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Instrument rating · ACS IR.I.C · Instructor lesson plan

Cross-Country Flight Planning (Instrument)

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

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1 · Objective

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

Why it matters for safety: An IFR cross-country has many ways to run out of options: fuel exhaustion after a diversion, a route over terrain at an altitude that’s legal but unsafe if the engine quits, or an approach that’s NOTAMed out of service. Careful planning of route, altitude, fuel and alternates keeps you ahead of the airplane when the day doesn’t go as planned.

2 · Assign before the lesson

Pre-work: the free Train pack, Cross-Country Flight Planning (Instrument). Routes, altitudes, fuel, the IFR flight plan, and how to open and close it.

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/ifr/cross-country-flight-planning · Full lesson: pilotprep.pro/prepare/ifr/cross-country-flight-planning

3 · Teach sequence

Key points to land

  • IFR fuel, considering weather reports, forecasts and conditions: enough to fly to the first airport of intended landing (including the approach and missed approach), then to the alternate if one is required, then 45 minutes at normal cruising speed.(14 CFR 91.167)
  • Alternates (91.169): one is needed unless the destination has a Part 97 approach and is forecast, from 1 hour before to 1 hour after your ETA, at a ceiling at least 2,000 feet above the airport and 3 SM visibility. The alternate must meet its published (triangle-A) minimums at your ETA there, or 600-2 for a precision approach and 800-2 for a nonprecision one; with no approach, a descent from the MEA, approach and landing in basic VFR.(14 CFR 91.169)
  • Minimum IFR altitudes: the published MEA (or MOCA where allowed); with none published, 1,000 feet above the highest obstacle within 4 nautical miles of course (2,000 in mountainous areas).(14 CFR 91.177)
  • MEA guarantees obstacle clearance and navigation signal coverage. MOCA guarantees obstacle clearance; signal coverage is assured only within 22 nm of a VOR. Below the MEA you may use the MOCA only where the navigation signal is actually available; the 22 nm rule is VOR-specific and doesn't apply to GPS.(Instrument Procedures Handbook (FAA-H-8083-16B); 14 CFR 91.177(a))
  • In controlled airspace, fly the altitude ATC assigns. In level cruise in uncontrolled airspace below 18,000 MSL: odd thousands on magnetic courses 0-179°, even thousands on 180-359° (magnetic course, not heading; except while holding, turning, or climbing and descending). At and above 18,000 MSL, flight levels.(14 CFR 91.179)
  • The IFR flight plan becomes active with your clearance. At a towered airport it closes automatically on landing; at a nontowered airport, you must close it with ATC or Flight Service.(AIM, Chapter 5, Section 1 (preflight and flight plans))
  • Check NOTAMs, the Chart Supplement and the TPP for every airport you might use, including GPS and navaid outages, the departure (ODP, SID or diverse departure, and its climb gradient) and the arrival (STAR), runway lengths and takeoff and landing performance.(AIM, Chapter 5, Section 1 (preflight and flight plans); 14 CFR 91.103)

Route and charts

  • Plan on airways (Victor airways and RNAV T-routes) or direct with GPS, considering navaids, special use airspace and preferred IFR routes in the Chart Supplement.(Instrument Procedures Handbook (FAA-H-8083-16B))
  • Use the IFR enroute low altitude charts, the Chart Supplement and the Terminal Procedures Publication for departure, arrival, approaches and alternates.(Instrument Procedures Handbook (FAA-H-8083-16B))
  • Check NOTAMs for every airport and navaid, and GPS outage NOTAMs if you depend on GPS.(AIM, Chapter 5, Section 1 (preflight and flight plans))

Altitude

  • MEA: obstacle clearance and navigation signal coverage on the airway. MOCA: obstacle clearance, with signal coverage only within 22 nautical miles of a VOR.(Instrument Procedures Handbook (FAA-H-8083-16B))
  • MRA (minimum reception altitude): the lowest altitude at which an intersection can be identified from the navaids that define it. MCA (minimum crossing altitude): cross that fix at or above it before climbing to a higher MEA. OROCA (off-route obstruction clearance altitude): obstacle clearance off the airways only, with no guarantee of navigation, radar or communication coverage.(Instrument Procedures Handbook (FAA-H-8083-16B))
  • Without published altitudes, stay 1,000 feet above the highest obstacle within 4 nautical miles (2,000 in designated mountainous areas).(14 CFR 91.177)
  • Choose an altitude that also considers winds aloft, the freezing level, gliding distance to a landing area, and oxygen: the required crew must use it above 12,500 feet cabin altitude for any time over 30 minutes and at all times above 14,000; above 15,000 every occupant must be provided it.(14 CFR 91.211)
  • IFR cruising altitudes: as assigned by ATC in controlled airspace; in level cruise in uncontrolled airspace below 18,000 MSL, odd thousands on a magnetic course of 0-179° and even thousands on 180-359°.(14 CFR 91.179)

The numbers

  • For each leg: course, distance, true airspeed and the power setting, winds aloft, heading, groundspeed, time, climb and descent rates, ETA in UTC and fuel; then weight and balance for takeoff and landing.(Instrument Flying Handbook (FAA-H-8083-15B))
  • A worked leg: 120 nm on a magnetic course of 080° at 8,000 feet, true airspeed 135, wind from 270° at 25 knots: a tailwind, so groundspeed about 160 and 45 minutes. At 9.5 gallons per hour that is about 7 gallons; add climb fuel, the approach and missed approach, the leg to the alternate, and 45 minutes (about 7 more gallons).(Instrument Flying Handbook (FAA-H-8083-15B))
  • Recompute in flight: if the groundspeed is 20 knots below plan and the fuel at the destination would now leave less than the alternate plus 45 minutes, divert or stop for fuel early.(14 CFR 91.167; Risk Management Handbook (FAA-H-8083-2A))
  • ETAs and the flight plan use UTC (Zulu time): convert from local time carefully, including daylight saving.(AIM, Chapter 5, Section 1 (preflight and flight plans))
  • Fuel: destination (with the approach and missed approach), then the alternate if required, then 45 minutes at normal cruise (or 45 minutes after the destination when no alternate is needed), plus your own margin for holding, vectors and headwinds.(14 CFR 91.167)

The flight plan

  • An IFR flight plan includes the aircraft identification and type, equipment codes, true airspeed, departure airport and time (UTC), altitude, route, destination and estimated time en route, fuel on board, the alternate, the pilot in command's name and address, and the number of persons on board.(AIM, Chapter 5, Section 1 (preflight and flight plans); 14 CFR 91.153(a), 91.169(a))
  • Filing, the clearance and departing are separate steps. At a towered airport, get the clearance from clearance delivery or ground. At a nontowered airport, get it by radio or phone. A "hold for release" means you may not depart until released.(AIM, Chapter 5, Section 1 (preflight and flight plans))
  • A void time: depart before it. If you don't, tell ATC as soon as possible, and no later than the notify-by time given (at most 30 minutes after the void time), or search and rescue starts. Departing after a void time has expired means no IFR separation and a 91.173 violation.(AIM 5-2-7; 14 CFR 91.173)
  • Close it: automatically on landing at an airport with an operating tower; at a nontowered airport, or one whose part-time tower has closed, cancel with ATC in the air when in VFR conditions outside Class A, or with ATC or Flight Service by radio or phone after landing.(AIM, Chapter 5, Section 1 (preflight and flight plans))

Risks on the way

  • Use PAVE: the Pilot (current, rested, proficient), the Aircraft (equipped, maintained, performance), the enVironment (weather, terrain, airports, airspace) and External pressures (schedules, passengers).(Risk Management Handbook (FAA-H-8083-2A))
  • ATC services have limits: radar coverage gaps, workload, and no guarantee of weather or terrain avoidance in every case. You’re still responsible.(AIM, Chapter 5, Section 1 (preflight and flight plans))
  • Planning apps can be wrong: outdated databases, wrong winds, or routes ATC won’t clear. Cross-check the route and numbers.(Instrument Flying Handbook (FAA-H-8083-15B))
  • Fuel: plan for the realistic case (a hold, a missed approach, the alternate), not just the legal minimum. Land with reserve, not hope.(14 CFR 91.167)
  • Icing on the route: check the freezing level against the MEAs and tops. Before takeoff, remove every trace of frost or ice. Climbing, cruising or descending into ice, expect a rising stall speed, falling airspeed and a heavier, slower airplane; turn back, climb or descend to warmer air, tell ATC and land with extra speed and no extra flaps unless the POH says otherwise.(Aviation Weather Handbook (FAA-H-8083-28A); Instrument Flying Handbook (FAA-H-8083-15B))

4 · Ask your student

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

  1. Recall · What are the IFR fuel requirements?

    A strong answer: Enough to fly to the destination, then to the alternate if one is required, then 45 minutes at normal cruise.

  2. Understand · What’s the difference between an MEA and a MOCA?

    A strong answer: Both guarantee obstacle clearance. The MEA also guarantees navigation signal coverage on the whole segment; the MOCA guarantees signal only within 22 nautical miles of the VOR.

  3. Apply · You depart a nontowered airport in IMC. How do you get your clearance and what does a void time mean?

    A strong answer: Call ATC or Flight Service by phone or radio. If the clearance has a void time, I must be airborne before it; if not, I tell ATC within the time they gave me, and I can’t depart IFR on that clearance.

Scenarios to talk through

  • Your planned altitude is above 12,500 feet for 45 minutes. What does that mean for oxygen?

    Sound decision: As crew you must use oxygen for the time above 12,500 beyond 30 minutes; above 14,000 at all times. Better: use it earlier to avoid hypoxia.

  • A NOTAM shows the ILS at your destination is out of service. What changes?

    Sound decision: Check the other approaches and their minimums: the 1-2-3 test still applies to the destination, but the higher nonprecision minimums may change whether you can expect to get in. The alternate doesn't need a precision approach; what rules one out is alternate "NA", an unmonitored navaid or no weather reporting.

  • You land at a nontowered airport and forget to close your IFR flight plan. What happens?

    Sound decision: Search and rescue may start. Close it promptly with ATC or Flight Service.

5 · Common student errors

  • Planning only the legal fuel.

    Why it matters: Holds and vectors eat the reserve.

    How to correct it: Plan a realistic margin.

  • Assuming MOCA gives signal coverage.

    Why it matters: Only within 22 nm of the VOR.

    How to correct it: Use the MEA unless you’re within 22 nm.

  • Local time on the flight plan.

    Why it matters: Wrong ETAs.

    How to correct it: Use UTC.

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 IR.I.C: pilotprep.pro/exam?exam=IFR&focus=IR.I.C

7 · References

  • Instrument Procedures Handbook (FAA-H-8083-16B), En route operations
  • Instrument Flying Handbook (FAA-H-8083-15B), IFR flight
  • Aeronautical Information Manual (AIM), Chapter 5, Section 1
  • 14 CFR Part 91, 91.167, 91.169, 91.177, 91.179, 91.211
  • Instrument Rating ACS (FAA-S-ACS-8C), Area I
  • Airman Certification Standards, task IR.I.C

PilotPrep instructor lesson plan, from the Cross-Country Flight Planning (Instrument) 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.