Flight Planning Plan the flight, fly the plan. TechniqueTechnique 1. Plot Course a. Get true course...

Flight PlanningFlight PlanningFlight PlanningFlight PlanningPlan the flight, fly the planPlan the flight, fly the plan

TechniqueTechniqueTechniqueTechnique1. Plot Course

a. Get true courseb. Select checkpoints (9 – 22nm)c. Start nav log

2- Weather briefinga. Go/no-go decisionb. Adjust route if necessaryc. Select altitude

3- Performance Calculationsa. Wt/Balb. Takeoff/ldg distc. Time/fuel/dist to climbd. Time/fuel in cruisee. Complete nav log

4- File if desired and execute

1. Plot Coursea. Get true courseb. Select checkpoints (9 – 22nm)c. Start nav log

2- Weather briefinga. Go/no-go decisionb. Adjust route if necessaryc. Select altitude

3- Performance Calculationsa. Wt/Balb. Takeoff/ldg distc. Time/fuel/dist to climbd. Time/fuel in cruisee. Complete nav log

4- File if desired and execute

Plot CoursePlot CoursePlot CoursePlot Course

1. Using your plotter, draw a line from center of departure point to center of destination airport

1. Look for hazards along your route1. Special Use Airspace

2. Terrain

3. Large bodies of water

2. Adjust course if necessary

2. Find your true course1. Lay plotter down with top edge along route

2. Place center on a line of longitude

3. Read true course on East or West scale

3. Mark mileage in 5 or 10 mile intervals on your route

4. Example: SBN to SMD (Smith Field in Fort Wayne)

1. Using your plotter, draw a line from center of departure point to center of destination airport

1. Look for hazards along your route1. Special Use Airspace

2. Terrain

3. Large bodies of water

2. Adjust course if necessary

2. Find your true course1. Lay plotter down with top edge along route

2. Place center on a line of longitude

3. Read true course on East or West scale

3. Mark mileage in 5 or 10 mile intervals on your route

4. Example: SBN to SMD (Smith Field in Fort Wayne)

Checkpoint SelectionCheckpoint SelectionCheckpoint SelectionCheckpoint Selection

What makes a good checkpoint? Precision

An intersection of two roads is more precise than the point where your course is supposed to intersect a road

Visibility Radio towers make poor checkpoints because they are difficult to see from

the air Airports make great checkpoints because they are very easy to see from the

air

Distinctiveness Using a lake as a checkpoint when flying across New Mexico makes sense Using a lake as a checkpoint when flying across east Texas increases your

odds of mistakenly identifying your checkpoint

What makes a good checkpoint? Precision

An intersection of two roads is more precise than the point where your course is supposed to intersect a road

Visibility Radio towers make poor checkpoints because they are difficult to see from

the air Airports make great checkpoints because they are very easy to see from the

air

Distinctiveness Using a lake as a checkpoint when flying across New Mexico makes sense Using a lake as a checkpoint when flying across east Texas increases your

odds of mistakenly identifying your checkpoint

Checkpoint SelectionCheckpoint SelectionCheckpoint SelectionCheckpoint Selection

Selecting the first checkpoint Should be within 5-10 miles of departure point

Establishes your initial heading as correct

Additional checkpoints Select additional checkpoints every 9 – 22 miles

thereafter

Example: I chose the following checkpoints:

Golden Dome / Basilica (initial point) Bypass road south of Elkhart Syracuse Merriam

Selecting the first checkpoint Should be within 5-10 miles of departure point

Establishes your initial heading as correct

Additional checkpoints Select additional checkpoints every 9 – 22 miles

thereafter

Example: I chose the following checkpoints:

Golden Dome / Basilica (initial point) Bypass road south of Elkhart Syracuse Merriam

Weather BriefingWeather BriefingWeather BriefingWeather Briefing

Get a weather briefing from an official source 1-800-WX-BRIEF DUAT or DUATS

Make a go/no-go decision “VFR flight not recommended” Conditions beyond your ability

Winds MVFR or IFR clouds and weather Convective activity Precipitation

Adjust route if necessarySelect altitude

Winds Aloft will inform this decision

Get a weather briefing from an official source 1-800-WX-BRIEF DUAT or DUATS

Make a go/no-go decision “VFR flight not recommended” Conditions beyond your ability

Winds MVFR or IFR clouds and weather Convective activity Precipitation

Adjust route if necessarySelect altitude

Winds Aloft will inform this decision

Performance CalculationsPerformance CalculationsPerformance CalculationsPerformance Calculations

Weight and BalanceWeight information will be required for

performance calculationsExample: Assume max gross weight

Takeoff / Landing distanceEnsure your aircraft is capable of

making it out of your departure airport and in/out of your destination airport

Weight and BalanceWeight information will be required for

performance calculationsExample: Assume max gross weight

Takeoff / Landing distanceEnsure your aircraft is capable of

making it out of your departure airport and in/out of your destination airport


Time / Fuel / Distance to Climb Cessna charts make this

calculation very simple Take value at your cruise altitude

and subtract value from departure pressure altitude

Make approximations as appropriate

There is no need calculate to a level of precision beyond what is given in the chart

Therefore, find: Time to the nearest minute Fuel to the nearest tenth gallon Distance to the nearest mile

Time / Fuel / Distance to Climb Cessna charts make this

calculation very simple Take value at your cruise altitude

and subtract value from departure pressure altitude

Make approximations as appropriate

There is no need calculate to a level of precision beyond what is given in the chart

Therefore, find: Time to the nearest minute Fuel to the nearest tenth gallon Distance to the nearest mile

Performance CalculationsPerformance CalculationsPerformance CalculationsPerformance Calculations Time / Fuel / Distance to Climb Example

Climb from SBN (799 ft) to 4,500 ft Weather:

SBN 07010G15 10SM CLR 13/M02 A2997

Approximations Difference between pressure alt. & true alt is 50 feet,

negligible Difference between SBN elevation and 1000 foot

entries is negligible

Values for 4,500 feet (by interpolation) Time: 7 min Fuel: 1.7 (conservative estimates dictate rounding up) Distance: 10 miles (only valid in zero wind)

Values for 1,000 feet Time: 1 min Fuel: 0.4 gal Distance: 2 miles

Climb totals Time: (7 – 1) = 6 minutes Fuel (1.7 - .4 ) = 1.3 (+ 1.1 for tax & takeoff) = 2.4 gal Wind is nonzero, so note avg climb speed: 76 knots

Time / Fuel / Distance to Climb Example Climb from SBN (799 ft) to 4,500 ft Weather:

SBN 07010G15 10SM CLR 13/M02 A2997

Approximations Difference between pressure alt. & true alt is 50 feet,

negligible Difference between SBN elevation and 1000 foot

entries is negligible

Values for 4,500 feet (by interpolation) Time: 7 min Fuel: 1.7 (conservative estimates dictate rounding up) Distance: 10 miles (only valid in zero wind)

Values for 1,000 feet Time: 1 min Fuel: 0.4 gal Distance: 2 miles

Climb totals Time: (7 – 1) = 6 minutes Fuel (1.7 - .4 ) = 1.3 (+ 1.1 for tax & takeoff) = 2.4 gal Wind is nonzero, so note avg climb speed: 76 knots


Before we can complete nav log, we need to find our top of climb (TOC) & top of descent (TOD) points

Procedure Use Winds Aloft to find groundspeed Use time-to-climb to find distance

Example Winds Aloft

3000 6000

FWA 0416 3615

For climb, use winds at 3000 Interpolate: winds at cruise altitude (4,500) are 020 at 16

Before we can complete nav log, we need to find our top of climb (TOC) & top of descent (TOD) points

Procedure Use Winds Aloft to find groundspeed Use time-to-climb to find distance

Example Winds Aloft

3000 6000

FWA 0416 3615

For climb, use winds at 3000 Interpolate: winds at cruise altitude (4,500) are 020 at 16


E6-B Turn to wind side Set wind direction (040) opposite true index Mark wind velocity (16) up from grommet Set true course (123) opposite true index Slide the TAS arc (76) under the wind dot Read ground speed under grommet (72) Read wind correction angle at wind dot (12 deg

left)

E6-B Turn to wind side Set wind direction (040) opposite true index Mark wind velocity (16) up from grommet Set true course (123) opposite true index Slide the TAS arc (76) under the wind dot Read ground speed under grommet (72) Read wind correction angle at wind dot (12 deg

left)


Top of Climb pointTurn to computer side of E6-B

First question: How fast? 72 (our calculated groundspeed for the climb)

Earlier, we computed the climb would take 6 minutes

Read distance (7.2) above minute (6) scale For the mathematically astute, 6 minutes is 1/10

of an hour, so the TOC distance is a tenth of our groundspeed

Top of Climb pointTurn to computer side of E6-B

First question: How fast? 72 (our calculated groundspeed for the climb)

Earlier, we computed the climb would take 6 minutes

Read distance (7.2) above minute (6) scale For the mathematically astute, 6 minutes is 1/10

of an hour, so the TOC distance is a tenth of our groundspeed


Top of Descent point Figure a 500 foot per minute descent

From 4500 to 1800 (Traffic Pattern Altitude at SMD) is a 2700 foot descent, or 5.4 minutes

130 knots is a good descent airspeed in the 172 Use same winds (040 at 16) Flip to wind side of E6-B

Wind dot is still valid; slide up to 130 knot TAS arc Read groundspeed under grommet (127) Read WCA under wind dot (7 deg left)

Flip to computer side of E6-B How fast?

127 knots

Read descent distance (11.5 miles) over descent time (5.4 minutes)

Top of Descent point Figure a 500 foot per minute descent

From 4500 to 1800 (Traffic Pattern Altitude at SMD) is a 2700 foot descent, or 5.4 minutes

130 knots is a good descent airspeed in the 172 Use same winds (040 at 16) Flip to wind side of E6-B

Wind dot is still valid; slide up to 130 knot TAS arc Read groundspeed under grommet (127) Read WCA under wind dot (7 deg left)

Flip to computer side of E6-B How fast?

127 knots

Read descent distance (11.5 miles) over descent time (5.4 minutes)


Check cruise performance to find TAS and GPH en route

Plan on max continuous power setting (75% BHP)

Temperature is standard 500 foot difference on

performance chart is negligible Use 4000 foot data

KTAS is 114 knots GPH is 8.6

Check cruise performance to find TAS and GPH en route

Plan on max continuous power setting (75% BHP)

Temperature is standard 500 foot difference on

performance chart is negligible Use 4000 foot data

KTAS is 114 knots GPH is 8.6

Complete Nav LogComplete Nav LogComplete Nav LogComplete Nav Log

Measure distances between each checkpoint Don’t forget to factor in your TOC and TOD points

Fill in each checkpoint and leg distance Compute cruising groundspeed Find cruising wind correction angle Apply magnetic variation Find ETE between checkpoints Find fuel consumption between checkpoints

Measure distances between each checkpoint Don’t forget to factor in your TOC and TOD points

Fill in each checkpoint and leg distance Compute cruising groundspeed Find cruising wind correction angle Apply magnetic variation Find ETE between checkpoints Find fuel consumption between checkpoints


Example: Find cruising ground speed (Previously interpolated) winds are 020 at 16 Go to wind side of E6-B

Set wind direction (020) opposite true index Mark wind velocity (16) up from grommet Set true course (123) opposite true index Slide TAS arc (114) under wind dot Read groundspeed under grommet (116) Read WCA under wind dot (8 deg left)

Example: Find cruising ground speed (Previously interpolated) winds are 020 at 16 Go to wind side of E6-B

Set wind direction (020) opposite true index Mark wind velocity (16) up from grommet Set true course (123) opposite true index Slide TAS arc (114) under wind dot Read groundspeed under grommet (116) Read WCA under wind dot (8 deg left)


Apply WCA to True Course -L, +R

Apply magnetic variation A check of the sectional indicates one isogonic line

along route of flight, +5 deg W -E, +W (East is least, West is best)

Result is magnetic heading This is as far as we can go until we look at the compass

card in the aircraft

Apply WCA to True Course -L, +R

Apply magnetic variation A check of the sectional indicates one isogonic line

along route of flight, +5 deg W -E, +W (East is least, West is best)

Result is magnetic heading This is as far as we can go until we look at the compass

card in the aircraft


Example (cont) Find ETE between checkpoints

Already computed ETE (6 min) and fuel consumption (2.4 gal) to TOC point

Fill values in on nav log

Flip to computer side of E6-B How fast? 116 knots Read ETE underneath distance

Round off to nearest minute

Find fuel consumption between checkpoints E6-B

How fast? 8.6 GPH Read fuel consumed over minutes scale Round to nearest tenth gallon

Subtract en route fuel from total Assume a full fuel load (53 gal)

Example (cont) Find ETE between checkpoints

Already computed ETE (6 min) and fuel consumption (2.4 gal) to TOC point

Fill values in on nav log

Flip to computer side of E6-B How fast? 116 knots Read ETE underneath distance

Round off to nearest minute

Find fuel consumption between checkpoints E6-B

How fast? 8.6 GPH Read fuel consumed over minutes scale Round to nearest tenth gallon

Subtract en route fuel from total Assume a full fuel load (53 gal)

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Flight Planning Plan the flight, fly the plan. TechniqueTechnique 1. Plot Course a. Get true course...

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