Cross Country Flight

Pilotage and dead reckoning practical test standards

Before you preflight the airplane, obtain a weather briefing and create and file a flight plan using the techniques described in Flight Eight.

Assuming the weather information suggests your flight is viable, go ahead and file the flight plan. You can file your plan either by calling a flight service station using 1 800 WX BRIEF or online using DUAT. If you call to file your plan, advise the briefer you would like to file a VFR flight plan and simply read the briefer the information you have filled in on the flight plan form. Generally, you should file separate plans for your outbound and inbound flights. You can file your plan when you get your initial standard briefing, or you can make a subsequent call after you have reviewed the briefing and completed your navigation log. If you file with a subsequent call, it’s also a good idea to request an updated briefing at that time to verify conditions are still as planned.

For solo cross-country flights, you must have your flight plan reviewed by an instructor and obtain a logook endorsement from an instructor prior to each solo flight.

Before you start your engine, spend some time organizing your charts and the navigation log so that they are correctly folded and easily visible. You will need some kind of kneeboard to organize these as well as your pens and pencils, E6B, and plotter. You also need to use a watch or the clock installed in your airplane to keep track of time.

Once you have completed your preflight, organized the cockpit, and have everything you need in a convenient place, go ahead and copy the ATIS just prior to engine start. On the basis of the information provided by ATIS, decide which runway to use for departure and, at the same time, determine how you will depart the airport traffic pattern to connect with your planned course. Now, go ahead and start your engine and, assuming you are at a tower-controlled airport, contact ground for clearance to taxi. After you taxi and perform the usual before- takeoff checks, you will be ready to call the tower and request takeoff clearance. You need to tell the tower your direction of flight and/or proposed way of departing the pattern. When you receive takeoff clearance, make a note of your “time off” on your navigation log.

On departure, comply with any instructions from the tower and then work on getting established on your planned course. It is important to use outside visual reference points to get established on course. Do not take off and simply turn to your planned heading. Instead, look for outside visual references that define the position of your course line and fly over them. For your planned heading to work, you must be on the course line when you start flying the planned compass heading.

The tower might vector you on a heading that does not agree with your planned course. If that happens, when they allow you to “resume your own navigation,” you will have to maneuver to get reestablished on course. This possibility accentuates the importance of retaining position awareness at all times. Do not simply follow instructions withoutout keeping track of your position relative to your planned course.

Open flight plan

Soon after takeoff, you need to open your flight plan with a flight service station. Exactly when you do this will depend on your local flight environment and airspace. In general, it’s good to open your flight plan soon after departing the airport. If you depart from a tower- controlled airport, it’s good to do this immediately after the tower permits a frequency change. In cases where the tower hands you off to another facility for flight followingyou should check in with the new facility that will be providing flight following, and then tell them you would like to go off frequency for a few minutes to open your flight plan. They will usually allow this and simply ask you to advise when you are back on frequency. To open your flight plan, you need to call a flight service station. The frequencies for flight service stations are listed in the Airport Facility Directory and on your charts. On a VFR sectional chart, the flight service station frequencies are listed just outside boxes containing VOR frequency information.

If the frequency is followed by an R, it means that frequency is used by the flight service station to receive only. In that case, the flight service station (FSS) will reply on the voice channel of the VOR and you will need to listen to replies using the VOR receiver and frequency. However, in most cases, the frequency specified for the FSS will not have an R next to it, so you can transmit and receive on the same frequency.

Your initial call to the flight service station should be as follows:

“Oakland radio, Cessna 12345, on 122.5.”

Because flight service stations monitor many frequencies it is important to specify which one you are using so they can respond on the correct frequency. Flight service stations are referred to by the name of the facility followed by the word “radio.”

The FSS will reply with something like:

“Cessna 12345, this is Oakland Radio go ahead”

You can then make your request:

“Cessna 12345 request open VFR flight plan from Oakland to Modesto, time off Oakland 1530 Zulu”

If you do not specify your actual time off, they will open the plan effective immediately. The flight service station will reply, saying something like:

“Cessna 12345 your flight plan is open. For en route weather and pilot reports contact Flight Watch on 122.00”

To which you can reply:

“Thanks, good day, Cessna 12345”.

You are just acknowledging their response and the “good day” indicates you are leaving the frequency.

Having opened your flight plan, it becomes very important that you close the flight plan upon arrival at your destination. This must be done less than 30 minutes after the time your plan indicates you will arrive. If you are going to be late contact a flight service station en route and give them a revised estimated time of arrival.

Your estimated time of arrival is calculated by adding the time en route you specified in your flight plan to the time you advised as your time-off time, if you don’t specify a time off when opening your flight plan the time you open your plan is used as the time off by the Flight Serice Station. Therefore, from the point you open your plan it’s important to keep track of elapsed time and to be sure you close or update your plan with a flight service station within 30 minutes of your estimated time of arrival (ETA).

Flight following

If you have been provided with, or intend to request, flight following, you should now call the facility that will provide flight following. For an initial call to an approach control or center controller to request flight following, the call should include the name of the facility being called, your aircraft call sign, the type of request to follow and the word “over.” A typical initial call to request flight following would be as follows:

“Oakland Center, Cessna 12345, request flight following, over.”

The controller will say something like:

“Cessna 12345, this is Bay approach, go ahead”

To which you will respond:

“Cessna 12345, Cessna 152/U, 12 miles east of Oakland VOR, VFR to Modesto, request flight following at 5500 feet.”

This call should include your call sign, aircraft type, position relative to a VOR, your destination, and your request, including desired cruising altitude. The controller will usually respond by advising you to select a specific code in your transponder and to ident to enable him to identify you by radar. He will say something like “Cessna 12345, squawk 01234 and ident” You will acknowledge by reading back the instruction and selecting the code in your transponder. Pressing the ident button will highlight your data tag on the controller’s radar display.

Once the controller has identified you on radar, he will say something like “Cessna 12345, radar contact 12 miles east of Oakland VOR.” Assuming they have correctly identified your position, you can simply acknowledge with your call sign. Then, workload permitting, the controller will provide you with traffic advisories. Even though you are in radar contact, you will not always be provided with traffic advisories. It remains your responsibility to see and avoid other traffic. Also, please note that search and rescue protection is not automatic for VFR aircraft just because they are using flight following. To secure this extra protection, you need to file a VFR flight plan even if you intend to request flight following.

You will be handed off between controllers when you cross controller sector boundaries or transition between controlling authorities. A typical handoff would be as follows: “Cessna 12345 contact Stockton approach on 125.10,” to which you reply, “125.10, so long, Cessna 12345” This acknowledges you have the correct frequency and the so long implies this is your last call to the current controller. You then select the new frequency and call the new controller: “Stockton approach, Cessna 12345 at 5500.” Because you have been handed off, the new controller should already be aware of your intentions, so it is simply a case of advising him you are now on his frequency and letting him know your altitude so he can verify the altitude indicated on the radar display. The new controller will simply acknowledge your call and sometimes will provide a local altimeter setting. Let the controller know if you change your destination or cruising altitude and advise him when you have your destination in sight. Radar service will normally be terminated when you report your destination is in sight.

Upon arrival at your first checkpoint, verify your position by identifying at least two outside geographical features that define your position. Make a note of your actual time of arrival (ATA) at the checkpoint on your navigation log and also note the actual time en route (ATE) on the navigation log. If the actual time en route is significantly different than the estimated time en route, crosscheck your position using outside visual references to confirm that you are where you think you are. If you are confident of your position, but the times are inconsistent, it could be a result of deviations you made from your planned route — or perhaps the winds aloft are different from the forecast. Assuming you correctly identify your first checkpoint, the time en route to your second checkpoint should be more accurate, unless the winds have changed. If you conclude that the winds have changed, and hence your groundspeed is different from what you planned, you should recalculate the time en route for subsequent legs, using your actual groundspeed.

Groundspeed check

To calculate your actual groundspeed, use your E6B and rotate the outer ring until the distance flown between checkoints is opposite the time taken to fly between those checkpoints. Your actual groundspeed will then be displayed opposite the index pointer. Record the actual groundspeed between checkpoints on your navigation log.

If the actual groundspeed is slower than your planned groundspeed, it will take you longer to reach your destination than planned, and you will need more fuel. If the resulting increased time en route means you will have less than your minimum fuel reserve, upon arrival at your destination you must plan an intermediate refueling stop. The FAA requires that, for day VFR flight, you plan to have at least 30 minutes of fuel in reserve on arrival at your destination. If reduced groundspeed means you will have less than 30 minutes fuel onboard upon arrival at your destination, you must make an intermediate refueling stop to add enough fuel to ensure that you have at least the required minimum reserve available upon arrival at your destination. Most pilots prefer to carry significantly more fuel in reserve than the FAA minimums.

If the actual groundspeed is slow enough that you will not arrive at your destination within 30 minutes of your planned estimated time of arrival, then you must contact a flight service station and provide a revised estimated time of arrival (ETA). Otherwise, when you are 30 minutes overdue, it will be assumed that you have crashed, and costly search and rescue procedures will be initiated.

As you fly between check points continue to crossheck your position with respect to outside visual reference points, and verify that your magnetic compass and directional gyro are still in agreement. In the event your directional gyro has precessed so it is no longer in agreement with your magnetic compass, adjust it when you are in straight and level unaccelerated flight.

If the direction of the wind aloft is different from the forecast, it may be necessary to use a different wind correction to remain on course. If outside visual references confirm you are on course, then use whatever compass heading it takes to remain on course. If the winds aloft have changed, this might mean flying a slightly different compass heading than planned.

As you proceed along your route of flight, make a note of the time you reach each checkpoint and complete the other relevant sections of your flightlog. If you are not receiving flight following, it’s a good idea to monitor the ATIS for airports along your route of flight to get local altimeter settings. If your altitude selected takes you through class D, C, or B airspace, you will need to establish contact with the controlling facilities before entering their airspace. In the case of class B airspace, you need a clearance. As a rule, student pilot operations are not permitted in class B airspace without specific training and endorsements. If you are flying through airspace associated with a non-tower airport, you can monitor the relevant CTAF frequency. Generally, you will plan en route altitudes that are above the airspace associated with airports along your route of flight. However, a low ceiling could require you to transition this airspace at a lower altitude than initially planned.

Tower arrival

Once you are within 20 miles of your destination, you should start preparing for arrival — or sooner if you are lucky enough to be flying something faster than the average trainer or if the destination is in class C or B airspace. Assuming your destination is a tower-controlled airport first listen to the ATIS.

This will let you know if the weather at your destination is acceptable and provide you with important information such as the altimeter setting, wind data, and runway in use. Next, assuming you have your destination in sight, you may either contact a flight service station and request that they close your flight plan or you may contact the tower and then close your plan after you have landed. The best strategy depends on factors such as accessibility of a phone once you are on the ground and how busy the airport is that you are approaching. If it is a big, busy airport, you are probably better off contacting the tower sooner, rather than later, and dealing with closing your flight plan once you have landed. If it’s a small airport, or you have doubts about being able to get to a phone on the ground, then consider closing your flight plan in the air. Bear in mind that, if you run into difficulty after closing your plan but before you contact the tower or land, it’s unlikely that search and rescue efforts will be initiated.

Closing flight plan in flight

To close your flight plan, call the nearest flight service station as follows:

“Rancho radio, Cessna 12345 on 122.65”

They will respond with something like:

“Cessna 12345, this is Rancho radio, go ahead”

Then close your plan by saying something like:

“Cessna 12345 has Modesto in sight. Request close flight plan”

They will respond:

“Cessna 12345, your flight plan is closed”

And you can acknowledge with:

“Thanks, so long, Cessna 12345”

You need to complete closing the flight plan soon enough that you can make initial contact with the tower about 15 miles out. If this is not possible, then plan on closing your flight plan on the ground.

Contacting tower

Try to make your first call to the tower about 15 miles out. It should go as follows.

“Modesto tower, Cessna 12345, 15 miles west, 3500 feet, landing with Kilo.”

The call should state the name of the facility being called, your aircraft call sign, your position and altitude, and the code letter for the ATIS recording in use.

They will respond with something like this:

“Cessna 12345, this is Modesto tower. Enter left traffic for runway 28 left. Report left downwind.”

Your response will be a read-back of the key elements of their instructions.

“Left traffic 28 left, report downwind. Cessna 12345.”

If the tower is particularly busy, it is sometimes better to make the initial call using just the airport name and your call sign and then allow the tower to acknowledge you before making your full request.

Once the tower has replied using your call sign, you may enter their airspace and follow their instructions. Do not enter their airspace if you have not established two-way communication!

In most cases, you will receive clearance to land after you make the requested position report. In our example, when you enter downwind the communications would probably be as follows.

“Cessna 12345 entering left downwind 28 left”

The tower will probably reply:

“Cessna 12345 cleared to land runway 28 left.”

There are numerous possible variations on this sequence depending on local procedures and traffic. After landing and clearing the runway, the tower will usually instruct you to contact ground. You can then contact ground using normal procedures and request taxi. If you are unfamiliar with the airport and need directions, ask for a progressive taxi to your desired destination on the airport.

If you did not close your flight plan while still in the air, you must do so on the ground. In some places, you can reach a flight service station by radio on the ground; but, usually, you will need to take care of this by telephone. Use 1-800 WX BRIEF from anywhere in the USA to contact a flight service station. You will need to advise a briefer of your aircraft call sign and tell him that you are on the ground at your destination and would like to close your flight plan.

No-tower arrival

If your destination does not have a tower, you may chose to close your flight plan with a flight service station as soon as the destination airport is in sight.

To close your flight plan, call the nearest flight service station as follows:

“Rancho radio, Cessna 12345 on 122.65”

They will respond with something like this:

“Cessna 12345, this is Rancho radio. Go ahead.”

Then close your plan by saying something like

“Cessna 12345 has Modesto in sight. Request close flight plan”

They will respond:

“Cessna 12345, your flight plan is closed.” You should acknowledge with:

“Thanks, so long, Cessna 12345”

You need to complete closing the flight plan soon enough to enable you to start monitoring the common traffic advisory frequency (CTAF) for your destination about 15 miles out. If this is not possible, plan on closing your flight plan on the ground. Bear in mind, if you run into difficulty after closing your plan, but before you land, it’s unlikely search and rescue efforts will be initiated.

Start monitoring the destination airport’s common traffic advisory frequency about 15 miles out to start building a picture of traffic in the area and possibly establish the runway in use. The CTAF frequency is listed on your chart.

At ten miles out, you should make your first call on the CTAF. The call will be as follows:

“Oakdale traffic, Cessna 12345 is ten miles west, 3500 feet, landing Oakdale. Request airport advisory. Oakdale.”

When using a common traffic advisory frequency, you will be sharing the frequency with other pilots who are also self-announcing their position and intentions. It’s important to make your transmissions brief and accurate. Many airports share the same CTAF frequencies, and it is possible to hear transmissions that apply to a different airport. Therefore, you will start and end all CTAF transmissions with the name of the airport you are using. Because there is no tower, any response will come from other pilots in the vicinity, or possibly from a UNICOM operator who could be an individual whose main responsibility is pumping gas. These people are not air traffic controllers or official weather observers, so do not expect landing instructions or detailed information. The best you can hope for is wind, altimeter and runway in use information. Something like the following is standard:

“Cessna 12345, Oakdale is using runway 28, wind 270 at 10 knots, altimeter 29.98”.

Although not required, it’s a good idea to make another call 5 miles out advising other pilots in the vicinity of your intentions.

“Oakdale traffic, Cessna 345, 5 miles west, 3500, will be entering left traffic for 28, Oakdale.”

If you did not receive a response to your initial request for a field advisory and, consequently, you don’t know the wind direction or runway in use, you will need to plan on over-flying the field to observe a wind direction indicator, such as a windsock, in order to select the best runway. Announce your intention to over-fly the field and plan on doing so at an altitude 1000 feet above traffic pattern altitude.

“Oakdale traffic, Cessna 345, 5 miles west, 3500, will be over-flying the field at 2000 feet, Oakdale.”

Once overhead the field, observe the windsock or any other wind direction indicator to select the most appropriate runway that will allow for landing into the wind. Also take into account any traffic pattern direction indicators when deciding how to enter the pattern.

When over the field, announce how you intend to enter the traffic pattern.

“Oakdale traffic, Cessna 345, overhead 2000 feet. We will be proceeding southwest prior to entering left traffic for runway 28. Oakdale.”

Having decided how to enter the pattern, fly away from the airport to a point well clear of the pattern before descending to pattern altitude and positioning to enter the downwind leg at a 45-degree angle.

Descend so you are at traffic pattern altitude (as listed in the Airport Facility Directory listing for the airport) before you enter the pattern. This is important to improve your chances of seeing other aircraft in the pattern. Assuming you received a response to your request for an airport advisory and know which runway is in use, you should set up to enter the downwind leg of the traffic pattern at a 45-degree angle.

If there is traffic in the pattern, do not enter the pattern until you see the traffic. If traffic has been announced, but you do not see the traffic, stay out of the pattern. Once you have any traffic in sight and enter downwind, make an announcement:

“Oakdale traffic, Cessna 345, entering left downwind runway 28, Oakdale.”

It is important to specify left or right traffic so other pilots will be able to accurately visualize your position. Because there is no tower, there will be no clearance to land. It is your responsibility to verify the runway and approach are clear of traffic before landing. Carefully observe the final approach and runway before turning base. Assuming the final approach and runway are clear announce and turn base:

“Oakdale traffic, Cessna 345, turning left base runway 28. Oakdale.”

On base again check for traffic and then announce and turn final:

“Oakdale traffic, Cessna 345, turning final runway 28. Full stop. Oakdale.”

This transmission includes a mention of how your approach will terminate. It’s helpful to let other aircraft know if you intend to do a full stop landing or a Touch and Go so they can space/pace themselves accordingly.

Once you have landed, taxi clear of the runway and announce: “Oakdale traffic, Cessna 345 clear of runway 28, Oakdale” Because there is no tower, there is no ground control, so it’s up to you to see and avoid other aircraft and to taxi to your destination on the airport without a clearance.

In some destinations you can reach a flight service station by radio on the ground, but usually you will need to do so by telephone. Use 1-800 WX BRIEF from anywhere in the USA to contact a flight service station. You will need to advise a briefer of your aircraft call sign and tell him that you are on the ground at your destination and would like to close your flight plan.

In many training situations, you will often spend little time at your destination. Sometimes just landing and immediately taxiing back for departure. In such cases, you probably will find it more convenient to close your flight plan in flight. When you taxi back, you can reorganize your charts for the return journey in the run-up area and perform the usual before-takeoff checks. Then you will repeat the outbound procedures for your return journey. For longer flights, you will refuel and get another weather briefing before starting the return journey.

Before you leave the airport, always ask yourself, “Did I close my flight plan?” If the answer is no, get on the phone and do so immediately before an expensive search and rescue is initiated. Your flight is not over until your airplane is securely tied down and the flight plan is closed.

Your next flight lesson will be flight ten, which introduces radio navigation in the context of a cross country flight.