Then commence descent as close as possible to ETA.