How to Plan a VFR Cross-Country Flight: Step-by-Step

UNDERSTANDING THE SECTIONAL CHART

The sectional aeronautical chart is the primary navigation tool for VFR flight. Published by the FAA at a scale of 1:500,000, each sectional covers a specific geographic region and is updated every 56 days. Pilots must use a current edition.

Key chart elements to identify before planning: • Magenta and blue airports: Magenta indicates airports without an operating control tower; blue indicates towered airports • Contour lines and elevation shading: Critical for terrain clearance planning • Airspace depictions: Solid blue circles for Class D, dashed blue for Class C, solid blue with dashed extensions for Class B • VORs, intersections, and visual checkpoints: Used as waypoints along the route • Maximum Elevation Figures (MEFs): The large blue numbers in each quadrant representing the highest known obstacle or terrain, rounded up to the next 100-foot increment

Study the chart legend before the first flight. Every symbol has a specific meaning.

CHOOSING THE ROUTE

Draw a straight line from departure to destination using a plotter. This is the true course before wind correction. Examine everything along that line: • Terrain: Identify ridgelines, mountain passes, and valleys. Plan altitudes that provide at least 1,000 feet above the highest obstacle within 4 nautical miles of the route, as a practical VFR standard • Airspace: Note every Class B, C, D, and E airspace boundary. Class B requires an ATC clearance. Class C requires two-way radio communication prior to entry. Class D requires communication before entering the airspace • TFRs: Temporary Flight Restrictions do not appear on paper charts. Check notams.faa.gov or a current EFB application before every flight • Waypoints: Select prominent, easily identifiable checkpoints every 10 to 15 nautical miles. Railroads, rivers, towns, lakes, and highways all work well. Avoid vague features that look similar to others in the area • Alternates: Identify airports along or near the route that could serve as diversion points if weather deteriorates or a mechanical issue develops

ALTITUDE SELECTION

VFR cruising altitudes are governed by FAR 91.159. On magnetic courses from 0 to 179 degrees, fly odd thousands plus 500 feet (3,500, 5,500, 7,500). On magnetic courses from 180 to 359 degrees, fly even thousands plus 500 feet (4,500, 6,500, 8,500). These rules apply above 3,000 feet AGL.

Select an altitude that also optimizes performance. Higher altitudes provide better glide range in an emergency, improved radio and navigation signal reception, and often more favorable winds.

CALCULATING TRUE COURSE, WIND CORRECTION, AND GROUNDSPEED

Once the route is drawn, measure the true course with a plotter referenced to a meridian line on the chart. Then:

1. Obtain winds aloft data from the FA (Area Forecast) or FD (Winds and Temperatures Aloft) forecast at the planned altitude via aviationweather.gov
2. Apply the wind correction angle (WCA) using an E6B flight computer or a digital equivalent. The WCA corrects the heading to track the intended course despite crosswind
3. Convert true course to magnetic course by applying variation (shown on isogonic lines on the sectional), then apply compass deviation from the aircraft's compass correction card to determine the actual compass heading to fly
4. Calculate groundspeed: true airspeed adjusted for the wind component along the route. Headwind reduces groundspeed; tailwind increases it

Record all values on the navigation log before departure.

COMPLETING THE FAA NAVIGATION LOG

The navigation log is the written record of the planned flight. It organizes every leg systematically. Each row contains: • Checkpoint name and identifier • True course and magnetic course • Wind correction angle and compass heading • True airspeed, groundspeed, and leg distance • Estimated time en route for each leg and cumulative time • Fuel burned per leg and cumulative fuel used

Fill out the log completely on the ground. In flight, record actual times over each checkpoint and compare to planned values. A significant groundspeed difference from predicted values indicates a forecast error that requires recalculation of fuel burn and arrival time.

FUEL PLANNING

Fuel planning follows FAR 91.151. For VFR day flight, the aircraft must carry enough fuel to reach the first intended landing point plus at least 30 minutes at cruise power. For night VFR, the reserve increases to 45 minutes.

The calculation: • Determine cruise fuel burn (from the POH performance charts at the planned power setting and altitude) • Multiply burn rate by time en route • Add the required reserve • Add taxi and runup fuel (typically 1.0 to 1.5 gallons for most piston aircraft) • Compare the total to usable fuel on board

Always use usable fuel, not total fuel capacity. Many aircraft have fuel that is trapped and unusable in certain attitudes.

WEIGHT AND BALANCE

Every flight requires a weight and balance calculation for the actual loading. Reference the Pilot Operating Handbook and complete the following: • Record empty weight and empty CG arm from the aircraft's current weight and balance record • Add pilot, passengers, baggage, and fuel as individual weights at their respective moment arms • Compute total weight and total moment, then divide to find the loaded CG • Confirm that both gross weight and CG fall within the approved envelope for all phases of flight, including as fuel burns off

An out-of-CG condition is dangerous regardless of whether the aircraft is within gross weight limits.

WEATHER BRIEFING

Contact a Flight Service briefer at 1800wxbrief.com or by phone at 1-800-WX-BRIEF. Request a standard briefing for the planned route and time of flight. The briefing includes: • METARs: Current conditions at departure, destination, and nearby airports • TAFs: Terminal forecasts valid within 5 statute miles of an airport • PIREPs: Pilot reports of actual conditions along the route • Winds aloft: FD forecast at planned altitude and adjacent altitudes • AIRMETs and SIGMETs: Advisories for turbulence, icing, IFR conditions, and convective activity • NOTAMs: Notices affecting airports, navaids, and airspace along the route

ForeFlight and other EFB applications pull official FAA weather products and can graphically overlay AIRMETs and TFRs on the sectional chart. These tools supplement but do not replace an official briefing when filing a flight plan.

FILING A VFR FLIGHT PLAN

A VFR flight plan is voluntary but strongly recommended for cross-country flights, particularly over remote or mountainous terrain. If an aircraft is overdue and no flight plan exists, search and rescue activation is delayed significantly.

File using 1800wxbrief.com, ForeFlight, or by calling Flight Service directly. The flight plan form requires: • Aircraft identification and type • True airspeed and planned altitude • Departure point, route, and destination • Estimated time en route and fuel on board • Number of persons on board and emergency contact

File as close to departure as practical. Activate the flight plan by contacting Flight Service after takeoff. Close the flight plan upon arrival by contacting FSS or the destination airport. An open, unactivated flight plan provides no protection.

IF LOST OR WEATHER CHANGES ENROUTE

Two scenarios demand immediate, calm action.

If lost, apply the 5 C's: • Climb: Gain altitude for better radio reception and a wider view of landmarks • Communicate: Contact the nearest ATC facility on 121.5 MHz or the last known frequency • Confess: Declare uncertainty to ATC; they can provide vectors or radar identification • Comply: Follow ATC instructions precisely • Conserve: Manage fuel while the situation is resolved

If weather deteriorates, do not continue VFR into instrument meteorological conditions. This is among the leading causes of fatal general aviation accidents. Turn around, divert to a nearby airport identified during preflight planning, and wait for conditions to improve. Fuel and time