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Preparing a Cross-Country
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Contents:
Item; ... Cross-Country Student Pilot Experience Requirements; ...Cross Country Checkride; ...Airport/Facilities Directory; ...The Pilot Operating Handbook; ...Cross-country Planners; ....Flight Planning Basics and More; ....Planning a Cross Country; ...Beginning; ...Spacing Departure End to Destination Checkpoints; …Timing Checkpoints; …Key Elements of Cross Country Planning; …Cross-Country Radio Preparation; ...Suggested Radio Procedures; ...Night Before a Cross Country; ...Preflight Weather; ....Information from You; ...NOTAMS; ...Standard Weather Briefing; ...Abbreviated Weather Briefing; ...Outlook Weather Briefing; ...In-flight Briefing; ...Pilot Questions of Briefer; ...Avoiding Convection; ...Get the Weather and More; ...Now That You Have the Weather; ...Morning of a Cross Country; ...E-6B; .More E-6B..New E-6B Lesson; ...Electronic Calculators; ...Plotter; ...Navigational Log; ...Suggested Log Procedure; ...Simplified Form:; ...A Flight Log; ...Before a Cross Country; ...Cross-country Lessons; Cross Country Suggestions; ...Departure from Gnoss; ...Departure from STS; ...Arrival at Red Bluff; ...Cross-Country Phase Check; …California to Illinois; …Money Well Spent for Flight Planning; …Planning the Long Cross-Country; …Fuel Consumption Check; …Making an Airport Compass Chart; … Quick Cross-Country Planner; …PPPPs; …Opinion on Cross-Country Planning; …Cross-Country Lessons; …Cross-Country Problem Areas; …Planning the ETA; …Student Effort; …A Better Way to Fold Charts; …Available Aircraft Performance Efficiency; ...Flight Over the Border; ...Weather Preparation; ... May Be Worth the Price; ...Teaching the E6-B; ...
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Item
Failure to familiarize yourself with all terrain features along your flight path has been judged by the FAA as a violation of the FARs.

Cross-Country Student Pilot Experience Requirements
Each flight with a landing at a point more than 50 nautical miles from the original departure point counts as cross-country time. Once flight must have landings at a minimum of three points, one of which is at least 100 nautical miles from the original departure point. FAR 61.109(b)(2) and 61.129(b)(3)(ii). An instrument student must have 50 hours of cross-country time subsequent to getting the private pilot rating.

Cross-Country Checkride
Test covers pilotage, dead reckoning, radio navigation, diversion to an alternate and lost procedures. Course must be long enough to check weight/balance and fuel calculations. PTS is said to allow flight to three miles either side of course. Altitude within 200'. You should hold to less than 1/4 mile off-course before making a correction. Radio navigation requires you to select and identify a navaid, locate your position, intercept and track a radial/bearing and note station passage. Diversion to an alternate requires you to pass a knowledge portion during the oral. Altitude and airspeed control is required as is prompt diversion to alternate with approximate heading, ground speed, fuel consumption, and ETA. All oral information is covered in Chapter 7 of AC 61-23B and AC 61-21A.

Lost procedures are usually covered during the oral. There are ways of creating "lost" situations in flight. Be prepared to demonstrate sufficient skill and knowledge to select the best course of action.

Airport/Facilities Directory
You will need a current Airport/Facilities Directory (A/FD). These are published every 56 days and contains supplemental information about airports and nav aids that cannot be easily places on sectionals. The FAA does not say that a pilot must have an A/FD, they do imply that you will be sorry if you don't.

The Airport/Facility directory has current information on airports, facilities, frequencies and procedures. GPS information is still to come. Airports are identified as to type of operation and special procedures available. Radar facilities and specialty information is listed such as Doppler radar and FSS facilities. Included are phone numbers

--1/3 of all VOR have direction/altitude restrictions that are spelled out in the A/FD. Get one before you begin making your cross-country flights. FAR 91.103 prescribes preflight action that can only be taken by having an A/FD.

--Center frequencies are in the back. Once NOTAMS have been published in the A/FD they are unavailable in routine briefings of NOTAMS you get by asking the FSS technician.

--Sectional chart changes of frequencies, outages, noise abatement, closures, that become semi-permanent are only available in the A/FD. This means that only the latest edition is a valid issue.
--Special Notices section.

The Pilot Operating Handbook
You will need a Pilot Operating Handbook (POH) specific to the year and model of the aircraft. You need it to confirm that the airports, runway lengths, elevations, times and distances are within the performance capabilities of your aircraft. FAR 91.151 indicates that you must have enough fuel to fly to your intended destination + 30 minutes day and 45 minutes night reserve. A fuel stop is not a waste of time, it provides time for you to make considered decisions and safer options.

Cross-Country Planners:
These computer plans cost several hundreds of dollars. They are optimized for your aircraft and will be will be direct, efficient and will take all the available information into the planning.

AOPA now has a Planner (2003)

Recommended:
$1.75 for plan if you give credit card information. Galaxy 98 Northwest Aero Associates of Elko, Nevada. 702 753-6990 http://www.nwaero.com
Give basics of planned route of flight and time of departure.
Delta Technology International www.flightplan.com
MentorPlus (Jeppesen) www.mentorplus.com
Flight|Soft and Vista 800 533-3211

Flight Planning Basics and More
1. Know your airplane
2. Plan your load, fuel, airports, and weather
3. Know your route
4. Plan safest not shortest. Altitude selected as optimum for the airspace.
5. Know yourself.
6. Plan your limits, options, no-go factors and risk level.
7. Plan your what-ifs.
8. Beyond the no-go, consider mid-flight cancellation.
9. Set your flight standards
10. VFR, Wind velocities, fuel reserves, course tolerance, changing course options, altitude selection, communications.
11. Plan your checkpoints
12. Spacing, timing, ETAs, checklist emergency options, descent point
13. Plan your worst case situation
14. First, fly the plane, radio options

And More
--Basic VFR uses pilotage with a line on a map, checkpoints and compass heading.
--Practice with a chart over familiar areas will show you that what you see is not always on the chart.
--The ability to select useable checkpoints on a route is a basic skill best taught and learned by practice.
--Checkpoints are best if evenly spaced backwards from destination and on the left side of aircraft.
--Fly visually between two checkpoints at your cruising altitude and you have the required compass heading from your compass.
--Get the time between evenly spaced checkpoints and you can get your estimated time of arrival (ETA) and ground speed.
--Dead (Ded) reckoning is done the same way as pilotage but assumes you have no visual references.
--Add five minutes for every departure and another five for arrival if flight is below 5000 feet.
--Pilotage begins with line on the map, the true course, variation correction gives you magnetic course, wind
correction gives you magnetic heading and the deviation card gives compass heading.
--Magenta dashed lines on the chart gives the + variation required
--True winds from an FSS are used with true course on map to determine wind correction angle.
--Pilotage can be done by drawing true vectors of course and wind with a protractor and ruler just as accurately as with an E6-B
--True airspeed figures are obtained from POH for power setting and altitude selected.
--In most situations once you are flying you use your magnetic course numbers written on the chart.
--The assumption is (correctly) that the wind will never be as forecast.
--You must be on your magnetic course to use the wing tip to determine time at a checkpoint.
--An airport vicinity route will seldom make a big difference in your time en route.
--Use cruise climb or less if winds are against you. High winds are stronger.
--Climb high to pick up favorable winds.
--Fly to right side of valleys and roads
--Lean your mixture.
--Watch the weather movements and fly a day before or two days after a front.
--Vertical planning is more likely to cause an accident than lateral planning.
--Scud running (down and dirty) requires intimate knowledge of the area.
--Mountain flying tends to be along passes. AWOS is becoming available in passes.
--Always plan a backdoor option for mountain flying.
--Don't attempt marginal VFR flying at night. The odds are against you.

Planning a Cross-Country
I have my students get as much on the sectional as they can in the way of airport frequencies and information. Of all the cockpit papers the sectional is the most useful to have readily at hand and least likely to get lost. I do not require a 'conventional log' but I do ask them to make a log of their own design with all the checkpoints, Altitudes, MC, WCA, MH, ETA/ATA, Fuel use, etc. Before the flight we transfer all of the practical information on to the sectional. Then we fly the flight and write the info on the sectional as it occurs and can be reverenced directly with surface below. After the flight the information can be written in the log. My intention is to have the information where it is both available and meaningful.

Pilot judgment is a process, which produces a thoughtful, considered and pre-planned decision relating to the aircraft's operation along with the action/inaction to go with that decision. The ability to make the best decision involves searching for and establishing the relevance of all available information regarding a flying situation, specifying alternative courses of action and determining expected outcomes from each. The more knowledge we have the greater the resources on which we have to draw to evaluate a situation and specify a course of action.

Plan to navigate in straight lines where terrain and airports make such flight safe. Often a dogleg near the beginning or end of the flight will permit a much safer, lower, and airport vicinity routing. Try to minimize flight time but remember fuel stop time can be avoided by slower flight speeds. Again, a fuel stop does not waste time. It buys decision making time and provide safer options. Evaluate fuel remaining at every third checkpoint during a flight. Compare your estimates with actual consumption every time you refuel.

Of all the cross-country planning decisions, the no-go decision is the most difficult to make and stick to. We all want to fly. The patience to accept that the figures just do not add up to equal a safe flight takes some seasoning to be come part of your planning. Non-pilots seem all to ready to fly when they have absolutely no comprehension of the hazards involved. You, the pilot, must recognize that only your judgment, training, and skill can make the safe decision.

The preliminaries an instructor uses to determine if a student has properly prepared for a cross-country will cover up to forty different areas. The questioning will cover the FARs, weight and balance, route selection, checkpoint selection, altitude selection, radio procedures, weather and all else needed to file and fly a flight plan. Additional areas include procedures knowledge, use of references, aircraft manual use, maintenance records, required paper work, chart reading, fuel consumption, speed computation and decision making.

BEGINNING:
1. Locate destinations on sectional
2. Draw multiple lines /// between points
3. Starting from destinations try to locate checkpoints that are evenly spaced so that only the first point after departure is uneven. (This makes ETA easy)

Z-marker instead of straight lines might be a better way for writing information along course line..

Timing Checkpoints
Timing is essential. However, the workload can be greatly reduced by selecting visual/VOR checkpoints
that allow for evenly spaced distances between points. You work backwards from your destination working along the True Course line. With a bit of effort you can get points that allow similar spacing distances ranging from 10 to 20 miles along the route. Only your distance from departure airport to first checkpoint would be at variance.

The advantage of this should be obvious. Once you have the time between the first and second checkpoint
after departure you can easily determine your ETA for the remainder of the trip. ETA changes can be made
as wind affects the times.

One of the best benefits of this method is that it is likely to make you study the route more carefully than you would otherwise. Once you have made this method work you will never try any other method other than GPS.

Key Elements of Cross-Country Planning
Preflight preparation and planning is the foundation of safe flying. The failure to recognize the importance of a comprehensive preflight is an invitation to in-flight difficulties. Primary consideration is the condition of the pilot. It takes only one 'risk element' to make a flight no-go.
0.5. Aircraft papers
--Airworthiness certificate
--Registration certificate
--POH or FM on aircraft
--Weight and balance papers
1. Charts
--The line on the cart represents true course
--The sectional has 8-miles to the inch so a ruler can be used to mark checkpoint distances from the straight-line
destination back to the departure either in 8 or 16 mile segments as desired. Quick and easy. Use visual
checkpoints to the left of course where possible and VORs left or right when the intercept angle is 60-degrees
or greater.
-- WAC charts are 16 miles to the inch.
--WAC charts have limited communications and airport information but are useful on longer flights.
--The use of out of date charts or WAC charts for local navigation is a hazardous practice.
--Any flight within the boundaries of an area chart requires possession of that area chart in the aircraft.
--Carrying a current AF/D will give you considerable information not available on charts.
2. Route
--The temptation to fly direct air routes is great. However, the economies of direct route often expose the flight to
unnecessary hazards.
--Select alternate routes.
--Review minimum enroute altitudes.
--Fly low to study terrain clearance. Use this knowledge when flying at night.
--By flying small ifr (I follow roads) or an airport vicinity route you increase your options.
--A slight bend in your route will allow you to avoid over flying high peaks, desolate areas or large bodies of water.
3. The Aeronautical Information Manual
--Answers most airspace questions
4. NOTAMS
--Ask the FSS for all NOTAMS for the route you are taking. This applies to information for all NAVAIDS and
airports.
5. Weather
--What you are looking for is any information that will affect the go/no go decision
6. Navigation Log
--Computed from true course to magnetic course to compass course with wind correction angle to get true
heading to magnetic heading to compass heading for each straight leg of the route.
--get all NOTAMS related to navaids for the route. Put radar frequencies on chart of each area.
6.5 Avionics
--Confirm latest VOR check
--FCC station license
--Com frequencies in and squelch checked
--Navigational frequencies in
--ELT check within five after the hour
7. Flight Plan
--Filing is not required by FAR but it is both a good operating practice and to be expected on a PP checkride.
Along with filing you should know the proper radio procedures for contacting an FSS. how to open, extend,
make a position report, and all the methods to close a flight plan. The FSS often has difficulty handling a
DUATS flight plan. An FSS may have up to twelve different frequencies so you must know how to get the
proper frequency from a sectional. On occasion the transmitter frequency (122.1) will be different from the
VOR receiver frequency.
8. Aircraft Manual or Pilot's Operating Handbook
--Here you will find the operating limitations, performance capabilities, normal and emergency procedures and many other performance suggestions. Considerable testing has been used to develop the takeoff, landing, distance, fuel consumption and weight/balance charts that insure safe operation. Knowing how to use these charts and V numbers is an integral part of flight planning.
--Know your aircraft performance figures for the planned route.
--Plan into every stop and departure for delays.
--Review the airworthiness requirements as they apply to the route and time of the flight.
9. Takeoff Planning
--The takeoff is the second most dangerous single phase of flying. The hazards of the takeoff extend from the
inability or failure of the aircraft to perform, the deficiencies of the airport, the obstructions beyond the runway
and the deficiencies of lighting or navaids used leaving the airport.
9.1Gross Weight
--The takeoff distance and climb capability is based on data from the POH. Every increase in weight makes the
takeoff longer and the climb rate lower. Takeoff distance varies with the square of the weight. Gross weight
is defined as the empty weight of the aircraft plus its useful load.
--Gross weight directly affects stall speed and takeoff velocity
--A 10 percent increase in takeoff weight gives:
--A 5 percent increase in the speed needed for liftoff
--A 9 percent decrease in acceleration capability
--A 21 percent increase in required liftoff distance
--Any weight above maximum allowed gross weight makes the aircraft unairworthy
--A pilot who ignores or is ignorant of his takeoff weight is negligent.
9.2Balance
--Any aircraft load must be arranged to fall within allowable center of gravity limits
--An improperly loaded aircraft out of the C.G. limits will have poor handling qualities.
--A forward CG can overload the nosewheel and cause an uncontrollable condition
--A forward CG will decrease performance
--A forward CG will make the stall speed higher
--An aft CF will decrease static and dynamic longitudinal stability
--A stall with an aft CG will be sudden and violent
--An aft CG will dangerously affect recovery from a stall
--An aft CG will allow the elevator to overstress the aircraft and cause structural failure
9.5 Pre-takeoff Check
--Time check
--Mixture check
--Flap check
--Transponder code in and on
10. Altitude
--Density altitude is the combined effect of pressure, altitude and temperature.
--Aircraft instruments are calibrated under standard conditions for sea level 59 degrees Fahrenheit and 29.92
inches of mercury
--Air temperature and air pressure normally decrease with any increase in altitude
--Density altitude is computed by correcting for pressure and temperature variations from standard
--Higher density altitudes reduce engine power, propeller efficiency and wing lift
--Density altitude can increase takeoff requirements by 25 percent for every 1000' of elevation
--POH takeoff charts require you to use pressure altitude and temperature figures accurately.
--For best performance the air/fuel mixture must be properly leaned.
--Humidity affects engine performance more than anything.
--Add 10% to your performance figures in high humidity situations.
--At high densities use the same usual indicated airspeeds. True air speed changes.
--Be sure to lean the engine for best power at density altitudes above 5000 feet.
--Plan for early morning and late afternoon departures.
--If ever in doubt about density altitude effects, stay on the ground.
11. Wind
--A headwind that is 10-percent of your liftoff speed will lower T.O. distance by 19-percent
--The same amount of tailwind will increase T.O. distance by 21-percent
--Regardless of the wind the indicated airspeed for takeoff will be the same.
--Failure to select the proper runway is a major cause of takeoff accidents
--A 90-degree crosswind is effectively the same as a calm wind.
12. Runway
--Acceleration and braking is affected directly by surface condition
--Manual information is for level, dry and hard surfaces
--Any slope, gradient, composition or condition other than level, dry, and hard makes a difference
--Runway gradient is maximum difference in runway centerline elevation divided by its length
--Maximum runway grade and longitudinal grade change is 2 percent
--Runway length must be increased 20-percent for each 1 percent of upslope
--A one-percent upslope raises takeoff requirements by two to four percent
--An uphill into the wind takeoff is preferred to a down slope and downwind takeoff
--Known effect of water, snow, sand, gravel, mud and grass is hard to determine
--Each pilot must make his own decision but doubling is a minimum requirement
--Dry short grass on firm ground requires 107 percent of book figures.
--If power loss occurs on takeoff, land straight ahead
13. Ground Effect
--Drag is reduced close to the ground due to restricted airflow around the wing.
--Ground effect makes it possible for an aircraft to lift off the ground and not be able to climb.
--Leaving the ground in ground effect at too high an angle means that the nose must lowered to regain
flying speed. With insufficient altitude to do this a crash is certain.
--It is best to lift off in ground effect and stay close to the ground to accelerate

Spacing Departure and Destination Checkpoints
A. Some compromise between a good checkpoint and equal spacing may need to be made. Usually a slight change in distance can make this system work. Likewise, it is important that the distances be measured only by using the scale along the vertical lines of longitude. The checkpoints are not required to be evenly spaced but it does make fuel and time estimates easier. It is more important that checkpoints be easily identified.
B. Three identifiable elements to confirm point
C. Use a 60-degree+ VOR radial as backup for points. 60 degree angle or higher.
D. Preferably on pilots side of course line
E. Located so as to account for visibility, speed and conditions.
F. Use VOR to/from departure/destination
--1. Account for altitude/range/obstructions
--2. Possible malfunction/ident required
--3. Double check OBS/compass/heading indicator
--4. Enter essentials on log and sectional
G. Fly an airport vicinity route. Avoid desolate areas.
H. Start with FULL tanks. Use the POH to figure fuel consumption.
Refuel to FULL at each stop and compare your estimates with actual. Start to revise POH figures to fit actual fuel used as you make other flights until you get more realistic estimates.

Cross-Country Radio Preparation
X-Country preparation
Take a bottle of water (2) and some snack food. Except for STS there are no places to eat planned. Willows is a possible if you must. Be sure to amend/extend flight plan if you stop.
Take cell phone and call me when on the ground if you feel like it.

Write time on chart that you reach each checkpoint.
Don't be afraid to let go of the yoke and hold heading with rudder.
Hold chart so that the course line on the chart is pointed over the nose.
Fold chart so that it is about 8" wide with the course line in the middle.
Hold chart up to check and write on it.
Looking down will cause you to descend and turn.
At each stop review the radio work for the next leg.
Write out flight plan forms ahead of time.

Suggested Radio Procedures... for VFR flight Gnoss to Red Bluff via Santa Rosa and back
Departure from Gnoss
123.0 Gnoss traffic Cessna -- student pilot departing 31 on course Santa Rosa
122.35 Oakland radio Cessna -- student pilot listening 122.35 over
Open my flight plan Gnoss to Red Bluff via Santa Rosa off at (minutes after hour)
FSS reply...
Don't bother with radar to STS.
120.55 Get STS ATIS
118.5 Santa Rosa tower Cessna -- student pilot two east of Old Navy field (Fair grounds)
with ATIS request straight-in 32 will report two mile final.
or will report left downwind 14.
121.9 Santa Rosa ground Cessna -- student pilot clear of (runway #) taxi to transient
request progressive taxi assistance.
Stop and get signature in logbook.

Departure from STS
120.55Get STS ATIS
121.9 Santa Rosa ground Cessna--student pilot transient parking with (ATIS) request progressive taxi assistance to 32/14
118.5 Santa Rosa Tower Cessna -- student pilot ready 32/14 right/left turn on course
Red Bluff (Note time off)
122.35 Oakland radio Cessna --student pilot position report listening 122.35 over.
Cessna -- off Santa Rosa at (minutes after the hour) estimate Red Bluff at (time after hour) You are allowed to be 1/2 hour overdue before closing. Request current
winds aloft at three and six along route and conditions at Red Bluff if available.
Make sure to have specialist check NOTAMS to confirm that all the VORs you are planning to use are up and running. Ident every VOR as you use it. One way to dothis is to leave the NAV volume barely loud enough for you the hear all the time.
127.8 Oakland Center Cessna -- student pilot over
Cessna -- is a C-l52/U VFR Santa Rosa to Red Bluff on first student x-country out of 2000 feet for 4500 request VFR advisories. Center will give you transponder code... write it down, say it back and put it into transponder. Ident if asked.
You do not need to ask if you change course or altitude; just tell specialist what you are doing. Any time you become concerned, just ask him to verify your position and course. Make course corrections as he suggests. If he ignores you for a period of time call and ask for 'radio check'. As you cross the hills advise center that you are descending to 2800 and request frequency change. He will tell you that radar service is terminated and to squawk
VFR (1200). Acknowledge with aircraft numbers.

122.4 Go to Rancho Radio (FSS) Rancho Radio Cessna -- student pilot VFR Santa Rosa to Red Bluff I have Red Bluff in sight close my flight plan.
It is better to do this in the air but possible to do on the ground sometimes. Use phone if you must.
123.6 Red Bluff Unicom Cessna -- student pilot inbound from VOR along right side of I-5
at 2400 request traffic advisories.
If no response:
Red Bluff traffic Cessna --student pilot inbound from VOR along right side of I-5 at 2400 planning to overfly prior to landing Red Bluff.
Check out the wind sock and make a 45 entry to the appropriate runway.
Red Bluff traffic Cessna -- student pilot over the field at 2400 planning landing
(runway) Red Bluff. Red Bluff traffic Cessna (short identification) on left 45 for
(runway) at 1400 Red Bluff. Red Bluff traffic Cessna -- left downwind for -- Red Bluff. Red Bluff traffic Cessna -- left base for (runway) Red Bluff. Red Bluff traffic Cessna -- final for (runway) Red Bluff. Red Bluff traffic Cessna --clear of runway.

Suggest you get fuel even though you probably have enough to get home. There is only one time you can have too much fuel. (joke) Gas receipt will serve as proof of arrival but try to get logbook signed. Use phone on ground to call Rancho FSS to file flight plan. You can 'air file' the plan but it takes a while. Put route of flight as I-5 and 80 to Gnoss
123.6 Red Bluff traffic Cessna -- student pilot departing (straight-out/left downwind) via I-5 for Gnoss.
Note time off

122.4 Rancho Radio Cessna -- student pilot listening 122.4 over.
Open my flight plan Red Bluff to Gnoss off at (time after the hour) Request winds at 3 and 6.
If the winds are against you, fly at 1800'. If winds are with you, fly at 2800'.
Fly higher if you are uncomfortable lower, but once you are above 3000' AGL you
must fly the hemispheric rule which for the route as far as Nut Tree would be 3500 or 5500.
124.5 Sacramento Approach Cessna -- student pilot, over
Cessna -- is a C-152/U VFR Willows at 2800 enroute Gnoss via I-5 and 80
request VFR advisories. Approach will give you transponder code... write it down say it back and put it into transponder. Ident if asked. Any time a radar facility says, "Cessna --Radar contact." Acknowledge with your aircraft number.
Cessna -- contact Travis Approach on 126.6
Cessna -- going to Travis on 126.6
126.6 Travis Approach Cessna -- student pilot level at 2800
Travis jets fly their pattern at 4000 in that area so keep an eye out. Should a jet come your way, feel free to turn away and then advise Approach.
Cessna -- contact Approach on 119.9
Cessna -- going to 119.9
119.9 Cessna -- student pilot level at 2800
As soon as you get over the hills at Napa...
Cessna -- request frequency change Oakland Radio
Or wait for Travis to say...
Cessna -- you are leaving my airspace, frequency change approved squawk VFR
122.35 Oakland Radio Cessna -- student pilot listening 122.35
Cessna -- VFR Red Bluff to Gnoss I have Gnoss in sight close flight plan

Optional-
Enter VOR frequencies and radials to course line through nearby airports as pre-planning for emergency diversion. Mark on sectional. Use large Z markers along course line to put data.
--Make a scratch log of the checkpoints, distances, times
--The distance between checkpoints becomes greater as speed and visibility become greater.
-- The distance between checkpoints is made identical beginning from your destination. The distance to your first checkpoint will vary. Using this system makes ETAs much easier to figure in your head.
--Next to each checkpoint make a large 'Z' with an arrow at each end. Write the distance in each direction on the arms of the Z.
--Get as much essential information from your work sheets and logs on to the sectional as is practical.
--Design your own log sheet using ideas from other sources. Your own log is going to be more practical and useful when you have designed it to fit into the way you do your planning and the information you will need. Like a checklist this will take five revisions to develop a functional log. Start with everything and then begin to eliminate.
-- Checkpoints, magnetic courses, radio frequencies, altitudes, and pattern altitudes should be transferred to the sectional.
--You can adjust your ETA at every checkpoint. If the flight planned will not work don’t hesitate to make changes.
--Know the airspace along and beside your route. Know the upper and lower limits of any airspace you may be crossing over or under. Make airspace a part of your planning.
--Make your checkpoints so that half checkpoints can be used if poor visibility should occurs. You want to be able to see from checkpoint to checkpoint.
--Know where the other airports are along your route.
--Know where your your ARrOW papers are in the aircraft.
--Know how to use to estimate distance and bearings on a sectional.
--Use power and re-trim when in slow flight.
--Use Post-Its to make finding your private pilot required logbook entries.

Make a scratch radio frequency card
--Orally review on a tape recorder communications with ground, tower, FSS, radar, and flight watch
--Mark sectional to show initial call up points
--What if...plans

Mark sectional for fuel stops/tank changes, compass course pattern altitudes, and required altitudes
--A. Plan for headwinds and higher fuel consumption
--Prepare a checkpoint checklist (see page three)
heck airport operation hours for lights, fuel, food, etc.

Night Before a Cross-Country
1. Make preliminary FSS contact to determine:
A. Get weather, Z level, fog, visibility, precautions
B. Get forecast winds at 3, 6, & 9 thousand
C. Use information to prepare navigation log
2. Prepare Navigation log:
A. Add 5 minutes to legs for t/o & landing for flights below 5500'.
B. Compute ETE between points/fuel used
C. Transfer magnetic course to sectional
D. Put pattern altitudes by airports
E. Draw in your expected approach pattern
3. Prepare radio/navigation log
A. Frequencies in expected sequence
B. VOR/OBS radials/mark well on sectional
C. Know 122.1/VOR, 122.0, 122.2, 123.6, 122.9, 122.75, 121.5 and correct uses.

Preflight Weather
Weather does not care about your priorities or even your decisions. Collection of weather information begins several days before the flight and continues until reaching destination. Three days prior you get an Outlook Briefing from either FSS or DUATs. Then comes the Standard Briefing a few hours before the flight with an Abbreviated Briefing just prior to the flight. The pilot must convert this information into a go/no go decision. Always wait for Briefer to complete his order of information before asking questions.

Information from You
1. Aircraft identification and type
2. Your qualifications
3. Pre-solo as student with instructor
4. Student solo with/without instructor
5. Type of flight
6. Local
7. Between airports
8. Cross-country
9. Night
10. Departure point and route
11. Times involved (use local but learn to think Zulu)
12. Ask for 48 hour outlook for forward planning of next flight

NOTAMS
The Notice to Airmen Publications is now issued every 28 days. NOTAMS have hundreds of obscure items that must be sifted to find what is important. What is important to you is your departure point, route, and destination. Temporary flight restrictions are important if they include your route. NOTAMs Ds and FDCs will be published in the A/FD and in a biweekly Notices to Airmen.

NOTAMS can be added, changed, or deleted without notice. The NOTAM briefing of a short flight to another airport will not protect you under FAR 91.103 for your return flight. The FAA uses the potential endangerment factor to determine grounds for a violation. If they want you, they can and will get you.

Some briefings are more complete than others. If you know about the weather and route you can get an abbreviated briefing that will take only a couple of minutes. A standard briefing covers an entire region and can take fifteen minutes or more. If you are going any distance beyond 50 miles you should ask for NOTAM Ds. If you use DUAT get a route briefing since it will include NOTAM Ds. Have the briefer check FDC NOTAMS for your route for flight restrictions. To get a partial DUAT printout: High light, File print, selection

--Simply asking for Notices to Airmen (NOTAMS) is not enough.
--The information for all 5,600 airports receives full distribution.
--Yearly notices exceed 148,000 with 1,400 active on a given day.
--Taxiway information may be a NOTAM L for local distribution and runway information may be NOTAM D for distant distribution.
--DUAT does not do NOTAM L.
--When a FSS briefer checks NOTAMs, he is referencing NOTAM Ds. for your route. The NOTAM-D is for distant airports.
--NOTAM Ls are limited in FSS distribution and are not of 'vital' importance. The NOTAM-L is for local airports.
--Flight Data Center NOTAMS (FDC) are regulatory. FDC NOTAMs are for navaids. ATC Delays and flow control advisories
--FSSs do not provide published of special notices unless specifically asked for them.
--An FDC NOTAM could cover such things as the President's position, emergency disaster restrictions or special rules during Olympics.
--NOTAMS

Standard Weather Briefing
--Adverse Conditions and Info related to safety
--VFR Flight Not Recommended
Briefer recommendation
Pilot's decision

--Synopsis
Type, location and movement of conditions.
--Current Conditions
Summary from all sources next two hours
--En route Forecast
Forecast for route in route sequence
--Destination Forecast
Weather for ETA + 1 hour
--Winds Aloft
Forecast directions and velocities for planned route and altitudes.
--NOTAMS
The NOTAM-D is for distant airports. The NOTAM-L is for local airports. FDC NOTAMs are for navaids.
--ATC Delays
Flow control advisories

Abbreviated Weather Briefing
1) Call FSS and ask for a briefing. One trick to know here is that unless you know what magic words to say, you'll get a full briefing; this isn't necessarily bad, but if all you want to know is one piece of data, it's tedious. What you need to say is, "I'd like an abbreviated briefing; I need current conditions at XYZ". This is an update of prior briefing

2) Get a (free) account on DUAT. Instructions how to do that are in the AIM. This will give you access to all the same weather you would get from FSS. Many people find this more convenient.

3) Look in the AFD -- there may very well be a local number you call to hear the ATIS audio broadcast over the phone.

Outlook Weather Briefing
If departure is 6 hours or more away
Followed by standard briefing

In Flight Briefing
Flight Watch-specify type of briefing desired

Using the FSS
Pilot Questions of Briefer
1. What if. . . weather moves faster or slower.
2. What about convection, Z-level, and fog?
3. What will warn you of worsening conditions?
4. What is my best escape route.
5. Mr. Briefer do you have any alternate suggestions?
6. Mr. Briefer, would you go flying with me?

Avoiding Convection
--Depart real early in the morning.
--Don't fly when thunderstorms exist at night.
--If caught, slow to Va, prepare cockpit and belts, lights on, wings level, no autopilot, no turns, fly instruments

Get the Weather and More
1. Briefing, synopsis, present, forecast, AIRMETS, SIGMETS, PIREPS, NOTAMS and phone call to destination.
2. Don't fly into possible ice or deteriorating conditions.
3. Don't fly if you can anticipate being in unfamiliar regions.

Now That You Have the Weather:
1. Is he weather above my 'personal' minimums?
2. How old is the weather information. Can I get some 'real-time?"
3. If the weather sours what are my alternatives. Always plan for alternatives at both ends of the flight.
4. What winds can I expect and plan for takeoff, enroute, landing?
5. Do I have the pilot\aircraft capability to avoid problems?
6. Does the flight look like a 'good' one?
7. Once en route, how do things look?
8. VFR pilots have more difficulty with low ceilings than storms. Low ceilings are sneaky. They don't become a problem until its too late.
9. For long flights you should record your ETAs in Zulu time since that will enable you to compare the ETAs with the time of the weather forecasts.

Morning of a Cross-Country
1. Call the FSS
Update weather information - get surface winds-NOTAMS. The briefer has a limited time. He is required to follow a given procedure. Any mistakes will be on the conservative side. You have to hear the rehearsed speech before a meaning exchange of information can begin. The briefer gives you all the bad news first. The general weather synopsis is of questionable value for local flights. The FAA briefer is an aeronautical mother-in-law. Plenty of advice on how to do something without having to deal with the consequences. A good briefing depends on the skill and experience of the flight service specialist. You are not required to be a weather expert. However, you must have the ability to take the information presented and make the go-no-go decision. Very often FSS information seems designed to keep us from flying instead of giving information sufficiently complete, accurate and understandable enough to make possible an intelligent decision. Even a student must learn to make intelligent weather decisions.

Questions:
1. Describe your experience level and ask the FSS specialist, "If you were at my level of experience would you go??"
2. Is the weather improving (we only fly into improving weather) at a rate faster/slower than forecast?
3. Pilot reports?
4. Turbulence or winds of 30 kts?
5. Severe weather etc. Is there a SIGMETS/AIRMETS
6. Base go/no go decision on the actual conditions reported.
7. Leave yourself an optional way out.
Actions
1. File flight plan
2. Finalize planed route & arrivals
3. Tell someone of your plans/aircraft #/route/alternatives
4. Clothes suitable for eventualities/shoes
5. Emergency kit/tools/tape/blankets/water/matches/flashlights\ spares

E-6B
Dalton's original Model B calculator name was not part of the famous US Army Air Corps "E-6B" designation. The "E" prefix followed the arbitrary naming of the USAAC "E-1", an earlier Dalton circular computer that ironically really was the Model B with additions. (Ten years later, an "E-1" was a pair of flight trousers. What a fickle Army!) The "6" was also more or less random.

And there was an "E-6A" prototype... I have a picture of it. Production (1940) models became the "E-6B". (Please note the hyphen position. Later copycat companies corrupted the name on purpose.)

One compelling theory is the above naming sequence was deliberately perused to result in a useful inside joke: British navigation devices were (and are) designated as "6B" items.
Kevin Darling
Flight Computer Historian

The E-6B was more created than invented by Phillip Dalton in the early 1930s. It was initially called "The Dalton Dead reckoning Computer" . The exact derivation of E6B is not known but the E-6B has become the generic name for a vast number of similar devices, which include a circular slide rule and a sliding wind angle ground speed plotter. The Dalton E-6B was developed from a large shipboard device for handheld use aboard aircraft. My first E-6B, which is still in the family, is from WWII and made of solid brass with enameled engraving. A quality piece. Plastic E-6Bs became common later in the war. Aluminum and cardboard came later as the E-6B became obsolete with the advent of electronic E6Bs.

With practice the E-6B can be operated with one hand on both sides once the forecast wind has been plotted. The E6B is a circular slide rule that has numerous markings for changing from different forms of measurement. The numerical scales allow relatively rapid solution of proportional problems. The best use of the E6B can be achieved only when you fully understand how proportions work. There are two time scales on the inner circles with distance, and measures on the outside.

The simplest analogy is to use the sun, a man, his shadow, a tree, and its shadow. These can be used to form a proportion since we know the shadow of a man when made a ratio (fraction) to the height of the man will have the same ratio as the (unknown) height of the tree to its shadow. There are 8 different ways these numbers can be arranged as a proportion and 32 different combinations to use three of them to find the fourth.

3 = 4 is a proportion made up of two ratios. They are equal when
6 8 the multiplied product of the diagonal numbers are equal.
3 x 8 = 24 and 6 x 4 = 24
Given any three of the numbers you can find the fourth by simply multiplying the two diagonals and dividing by the remaining
number.
Given the 3, 8 and 6 we can find the four by (3 x 8)/ 6
To be able to use the E6B you must understand how these combinations
exist as time, distance, gallons, Every problem that gives three numbers even with one of them 'understood' is a proportion solvable by the E6B. In addition the E6B user must confirm that an answer is reasonable. The outer scale of the E6B is a measure other than time. The middle scale is time in seconds or minutes, the inner scale is time in hours/:minutes.

A problem that asks how far can you go at 90 miles an hour in twenty minutes has two numbers given and that is the E6B speed index or 60 minutes. As a beginner, you would do well to arrange the numbers as a proportion before doing it on the E6B. As with the shadow analogy we started with, like or related terms must either go one above the other or across the top or bottom of the proportion. Any other arrangement will not give a 'reasonable' answer. There are many ways this can be done but using the E6B format limits our choices.

We have two time numbers. 60 minutes (1 hour) and 20 minutes. They are on the middle scale. The distance of 90 miles 'goes' with the 60 minutes so the scale is rotated until 90 is above the 60. The sought for missing number is a distance on the outer scale above the 20 minutes.

When I was teaching an Adult Education ground school some thirty years ago I always introduced the E-6-B by reviewing proportions and wind vectors.

I used a blackboard protractor and yardstick for the wind-course-track-airspeed-groundspeed problem and solutions. I found that doing this, as an introduction was valuable. The wind vector diagram makes it possible to use the 'test of reasonableness' to your solution. It is possible to get the wind arrow backwards on the E-6-B and get an unreasonable solution.

I also reviewed the making of proportions with the classes. You always have three numbers to put in the proper
relationship in the __= __ equation. Placing them incorrectly will give the incorrect answer. There are eight different ways to place the three numbers that will give the correct solution. Knowing and practicing this on paper makes the E-6-B more understandable.

Not teaching/knowing this basic system of navigation is a modern-day flight training weakness.

More E-6B
The E-6B was more created than invented by Phillip Dalton in the early 1930s. It was initially called "The Dalton Dead reckoning Computer" . The exact derivation of E6B is not known but the E-6B has become the generic name for a vast number of similar devices which include a circular slide rule and a sliding wind angle ground speed plotter. The Dalton E-6B was developed from a large shipboard device for handheld use aboard aircraft. My first E-6B, which is still in the family, is from WWII and made of solid brass with enameled engraving. A quality piece. Plastic E-6Bs became common later in the war. Aluminum and cardboard came later as the E-6B became obsolete with the advent of electronic E-6Bs.

With practice the E-6B can be operated with one hand on both sides once the forecast wind has been plotted. The E6B is a circular slide rule that has numerous markings for changing from different forms of measurement. The numerical scales allow relatively rapid solution of proportional problems. The best use of the E6B can be achieved only when you fully understand how proportions work. There are two time scales on the inner circles with distance, and measures on the outside.

New E-6B Lesson:
Another area of mathematics you will be working with is proportions. Sometimes a proportion is written as: A is to B as C is to D or A:B::C:D

It is easier to write proportions as a group of numbers again on a balance board. You need two numerators and two denominators. In a proportion problem you are given only three of the numbers and are asked to find the fourth. Sometimes, as in percentage, you are given only two of the numbers and are expected to know the third number (100) needed to do the mathematics required to find the fourth. In aviation the number 60 is shown as an index on the E-6B. Most of the operations on the E-6B are proportions and you can check the reasonableness of your soloutions very easily on paper.

Rule: a = c A single fraction can be called a
b d ratio. Two equal fractions on each
side of an equal sign are called a proportion.

You have done this many times in finding equivalent fractions.
1 = 3
2 6

Rule: the product of the numbers diagonal from each other across the equal sign must be equal for the fractions to be equal. 1 x 6 = 2 x 3

I'm going to take a moment now to show you that this single problem can be written eight different ways, as a proportion. The bold number is the number we need as an answer.

1 = 3 or 3 = 1 or 2 = 6 or 6 = 2
2 6 6 2 1 3 3 1

1 = 2 or 2 = 1 or 3 = 6 or 6 = 3
3 6 6 3 1 2 2 1

No matter how it is written the product of the diagonal numbers will always equal 6. Knowing this, if one of the numbers is missing we can find it. Pretend the darker number is missing in each problem above.

The purpose of this is to show you that, as long as related (having the same name) elements of a proportion or percentage problem are not placed on the diagonal, where the numbers go is not important.

Procedure:
On top of a line we put the two given. Using each of the numbers that are diagonal from each other problems above we with a x (multiplication sign) between them. Below the line we will put "Lonesome George". The number without a companion diagonal.
2 x 3 or 6 x 1 or 1 x 6 or 2 x 3
1 3 2 6

1 x 6 or 2 x 3 or 1 x 6 or 2 x 3
2 6 3 1

What this does is make each proportion easy to solve.We can take the shortcut of canceling or go through all the steps of factoring, commuting, and making identity elements.

Electronic Calculators
The E6B in the past few years has been replaced by flight calculators that have indicators and menus to guide you through the processes. Even so, it is important that you be able to draw out the problem to check the reasonableness of your solution. Working backwards to find an unknown wind is one of the more difficult required computations.

Plotter
The first aircraft plotter was invented by a Naval officer named Weems. He adapted the much larger shipboard plotter into a plastic model which was like a ruler with an arc of 180-degrees in the center. The ruler itself had measures for the WAC and sectional charts in both nautical and statute miles. A post-WWII improvement was to make a rotating azimuth dial with arrows indicating the route direction. Until recently all plotters were of a plastic that would be destroyed by heat. Protect any plotter from the sun.

PREPARING A NAVIGATIONAL LOG
Navigational Log
--True North - North Pole, the vertical axis of sectional charts, meridians
--Magnetic North - Magnetic Pole, earth's magnetic lines of force affecting the compass.
--Variation - angular difference between true north and magnetic north. The angle may be to the east or west side of north. Eastern variation is subtracted from true north (Everywhere west of Chicago) and western variation (Everywhere east of Chicago) is added to obtain magnetic course.
--East is least and West is best: memory aid for whether to add or subtract variation. West of Chicago it is always subtracted.
--Isogonic lines - Magenta dashed lines on sectional showing variation. VOR roses have variation applied so that variation can be determined by measuring the angle of the North arrow on the rose from a vertical line.
--Deviation - Compass error. A compass card in the airplane tells the amount of error to be applied to magnetic course to obtain compass course. Make a copy to keep at home for planning purposes.
--True Course - The line drawn on the map. Draw multiple lines with spaces //// from airport center to airport center. Multiple lines permit chart features to be read.
--Magnetic Course - True Course (TC) +/- variation = Magnetic Course. Put Magnetic Course on sectional for use while flying. This course determines hemispheric direction for correct altitude over 3000' AGL.
--Compass Course - Magnetic Course minus deviation gives Compass Course. The difference is usually only a few degrees.
--Course - A route which has no wind correction applied
--Heading - a route on which wind correction has been applied to a course.
--True Heading - angular difference from true course, the line on the chart, caused by the calculated wind correction angle (WCA).
--Magnetic Heading - angular difference from magnetic course caused by wind correction angle; also, obtained by applying variation to true heading.
--Compass Heading - angular difference from compass course caused by wind correction angle; also, obtained by applying deviation to magnetic heading. If wind is AS computed, this is the direction you fly.
--True airspeed - Indicated airspeed corrected for pressure, temperature, and instrument error. This is found in the aircraft manual. Cessna is overly optimistic in its figures.
--Ground speed - actual speed over the ground. This is the speed on which you base your ETA's
--Wind Correction angle - angular correction in aircraft heading required to compensate for drift caused by wind. Correctly computed it will allow the aircraft to track the line drawn on the chart.
--Indicated altitude - Altimeter reading with Kollsman window set for local pressure and corrected for instrument error.
--Pressure altitude - altimeter reading with Kollsman window set for 29.92. Used for density altitude and true airspeed computations.) Temperature is not used in determining pressure altitude.
--True Altitude - distance above datum plane of sea level
--Density Altitude - Pressure altitude corrected for temperature. This is the altitude that determines aircraft performance.

Suggested Log Procedure:
Mnemonics: True Virgins Make Dull Company
TeleVision Makes Dull Company
1. Prepare worksheet for each leg:
WindS Aloft direction and wind speed at planned altitude.
True airspeed from POH for power and altitude planned.

2. Make at least three copies of this in abbreviated form:
Ground Speed True airspeed
Wind Correction Angle
True Course True Heading
Variation Variation
Magnetic Course Magnetic Heading
Deviation Deviation
Compass Course Compass Heading

Fill in Form with informational numbers:
--Wind direction and speed is obtained from the flight service station.
--Ground speed is computed.
--True airspeed (for flight planning) is obtained from aircraft manual.
--Wind correction angle is computed.
--True course is the line drawn on a sectional between two points. A plotter is used to determine its direction.
--True heading is derived by applying wind correction angle to True course.
--Variation is obtained from the sectional by selecting the east/west number from the isogonic lines. Do not use the 30' part of any number. i.e. 16 degrees 30 minutes is used only as 16 degrees. Variation may also be obtained by measuring the angular difference between true north and the '0' of a VOR compass rose.
--Directions on a VOR rose are magnetic.
--Magnetic Course is obtained by adding/subtracting variation from true course. This number should be written along the course line on the sectional since it determines any application of the Hemispheric rule. It is the starting number from which the pilot determines actual wind correction.
--Magnetic heading has no practical application.
--Deviation is obtained from the aircraft compass card.
--Compass course is obtained by applying deviation to magnetic course. It is seldom used.
--Compass Heading is the actual direction you are supposed to fly the plane to obtain a computed/desired ground track. It is the sum/total correction of wind, variation, and deviation.

Simplified form:
GS.. WCA ..TAS.. Wind
Memory device
TC...... TH ....True
var....... var ...Virgins
MC .....MH.. Make
dev .....dev ....Dull
CC .....CH ....Company

A Flight Log
You can buy flight logs ready made, you can learn to use one in a ground school. In my experience a flight log is great to use for planning the flight BUT for the actual making of the flight, I prefer to transfer the essential data of Compass course to the sectional along with all pertinent frequencies, altitudes, and checkpoints. Record ETAs and ATAs on the Z at each checkpoint. You can transfer the information to the log sheet at another time. Save your log sheets. You may well be going that way again. Learn to keep the sectional folded so that information can be used or entered without lowering your head. Hold the sectional up not down to maximize your 'out of cockpit' flying time. You should arrange the following items into a chart that suits your needs. If you find that something is not of actual use, drop if from future revisions.

Course_________________ to __________________
Usable Fuel_____________gal
Altitude_______________ft. True Airspeed _______K
Fuel Burn
Start/Taxi/Takeoff _________gal

TC + WCA = TH + VAR = MH + DEV = CH

Climb to ________feet at _____MH in _________min
Depart ____________Airport Elev _______ft
Cruise ____________feet ______gal
TOTAL USED ____________

ATIS _______ FSS ________ DIAGRAM Power
________% at __________RPM
Gnd _______ Appch _______
_________gal / hr TAS_________
Twr ________ EMG 121 . 5

Departure time ______________ Reserve __________Gal ______________Time

________OPEN FLIGHT PLAN

Enroute Time ______________ minutes
______________________________________________________________________________________

Ground Checkpoints CUM Total ETA ATE CUM NOTES Fuel Notes
Speed DIS Distance time
Leg ATA ATA
Distance

VOR Frequency_________________________________________________________________
Arrive _______________ --------------____________time
Airport
FSS ________ DIAGRAM ATIS DIAGRAM

CTAF ________ GRN ________
ATIS ________ TWR ________ CLOSE FLIGHT PLAN

Before a Cross-Country
1. BEST FLIGHT INSURANCE IS A GOOD PREFLIGHT
A. Full fuel
--l. C-150 3 hours/172 3+ hours-aircraft load a consideration.
--2. Refueling plan/fuel tank change plan
--3. Preheat if required; clean windows\wings
--4. What if...plan
B. Minimum safe altitude
--1. Hemispheric rule (Use MC, odd people live in the East.
--2. Terrain clearance day/night
--3. Following roads/valleys- stay on the right side.
--4. Restricted flight areas en route-contact controlling agency.
C. Emergency procedures
--1. Aircraft
--2. Weather\avoid surprises
--3. Personal

2. ALL AVAILABLE INFORMATION
A. Airplane performance/limitations
--1. Weight/Balance
--2. Mixture control
--3. Climb/descent S-turns
--4. Manual and density altitude figures
--5. What if...plan
B. Weather
--1. Cloud clearances
--2. Visibility minimums
--3. Turbulence
--4. What if...plan
C. Traffic
--1. Large/small
--2. Jump/glider
--3. Airway/approach/patterns
D. What if...plan

3. AIRPORT CONSIDERATIONS
--1. Runway length/slope/obstructions
--2. Pattern direction/altitude
--3. Arrival/call-up/report/radar
--4. Taxi plan/request taxi assistance
--5. What if...plan

4. COCKPIT ORGANIZATION
--1. Checklists
--2. Frequency list and communications/FSS/radar/tower
--3. Current sectional with essential information magnetic course/l/points/pattern altitudes
--4. Pens/money/Provisions/flashlight/batteries

5. PLANNING
--1. Orally review what to say to tower for each possible runway departure/arrival
--2. Do everything on the ground that can be done on the ground
--3. The behinder you get the slower you should go
--4. Allow time for refueling/changing planes etc.
--5. If ever you need a reason to cancel a flight, call the FSS.

Somewhere there will be a problem and a reason.

IFR charts for VFR flying Give distances, frequencies and en route altitude minimums

6. WHAT.IF PLAN
1. Don't get into the airplane without pointing the way you plan to fly.

Cross-country Lessons
--1.Flying through Travis uses 2/3 frequencies.
--2. Spacing checkpoints evenly is a compromise between availability and visibility.
-- 3. A VOR behind a hill is no good.
--4. Pilotage works but only if you have good checkpoints and you stay on the correct course.
--5. Dead reckoning works if you are lucky.
--6. Figuring the 45 entry is not easy now and it won't get any easier. Draw a picture.
--7. You always want to fly too close to a small, strange field.
--8. Writing MH when you mean MC may be the source of a problem.
--9. When flying over a strange mountainous area you should have excess altitude in order to see the lakes in the valleys.
--10. The lake you see does not 'have to be' the lake you want for a checkpoint.
--11. The radio of a helicopter on downwind and base can sound same as an airplane but is much harder to see.
--12. Fatigue is insidious. Slow the aircraft to think things over when arriving at a strange airport on a straight in approach. --13. A straight in approach is harder to judge than a full pattern.
--14. Being low in the first place makes an airport even harder to find.
--15. Some airports require you to fly close to mountains for making the 45 entry. (Petaluma)
--16. When the aircraft makes strange noises...stop to check.
--17. Fly a larger pattern at strange airports. (Sonoma Valley) The problem of trees is mostly psychological. Some airports are hard to find even when you know where they are.
--18. You must make a note on your takeoff checklist to open a flight plan. You must remember to note the time a flight plan should be closed. You can always close early if you want to.
--19. You can fly through a Class D airspace just as easy as you can over it. Just communicate.
--20. If you stop for fuel or a lunch add at least an extra hour to your trip time.
--21. Accept long car rides and weather delays as a necessary factors in becoming an old pilot.

Cross-Country Suggestions
Take
a bottle of water (2) and some snack food. Except for STS there are no places to eat planned. Willows is a possible if you must. Be sure to amend/extend flight plan if you stop. Take cell phone and call me if you feel like it.
--Write time on chart as you reach each checkpoint.
--Don't be afraid to let go of the yoke and hold heading with rudder while you look at chart.
--Hold chart so that the course line on the chart is pointed over the nose.
--Fold chart so that it is about 8" wide with the course line in the middle.
--Hold chart up to check and write on it.
--Looking down will cause you to descend and turn.
--At each stop review the radio work for the next leg.
--Write out flight plan forms ahead of time. Be sure to allow for time on the ground
--Suggested Radio Procedures for VFR flight Gnoss to Red Bluff via Santa Rosa

Departure from Gnoss
123.0
Gnoss traffic Cessna -- student pilot departing 31 on course Santa Rosa
122.35 Oakland radio Cessna -- student pilot listening 122.35 over
Open my flight plan Gnoss to Red Bluff via Santa Rosa off at (minutes after hour)
FSS reply...
Don't bother with radar to STS.
120.55 Get STS ATIS
118.5 Santa Rosa tower Cessna -- student pilot two east of Old Navy field (Fair grounds) with ATIS request straight-in 32 will report two mile final…or will report left downwind 14.
121.9 Santa Rosa ground Cessna -- student pilot clear of (runway #) taxi to transient request progressive taxi assistance to get signature in logbook. (Gas Truck Driver is o.k.) Stop and get signature in logbook.

Departure from STS
120.5
5Get STS ATIS
121.9 Santa Rosa ground Cessna--student pilot transient parking with (ATIS) request progressive taxi assistance to 32/14
118.5 Santa Rosa Tower Cessna -- student pilot ready 32/14 right/left turn on course Red Bluff (Note time off)
122.35 Oakland radio Cessna --student pilot position report listening 122.35 over.
Cessna -- off Santa Rosa at (minutes after the hour) estimate Red Bluff at (time after hour) You are allowed to be 1/2 hour overdue before closing. Request current winds aloft at three and six along route and conditions at Red Bluff if available. Make sure to have specialist check NOTAMS to confirm that all the VORs you are planning to use are up and running. Ident every VOR as you use it. One way to do this is to leave the NAV volume barely loud enough for you the hear all the time.
127.8 Oakland Center Cessna -- student pilot over
Cessna -- is a C-l52/U VFR Santa Rosa to Red Bluff on first student x-country out of 2000 feet for 4500 request VFR advisories. Center will give you transponder code... write it down, say it back and put it into transponder. Ident if asked. You do not need to ask if you change course or altitude; just tell specialist what you are doing. Any time you become concerned, just ask him to verify your position and course. Make course corrections as he suggests. If he ignores you for a period of time call and ask for 'radio check'.

As you cross the hills advise center that you are descending to 2800 and request frequency change. He will tell you that radar service is terminated and to squawk VFR (1200). Acknowledge with aircraft numbers.

122.4 Go to Rancho Radio (FSS) Rancho Radio Cessna -- student pilot Listening 122.4.
VFR Santa Rosa to Red Bluff I have Red Bluff in sight close my flight plan. It is better to do this in the air but possible to do on the ground sometimes. Use phone if you must.

Arrival at Red Bluff
123.0
Red Bluff Unicom Cessna -- student pilot inbound from VOR along right side of I-5 at 2400 request traffic advisories.
If no response:
Red Bluff traffic Cessna --student pilot inbound from VOR along right side of I-5 at 2400 planning to overfly prior to landing Red Bluff.

Check out the wind sock and make a 45 entry to the appropriate runway.

Red Bluff traffic Cessna -- student pilot over the field at 2400 planning landing (runway) Red Bluff. Red Bluff traffic Cessna (short identification) on left 45 for (runway) at 1400 Red Bluff. Red Bluff traffic Cessna -- left downwind for -- Red Bluff.

Red Bluff traffic Cessna -- left base for (runway) Red Bluff. Red Bluff traffic Cessna -- final for (runway) Red Bluff. Red Bluff traffic Cessna --clear of runway.

Suggest you get fuel even though you probably have enough to get home. There is only one time you can have too much fuel. (joke) Gas receipt will serve as proof of arrival but try to get logbook signed. Use phone on ground to call Rancho FSS to file flight plan. You can 'air file' the plan but it takes a while. Put route of flight as I-5 and 80 to Gnoss

123.0 Red Bluff traffic Cessna -- student pilot departing (straight-out/left downwind) via I-5 for Gnoss.

Note time off
122.4 Rancho Radio Cessna -- student pilot listening 122.4 over.
Open my flight plan Red Bluff to Gnoss off at (time after the hour) Request winds at 3 and 6. If the winds are against you, fly at 1800'. If winds are with you, fly at 2800'. Fly higher if you are uncomfortable lower, but once you are above 3000' AGL you must fly the hemispheric rule which for the route as far as Nut Tree would be 3500 or 5500.
124.5 Sacramento Approach Cessna -- student pilot, over
Cessna -- is a C-152/U VFR Willows at 2800 en route Gnoss via I-5 and 80 request VFR advisories. Approach will give you transponder code... write it down say it back and put it into transponder. Ident if asked. Any time a radar facility says, "Cessna --Radar contact." Acknowledge with your aircraft number.

Cessna -- contact Travis Approach on 126.6
Cessna -- going to Travis on 126.6
126.6 Travis Approach Cessna -- student pilot level at 2800
Travis jets fly their pattern at 4000 in that area so keep an eye out. Should a jet come your way, feel free to turn
away and then advise Approach.
Cessna -- contact Approach on 119.9
Cessna -- going to 119.9
119.9 Cessna -- student pilot level at 2800

As soon as you get over the hills at Napa...
Cessna -- request frequency change Oakland Radio

Or wait for Travis to say...
Cessna -- you are leaving my airspace, frequency change approved squawk VFR

122.35 Oakland Radio Cessna -- student pilot listening 122.35
Cessna -- VFR Red Bluff to Gnoss I have Gnoss in sight close flight plan

Cross-Country Phase Check
Date: ______Student________________Recommending CFI______________Phase check CFI____________
Score 1 to 5 (fail)

Chart reading
( ) Chart skills…..( ) Airspace…… ( ) Airport Information….. ( ) VFR Cloud rules… ( )AIM A/F D…..
( ) VFR altitude rules…. ( ) .Selection of routes….. ( ) Selection of Checkpoints……( ) ____________
Remarks:

Cross-County Planning & Navigation
( ) Obtaining weather….. ( ) Definition of terms…… ( ) POH use….. ( ) Use of Magnetic Course…..
( ) Use of True course….. ( ) Use of WCA…. ( ) Pilotage…( ) Dead Reckoning…..( ) Electronic Navigation…..
( ) Filing flight plan….. ( ) _______________
Remarks:

Airport Arrivals and Departures
( ) Use of checklists…… ( ) Airport operations….. ( ) Radio Procedures….. ( ) Short field procedures…..
( ) Soft field procedures…..( ) Cross-wind Procedures….. ( ) Normal procedures….. ( ) Avoiding traffic…..
( ) Adjusting pattern to wind and traffic….. ( ) CRM….. ( ) _______________
Remarks:

Flight referenced by instruments
( ) 4 Basics….. ( ) Speed changes….. ( ) Configuration changes….. ( ) Maneuvers…. ( ) ___________
Remarks:

En route radio
( ) Opening, extending, closing flight plan…… ( ) Use of Radar facilities….. ( ) Getting help……
( ) Giving/getting PIREPS…..( ) Use of Flight Watch…… ( ) CRM ……
Remarks:

En route Procedures
( ) Use of Checklists…..( ) On course/on altitude….. ( ) Groundspeed….. ( ) ETA…… ( ) Traffic watch…..
( ) diversion…. ( ) CRM…..Remarks:

Emergency procedures
( ) Engine failure situations…… ( ) Fire Situations…... Weather problems….. ( ) Lost/disorientation…..( ) Radio Problems……Remarks:

California to Illinois
Using the DigAV-Viewer and planner (Out of Business), I have plotted my trip from Concord to P-ville on my handy-dandy new toy via airways. It tells me that my route is 90 nm longer than a direct' line' route. Over forty of the 90 occur in Missouri from St Joe to P-ville. When I first ran it up, a notice appeared to tell me that the route was 8.8% longer than the great circle. Route via airways is 1675 nm which would make the great circle 1527.6 nm. or 147.4 nm less. I ran a line between the two airports and it came up with 1540 nm with my toy. This is a difference of 135 nm. Where you get 'killed' is the comfort and fuel stops. P-ville is to be my sixth stop. Weather and all other factors permitting, we sleep over in Nebraska and arrive Sat p.m. It's hard to ride the jet stream in a C-172.

My toy will give all data required for a DUATS flight plan with long/lat, distance, altitude, true/mag headings in both directions for each waypoint along with a weather overlay. I presently have 38 waypoints but will probably cut some corners bringing it down to the mid-twenties. I will be able to place a plane on my route that will keep track of mileage flown and remaining as well as altitude of the terrain below. I have printed out a route strip sectional map just in case my laptop dies. I also have printed out all the frequencies from the sectional legends so we can contact ATC when we want to. We have both a LORAN and a GPS with up-to-date data bases. Food, water, emergency kit, flashlights, clothes, basic tools, and still well under gross. Completely servicing aircraft this week.

Money Well Spent for Flight Planning
Not a flight plan form but a planner...I would call it a VFR version of the Jeppesen and Flight Soft programs which cost hundreds of dollars more. I have no commercial or other interest in this planner other than to say I was able to keep my cockpit clutter down to a single sheet of paper and some WAC charts. I demonstrated its capabilities at least forty times on my 3702 mile journey and at the fly-in. I used a laptop but found it not functional in the cockpit. Laptop lighting not bright enough.

On my entire flight to and from Pickneyville I used this new product to see if I could recommend it to my students and the group. For $100 it does a great deal. There is much I have yet to use like direct DUATS filing and weather overlay. I have not entered my aircraft performance into the program but believe it can be done. It comes as a CD with all 37 sectionals of the U.S. You have access to airport information, airways, navaids, and special use airspace. It can be updated free now but may cost in the future. I used AF/D's to get my radio and airport information.

What it does:
Using the entire U.S. you can select any two points as departure and arrival. Your straight line can be used like a rubber band by changing the cursor from a hand (pointer) to a pencil to an eraser. The hand will drag any screen in any direction and will identify any airway, airport, fix, or airspace while giving sequence of leg, altitude, direction, and distance. Put the finger on any part of the screen and it gives terrain altitude. Put it on an airway and it gives the airway number, both true and magnetic direction for your direction of flight, distance, NAVAID frequency and name.

The Pencil will stretch the course line any which way in an instant. It will not move the map. The eraser will remove any fix on the course line causing the course line to snap back to a direct route. Once you have selected your course line, regardless of the length and direction, you can select several scale settings to see detailed terrain, airports, airways, MOAs, or sectional displays of any part of the route. You can read directly any and all of the information that exists on a sectional. The program automatically overlaps the sectionals from side to side and sectional to sectional seamlessly. Any flight can be made and filed directly as a DUATs flight plan. The way I used it required that I type out the plan as follows:

CCR -EKO V108, V6, V393. V200, V6, V32, ELK0 FUEL,
CCR 117.0 030 42 NM TRAVIS APP 119.9
SAC 115.2 O21 49 NM SAC APP 125,25
MYV> 114.4 061 47 NM RNO 122.5 SAC APP 119.1
FMG 117.0 039 61 NM Z0A 127.95
LLC 116.5 039 61 NM RNO 122.4
BAM 112.2 051 54 NM 7.5/9.5\7.5
EKO/BQU 114.5 RNO 122.6
PA 6200 AWOS 132.75 CT 126.5
Close the flight plan
EKO-RKS V32 V142, ROCK SPRINGS FUEL
BQU 114.5 076 91 NM 9500
BVL 112.3 070 98 NM 7500 Cedar City 122.1/112.3
SLC 116.8 051 38 NM 9500 Cedar City 122.4
FBR 108.6 065 61 NM Casper 122.3
RKS 116.0 068
Close the flight plan
RKS-AKO V4, V118, V132, AKRON FUEL V132, V108, V508, 177° , V132, 080° , V234, O94°
RKS 116.0 068 61 NM 9500
CUT THE CORNER
CKW 115.0 094 87 NM Casper 122.4
LAR 117.6 088 43 NM
CYS 113.1 120 96 NM
AKO 114.4 Denver 122.55
Close the flight plan
AKO-HYS V4, V118, V132, V108, V508, HYS FUEL & OVER NIGHT 200 NM
AKO 114.4 114 80 NM Denver 122.55
GLD 115.1 097 69 NM Wichita 122.4 or 122.65 5250
HLC 113.7 119
HYS 110.4 100
AWOS 125.525 PA 3000' Columbia 122.6/ 122.25 ZOA 122.8
Close the Flight Plan
HYS-BUM V244,TO SLN, DIRECT BUM 237 NM
HYS 110.4 081 78 NM, HYS 110.4 082
VFR to Rissell, KS 25nm to visit John Stricker & breakfast
SLN 117.1 098 152 NM
KBUM/BUM 122.9 115.0 089 124 NM Columbia 122.1/115.0 PA 1900
BUM-PJY V234, (On flight MC varies from 090 to 096) 235 NM
BUM 115.0 092 124 NM TO VICHY
Because of weather I diverted to Johnson County Executive and shot the localizer approach there because conditions were better.

Departed Johnson County Executive VFR direct to PJY
MOA TRUMAN-C AUGIE 090 33NM, ALT 1900, CLEAR AT ROACH 74 NM
VIH 117.7 O93 111 NM TO
PJY 115.0< v313/110.4> v335 PA 1400
NDB 215
This meant that I needed only one piece of paper, 4 WAC Charts and four AF/Ds. I made a couple of typing errors that were brief problems.

Planning the Long Cross-Country
The longer the flight the more comprehensive must be the planning. You must plan for delays caused by weather, fueling, aircraft and personnel. Any flight over 400 miles should expect to meet less than VFR weather, a fuel stop, a kidney stop, or something unexpected. You should never fly far enough to have fuel become a concern. With weather briefing weather up to six-hours old when given, a flight of four hours really means you are flying with antiquated weather information. This problem should be reduced by periodic contact with Flight Watch.

The pilot should maintain a pilotage track on the charts and verify by use of LORAN or GPS.
Radio contact should be maintained with ATC even if the flight is made below radar coverage altitudes. You can always give position reports and then get back on radar when possible.

Fuel Consumption Check
One very valuable planning process is to develop an actual fuel burn test at a planned altitude. Load the aircraft to planned trip weight. This test is relatively easy if you have the ability to select from multiple tanks. Do your takeoff and climb to cruise altitude from one tank. Fly full cruise from another tank. You might even fly a maximum range flight from another tank. I am presently considering a flight to Anchorage, AK. As part of the planning we will takeoff and climb on one tank to a cruise altitude of 7500 and then change tanks. By checking the fuel use from the tank we will get an estimate of what to expect in climb. Then again we will fly cruise at altitude while leaned for an hour on a tank and use that consumption for our cruise estimate. Descents will vary considerably so our conservative estimates will exceed required reserves.

For normal flights below 5000' where you climb at Vy and descend at cruise I have found that I can just add five minutes to cruise time and fuel use.

Making an Airport Compass Chart (Olympia, WA)
Beautiful! Butt the bottom of an old Seattle sectional up to the top a Klamath Falls sectional and glue the edges together.

Use a string as a 10 to 12 inch compass to draw a circle the size of a medium Pizza Use Olympia as the center. Paste the Pizza on to a piece of cardboard. Cut out the Pizza to your favorite size.

You are doubly fortunate to have a VOR on the field. Also you have a compass rose as well around the airport. Use the rose to locate all the radials every 30 degrees around the outer edge of the Pizza and write in the numbers. Mark the 10-degrees in between the cardinal headings.

You can string a rubber band through the center and tie it at the outer edge. This will give you any magnetic course you need. With regular use the Pizza directions will become second nature.

I use the backside to write out the radio procedures for any arrival in 30 degree slices of Pizza. I know what to say just by flipping the Pizza over. I make a 15-mile call-up, a 5-mile callup and a 2-mile report that varies with the active runway. All an unfamiliar pilot with this aid needs to do is know where he is and flip over the Pizza and read the proper call-up.

It appears you have runways 27/9 and 35/17.
From the North
For 17...
--A 15 mile callup might be, "Olympia tower Cessna 1234X-ray Boston Harbor at 2700 with Alpha request straight in 35 will report two-mile final." (shoreline) for 9...
--A 15 mile callup might be, "Olympia tower Cessna 1234X-ray Boston Harbor at 2700 with Alpha request left base for 9 will report two-mile base for 27...
--A 15-mile callup might be, "Olympia tower Cessna 1234X-ray Boston Harbor at 2700 with Alpha request right base for 27 will report two-mile base for 35...
--A 15-mile callup might be, "Olympia tower Cessna 1234X-ray Boston Harbor at 2700 with Alpha request direct entry to left/right downwind 35 will report abeam the tower.
--The pilot 'wins' when the tower response is. "34x-ray approved as requested" Try it, you'll like it. No punctuation in radio talk.

Quick Cross-Country Planner
Some ways for planning a cross-country.
1. Check AF/D, or AOPA's Airport Directory) for information.
2. Use sectional charts to get a sense of the route, terrain and airspace involved.
3. Select checkpoints for the route as near identical intervals as possible.
4. Use plotter to get true course for the route.
5. Using plotter, determine length of each segment.
6. Use POH to get airspeeds, time-to-climb, fuel burn and range.
7. Use E6B to calculate magnetic course. Wind will never be as forecast.
8. Draw magnetic course on sectional.

PPPPs
Proper Planning Prevents Poor Performance
Proper Planning Prevents Piss Poor Performance
Proper Preparation Prevents Poor Performance
Proper Preparation Prevents Piss Poor Performance
Prior Planning Prevents Poor Performance
Prior Planning Prevents Piss Poor Performance
Prior Preparation Prevents Poor Performance
Prior Preparation Prevents Piss Poor Performance

Opinion on Cross-Country Planning
One of the things you may find as your experience grows is that you become more adept at dealing with changes of mission, equipment, route, weather etc.

When I first learned to drive a car, I used to hate starting off on a journey without knowing exactly where I was going to park at the other end. If I lacked that knowledge, I would drive badly. It's not the sort of issue that crosses my mind these days...

With the best will in the world, flying always seems to deny the opportunity to plan exactly when one needs it.That used to stress me, as it appears to stress you. Now I think (perhaps unwisely) that I'm better at understanding what's important and what's not in the planning process, so I can adapt the process to the time available. That's much more difficult when you're starting out.

I'm a great fan of the Graeme Edwards line "It's not the plan that is important, it's the planning". Try planning some routes, regardless of whether you intend to fly them or not. You may learn a great deal.
Julian Scarfe

Cross-Country Lessons
I have two types of dual cross-country flying lessons.
--Type one is where I assist in the planning and everything goes as planned.
--Type two is where the student does all the planning and I help by causing problems to arise during the course of the flight.

Cross-Country Problem Areas
Frequently problems are caused by:
--Selection of incorrect flight altitude
--Poor selection of visual checkpoints
--Poor cockpit organization of materials
--Failure to anticipate radio requirements
--Losing track of times between checkpoints
--Failure to locate checkpoints and verify route
--Difficulty planning strange airport arrival
--Knowing when and how to ask for ATC help

Planning the ETA
--Use your DME, GPS or ask ATC.. or…
--Take average cruise speed and divide INTO 60
--Have this as one of your constants on the lap board.
150 kts = .4; 10 miles takes 4 minutes
120 kts = .5 10 miles takes 5 minutes (Best IFR speed for learning if able)
105 kts = .57 10 miles takes just short of 6 minutes
100 kts = .6 10 miles takes six minutes
90 kts = .6.7 10 miles takes just short of seven minutes.
85 kts = .7 10 miles takes seven minutes
--By knowing this speed factor factor for your airplane you have all you need to get ETAs.
--Timing is a good procedure for every phase of flight and approach

Student Effort
Everything you are doing is correct. ( Traditional flight planning with deviation, variation, wind correction angle and ETAs) However, it is pretty much an exercise in futility. No one flys within 3-degrees of an course/heading for. more than two minutes.

Winds are never as forecast. True course is the line on the map. Magnetic course is the direction you fly and altitude according to hemispheric rule. This is the number to put on your sectional.

Look at my web site about how to select checkpoints backwards from your destination in even spaces except for the first one on departure. Plan to be at cruise altitude and speed. Fly to the first checkpoint and line up toward your second checkpoint. Note actual wind correction required and time to checkpoint. Fly a constant heading that takes you there. Adjust heading and time as required for all subsequent checkpoints. Adjust ETA as required for remainder of trip. Aiport arrival is on entering the pattern. Good enough for government work is +/- three minutes.

GPS has made all such planning and figuring of value only as a back-up. Good training when used in conjunction with moving map GPS.
Gene

A Better Method for Folding Charts
You might want to try the following link.
http://www.catskillhikes.com/mapfold.html

It shows the method described below.
First, unfold the chart and lay it flat. Now, fold the chart the long way. In other words, fold it so it is still 3+ feet long, but only 10 or so inches high. Still with me? Now, starting at the left side, fold the chart along the creases in alternating directions. So, make the first fold "over", the next fold "under", etc. If anyone is still with me, your should now be able to open your chart to any location the same as you would open a book. This is great for east/west flights. Like I said, it means you only get one side of the chart...but if you buy two copies of the chart, then you always have one ready to go for the side you are on. And it is SO much easier to keep track of in flight.
Kevin Thorley
Allen,
Open an old sectional out until one flat sheet.
Suggest you run a sample marker line diagonally across the entire chart
Fold it into half lengthwise. Crease
Start at the left end and accordion fold all the way to the right side.
You can now use the folds like pages of a book to follow the line.
You never need more than two of the folds open at a time.
At the halfway point you flip the book over.
Try it, you'll like it.

To do a complete sectional you will need two of them. One for each side.

Available Aircraft Performance Efficiency
--Preflight
--Efficient layout of materials
--Efficient use of time and movement.

--Taxiing
--Getting to the runway
--Best route

--Run-up
--Checklist flow
–Clearing
--Bases and final

--Takeoff
--Vr to Vy
--Normal, short, soft, combo

--Factors (7)
--Temperature, surface, wind sirection and speed, pressure altitude, slope, weight, propeller.

--Climb
--Vx, Vy or cruise
--Rate or angle for altitude and obstructions
--Dutch roll, clearing

--Course
--Wind correction
--Heading

--Altitude
--Absolute altitude has only one airspeed for level
--Charted speeds for all weights and altitudes.
--Slower airspeeds and lower maxim rates of climb with increased altitude.

--Factors
--Temperature
--Density altitude
--Distance to lift off runway
--Available rate of climb after lift-off
--Distance to clear 50 feet
--Hemispheric rule
--Cloud clearance
--AGL vs MSL

--Power
--Manifold/rpm,
--Speed or economy
--Leaning
--Mixture adjustment (9)
--Before taxi, mag check, takeoff and landing
--During climb, let-down and shutdown
--When crusing, changing power
--After landing
--Fuel at 75% or 55%
--35% is minimum for clean level flight.
--POH to verify power output of prop/engine

--Configuration
--Key numbers for airspeed, engine and flaps
–Control
--Smoothness and precision
--Light touch to hands-off

--Controls
--Pitch controls speed vs rate of climb/descent
--Throttle controls what is not being controlled by pitch.
--Bank angle controls rate of turn 15-degrees at 100 knots. or at 150 kts 22-degrees.
--Rudder for less than 5-degrees correction
--Change predetermined power while changing pitch.

--Hood
--Full or partial panel

--Arrival
--Cruise descent
--Rate with pitch and trim
--Speed controlled with power reduction
--Slowdown with pitch and trim
--Rate of descent controlled with power.

--Landing
--Pattern
--Precision
--Pitch to zero descent
--Reduce power when in ground effect. (most critical factor)

--Five Landing Factors
--Type of landing
--Percentage of gross weight
--Flap setting
--Power carried to touchdown
--Gust factor if any.

--Reference Approach Speed Factors
--Short field landing subtract five knots.
--300-pounds below gross subtract five knots.
--A idle power add five knots
--No flaps add ten knots.

Flight over the Border
---Radio license required
--Other countries rules, charts, must be known and flown.
--Aircraft authorization and papers
--Ignorance is not an excuse.
–Use AOPA services

Weather Preparation
Name
❍ Student Pilot
ZULU
Time Zones
Eastern Standard Time (win) 5 hours
Eastern Daylight Time (Sum) 4 hours
Central Standard Time (Win) 6 hours
Central Daylight Time (Sum) 5 hours
Mountain Standard Time (Win) 7 hours
Mountain Daylight Time (Sum) 6 hours
Pacific Standard Time (Win) 8 hours
Pacific Daylight Time (Sum) 7 hours

Winds
❍ Surface @ knots Viz❍ 3000 @ knots Viz❍ 6000 @ knots Viz❍ 9000 @ knots Viz❍ 12000 @ knots VizNotams / Notes
Altimeter Temp Dewpoint

Weather
Lite Scat Bkn O’cast Haze Winds❍ Surface @ knots Viz❍ 3000 @ knots Viz❍ 6000 @ knots Viz❍ 9000 @ knots Viz❍ 12000 @ knots VizWeather; Fronts

Flight Plan Form
Time off* (Zulu) Est. Time Enroute Altitude
EQUIPMENT SUFFIX
X: No transponder
T: Transponder with no Mode C
U: Transponder with Mode C
D: DME, no transponder
B: DME, transponder with no Mode C
A: DME, transponder with Mode C
Y: RNAV, no transponder
C: RNAV, transponder with Mode C
I: RNAV, transponder with Mode C
G: GPS with en route and terminal capability

TYPE
VFR
IFR
Combination

A/C IDENT TRUE AIRSPEED
# ON BOARD
COLOR OF AIRCRAFT
CLOSE VFR PLIGHT PLAN WITH FSS ON ARRIVAL
DEPARTURE POINT ALTITUDE
ROUTE OF FLIGHT
REMARKS DESTINATION
ALTERNATE AIRPORT PILOT’S NAME, ADDRESS, TELEPHONE, AIRCRAFT HOME BASE DEPARTURE TIME A/C TYPE
SPECIAL EQUIP PROPOSED ACTUAL
ESTIMATED TIME EN ROUTE
HOURS MINUTES
FUEL ON BOARD
HOURS MINUTES
FLIGHT PLAN

Departure Date
A/C Type & Call Sign
Briefing Type
❍ Standard❍ Abbreviated❍ Outlook Notams / Notes
Altimeter Temp Dew point
Lite Scat Bkn O’cast Haze❍ VFR❍ IFR Destination
1-800-WX-BRIEF
Standard; Abbreviated; Outlook
Notams / Notes
Altimeter Temp Dewpoint
Lite Scat Bkn O’cast Haze

Time off* (Zulu) Est. Time Enroute Altitude

ALTERNATE AIRPORT PILOT’S NAME, ADDRESS, TELEPHONE, AIRCRAFT HOME BASE
DEPARTURE TIME A/C TYPE
SPECIAL EQUIP PROPOSED ACTUAL
ESTIMATED TIME EN ROUTE
HOURS MINUTES
FUEL ON BOARD
HOURS MINUTES
FLIGHT PLAN
Departure Date
A/C Type & Call Sign

May Be Worth the Price
However this is more powerful in that the resolution is so good you can zoom right down to street level (that is if there is the right data for the area, medium to major cities are covered right now but they're expanding the coverage).

The software isn't free, but the personal edition is $29.95 a year, and they've got a 7 day free trial, and the download is only 9 megs, so it's pretty light. Just go to http://www.keyhole.com.

Teaching the E6-B
Hi,
My name is David Kwapinski and I am a aviation student at the University of North Dakota. I am doing a presentation on the E6-B. I was wondering if you could explain a little more on how it got the designation E6-B. Something about the army? I am confused. If you could give me an explanation that would be perfect. Thank you for your time. David Kwapinski

Dave,
Several years ago the son of the inventor filled me in a bit but I don't remember the details. As best I can remember the inventor was in the Navy. He did several versions until his final version he called the E6-B. I can't recall just why it was called that. After the expensive brass ones came aluminum and then plastic near the end of WWII. You should be aware that most of the problems done on the time distance side of the E6-B are proportions. A person who is uncertain in using the E6-B should work the proportions on paper to make certain the reasonableness of his E6-B answer. A good way to introduce the E6-B would be by displaying a series of proportion problems and their solutions. Then follow up the process using the E6-B. True skill in using the E6-B is demonstrated by using only one hand.

During the war I had a solid brass one that I gave to my son but it has since disappeared. At one
point a marked improvement was made about 1980 by making some cutouts that allowed you to
make 45 entries into patterns but the FAA thought it made the process too easy and prohibited its
use while taking examinations. End of progress.

The wind side of the E6-B is best explained by drawing wind triangles. You need to have a ruler,
protractor or plotter and a relatively large piece of paper. Since wind speeds are in knots, it is best to do speed and distance in knots as well. Make a line on the paper with every 1/16 inch as a nautical
mile. Select a direction and speed for the line. You could do all of these on a sectional as well.
From the far end of the line use a protractor to draw the line that proportionally gives velocity and
direction of the wind.

From the start of your airspeed line draw a line to the free end of the wind vector. This line tells you
your ground speed and wind correction angle Odds are on that no one in your group will have ever drawn a wind triangle so one instructional idea would be to bring (borrow, steal) enough rulers and protractors for every two students. Set up a problem that you already have drawn and solved for the class to do in pairs. Walk them through it. One step at a time.

The value of this is that the E6-B can be done incorrectly several different ways. Ability to draw and
understand the basics of a wind triangle give the pilot a test of 'reasonableness' to his E6-B solution.
You could set up a problem and ask each pair to time how long it takes to get their first solution as
to ground speed and wind correction angle. Do three other problems and have each pair try to
improve their time and accuracy with different winds and flight headings. You may find that the wind triangle can be just as fast as the E6-B and puts the problem on the chart at the same time.
Some examiners use this as a part of their commercial checkride.

What I am giving you is the basis for a presentation as I would do it to a group of would-be pilots. I am showing you the basics needed to understand the E6-B. It is a circular slide rule on one side and an overlay of a sectional direct flight with wind on the other. Your presentation using how to solve proportions and wind triangles will do more to explain the E6-B than actually using it. He who teaches learns twice.

Plotter
The first aircraft plotter was invented by a Naval officer named Weems. He adapted the much
larger shipboard plotter into a plastic model which was like a ruler with an arc of 180-degrees
in the center. The ruler itself had measures for the WAC and sectional charts in both nautical
and statute miles. A post-WWII improvement was to make a rotating azimuth dial with arrows
indicating the route direction. Until recently all plotters were of a plastic that would be destroyed
by heat. Protect any plotter from the sun.

After the expensive brass ones came aluminum and then plastic near the end of WWII. You should be aware that most of the problems done on the time distance side of the E6-B are proportions. A person who is uncertain in using the E6-B should work the proportions on paper to make certain the
reasonableness of his E6-B answer.

A good way to introduce the E6-B would be by displaying a series of proportion problems and their solutions. Then follow up the process using the E6-B. True skill in using the E6-B is demonstrated by using only one hand. The electronic E6-B need not be faster than the whiz-wheel.

Three related elements are always given with one element unknown. Think of a tree (T)and its shadow (S) relative to a pole of known height. (H) find the height of the tree. This is only one eight possible equations. See if you can come up with the other seven. You always multiply the diagonals and divide by the diagonal of lonesome George to get the value of lonesome George. T equals_? (Lonesome George) Think 1/3 = 2/6 and arrange the numbers in eight different but P H correct ways where the diagonals give the same product.

The wind side of the E6-B is best explained by drawing wind triangles. You need to have a ruler,
protractor (plotter) and a relatively large piece of paper. Since wind speeds are in knots, it is best to do speed and distance in knots as well. Make a line on the paper with every 1/16 inch as a nautical
mile. 16 per inch etc until you get one-hour's worth. Six inches = 96 knots TAS Select a direction
and speed for the line as TC. (No variation or deviation) You could do all of these on a sectional
as well. From the far end of the line use a protractor to draw the line that proportionally gives velocity and direction of the wind. in knots and True direction. Forecast winds are always True. Airport winds are always Magnetic. Do all speeds in Knots From the start of your airspeed line draw a line to the free end of the wind vector. This line tells you your ground speed and wind correction angle. To this you must add/subtract variation and deviation.

Odds are on that no one in your group will have ever drawn a wind triangle so one instructional idea
would be to bring (borrow, steal) enough rulers and protractors (plotters)for every two students. Set up a problem that you already have drawn and solved for the class to do in pairs. Walk them through it. One step at a time. The value of this is that the E6-B can be done incorrectly several different ways. Ability to draw and understand the basics of a wind triangle give the pilot a test of 'reasonableness' to his E6-B solution.

You could set up a problem and ask each pair to time how long it takes to get their first solution as
to ground speed and wind correction angle. Do three other problems and have each pair try to
improve their time and accuracy with different winds and flight headings. You may find that the wind triangle can be just as fast as the E6-B and puts the problem on the chart at the same time.

Some examiners use this as a part of their commercial checkride. Important to note that wind direction and velocity is NEVER as forecast. Be prepared to make wind correction adjustments while en route..

The Wind Navigation System I use is ....
I make three blank forms if flying a triangle.

Wind Correction Angle
True Course____________ True Heading_______
Variation_______________Variation___________
Magnetic Course_________Magnetic Heading____
Deviation ______________Deviation___________
Compass Course________ Compass Heading____

True Course is line on chart
Wind Correction Angle is found by wind triangle
Wind direction and velocity aloft found from FSS
True airspeed comes from the power and altitude charts of the POH
Ground speed is found from wind triangle initially
Divergence between all courses and headings will be wind correction angle
Variation is found on chart as magenta dashed line across chart
Magnetic Course determines altitude required by Hemispheric rule
Deviation is found on card attached to compass
Compass Heading is what you FLY between second and third checkpoints
Corrections of wind correction angle and ground speed made en route

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