IFR XC Planning
Why is this important?
Objective:
To develop the
knowledge and skills
to safely plan and
complete an IFR XC.
Content:
Chart Symbology
Route Selection
Altitude Selection
Alternates
Fuel Requirements
Other XC Regs
Icing Considerations
Filing/NOTAMs
Preflight Decision Making
References:Chapter 1 IFH, Leidos
ICAO flight plan video
Completion Standards
When the student can talk through the IFR light, pick
appropriate waypoints, and make an informed Go/No-Go
decision
Attention Getter: 2 Choices
Serious:
https://www.youtube.com/watch?v=XbPu-0vfGAo
Funny:
https://www.youtube.com/watch?v=vjW8wmF5VWc
You won the lottery and decided to purchase your
favorite plane, Sioux 64
You are going to be flying from your Grandma’s house
in Medford (KMFR) to Portland (KPDX) as part of cross
country adventure
-You will be flying a former UND PA28-181
-Why should we conduct this flight under IFR?
Where to start?
Differences from VFR
-Enroute Chart Symbols
-Route Selection
Airport Data Depiction
●
●
Mostly the same
●
What about the D in the
box?
What if it was a C?
●
What does MON mean?
Why is the above navaid darkened?
What does the above flag mean?
What does the above S-like symbol mean?
SUA
Why is there an X flag on the
Billings VORTAC?
What altitude should I be at over
BIL if I am going south on V187?
What are these?
What about this?
IFR Altitudes
Minimum Enroute Altitude (MEA)
Minimum Obstruction Clearance Altitude (MOCA)
Off-Route Obstruction Clearance Altitude (OROCA) or Minimum Off-Route Altitude
(MORA)
Maximum Authorized Altitude (MAA)
Minimum Reception Altitude (MRA)
Minimum Cross Altitude (MCA)
IFR Altitudes
IFR Altitudes
How low can you go? (Minimum IFR
Altitude § 91.177)
MEA or RNAV MEA when using an airway
MOCA may be used if depicted and applicable navigation signal is available
OROCAs are useful for off-airway, but filing an altitude at or near the OROCA (Off-Route Obstruction
Clearance Altitude) does not guarantee radar coverage. These are more a general guideline for avoiding
obstacles along your route.
Altitude Selection (Other Factors)
-Just like VFR we need to try to find the best wind for our condition
-Where is the freezing level?
-Magnetic course 0° to 179°: Odd altitude (or flight level) Magnetic course 180° to 359°: Even
altitude (or flight level)
-Can our aircraft make it up there?
-What happens if we run into unforecasted conditions?
2 basic steps: day before and day of
● Day before (highlight a navlog): skeleton flight plan, checkpoints,
navaids, route and course, TC, MC, distances, airport info,
frequencies
● Day of: WX info, briefing, alts, winds, GS, times (ETA), alternates,
rwys of intended use, approach proc, filing
IFR Preflight
○
FAR 91.103 - Preflight Actions (NWKRAFT)
● IFR Specific: NOTAMs, WX, Known ATC delays, Alternates
● For any flight: Runway lengths, Fuel, T/O and LDG distances
● NOTAMS
■ https://notams.aim.faa.gov/notamSearch/nsapp.html#/
■ Search for your location here
● Weather reports and forecasts
● Known traffic delays which the PIC has been advised by ATC
● FAR 91.167- Fuel requirements
■ Enough to fly to the destination airport, then the alternate, and 45 mins
■ Don’t have to be able to make the alternate if 1-2-3 rule at destination
● 1 hr before/after 2000 ft ceilings 3sm vis
● Still need to be able to reach destination and go 45 more at normal cruise
Route Selection
ATC Preferred Routes
Tower Enroute Control (TEC)
Airways
Direct
○ Between NAVAIDs
○ RNAV (between airports or fixes)
● SIDs and STARs
● Weather
●
●
●
●
Airways
VOR or GPS
NAVAID reception and obstacle clearance
Direct
Point A to Point B
Be aware of NAVAID Service Volumes and OROCAs
Tower Enroute Control (TEC)
What is TEC?
Allows pilots to fly short distances
w/out talking to ARTCC
Primarily exist in large metropolitan
regions
Routes and descriptions listed in
Chart Supplement
No IFR flight plan required
Airways
VOR (Victor Airway)
RNAV (T routes)
Use fixes to define the route (ex. GFK D-> FAR)
Consider service volumes
Direct
GPS Direct Requirements (AIM 5-1-8[d])
Radar Contact
At least one waypoint per ARTCC
Avoid prohibited/restricted airspace by at least 3NM
Takeoff Minimums and ODPs
Takeoff Minimums
Part 91- No requirements
Part 121/135
1-2 Engines: 1SM vis
3+ Engines: ½ SM vis
Non-standard Mins
Are there any ODPs at KMFR?
Departure
Brute 7
Eagle 6
Climb Gradient
GS in NM/60 x climb gradient in ft/nm
EX:
If a climb gradient of 200 ft/nm is required and our GS in the climb
is 90 knots we will need a rate of climb of 300 feet per minute.
90/60= 1.5 nautical miles per minute
1.5 nautical miles per minute times 200 feet per nautical mile = 300
feet per minute.
Let’s plan! Check preferred routes first.
Where to find? Near the back of the Chart Supplement
Depending on our route some of these may apply
Destination
Larger Airport with more complex
airspace
How would you pick a STAR
without electronic flight
planning?
Always
check the
notes!
Can you file the PORTL transition? Can you request it?
Connecting the
dots
Timing/Performance
Calculations
What waypoints do we use
IFR?
How would you calculate
time/fuel burn on a VFR XC?
Why is this important when
we are IFR?
○
Alternates: (91.169)
■ Alternate required unless destination has:
● Instrument approach
● 1-2-3 rule
○ Need alternate if: one hour before and one hour after ETA, WX forecast
as less than ceiling of 2,000 agl and/or vis under 3SM
● Alternate minimums:
○ 600 ft ceiling-2nm for precision
○ 800 ft ceiling-2nm for nonprecision
■ Where do we get these values?
● TAF
○ No approaches available?
■ Descent from the MEA, approach, and landing must be able
to be conducted under basic VFR
● If you divert, must you go to your filed alt?
● Do you use the above alt mins as your app mins?
Let’s look at our scenario
Do we need an alternate with the following TAF?
TAF KPDX 21100Z 270307Z 2703/2806 22010KT 2SM -DZ OVC030
Alternates Continued
Some airports/approaches have non-standard alternate minimums!
Look for the
on approach chart at that airport
Go to the “A pages”
NA
means not authorized!
Can we use
Hillsboro as
an
alternate?
Alternates Continued
How to choose:
-Analyze the weather
-Don’t just pick the closest airport
-Consider airport and ATC services available
-Consider passenger requirements
-Transportation
-Lodging
-Meals
ETA: 1400; which
airport would you use
as an alternate?
Filing our Flight Plan
S - VHF Radio, VOR and ILS
B – LPV
G – IFR Approved GPS
R – PBN Capable
L - Mode S, ID, Alt, Squitter and
Enhanced Surveillance
B2 – ADS B Out and In
Weather
Where to start with weather?
○ Foreflight briefing
○ 1800wxbrief briefing
■ Use these to get the basic info
■ Then go more in depth
Finding & Interpreting NOTAMS
https://notams.aim.faa.gov/notamSearch/nsapp.html#/
How would you interpret this string of numbers
on a notam?
Example: 2109010045
21 = year
09 = month
01 = day
0045 = zulu time
Why are FDC NOTAMS important to IFR pilots?
Types of NOTAMs
Civil/Military
FDC NOTAMs: Flight Data Center NOTAMs are NOTAMs that are regulatory in nature such as changes to an instrument approach
procedure or airway. Temporary Flight Restrictions (TFRs) are also issued as FDC NOTAMs.
Center Area NOTAMs: An FDC NOTAM issued for a condition that is not limited to one airport, therefore it is filed under the Air Route
Traffic Control Center (ARTCC) that controls the airspace involved. TFRs, airway changes and laser light activity are examples of this
type of NOTAM. This becomes very important to know when looking for NOTAMs on your own.
NOTAM (D): A NOTAM given (in addition to local dissemination) distant dissemination beyond the area of responsibility of the Flight
Service Station.
(U) NOTAMs are unverified NOTAMs which are those that are received from a source other than airport management and
have not yet been confirmed by management personnel. This is allowed only at those airports where airport management has
authorized it by Letter of Agreement.
(O) NOTAMs are other aeronautical information which does not meet NOTAM criteria but may be beneficial to aircraft
operations.
FDC NOTAM
Examples
Airmets and Sigmets
AIRMETs
Sierra: IFR/Mountain Obscuration
Tango: Try to avoid turbulence
Zulu: Must avoid icing in aircraft not approved for FIKI
SIGMETs – classified as convective and non convective
Severe Icing
Severe or Extreme Turbulence
Dust storms and/or sand storms lowering visibilities to less than three (3)
miles
Volcanic Ash
Icing
●
●
Can we fly into known icing conditions?
At what temperatures does most icing occur?
○
●
-20 to 0 (most icing here)
■
-12 to -8 (majority of that)
How severe is the icing if we are picking it up?
○
○
○
○
Trace: Barely perceptible; Need De-Ice if over 1 hour
Light: Need De-Ice; Could be a problem if over 1 hr
Moderate: Short encounters could be hazardous
Severe: Ice protection can’t keep up; change hdg/alt
immediately
What are “Known Icing Conditions”
Atmospheric conditions in which the formation of ice is observed or detected in flight. (AIM
7-1-20)
But…
If the composite information indicates to a reasonable and prudent pilot that he or she will
be operating the aircraft under conditions that will cause ice to adhere to the aircraft
along the proposed route and altitude of flight, then known icing conditions exist. (Bell
Interpretation, 2009)
Basically, if it seems like ice may occur but it hasn’t been observed, it still constitutes known
icing
SFC Analysis
Significant WX Prog Charts
Significant Weather Prognostic Charts
Weather Depiction
Preflight Planning (91.103)
Radar
How does it work?
Attenuation
Convective Outlook
Forecasts
https://forecast.weather.gov
● Warnings by state: select states in which you will be flying
PIREPs and AIREPS
https://www.aviationweather.gov/airep
● Use the national map and cross reference with other WX info
● Trust these a lot, use them if you’re on the edge of a go/no-go decision
Preflight Planning (91.103)
Freezing Level and Icing
HEMS
https://www.aviationweather.gov/hemst/help?page=tutorial
https://www.aviationweather.gov/hemst
Local Weather/Forecast Discussion
Local Weather
https://forecast.weather.gov/MapClick.php?lat=47.92714600000005&lon=-97.044916799
99995#.YQLn1-hKg2w
● Get to this page: from forecast.weather.gov type in your zip code in the box
● Forecast discussion may be accessed from this page and contains more info
You have entered IMC
-We are in the weather now, not flying around it!
-Harder to see things such as embedded thunderstorms
If you fly into a thunderstorm:
■
■
■
■
Fly the plane: continue straight through
Reduce power below Va
Try to stay wings level
Turn up cockpit lighting to avoid being blinded
-We are now in precipitation, icing is a major concern!
Risk Assessment Discussion
What additonal risk assessments should be
considered for an IFR flight?
Pilot: IMSAFE
Aircraft:
EnVironment:
External Pressures:
Fuel Requirements
●
14 CFR 91.167
○
Complete the flight to the intended destination
AND
●
Fly from destination to alternate airport (if reqd.)
AND
●
Additional 45 minutes at normal cruise speed (minimum)
91.121
●
14 CFR FAR 91.121
○
Altimeter Setting
■
■
Altimeter must be set to a reported altimeter setting from a station within 100nm along the route when
below 18,000ft MSL
29.92” Hg when at or above 18,000ft MSL
91.181
14 CFR 91.181
○
○
○
Course to be Flown
Fly the centerline of an airway, or on a direct course between NAVAID’s
Maneuvering to avoid aircraft or to clear the flight path in VFR is permitted
Reports
SUCR
●
●
●
●
Safety of flight
Unforecasted weather
Compulsory reporting point
Radio/nav failure
Loss of Communications
(91.185)
Squawk 7600
If it occurs while still under VFR conditions: continue VFR and land the aircraft
If under IFR conditions: AVEF/MEA
Assigned
MEA
Vectored
Expected
Expected
Assigned
Filed
(Highest of these)
Loss of Communications (cont)
●
●
When the clearance limit is a fix from which an approach begins (IAF):
commence descent or descent and approach as close as possible to the EFC
time if one has been received. If no EFC time, as close as possible to ETA as
calculated from the filed or amended (with ATC) Estimated Time En Route (ETE)
If the clearance limit is not a fix from which an approach begins: leave the
clearance limit at the EFC time if one has been received, or if none has been
received, upon arrival over the clearance limit, and proceed to a fix from which
an approach begins and commence descent or descent and approach as close
as possible to the estimated time of arrival as calculated from the filed or
amended (with ATC) estimated time en route
91.187- NAE NAED
○
FAR 91.187 - Operations Under IFR in Controlled Airspace: Malfunction
Reports
■ PIC shall report to ATC any malfunctions of:
● Nav Equipment
● Approach Equipment
● Equipment for communication
■ In each report, include:
● Nature and extent of assistance desired from ATC
● Aircraft Identification
● Equipment Affected
● Degree to which ability to operate IFR under ATC is impaired
M.A.R.V.E.L.O.U.S. V.F.R. C.500 – *required only in a non-radar
environment (including ATC radar failure)
M-Missed approach (AIM 5-3-3)
A-Airspeed ±10kt / 5% change of filed TAS (AIM 5-3-3)
R-Reaching a holding fix (report time & altitude) (AIM 5-3-3)
V-VFR on top (AIM 5-3-3)
E*-ETA change ±3 min (AIM 5-3-3)
L-Leaving a holding fix/point (AIM 5-3-3)
O*-Outer marker (AIM 5-3-3)
U-Unforecasted weather (§91.183)
S-Safety of flight (§91.183)
V-Vacating an altitude/FL (AIM 5-3-3)
F*-Final approach fix (AIM 5-3-3)
R-Radio/Nav failure (§91.187)
C*-Compulsory reporting points (§91.183)
500-unable climb/descent 500 fpm (AIM 5-3-3)