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Instrument rating · ACS IR.I.C · lesson pack

Cross-Country Flight Planning (Instrument)

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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.

1 · Know these cold

  • •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)

2 · The lesson

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))

Want it all on one page, with scenarios? Read the full lesson.

3 · Say it out loud

Answer each one out loud, then check yourself and mark how it went.

  1. Remember Recall it

    “What are the IFR fuel requirements?”

  2. Understand Explain why

    “What’s the difference between an MEA and a MOCA?”

  3. Apply Use it on a flight

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

4 · 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.

5 · Quick check

Answer, then reveal. Flag anything you want to see again.

  1. 1. Minimum IFR altitude with nothing published, nonmountainous?

  2. 2. And in mountainous areas?

  3. 3. When must crew use oxygen?

  4. 4. IFR cruising altitude on a magnetic course of 090 in uncontrolled airspace?

  5. 5. How is an IFR flight plan closed at a towered airport?

  6. Scenario6. Departing a nontowered airport in IMC, what’s a void time?

Trained it? Now prove it: practice cross-country flight planning (instrument) out loud with our examiner.

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Connect it

One situation that runs across this lesson and its neighbors in the same ACS area. Decide first, then check.

Connect it · Preflight Preparation

Your last six approaches were 7 months ago. The forecast for your destination one hour either side of your arrival is ceilings 1,200 feet and visibility 3 miles.

Can you file and fly this, and what must the plan include? Decide, then see the worked answer

Not as pilot in command under IFR yet. You need six instrument approaches, holding, and intercepting and tracking courses within the preceding 6 calendar months. You're in the second 6 months, so you can still regain currency without an IPC: fly the missing tasks in simulated instrument conditions with a safety pilot, or in an approved FFS, FTD or ATD, or with an instructor. Until you're current you can't act as PIC under IFR or in weather below VFR minimums, and once the second 6 months have passed, only an IPC restores it. Once current: under 91.169 you need an alternate unless the destination has a standard instrument approach and, from 1 hour before to 1 hour after your ETA, the forecast is at least a 2,000-foot ceiling above airport elevation and 3 SM visibility. Either value falling short triggers it, so the 1,200-foot ceiling alone means you need an alternate here, even though the 3 miles meets the rule. At the alternate, published alternate minimums govern (and 'NA' means it can't be used); where none are published, the forecast at your ETA there must be at least 600-2 for a precision approach or 800-2 for a non-precision one. An airport with no instrument approach works only if the forecast allows a descent from the MEA, an approach and a landing under basic VFR. Fuel covers the destination, then the alternate, then 45 minutes at normal cruise.

14 CFR 61.57(c)-(d), 91.167, 91.169

Brings together: Pilot Qualifications · Weather Information · Cross-Country Flight Planning

Teaching this? The instructor lesson plan →

Study aid, not FAA guidance. Sources: Instrument Procedures Handbook (FAA-H-8083-16B); Instrument Flying Handbook (FAA-H-8083-15B); Aeronautical Information Manual (AIM); 14 CFR Part 91; Instrument Rating ACS (FAA-S-ACS-8C). Checked against current sources 2026-11-13.