The IFR Flight Planning Process PDF

EMBRY-RIDDLE AERONAUTICAL UNIVERSITY The IFR Flight Planning Process
The IFR Flight

Planning Process
for use with aeronautical charts obtained from the
National Aeronautical Charting Office - NACO
www.naco.faa.gov
Flight Training Department

Prescott, Arizona
August 10, 2006
© Copyright 2006 Embry-Riddle

1 Aeronautical UniversityR 06-00 / 10 August 06
The IFR Flight Planning Process EMBRY-RIDDLE AERONAUTICAL UNIVERSITY
Introduction
This document is intended to serve as a reference guide for planning

IFR flights. It contains a summary of required planning steps, ranging
from gathering weather information to laying out the route of flight.
Specific details to these steps are contained in the reference material
noted in Appendix A.
All charts used in the following document are expired and are intended
for reference only. Under NO circumstances are they to be used for
navigation.
The Office of Flight Standards would like to acknowledge Embry-Riddle

Flight Instructor Matt Golden as the author of this document.
Editors: Esa Harvela, Bob Pranter and Dave Roy
© Copyright 2006 Embry-Riddle Aeronautical University
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Table of Contents
Pre-planning Process ........................................................................................................ 4
Weather Products for the IFR Flight Planning Process ......................................................... 5
IFR Route Selection ........................................................................................................... 7

Departure Segment ................................................................................................... 8
Proceeding Direct to an En Route Fix ........................................................................... 8
Obstacle Departure Procedure (ODP) ........................................................................... 9
Standard Instrument Departure (SID) ......................................................................... 10
Radar Vectors to an En Route Fix .............................................................................. 12
Top of Climb Calculations ......................................................................................... 13
Arrival Segment .............................................................................................................. 14

Visual or Contact Approach ...................................................................................... 14
Instrument Approach Procedure (IAP) ........................................................................ 17
Radar Vectors from an En Route Fix ........................................................................... 18
Descent Planning .................................................................................................... 19
En route Segment ........................................................................................................... 20

Flying the Center of a Federal Airway ......................................................................... 20
Flying the Direct Course between Navigational Aids or Fixes Defining the Route ................ 26
Cruise Performance ................................................................................................. 28
Preferred Routes ..................................................................................................... 28
Tower En route Control (TEC) ................................................................................... 28
Computer Navigational Fix (CNF) ............................................................................... 28
IFR Regulatory Requirements Related to Planning ............................................................ 29

Filing IFR Flight Plans ............................................................................................... 29
Loss of Communications ........................................................................................... 29
Fuel ...................................................................................................................... 29
Alternate Airport ..................................................................................................... 30
Leaving a Clearance Limit ......................................................................................... 30
The IFR Flight Planning Checklist ..................................................................................... 31

IFR Route Selection ................................................................................................. 31
Pre-planning Preparation .......................................................................................... 31
Navigation Log ....................................................................................................... 32
Regulations related to Planning ................................................................................. 33
Completing the Flight Plan Form and Filing ................................................................... 33
Appendix A ..................................................................................................................... 34
References ............................................................................................................ 34
3 R 06-00 / 10 August 06
Pre-planning Process
The success and safety of a flight depends largely on accurate and thorough flight planning. Failure to
become familiar with all available information concerning a flight, as required by 14 CFR 91.103, can
result in dire consequences such as running out of fuel, encountering unexpected weather conditions,
or the inability to find a suitable alternate airport should the planned destination become
unavailable.
1) The pilot must consider his/her currency and proficiency in IFR flight as well as the inspec-
tion history of the aircraft to be flown.
• Pilot must meet requirements of 14 CFR 61.57(c)
• Aircraft must meet requirements of 14 CFR 91.411 (i.e. altimeter inspection), 91.413
(i.e. transponder inspection), 91.171 (i.e. VOR equipment check), as well as all other
inspections required for VFR flight.
2) Collect all charts and reference materials* including, but not limited to:
• En route charts • Aircraft POH/AFM
• Departure, arrival, and approach charts • E6B or other flight calculator
• Airport/Facility Directory (A/FD) • FAR/AIM, Flight Operations Manual
• Navigation logs • In-flight Guide
* insure that all charts & reference materials are current
3) Refer to an atlas or map to learn more about the geographical area that the flight will cover
(e.g. southeastern Arizona to northwestern New Mexico). Correlating weather reports to the
route of flight may be impossible without this geographical knowledge as weather reports
refer to state boundaries and portions of states, but IFR charts do not depict these
boundaries!
4) Collect preliminary weather information the day before the flight. Check weather for depar-
ture, destination and all possible routes of flight:
• Watch televised weather forecasts
• Obtain an outlook briefing from FSS
5) On the day of the flight, obtain (at a minimum) the weather items listed on the following two
pages. For more information on understanding these weather products, consult the
“Pre-Flight Planning Reference Guide” available on the Flight Department website at
flight.pr.erau.edu.
Prior to departure, a standard weather briefing must be obtained from FSS or DUATS in order
for the pilot to prove that the weather data received is in accordance with 91.103. (this is
typically done when filing the flight plan.)
Pay careful attention to information relating to icing conditions and convective activity!
Refer to graphical weather products first in order to get a general picture of the weather
conditions. This is an important cue for the pilot to know which specific details are needed to
look for within the textual reports and forecasts.
These weather items may be easily accessed through the ERAU Flight Department’s website.
Additionally, they are available at www.aviationweather.gov, www.duats.com, and through
Flight Service (FSS) at 1-800-WX-Brief.
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Weather Products for the IFR Flight Planning Process
The following list of weather products contains a brief description of how each item
may be used during the IFR flight planning process:
Surface Analysis
Review this graphic to locate large weather systems such as fronts and pressure systems.
This can cue the pilot as to what general weather may be expected.
Weather Depiction
This graphic can help the pilot quickly determine areas of IFR and VFR weather conditions,
which can give the pilot a visual sense of which route may be best.
Radar Summary
This graphic indicates areas of precipitation only, not clouds. To avoid precipitation, this chart
is helpful, but to avoid clouds, reference the TAF and Area Forecast.
Low-level Significant Weather Prognostic

This chart is a forecast; therefore, it can be helpful when looking ahead up to 24 hours before
a flight.
Severe Weather Outlook (Convective Outlook)

This product is available in graphical and textual format and is helpful in looking ahead up to the
next day to determine if there is a chance for thunderstorms along the planned route of flight.
Winds and Temperatures Aloft charts

These graphics can be very helpful at getting a quick glance of the wind and temperature
conditions for the flight. In just a few seconds, it can be determined whether there will be a
headwind or tailwind and whether the temperature will be above or below freezing.
Freezing level and stability (Lifted Index/K index) charts

The freezing level chart can give a quick glance as to whether the flight will be above or below
the freezing level, but keep in mind that this product is merely an observation, not a forecast.
The Lifted/K index chart gives a quick indication of atmospheric stability and likelihood of
thunderstorms.
METAR:
A METAR can be helpful in comparing an airport’s current weather conditions to the forecast
conditions. Additionally, a METAR should be referenced shortly before departure for information
vital to takeoff such as wind, ceiling, and visibility.
TAF:
The TAF is one of the most important weather products to the IFR pilot as its forecast
information can be used to predict weather at the destination and alternate airports.
Area Forecast (FA):

The FA forecasts cloud height, precipitation, and visibility with respect to specific geographic
regions. This information, when combined with the information from the Winds and Tempera-
tures Aloft forecast, can be very helpful in determining whether conditions for structural icing
exist along your planned route of flight.
5 R 06-00 / 10 August 06
Weather Products for the IFR Flight Planning Process (continued)
Inflight Aviation Weather Advisories (WA, WS, WST, AWW, CWA):

Airmets, Sigmets, Convective Segmets, Severe Weather Watch Bulletins, and Center Weather
Advisories contain information vital to the safety of flight such as icing conditions, IFR condi-
tions, turbulence, and thunderstorms. If any of these advisories exists for the route of flight,
strong consideration should be given to the information contained therein. It is also possible to
obtain updated information on these advisories while in flight from HIWAS, EFAS (Flight Watch
122.0), or FSS.
Winds and Temperatures Aloft (text):

Use the information provided here for navlog calculations. For IFR flights, special attention
must be paid to the forecast temperatures at the planned altitude in consideration of icing
conditions.
Pilot Report (UA):

Because UAs come directly from pilots, they are the only weather product containing direct
observations made of the actual conditions in flight. Pay special attention to the location and
time of the report. UAs are particularly helpful in determining areas of turbulence and icing.
NOTAMs
NOTAM information is CRITICAL to flight safety and should be accessed prior to any flight.
NOTAMs can contain information relating to airport closures, navaid service outages, (including
GPS satellite availability) MEA changes, IAP changes, and TFRs.
NOTAMs must be obtained from 2 different sources!
Published NOTAMs must be reviewed by accessing the Notices to Airmen Publication. A copy of
this publication is available online at www.faa.gov/NTAP.
Unpublished NOTAMs must be reviewed by accessing an online database at pilotweb.nas.faa.gov.

Here, it is possible to do a NOTAM search along a specific route of flight or within a given radius
of a known point. NOTAMs relating to GPS service outages may be found here.
NOTAMs may also be accessed through a briefing with FSS, however, keep in mind that the
briefer will only provide UNPUBLISHED NOTAM information unless the pilot specifically requests
PUBLISHED NOTAMs as well. Additionally, unless specifically requested by the pilot, FDC NOTAMs
(TFRs, IAP changes, MEA changes, etc.) outside of a 400nm radius of the FSS’s region will not
be given.
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IFR Route Selection
A typical IFR flight is divided into 3 major segments.
Each segment may be conducted through a variety of methods as described in the following pages. It
is the PIC's responsibility to select the most appropriate methods for departure, en route and arrival.
The departure and arrival segments serve to transition the flight to/from the en route structure.
Figure 1 illustrates the departure segment ending at point A the arrival segment beginning at point B
and the en route segment between these points.
The pilot should plan the departure and arrival segments prior to planning the en route segment. This
provides an opportunity to accurately identify points A and B (ie: a VOR, intersection, or other fix).
After points A and B are identified, the pilot can then select appropriate routing for the en route
segment such as airways or direct courses.
Planning Sequence
1. Departure
2. Arrival
3. En Route
7 R 06-00 / 10 August 06
Departure Segment
To establish an aircraft on the en route structure, a departure must be thoughtfully planned. Put
simply, the departure segment consists of taking off from the airport and remaining clear of obstacles
and terrain until established on the en route structure at a safe altitude. There are several ways a
departure may be conducted:
• Proceed direct to an en route fix • Standard Instrument Departure (SID)

• Obstacle Departure Procedure (ODP) • Radar vectors to an en route fix
Proceeding direct to an en route fix
In an effort to save time and fuel, pilots may choose to takeoff and climb to cruise altitude while
proceeding direct to the nearest en route fix. Under visual meteorological conditions (VMC), this is
the quickest and easiest way to establish the aircraft on the en route structure. This type of depar-
ture is highly recommended if the takeoff conditions are VMC.
Under instrument meteorological conditions (IMC) it is also possible for a pilot to takeoff and climb to
cruise altitude via direct to the nearest en route fix. This option should only be considered if no
Obstacle Departure Procedure (ODP) or Standard Instrument Departure (SID) is published for the
airport. If an ODP or SID exists, it should be flown in order to guarantee terrain clearance after takeoff.
If no ODP or SID exists, it is safe to depart in any direction and remain clear of terrain and obstacles
provided the aircraft can maintain a climb of at least 200ft/nm.
To file a departure direct to an en route fix,

simply begin with the “Route of Flight” box on
the FAA Flight Plan form with the symbol “ ”
(see note below) then include the identifier of
the first fix of the en route segment (Point A on
Figure 1).
See the example below for a flight departing

Prescott direct to MAIER intersection, which is
the point at which the flight will join the en route
structure (Figures 2 and 3):
8. ROUTE OF FLIGHT
MAIER V257 PXR...
Figure 3
Note: The symbol , (a capital D with an

arrow through it) is a commonly used short-
hand for the word “Direct”
Figure 2
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Obstacle Departure Procedure (ODP)
Airports that have nearby obstacles or high terrain may require specific departure routing, a climb
gradient greater than 200ft/nm, or both. In these cases, an ODP will be published.
The sole purpose of an ODP is to

keep the aircraft clear of obstacles
and terrain until established on the
en route structure at a safe alti-
tude. Consider this example of a
flight departing Nogales to the north-
west. (Figures 4, 5, and 6)
Because of obstacles or terrain,

Nogales has a published ODP
(Figure 4) requiring the pilot to fly
westbound on the OLS 276 radial
until intercepting the TUS 176 ra-
dial northbound and to reach
10,000ft by ARVEY, which lies on V-
395 (Figure 6).
In this example, ARVEY is the point

at which the flight will join the en
route structure. Figure 4
When departing OLS, in addition to the specific

departure routing, the pilot must also consider the
increased climb gradient and weather minimums.
In the interest of safety, departure weather mini-
mums should be complied with even though this is
not mandatory for Part 91 operations.
If departing runway 3, in order to use standard

takeoff weather minimums (1sm for 1 or 2 engines
or 1/2sm for 3 or more engines), the aircraft must
be able to climb at 350ft/nm to 8000ft. If this
climb gradient cannot be met the ceiling must be
5,000 feet and visibility at least 3 sm. (Figure 4).
To file a departure using an ODP, begin the “Route

of Flight” box on the FAA Flight Plan form with the
name of the first fix of the en route segment, in
this case, ARVEY:
8. ROUTE OF FLIGHT
ARVEY V395 TUS...
Figure 5 Figure 6
For added safety, the pilot should verify that the departure weather meets or exceeds the departure
airport’s approach minimums in case of the need to return for landing after takeoff.
9 R 06-00 / 10 August 06
Climb gradients are always expressed in feet per nautical mile, requiring the pilot to convert that figure
into a rate-of-climb figure expressed in feet per minute. A simple “Rule of Thumb” may be used:
(GS in knots)
Required Rate of Climb in ft/min = * Required Climb Gradient (in ft/nm)
60
Example:
Ground speed = 90kts
Assume
Required Climb Gradient = 350 ft/nm
90 kts (nm/min.)
Required Rate of Climb in ft/min = * 350 in ft/nm
60
Required Rate of Climb in ft/min = 1.5 * 350
Required Rate of Climb = 525 ft/min
Refer to the AFM/POH section 5 to see if the aircraft can maintain that climb rate to 8000ft.
Standard Instrument Departure (SID)
Airports that have special traffic-flow needs or complex airspace will generally have a SID published to
assist in the transition from takeoff to the en route structure in an orderly, safe, and efficient manner.
One SID may have several “transitions” leading to different en route fixes, in which case the pilot may
select the transition best suited for the flight.
A SID also keeps air-

craft clear of obstacles
and terrain. Consider
this example of a flight
departing Grand Junc-
tion to the southeast
(Figures. 7, 8, & 9)
The Glade Park One De-

parture offers 3 transi-
tions for DME-equipped
aircraft departing to
the southeast from run-
way 11. If the pilot
chooses the BRICK
transition, BRICK inter-
section will be the point
at which the flight joins
the en route structure
(Point A on Figure 1).
Figure 7
R 06-00 / 10 August 06 10
All aircraft
must meet
this Climb
Gradient!
Figure 8
To file this SID (Figure 8) as part of the flight

8. ROUTE OF FLIGHT
plan, simply start the “Route of Flight” box on the
FAA Flight Plan form with the name and transition GDPK1.BRICK V26 MTJ...
of the departure desired. In this case, GDPK1.BRICK
is appropriate. (Figure 9) Figure 9
11 R 06-00 / 10 August 06
The example in Figure 9 indicates that the Glade Park One departure is requested and it will terminate
at BRICK. It also indicates that the flight will join V-26 at BRICK.
Note: There is no need to be redundant on the flight plan by repeating the title of the fix (i.e. filing
“GDPK1.BRICK BRICK V26 MTJ” is unnecessary). When a SID is not desired, indicate “No SID” in the
remarks sections of the FAA Flight Plan form. This remark is not necessary when departing an airport
not served by a SID.
Radar vectors to an en route fix
Aircraft departing satellite airports in or near class B or C airspace that do not have a SID published
may be able to receive radar vectors to a nearby en route fix. For example, although the McClellan-
Palomar airport (CRQ) in Carlsbad, CA has no SID, it does have an ODP. However, because CRQ lies in a
terminal radar environment, it is unlikely that ATC will allow the airplane to fly the ODP. In this case,
the pilot may anticipate ATC providing vectors to a nearby fix, such as OCN. Special care should be
taken during the planning process to prepare for the possibility that ATC radar may go out of service.
In this case, the pilot should be familiar with other ways of navigating to an en route fix, such as via
the ODP. A flight that departs under radar vectors will be guaranteed terrain clearance by ATC.
Figure 10
To file this type of departure from a satellite airport, simply begin the "Route of Flight" box of the FAA
Flight Plan form with the name of the first en route fix. Figure 11 shows the appropriate filing for a
flight departing CRQ anticipating the use of radar vectors to OCN VOR, which is the point at which the
en route segment begins (Point A on Figure 1).
8. ROUTE OF FLIGHT
OCN V208 JLI
Figure 11
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Top of climb calculations
The procedures for calculating the time, fuel, and distance to top of climb are the same as those for
any VFR flight. However, certain departure routes may cause the top of climb to be co-located with a
navaid or fix.
For example, an aircraft departing Tucson Ryan airport (RYN) via the ODP (Figure 11a) will need to
climb in a holding pattern above the RYN NDB until reaching 6000ft. If the planned cruising altitude is
6000ft, then it is known with no prior calculation that the top of climb will be at the NDB. In this case,
the pilot need only concern him/herself with the fuel and time, but not the distance, it will take to
reach 6000ft. Once departing the NDB, cruise performance figures can be used.
Figure 11a
13 R 06-00 / 10 August 06
Arrival Segment
The purpose of the arrival segment is to transition the aircraft from a point on the en route structure
(Point B on Figure 1) to the airport while remaining clear of obstacles and terrain. This segment of the
flight typically has the highest workload and requires thoughtful preflight preparation as well as thor-
ough in-flight review as the end of the en route segment draws near. There are several ways for an
aircraft to safely transition from the en route structure to the airport:
• Visual or Contact Approach • Instrument Approach Procedure (IAP)

• Standard Terminal Arrival (STAR) • Radar vectors from an en route fix
Visual or Contact Approach
In an effort to save time and fuel, pilots may plan their arrival segment to proceed direct to the airport
from an en route fix (Point B on Figure 1). This can only be accomplished in VMC conditions, and if the
conditions are such, this type of arrival is preferred. The pilot can expect ATC to authorize this type of
arrival by issuing a visual or contact approach clearance.
• A visual approach can be anticipated during the flight planning process if the forecast
weather indicates ceilings of at least 1000ft and 3sm of visibility. The pilot should plan to
remain on the en route structure (airway) until receiving the visual approach clearance.
• A contact approach should never be anticipated during the flight planning process, as it is
only useful if the weather is less than 1000ft and 3sm. If the weather is forecast below 1000ft
and 3sm, the pilot should plan to use an IAP.
To file a flight that will proceed from an en route

fix directly to the airport, simply end the “Route of
Flight” box on the FAA Flight Plan form with the
name of the last en route fix to be overflown (Fig-
ures 12 and 13).
In this example, consider a flight heading north-

bound on V-257 that plans to depart the en route
structure at BISOP and proceed direct to Valle
(40G). The only way for the flight to leave the en
route structure at BISOP is via a visual or contact
approach clearance. If the pilot does not have
the airport or the preceeding aircraft in sight prior
to or upon reaching BISOP, a visual approach will
not be possible. A contact approach may be pos-
sible upon pilot request. However considering the
distance from BISOP to 40G, a contact approach
may be risky if the pilot is not familiar with the
area. In this case, the safer option would be to
initiate an IAP into 40G from the nearest initial
approach fix.
8. ROUTE OF FLIGHT
...DRK V257 BISOP
Figure 12 Figure 13
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Standard Terminal Arrival (STAR)
Airports that have special traffic-flow needs or complex airspace will generally have a STAR published
to assist in the transition from a point on the en route structure to the terminal environment in an
orderly, safe, and efficient manner. One STAR may have several “transitions” feeding aircraft into the
terminal environment from different en route fixes, in which case the pilot may select the transition
best suited for the flight. In addition to establishing an orderly traffic-flow, a STAR also keeps aircraft
clear of obstacles and terrain.
It is important to note that since a STAR transitions the flight into the terminal environment and not to
the airport itself, it will usually be followed by a clearance to fly an IAP or visual approach. In this
example, consider a flight approaching the Reno area from the west along V-494 (Figure 15). Conve-
niently, the Cannon Two Arrival starts from a point on V-494, the Squaw Valley VOR (SWR). SWR will
be the point at which the flight departs the en route structure and begins the arrival segment.
Figure 14
15 R 06-00 / 10 August 06
Figure 15
The flight will proceed from SWR to TRUCK intersection, from which a heading of 030 will be flown in
anticipation of receiving radar vectors. Once the flight is being vectored, ATC may choose to have the
pilot fly a visual approach if the pilot visually acquires the airport or preceding aircraft. The pilot can
expect vectors to an IAP if the weather does not allow for a visual approach.
For descent planning purposes, pilots should plan to descend along a STAR as published. However,
while in flight, a descent is not permitted unless ATC clears the flight to “descend via the Cannon Two
arrival.”
To file this STAR as part of the flight plan, simply end the “Route of Flight” box of the FAA Flight Plan
form with the name of the STAR and the transition desired. In this case, SWR.CANN2 is appropriate.
See Figure 16:
8. ROUTE OF FLIGHT
...SAC V494 SWR.CANN2
Figure 16
Note: SWR represents the end of the en route segment and the beginning of the arrival segment.
There is no need to be redundant on the flight plan by repeating the title of the fix (i.e. filing “…SAC
V494 SWR SWR.CANN2” would not be appropriate).
When a STAR is not desired, indicate “NO STAR” in the remarks section of the FAA Flight Plan form. This
remark is not necessary when the destination is not served by a STAR.
R 06-00 / 10 August 06 16
Instrument Approach Procedure (IAP)
The purpose of an IAP is to bring the flight safely from a point on the en route structure to the runway.
The pilot must identify the point at which the flight will leave the en route structure. Many IAPs have
an Initial Approach Fix (IAF) within the en route structure (i.e. along an airway.) Many do not, and will
have a feeder route leading from the en route structure to the IAF. The next two examples show how
to file when the IAF is depicted on the en route chart and when it is not. The Sedona GPS RWY 3
approach has 2 IAFs: BOWSU and JUWSO. JUWSO is shown on the en route chart, however BOWSU is
not. (See Figure 18)
Feeder
Route
Figure 17
17 R 06-00 / 10 August 06
Example 1: If approaching
SEZ from the west, the pilot
may simply proceed along the
airway to JUWSO, at which
point the flight will leave the
en route structure and begin
the approach.
To file a flight plan that in-

cludes an IAP, it is not nec-
essary to indicate the spe-
cific approach that is antici-
pated, rather, simply end the
“Route of Flight” box of the
FAA Flight Plan form with the
name of the last en route fix
to be overflown. In the first
example above where the ap-
proach begins at JUWSO, in-
dicate the route of flight as
shown in figure 19: Figure 18
8. ROUTE OF FLIGHT
...DRK V12 JUWSO
Figure 19
Example 2: If approaching Sedona from the south, the pilot must proceed along the airway until
reaching MINGY. From MINGY, the pilot must fly a feeder route (Figure 17) which consists of a 301°
course to BOWSU, the point at which the approach officially begins. Keep in mind that because
BOWSU is not on the en route structure, the feeder route from MINGY must be flown. MINGY will be the
last en route fix.
8. ROUTE OF FLIGHT
...PXR V327 MINGY
Figure 20
Radar vectors from an en route fix
When flying into a terminal area with participating Class B or Class C airspace, it is often preferred to
take advantage of the timesaving services this airspace can offer - such as the use of radar vectors.
It is easy to file and execute an arrival segment when anticipating radar vectors. When an aircraft is
vectored off the en route structure, ATC will ultimately issue either an IAP or a visual approach,
depending on the weather conditions.
If the weather is forecast to be VMC, the pilot can expect to be vectored from an en route fix to a
point from which a visual approach can be initiated once the pilot visually acquires the airport or
preceding aircraft. If the weather is forecast to be IMC, the pilot should plan on flying an IAP. Do not
plan for radar vectors.
R 06-00 / 10 August 06 18
To file a flight plan with an arrival segment consisting of radar vectors, simply end the “Route of Flight”
box of the FAA Flight Plan form with the name of the last en route fix to be overflown. Remember, the
arrival airport must have terminal radar service!
Figure 21
8. ROUTE OF FLIGHT In this example, a flight approaching San Diego

... JLI V460 HAILE Gillespie (SEE) from the northeast would file the
route shown in Figure 22:
Figure 22
Descent Planning
In order to keep airspeed and descent rate within reasonable limits during the descent, prior planning
must be completed to determine the point at which to begin the descent. There are 2 basic factors
that must be considered in this descent planning:
1) The cruise altitude from which the descent will begin, and
2) The first altitude to which the aircraft will descend (e.g. a Minimum En route Altitude
(MEA) along an airway or a segment altitude for a STAR or IAP).
Using a constant rate of Descent, the pilot can determine the time, fuel, and distance required to
reach the target descent altitude by the desired fix (ie: IAF). The point at which this occurs is the
“Top of Descent” (TOD).
In some cases when a flight takes place over mountainous terrain with high MEAs, it may not be
possible to descend prior to reaching an IAF, in which case the Top of Descent will be at the IAF.
Keep in mind that descents can only begin with ATC approval. In flight, as the aircraft is nearing the
pre-planned top of descent, inform ATC that a descent is desired.
19 R 06-00 / 10 August 06
En route Segment
The en route segment serves to bring the flight from the end of the departure segment to the
beginning of the arrival segment . This segment may consist of flying one of two types of courses:
• The center of a Federal Airway

• The direct course between navigational aids or fixes defining the route
Flying the center of a Federal Airway
Pilots are generally requested to file via airways in order to simplify definition of the proposed route and
to facilitate ATC. Using airways instead of direct routing reduces the preflight planning for the pilot as
the pilot will not have to concern him/herself with issues such as navigational service volumes or
terrain clearance. All Federal Airways are flight-tested and navaid reception and terrain clearance are
guaranteed, provided the pilot flies the center of the airway at or above the minimum altitude pub-
lished (see IFR altitudes section on pg. 17). The use of airways, however, may increase flight time as
they may not provide the most direct route from departure to destination.
To file a flight that will proceed along airways, describe the desired route in the “Route of Flight” box
of the FAA Flight Plan form with the designators of the airway(s) requested. If more than one airway is
to be used, indicate the points of transition. If the transition is made at an unnamed intersection,
indicate the next succeeding fix.
Figure 23
Example 1: A flight from Borrego Springs, CA (L08)

8. ROUTE OF FLIGHT
to Oceanside, CA (OKB). The departure segment
involves proceeding direct to an en route fix and KARRO V460 JLI V208 OCN
the arrival segment involves proceeding direct to
the airport from an en route fix: Figure 24
Explanation: The flight will proceed direct to KARRO intersection after departure, thence via Victor
Airway 460 (VLI 040 Radial) to Julian VOR, thence via Victor Airway 208 to Oceanside VOR, thence via
direct to the airport.
R 06-00 / 10 August 06 20
Example 2: A flight from Tucson, AZ (TUS) to Colorado Springs, CO (COS). The departure segment
uses a SID (Figure 25) and the arrival segment involves the use of a STAR. (Figure 26)
NOTE: Enroute Charts L-4 and L-6 are included in Figures 28a, 28b, 28c and 28d are labled with letters
which indicate the sequnce of the route. The Tuscon Six Departure, the Deberry One Arrival and thier
associated transitions are depicted in RED on the Enroute Charts.
Figure 25
Explanation: The flight will proceed via the Tucson Six Departure, San Simon transition and will join the
en route structure at San Simon VOR, (See Figures 28 a through d) thence via Victor Airway 202 to
Truth or Consequences VOR thence via Victor Airway 611 to Santa Fe VOR, thence via Victor Airway
83 to Alamosa VOR, at which point, the flight will leave the en route structure and begin the Deberry
One Arrival, Alamosa transition. (See Figure 27) The STAR will end with either an IAP or visual approach
into COS.
21 R 06-00 / 10 August 06
Figure 26
8. ROUTE OF FLIGHT
TUS6.SSO V202 TCS V611 SAF V83 ALS.DBRY1
Figure 27
R 06-00 / 10 August 06 22
A Figure 28a
23 R 06-00 / 10 August 06
D F
E
C Figure 28c
Figure 28b
R 06-00 / 10 August 06 24
G Figure 28d
25 R 06-00 / 10 August 06
Flying the direct course between navigational aids or fixes defining the route
In many cases, a Federal Airway does not provide the most direct path from one airport to another.
The pilot may wish to fly a direct route in an effort to save time and fuel. The preflight planning for this
type of en route segment may require much more research and time than simply flying an airway. There
are two types of direct routes to choose from depending on the navigational equipment installed on
the aircraft:
• Direct courses from one radio fix to another

• Direct route from departure to destination by way of Area Navigation (RNAV)
To file a route of flight that consists of direct courses from one radio fix to another, simply indicate the
names of the fixes to be overflown. These fixes automatically become compulsory reporting points.
Special attention must be paid to not exceed the operational service volume of the radio fix used. For
direct routes off established airways below 18,000ft, it is recommended to use aids no more than 80nm
apart. The pilot should also consult the A/FD for unusable portions of an aid's service volume. Flights
that exceed an aid's service volume will only be approved in a radar environment. To ensure adequate
terrain clearance, the grid-MORA(s) (minimum off-route altitude) should be complied with.
In this example, a flight from Zuni, NM to St. Johns, AZ could be efficiently completed with the use of
a direct route between the ZUN and SJN VORs. An altitude of at least 13,500ft should be maintained
for obstacle and terrain clearance (Grid-MORA). See Figures 29 & 30:
The ZUN and SJN VORs are approximately

33nm apart, and there are no service vol-
ume limitations indicated in the A/FD, so
VOR reception can be expected along the
entire route of flight. The route as filed
above indicates that the flight will pro-
ceed direct to ZUN VOR after takeoff from
ZUN airport, thence via direct to SJN VOR,
thence via direct to SJN airport. If the
pilot wishes to fly the ODP out of ZUN
airport and/or an IAP into SJN airport, the
“Route of Flight” indicated would be ap-
propriate as well.
Figure 29
8. ROUTE OF FLIGHT
ZUN SJN
Figure 30
R 06-00 / 10 August 06 26
To file a route of flight that consists of a direct route from departure to destination by way of RNAV
(GPS is one piece of equipment capable of this), a few specific rules need to be remembered:
1. The direct portion of the flight must be planned to begin and end over appropriate
arrival and departure transition fixes (e.g. a fix ending a SID or beginning a STAR).
2. Define the direct route using waypoints by way of degree-distance fixes based on
nearby navigational aids (e.g. DRK070085. Read as: Drake VOR Radial 070 at 85nm)
3. Indicate a minimum of one waypoint for each ARTCC to be flown through within
200nm of the preceding ARTCC’s boundary.
4. Indicate a waypoint for each turnpoint in the route.
5. Avoid prohibited and restricted airspace by at least 3nm.
6. These direct flights may only be approved in a radar environment.
In this example (Figure 31), the flight will depart

Tucson, AZ via the Tucson Six Departure, Phoe-
nix transition. At this point, the flight will begin
its direct en route segment from PXR to MLF. At 8. ROUTE OF FLIGHT
MLF, the direct en route segment is over and the TUS6.PXR DRK060020 GCN240025
JAMMN Four Arrival into Salt Lake City begins. CDC100015 MLF.JAMMN4
Between PXR and MLF, the flight will pass through
3 ARTCCs: Albuquerque, Los Angeles, and Salt Figure 31
Lake City. Therefore, 3 waypoints are indicated
to define the direct route, one for each ARTCC.
Operational note: the DRK, GCN, and CDC fixes lie along a straight line from PXR to MLF. In the
cockpit, it will only be necessary to program the GPS to proceed direct to MLF from PXR, and not to
each individual waypoint. In consideration of completing the navlog, it may be beneficial to account
for winds and temperature at these points, as the weather will not likely remain constant along the
entire route.
IFR Altitudes
14 CFR Part 91.177 describes the minimum altitudes to be complied with while flying under IFR. At no
time may a flight be operated below the minimum published altitude for that portion of the flight. For
example, when flying a Federal Airway, the flight must be planned to remain at or above the Minimum
En route Altitude (MEA) for that airway, unless within 22nm of a navaid defining that airway, at which
point the flight may operate at or above the Minimum Obstruction Clearance Altitude (MOCA).
14 CFR Part 91.179 describes appropriate IFR cruising altitudes for controlled and uncontrolled airspace.
When operating under IFR in controlled airspace, the pilot must maintain the altitude assigned by
ATC. In most cases, these altitudes will correspond with those applicable to uncontrolled airspace. In
uncontrolled airspace below 18,000ft, maintain any odd thousand foot MSL altitude when on a
magnetic course of 0-179 degrees. Maintain any even thousand foot MSL altitude when on a magnetic
course of 180-359 degrees.
For routes that do not follow Federal Airways, remain at or above the grid-MORA(s) applicable to the
route of flight.
When filing an IFR flight plan, indicate in Box 7 of the FAA Flight Plan form only the first intended
cruising altitude. If it is anticipated that the cruising altitude will change, requests for subsequent
altitudes may be made with ATC while in flight.
27 R 06-00 / 10 August 06
Cruise performance
Cruise performance calculations can be performed in the same manner as those for a VFR flight.
However, when flying under IFR, fuel conservation and management is critical to flight safety especially
when the weather is IMC and there is a chance the flight may have to divert to an alternate.
The safe IFR pilot will strictly follow the calculated manifold pressure, RPM, and mixture settings. An
improperly leaned mixture can cause the engine to burn a couple extra gallons per hour or more. Over
time, this extra fuel consumption can cut into the planned fuel reserve and severely limit the pilot’s
options in the case of a diversion.
Preferred Routes
In order to aid in the efficient and orderly operation of IFR traffic using Federal Airways, a system of
preferred IFR routes has been established. It is to the pilot’s advantage to plan for the use of a
preferred route when one exists between the departure and destination airports. A list of preferred
IFR routes can be found in the A/FD.
Tower En route Control (TEC)
In various locations throughout the United States, it is possible to fly under IFR from one airport to
another without ever leaving approach control airspace. In these locations, pilots are encouraged to
use predefined TEC routes which allow the flight to proceed beneath the normal en route structure
while staying within approach control airspace. To find a listing of these routes, refer to the A/FD.
Although it is possible to file a TEC route, it is not required. The pilot can simply contact clearance
delivery to receive an IFR TEC clearance without ever filing. If the pilot chooses to file a TEC route,
only the Route ID (i.e. BURM1), rather than the entire route of flight itself, need be indicated.
Computer Navigational Fix (CNF)
In Figure 32, AWIZO is considered a

Computer Navigational Fix (CNF). Its
name is printed for use within airborne
databases (GPS) and not for filing
purposes.
As far as ATC is concerned, AWIZO is

an unnamed intersection. Do not use
the name in filing or during voice
communications with ATC.
Figure 32
R 06-00 / 10 August 06 28
IFR Regulatory Requirements Related to Planning
Filing IFR Flight Plans
IFR flight plans should be filed at least 30 minutes prior to departure to avoid delays in receiving a
clearance. For nonscheduled operations above FL230, pilots are requested to file flight plans at least
4 hours in advance to facilitate FAA traffic management units.
Loss of Communications
14 CFR 91.185 states the procedures to be followed in the event of a 2-way communications failure.
The pilot should keep these procedures in mind during the flight planning process and have a contingency
plan should a failure occur.
Conditions of Flight:
If the failure occurs in Visual Meteorological Conditions (VMC), remain in VMC conditions and
land as soon as practicable.
If the failure occurs in Instrument Meteorological Conditions (IMC), comply with the following:
Route of Flight:
If the failure occurs while the aircraft is being radar-vectored, proceed direct to the fix or
airway stated in the vector clearance.
If the pilot has been assigned a specific route, the flight shall continue via that route. (Note:
the flight is considered to have an assigned route even if the clearance received was “as
filed.” Therefore, the flight shall continue via that route.)
In the absence of an assigned route, the flight shall continue via the route that the pilot was
told to expect.
In the absence of an assigned or expected route, the flight shall continue via the route that
was filed.
Altitude:
After a 2-way communications failure, the flight shall proceed, without delay, to the highest of
the following three altitudes:
• The minimum IFR altitude for that segment or route,
• The altitude assigned to the pilot, or,
• The altitude the pilot was told to expect. (Note: if ATC advised an expected
altitude in 10 minutes, the flight shall not delay in a climb to this altitude.)
Leaving a Clearance Limit

If the clearance limit assigned to the pilot is the destination airport, no holding or delay is
required.
If the clearance limit is a point from which an approach into the destination airport begins,
depart that point at the assigned EFC time, or in the absence of an EFC time, at a time that
will allow the airplane to reach the destination airport at the filed ETA.
29 R 06-00 / 10 August 06
Leaving a Clearance Limit (continued)

If the clearance limit is not a point from which an approach begins, depart that point at the
assigned EFC time, or in the absence of an EFC time, do not delay at that point, simply
continue flight and begin descent or approach at a time that will allow the airplane to reach
the destination airport at the filed ETA.
Alternate Airport
14 CFR 91.169 states that when filing an IFR flight plan, an alternate airport must be indicated when
any of the following conditions exist:
1) The destination airport does not have an IAP.

2) Weather forecast indicates +-1 hr of ETA: ceiling below 2000ft or visibility below 3sm. In
order to indicate a specific airport as an alternate airport, the weather forecast for the airport
must indicate that at the ETA the weather conditions will meet those indicated in the alternate
minima section of the terminal procedures for that airport or, if none are given:
A) 600ft ceiling and 2sm visibility if a precision approach is available

B) 800ft ceiling and 2sm visibility if only a non-precision approach is available
To indicate an airport without an IAP as an alternate, the weather forecasts must indicate that the
flight can descend from the MEA and land under basic VFR conditions (91.155).
Fuel
14 CFR 91.167 states that an aircraft operating under IFR may not carry less than the fuel required to
reach the first airport of intended landing, then to the alternate airport, if required, and then for 45
minutes at normal cruising speed.
R 06-00 / 10 August 06 30
The IFR Flight Planning Checklist
Pre-planning Preparation
1) Verify both pilot and aircraft are current for IFR flight.
2) Collect the following items:

• En route charts • Aircraft POH/AFM
• Departure, arrival, and approach charts • E6B or other flight calculator
• Airport/Facility Directory (A/FD) • FAR/AIM, Flight Operations Manual
• Navigation logs • In-flight Guide
3) Collect and review the following weather products, at a minimum:
• Surface Analysis Chart • METAR
• Weather Depiction Chart • TAF
• Radar Summary Chart • Area Forecast (FA)
• Low-level Significant Weather Prognostic • Airmet (WA)
• Severe Weather Outlook • Sigmet (WS)
• Winds & Temperatures aloft (chart/text) • Convective Sigmet (WST)
• Freezing level and Lifted/K index charts • Pilot Reports (UA)
4) Collect both PUBLISHED and UNPUBLISHED NOTAM information.
IFR Route Selection
5) Begin IFR route selection with the departure segment:

a) Determine the type of departure that will be flown:
• Proceeding direct to an en route fix
• Obstacle Departure Procedure (ODP)
• Standard Instrument Departure (SID)
• Radar vectors to an en route fix
b) Determine the point at which the departure ends and the en route begins.
c) Pay special attention to increased climb gradients or weather requirements.
6) After completing departure segment, plan the arrival segment:

a) Determine the type of arrival that will be flown:
• Proceeding direct to airport from an en route fix
• Standard Terminal Arrival (STAR)
• Instrument Approach Procedure (IAP)
• Radar vectors from an en route fix
b) Determine the point at which the arrival begins and the en route ends.
7) Once departure and arrival segments are laid out, plan the en route segment:
a) Determine whether the flight will follow Federal Airways or direct courses.
b) If flying Federal Airways, ensure the flight remains at or above the MEA(s) for the
airway, keeping in mind these may change between VORs.
c) If flying a direct course, ensure the flight remains at or above the grid-MORA(s).
8) Be sure to consider any preferred routes or TEC routes, as available, listed in the A/FD.
31 R 06-00 / 10 August 06
Navigation Log
9) Write each checkpoint on the IFR navigation log:
a) Include a space for the top-of-climb and top-of-descent unless it is known that
these points will lie at a specific fix; in which case, indicate “TOC” or “TOD” next
to the fix name.
b) Create a checkpoint for each point at which there is a course change:

• It is not necessary to list every fix along the route on the navigation log.
• For long straight segments, include a checkpoint approximately each 50nm.
c) Complete distance and course information for each segment
10) Complete performance information on the IFR navigation log:
a) All courses on IFR charts are magnetic; therefore, convert the printed winds aloft
from true to magnetic prior to making any performance calculations.
b) Top-of-climb (TOC) calculations are performed just as those for a VFR flight:
• Depending on the type of departure, the TOC may lie at a specific fix
• Keep in mind that the climbing portion of the flight may not directly coincide
with the departure segment (i.e. the flight may reach TOC before the
departure segment is completed or may reach TOC after the en route portion
has begun).
c) Cruise performance calculations are performed just as those for a VFR flight:
• WRITE DOWN selected power, rpm, mixture, and fuel flow values!
• Adherence to these values in flight is CRITICAL to safety!
d) Top-of-descent (TOD) calculations are performed just as those for a VFR flight:
• Use descent performance figures, or cruise figures if descent figures are
not available (C-172S).
• To reach the first segment altitude for a STAR or IAP, a descent may need to
be initiated along the airway the STAR or IAP is being approached from. Over
mountainous terrain, high MEA(s) may preclude the pilot from beginning the
descent prior to the start of the STAR or IAP.
e) Determine fuel-on-board by dividing the amount of fuel remaining by the cruise

fuel burn rate and adding this figure to the estimated time en route. Fuel-on
board should be displayed in hours and minutes.
R 06-00 / 10 August 06 32
Regulations related to Planning
11) Pick an appropriate alternate airport if any of the following conditions exists:
a) Destination does not have an IAP available
b) +-1hr of ETA, destination weather forecasts: ceiling <1000ft or visibility <3sm
12) The alternate airport weather forecast must meet the minimums stated in the terminal
procedures, or if none are given:
a) 600ft ceiling and 2sm visibility if a precision approach is available
b) 800ft ceiling and 2sm visibility if only a non-precision approach is available
13) If the chosen alternate airport does not have an IAP, the weather forecast must indicate
that the flight can proceed from the MEA and land at the airport under basic VFR.
14) Once all the performance figures have been calculated, ensure the aircraft has enough
fuel on board to fly to the first point of intended landing, then to the alternate, if
needed, then for 45 minutes at the cruise fuel burn rate.
Completing the flight plan form and filing
15) Complete the FAA Flight Plan form in accordance with the following:
a) Box 1: indicate IFR i) Box 9: destination airport ID
b) Box 2: A/C Identification j) Box 10: enter the time in hours and
minutes from takeoff to touchdown
c) Box 3: A/C type and equip. suffix:
/U – Mode C, no DME l) Box 11: enter remarks as necessary
/A – Mode C, DME (e.g. NO SID/STAR)
/G – GPS w/ en route, terminal,
and approach capability m) Box 12: indicate fuel-on-board
d) Box 4: enter true airspeed n) Box 13: alternate airport ID
e) Box 5: departure airport ID o) Box 14: pilot’s information
f) Box 6: planned UTC departure time p) Box 15: number of people on board
g) Box 7: initial cruising altitude q) Box 16: color of the aircraft
h) Box 8: Route of flight as described in r) Box 17: give name and number of a
“The IFR Flight Planning Process” person at destination
16) Call FSS (1-800-WX-BRIEF) to file the flight plan and receive a standard weather
briefing. These two functions may also be performed at www.duats.com.
33 R 06-00 / 10 August 06
Appendix A
References
Federal Aviation Administration. FAR/AIM 2006. Newcastle, WA

Aviation Supplies and Academics, Inc., 2005.
Federal Aviation Administration. Instrument Procedures Handbook. Washington, DC

US Government Printing Office, 2004.
Gleim, Irvin N. Aviation Weather and Weather Services. Gainesville, FL

Gleim Publications. Inc., 2000.
R 06-00 / 10 August 06 34

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EMBRY-RIDDLE AERONAUTICAL UNIVERSITY The IFR Flight Planning Process

The IFR Flight

Flight Training Department

August 10, 2006

© Copyright 2006 Embry-Riddle

This document is intended to serve as a reference guide for planning

The Office of Flight Standards would like to acknowledge Embry-Riddle

Editors: Esa Harvela, Bob Pranter and Dave Roy

© Copyright 2006 Embry-Riddle Aeronautical University

Pre-planning Process ........................................................................................................ 4

Weather Products for the IFR Flight Planning Process ......................................................... 5

IFR Route Selection ........................................................................................................... 7

Arrival Segment .............................................................................................................. 14

En route Segment ........................................................................................................... 20

IFR Regulatory Requirements Related to Planning ............................................................ 29

The IFR Flight Planning Checklist ..................................................................................... 31

Weather Products for the IFR Flight Planning Process

Low-level Significant Weather Prognostic

Severe Weather Outlook (Convective Outlook)

Winds and Temperatures Aloft charts

Freezing level and stability (Lifted Index/K index) charts

Area Forecast (FA):

Weather Products for the IFR Flight Planning Process (continued)

Inflight Aviation Weather Advisories (WA, WS, WST, AWW, CWA):

Winds and Temperatures Aloft (text):

Pilot Report (UA):

NOTAMs must be obtained from 2 different sources!

Unpublished NOTAMs must be reviewed by accessing an online database at pilotweb.nas.faa.gov.

IFR Route Selection

A typical IFR flight is divided into 3 major segments.

• Proceed direct to an en route fix • Standard Instrument Departure (SID)

Proceeding direct to an en route fix

To file a departure direct to an en route fix,

See the example below for a flight departing

Note: The symbol , (a capital D with an

Obstacle Departure Procedure (ODP)

The sole purpose of an ODP is to

Because of obstacles or terrain,

In this example, ARVEY is the point

When departing OLS, in addition to the specific

If departing runway 3, in order to use standard

To file a departure using an ODP, begin the “Route

Required Rate of Climb in ft/min = 1.5 * 350

Required Rate of Climb = 525 ft/min

Standard Instrument Departure (SID)

A SID also keeps air-

The Glade Park One De-

To file this SID (Figure 8) as part of the flight

Radar vectors to an en route fix

Top of climb calculations

• Visual or Contact Approach • Instrument Approach Procedure (IAP)

Visual or Contact Approach

To file a flight that will proceed from an en route

In this example, consider a flight heading north-

Standard Terminal Arrival (STAR)

Instrument Approach Procedure (IAP)

To file a flight plan that in-

Radar vectors from an en route fix

8. ROUTE OF FLIGHT In this example, a flight approaching San Diego

• The center of a Federal Airway

Flying the center of a Federal Airway

Example 1: A flight from Borrego Springs, CA (L08)

• Direct courses from one radio fix to another