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Commercial pilot · ACS CA.I.D · Instructor lesson plan

Cross-Country Flight Planning (Commercial)

Student pack: Train: Cross-Country Flight Planning (Commercial) · Full lesson: Prepare guide

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1 · Objective

By the end of this lesson your student can explain cross-country flight planning (commercial) in their own words and apply it to a realistic flight, to the ACS standard for CA.I.D.

Why it matters for safety: Fuel exhaustion and continued flight into worsening conditions are planning failures that show up in the air. A commercial pilot plans with real margins and a backup for every link (fuel, route, weather and electronics) because a customer’s schedule makes it tempting to accept a plan that only works if everything goes right.

2 · Assign before the lesson

Pre-work: the free Train pack, Cross-Country Flight Planning (Commercial). Route, altitude, fuel, flight plans and intercepts, planned like someone is relying on you.

Anyone can open this link, no account needed. To see who trained it on your roster, use a free instructor account.

Pack: pilotprep.pro/train/cpl/cross-country-flight-planning · Full lesson: pilotprep.pro/prepare/cpl/cross-country-flight-planning

3 · Teach sequence

Key points to land

  • VFR fuel: considering wind and forecast weather, enough to fly to the first point of intended landing and then, at normal cruising speed, 30 more minutes by day or 45 at night (reserve gallons at the normal cruise fuel burn). That is a legal floor, not a plan.(14 CFR 91.151(a))
  • VFR cruising altitudes, in level cruise more than 3,000 feet above the surface and below 18,000 MSL: magnetic course 0-179, odd thousands plus 500 MSL; 180-359, even thousands plus 500 MSL (unless ATC authorizes otherwise, or while holding or turning).(14 CFR 91.159(a))
  • Pick the altitude by constraints first (minimum safe altitudes, cloud clearances, oxygen, the airplane's performance), then the hemispheric rule, then winds and glide distance to landing sites.(14 CFR 91.119, 91.155, 91.211; PHAK, Navigation)
  • A VFR flight plan is three separate acts: file it, activate (open) it with Flight Service after departure, and close it when you land. A filed plan that was never activated starts no search; an active one not closed starts the search 30 minutes after your ETA.(AIM, Chapter 5, Section 1 (preflight and flight plans))
  • If intercepted: follow the interceptor’s signals, squawk 7700 (unless told otherwise), call on 121.5, and comply.(AIM 5-6-13, Interception Procedures)
  • Flight following is workload permitting: ATC may drop you or miss traffic. You still see and avoid.(AIM, Chapter 4, Section 1 (ATC services))
  • An EFB needs a current database. A backup (a second device or paper) is a sound risk control the AC recommends, not a regulation for Part 91.(AC 91-78A)

Route and altitude

  • Choose a route with current charts, the Chart Supplement for every airport you might use, NOTAMs (not just TFRs), the airspace and special use airspace, and the navigation and communication facilities you need, with alternates along the way. 91.103 asks for all of it.(14 CFR 91.103; PHAK, Navigation)
  • The cruising rule is keyed to magnetic course, not heading, and to MSL altitudes; the 3,000 feet is above the surface.(14 CFR 91.159)
  • An EFB is a great tool if the database is current. Battery, heat and mounting failures happen, so carry a backup as your own risk control.(AC 91-78A)

The numbers

  • For each leg: true airspeed from the POH, true course, wind correction angle, groundspeed, distance and time; climb and descent rates, times and fuel; cruise fuel; then the total with the reserve.(Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25C), Navigation)
  • The heading chain: true course ± wind correction = true heading; ± variation (east subtract, west add) = magnetic heading; ± deviation = compass heading.(Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25C), Navigation)
  • A worked leg: true course 090°, wind from 180° at 20 knots, true airspeed 140. Wind correction about 8° right, true heading 098°; variation 10° W, magnetic heading 108°; deviation +2°, compass heading 110°. Groundspeed about 139 knots; 120 nm takes about 52 minutes. At 10 gallons per hour that is about 9 gallons plus climb fuel, and the day reserve adds 5 gallons.(Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25C), Navigation)
  • Convert to UTC for the flight plan: Eastern Standard Time is UTC minus 5, but Eastern Daylight Time is UTC minus 4. Watch daylight time and time-zone crossings, or work the whole plan in Zulu.(AIM, Chapter 5, Section 1 (preflight and flight plans))
  • Plan a reserve well above the legal minimum, and recompute in flight from actual groundspeed and fuel flow.(Risk Management Handbook (FAA-H-8083-2A))
  • Set a divert (bingo) fuel on the ground: if the fuel you project at the destination falls below your personal minimum, land at the nearest suitable airport for fuel.(Risk Management Handbook (FAA-H-8083-2A))

Flight plans and intercepts

  • A VFR flight plan includes the aircraft identification, type and equipment, true airspeed, departure airport and proposed time (UTC), cruising altitude, route, destination and estimated time en route (ETE), fuel on board in hours and minutes, an alternate, the pilot's information and the number on board.(AIM, Chapter 5, Section 1 (preflight and flight plans); FAA Form 7233-4)
  • Activate it with Flight Service after takeoff, and close it when you land. Search and rescue begins if an active plan isn’t closed 30 minutes after your ETA; a plan you filed but never activated protects nothing.(AIM, Chapter 5, Section 1 (preflight and flight plans))
  • If intercepted: follow the interceptor’s visual signals, try 121.5, squawk 7700 unless instructed otherwise, and comply.(AIM 5-6-13, Interception Procedures)

PAVE and ATC

  • Run PAVE: Pilot (current, rested, proficient), Aircraft (airworthy, fuel, performance), enVironment (weather, terrain, airspace), External pressures (schedule, customer).(Risk Management Handbook (FAA-H-8083-2A))
  • External pressure is the commercial pilot’s biggest hazard. Decide your bottom lines before you talk to the customer.(Risk Management Handbook (FAA-H-8083-2A))
  • ATC radar services are workload permitting; they don’t clear you of terrain or weather on VFR. You remain responsible.(AIM, Chapter 4, Section 1 (ATC services))

4 · Ask your student

In order: recall, then understanding, then applying it. Move up only when the answer shows it.

  1. Recall · What is the VFR fuel requirement for a day flight in an airplane?

    A strong answer: Enough to fly to the first point of intended landing at normal cruise, plus 30 minutes; at night, plus 45 minutes.

  2. Understand · Why is the legal fuel reserve not a good plan?

    A strong answer: Winds, delays and diversions eat it fast. It is the floor you never want to reach, so I plan more and recompute in flight.

  3. Apply · Halfway through a charter, your groundspeed is 25 knots below plan and you’re now landing with 35 minutes of fuel. What do you do?

    A strong answer: Land short for fuel at a suitable airport on the way, tell the passengers why, and continue with a full reserve.

Scenarios to talk through

  • Your magnetic course is 210° over terrain about 1,000 feet MSL, and you’ll cruise more than 3,000 feet above it. Which altitudes can you use?

    Sound decision: Even thousands plus 500 MSL: 4,500 (about 3,500 above the ground) or 6,500, chosen for terrain, winds, clouds and performance.

  • You land and forget to close your flight plan. What happens?

    Sound decision: About 30 minutes after your ETA, Flight Service starts searching. Close it as soon as you remember.

  • A military aircraft pulls alongside and rocks its wings. What do you do?

    Sound decision: Rock your wings to acknowledge, follow it, try 121.5, squawk 7700 unless told otherwise, and comply.

5 · Common student errors

  • Planning to the legal reserve.

    Why it matters: One headwind and you’re short.

    How to correct it: Plan a real margin, set a bingo fuel, and recompute in flight.

  • Not converting time to UTC.

    Why it matters: The flight plan times are wrong.

    How to correct it: Convert every time on the plan.

  • Relying on flight following for terrain and traffic.

    Why it matters: ATC is workload permitting.

    How to correct it: Keep your own picture and look outside.

6 · Completion standard

  • Your student answers each "Ask your student" question in their own words, up to the Apply level, without prompting.
  • They talk through the scenarios and reach a safe, legal decision, explaining why.
  • They complete the pack’s quick check and can say what they flagged.

Area trained? Close out with a practice oral focused on CA.I.D: pilotprep.pro/exam?exam=CPL&focus=CA.I.D

7 · References

  • Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25C), Navigation
  • Aeronautical Information Manual (AIM), 4-1, 5-1, 5-6-13
  • Risk Management Handbook (FAA-H-8083-2A)
  • AC 91-78A, Electronic flight bags
  • 14 CFR, 91.151, 91.159
  • Commercial Pilot ACS (FAA-S-ACS-7B), Area I, Task D
  • Airman Certification Standards, task CA.I.D

PilotPrep instructor lesson plan, from the Cross-Country Flight Planning (Commercial) lesson (checked against current FAA sources 2026-11-13). A study and teaching aid, not FAA guidance; teach to your own judgment and the current ACS.