Instrument rating · ACS IR.I.C
Cross-Country Flight Planning (Instrument)
Planning an IFR cross-country: the route, the altitude, the numbers, the flight plan, and the risks that don’t show up on the chart.
Why this one matters
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.
Can’t miss
- •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)
What you should know
Route and charts K1
- 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 K2
- 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 K3
- 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 K4 · K5
- 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 R1 · R2 · R3 · R4 · R5 · R6 · R7
- 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))
Scenarios
Decide what you would do first, then see the worked answer.
Your planned altitude is above 12,500 feet for 45 minutes.
What does that mean for oxygen? See the worked answer
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.
14 CFR 91.211
A NOTAM shows the ILS at your destination is out of service.
What changes? See the worked answer
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.
14 CFR 91.169
You land at a nontowered airport and forget to close your IFR flight plan.
What happens? See the worked answer
Search and rescue may start. Close it promptly with ATC or Flight Service.
AIM, Chapter 5, Section 1 (preflight and flight plans)
Common mistakes
Planning only the legal fuel.
Holds and vectors eat the reserve.
Instead: Plan a realistic margin.
Assuming MOCA gives signal coverage.
Only within 22 nm of the VOR.
Instead: Use the MEA unless you’re within 22 nm.
Local time on the flight plan.
Wrong ETAs.
Instead: Use UTC.
Now train it
Say it out loud, hear it asked, and take the quick check in this lesson’s practice pack. It tracks your shaky spots.
Got it?
When it feels solid, practice cross-country flight planning (instrument) out loud with our examiner.
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Sources
- 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
Study aid, not FAA guidance. Regulations change; check the current text at eCFR and the ACS. Checked against current sources 2026-11-13.