Cross Country

Q: What defines a cross-country flight for private pilot purposes?

A flight that includes a landing at a point more than 50 NM straight-line distance from the original departure point.

Q: What publications must you reference during planning?

Sectional charts

Chart Supplement (formerly A/FD)

NOTAMs

Weather sources (METARs, TAFs, prog charts)

POH

FAR/AIM

Q: How do you determine true course?

By measuring the angle between your route and true north using a sectional chart and plotter.

Q: What is the difference between true heading and magnetic heading?

True heading: corrected for wind

Magnetic heading: true heading corrected for variation

Q: How does wind affect your groundspeed and heading?

Headwind → decreases GS

Tailwind → increases GS

Crosswind → requires WCA adjustment

Q: What happens if you underestimate a headwind?

Slower GS

Longer flight time

Increased fuel burn

Risk of fuel exhaustion

Q: How do you calculate fuel required?

Fuel flow (GPH) × time enroute + reserve (minimum 30 min VFR day, 45 min night)

Q: Where do you get fuel burn data?

From the POH performance charts.

Q: How does density altitude affect your cross-country planning?

Reduces climb performance

Increases takeoff distance

Reduces engine efficiency

May require route/altitude adjustments

Q: Why is checkpoint selection important?

For pilotage and situational awareness—easy-to-identify landmarks every 10-15 NM.

Q: What makes a good checkpoint?

Distinct

Easily visible

Not easily confused (e.g., lakes, highways, towers—not r

Q: How do you plan around controlled airspace?

Identify boundaries on sectional

Determine communication requirements

Plan altitudes/routes to avoid or comply

Q: You're flying toward Class C airspace—what must you do?

Establish two-way radio communication before entering.

Q: What is your cruising altitude selection based on?

Direction of flight (hemispherical rule)

Winds aloft

Terrain/obstacles

Airspace

Q: What are your personal minimums for cross-country planning?

(Example answer)

Visibility: ≥ 6 SM

Ceiling: ≥ 3000 ft

Winds: ≤ 15 knots / 10 crosswind

Fuel reserve: ≥ 1 hour

Q: What are common hazards in cross-country planning?

Weather deterioration

Fuel mismanagement

Airspace violations

Navigation errors

Pilot fatigue

Q: How do you mitigate fuel risk?

plan conservative burn

Add extra reserve

Identify fuel stops

Monitor fuel in flight

Q: What should you do if weather deteriorates enroute?

Divert early

Turn around

Land at nearest suitable airport

Q: What is "get-there-itis" and how does it affect planning?

A hazardous attitude causing poor decision-making and risk-taking to complete the flight.

Q: What are the three methods of navigation?

Pilotage

Dead reckoning

Electronic navigation (VOR/GPS)

Q: You are off course—what should you do?

Turn to last known point

Recalculate heading

Use GPS/VOR

Follow "5 Cs": Climb, Communicate, Confess, Comply, Conserve

Q: Why is dead reckoning important even with GPS?

Backup navigation in case of system failure.

Q: You planned a flight with a 10-knot headwind, but now it's 20 knots. What changes?

GS decreases

Time increases

Fuel required increases

May need fuel stop or diversion

Q: Halfway through your flight, your ETA is increasing beyond your fuel reserve—what do you do?

Immediately divert to nearest suitable airport.

Q: Walk me through your cross-country planning process in order.

1.Assess personal readiness (IMSAFE, PAVE)

2.Gather weather briefing, NOTAMs, charts

3.Check aircraft airworthiness (AROW)

4.Plot route on sectional (course, distance, checkpoints)

5.Calculate headings, groundspeed, time

6.Compute fuel requirements + reserves

7.Evaluate airspace and select altitude

8.Identify alternates and risks

9.Complete nav log and brief the flight

Q: What are the first 3 things you check before planning?

Weather

NOTAMs

Aircraft status (airworthiness/fuel)

Q: What documents/sources are required?

Sectional chart

Chart Supplement

NOTAMs

Weather briefing (METARs, TAFs, winds aloft)

POH

FAR/AIM

Q: How do you determine airworthiness?

Airworthiness certificate

Registration

Operating limitations (POH)

Weight & balance

Q: Flight planning vs risk management? Describe them

Flight planning = calculations/logistics

Risk management = identifying & mitigating hazards

Q: Course 180°, wind 270° @ 20 knots—what wind components?

Wind from the west → right crosswindNo headwind/tailwind component (pure crosswind)

If you don't correct for crosswind?

You will drift off course (track error)

Q: Difference between TC, TH, MH, CH?

TC: intended path over ground

TH: TC corrected for wind

MH: TH corrected for variation

CH: MH corrected for deviation

Q: How do you apply variation and deviation?

"East is least, West is best"

Subtract east variation, add west

Then apply deviation from compass card

Q: If wind speed increases, what happens to WCA?

WCA increases (more correction needed)

Q: How do you calculate total fuel required?

Fuel flow × total flight time + reserve + taxi/climb allowance

Q: Legal VFR fuel reserves?

Day: 30 minutes

Night: 45 minutes

Q: Danger of "best case" fuel planning?

Leads to fuel exhaustion if conditions worsen (winds, delays)

Q: If groundspeed decreases?

Time increases → fuel burn increases

Q: Why lean mixture in cruise?

To improve fuel efficiency and prevent engine fouling

Q: What determines cruising altitude?

Direction of flight (hemispherical rule)

Winds

Terrain/obstacles

Airspace

Q: How do you plan around airspace?

Identify on sectional → decide to avoid or comply → plan communications

Q: Requirements for Class B, C, D?

B: clearance required

C: two-way communication

D: two-way communication

Q: How does Special Use Airspace affect planning?

May restrict or prohibit entry → must check status and avoid or coordinate

Q: What are personal minimums?

Pilot-defined limits stricter than legal minimums for safety

Q: Risks of overwater flying?

Limited landing options

Survival concerns

Navigation challenges

Q: How to mitigate overwater risk?

Life vests/rafts

Fly within gliding distance when possible

File flight plan

Maintain altitude

Q: When would you cancel a flight?

Unsafe weather, aircraft issues, fatigue, exceeding personal minimums

Q: Tailwind becomes headwind—what changes?

Lower GS, longer time, higher fuel burn → may require diversion

Q: Fuel lower than expected halfway?

Divert immediately to nearest suitable airport

Q: Arrive 10 minutes late at checkpoint?

GS is lower than planned → recalculate ETA and fuel

Q: GPS fails—what do you do?

Use pilotage + dead reckoning + VOR

Q: Weather worse ahead than forecast?

Divert, delay, or turn around—never press into unsafe conditions