Cross Country Flight Planning

Departure Procedures (DP): AIM 5-2-9

1. Diverse Departure (DD)

When used: If no ODP or SID is published. FAA obstacle assessment confirmed a clear 40:1 surface (200 ft/NM).
Procedure:
- Climb straight ahead to 400 ft AGL, then turn on course.
- Maintain at least 200 ft/NM climb gradient.
Clearance: Automatic if no ODP exists (you don’t need ATC clearance for it).
Responsibility: Pilot ensures obstacle clearance until radar vectors/ATC instructions.

2. Obstacle Departure Procedure (ODP)

When used: Published if obstacles penetrate the 40:1 surface and diverse departure isn’t possible.
Procedure:
- Textual or graphic in the TPP (“Takeoff Minimums and (Obstacle) Departure Procedures”).
- Follow published route, climb gradient, and equipment requirements (DME, RNAV, radar, etc.).
Climb requirements: Standard = 200 ft/NM, unless a higher gradient is published (e.g., 350 ft/NM).
Clearance: May be flown without ATC clearance, unless ATC gives conflicting instructions.
Responsibility: Pilot’s responsibility for obstacle clearance.

3. Standard Instrument Departure (SID)

When used: Published for ATC flow management and sometimes obstacle clearance at busy airports.
Procedure:
- Graphic, charted routes with lateral/vertical/speed restrictions.
- “Climb via SID” = comply with all altitudes, speeds, and routing.
Climb requirements: As published (minimum 200 ft/NM unless higher specified).
Clearance: Must be cleared by ATC. You can decline by filing “No SID.”
Responsibility: ATC for separation, Pilot for complying exactly with SID chart.

4. Radar Vectors

When used: ATC issues radar headings to join a route or airway (may be listed on chart as “Expect radar vectors to join ___”).
Procedure:
- Fly runway heading or as assigned until ATC issues vectors.
- Once under radar contact, ATC assumes obstacle clearance responsibility.
Climb requirements: Pilot must still meet 200 ft/NM minimum until ATC vectors take effect.
Clearance: Explicit ATC instructions (must be under radar control).
Responsibility:
- Pilot until radar contact established.
- ATC once vectoring begins.

IFR Departure Clearance

C.R.A.F.T.

Clearance: departure, and cleared to...

Route: points, or "as filed"

Altitude: what altitude or when to expect a specific altitude

Frequencies: departure ATC

Transponder: IFR squawk code

Standard Terminal Arrival (STAR)

Purpose
- Published IFR arrival routes that transition aircraft from the enroute structure into busy terminal areas.
- Designed to simplify ATC clearances, reduce frequency congestion, and organize arrivals.
Where published
- In the Terminal Procedures Publication (TPP).
- Always graphic charts, often with multiple entry transitions (from different directions).
- Typically terminate at a fix where vectors to final are given, or where the STAR feeds directly into an instrument approach.
Clearance
- Must be cleared by ATC to fly.
- You may decline STARs by filing “No STAR” in the remarks section of the flight plan.

IFR Altitudes: FAR 91.177

Holding Patterns: AIM 5-3-8

Entries:

Direct
Parallel
Teardrop

Position Reports: AIM 5-3-3, 91.183, 187

M.A.R.V.E.L.O.U.S.V.F.R.C.500

M: Missed approach
A: Airspeed ±10 kts or 5% change of filed TAS (whichever is greater)
R: Reaching a holding fix
V: VFR on top
E: ETA changed ±2 minutes (non-radar environment)
L: Leaving a holding fix/point
O: Outer marker fix (non-radar environment)
U: Unforecasted weather (91.183)
S: Safety of flight (91.183)
V: Vacating an altitude/FL
F: Final approach fix (non radar environment)
R: Radio/Nav/approach equipment failure (91.187)
C: Compulsory reporting points (91.183)
500: Unable to climb/descend 500 fpm

Examples of compulsory and non-compulsory reporting points

Procedure Turns: AIM 5-4-9

Purpose
- A maneuver to reverse course and align the aircraft inbound on the final approach course.
- Gives you a way to lose altitude, reverse direction, and establish inbound to the FAF when vectors or a hold-in-lieu aren’t provided.
Depiction
- Shown on the approach plate with a barb symbol pointing to the side where the turn must be made.
- The “barb side” = the protected side.
How to fly it
- Fly outbound on the depicted course.
- On the barb side, make a 45° turn away, then a 180° turn back, to intercept the inbound course.
- Alternate shapes (teardrop, racetrack, etc.) may be used as long as you stay within protected airspace.
- Max speed = 200 KIAS.
Distance limitation
- Complete the entire course reversal within 10 NM of the depicted fix (unless chart says otherwise).

When PTs are not allowed:

S.H.A.R.P.T.T.

Straight in

Hold in leu of a procedure turn

Arc

Radar vectors

P(no) Procedure turn

Timed approach

Teardrop course reversal

Contact and Visual Approaches

Visual Approach

Initiation: Can be assigned by ATC or requested by pilot.
Weather: Airport must have 1,000 ft ceiling & 3 SM visibility (basic VFR conditions).
Pilot requirements:
- Must have either the airport or the preceding aircraft in sight.
- Remains under IFR clearance but transitions to visual navigation.
Responsibility: Pilot responsible for traffic and terrain clearance once cleared.
Missed: Treated like a go-around, coordinated with ATC (not a published missed).
Use: Expedites traffic flow when conditions allow a visual to the runway.

Contact Approach

Initiation: Must be requested by pilot (ATC cannot assign).
Weather:
- At least 1 SM flight visibility.
- Must remain clear of clouds.
- Destination airport must have a published instrument approach.
Pilot requirements:
- Navigate visually with ground references.
- Obstacle clearance is solely pilot’s responsibility (unlike vectors or visual to the runway).
Responsibility: Pilot provides own separation from terrain/obstacles; ATC still provides traffic separation.
Missed: If conditions deteriorate, coordinate with ATC for alternate clearance or published missed.
Use: Helpful when weather is below visual approach minima but still allows scud-running with ground references.

Lost Communications

Step 1: Verify headset is plugged in and the correct frequencies are loaded.

Step 2: M.E.A. (use the highest of:)

M: Minimum Enroute Altitude
E: Expected altitude
A: Assigned altitude

Step 3: A.V.E.F. (in this order:)

A: Assigned
V: Vectors
E: Expected
F: Filed

Take into account:

OROCA and MOCA (faa)/MORA (jeppesen)
IFR cruising altitudes
FAF/IAF for the expected approach

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