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Study the terrain and obstructions along the route. This is necessary to determine the highest and lowest elevations as well as the highest obstruction to be encountered so that an appropriate altitude which conforms to 14 CFR part 91 regulations can be selected. If the flight is to be flown at an altitude more than 3,000 feet above the terrain, conformance to the cruising altitude appropriate to the direction of flight is required. Check the route for particularly rugged terrain so it can be avoided. Areas where a takeoff or landing is made should be carefully checked for tall obstructions. Television transmitting towers may extend to altitudes over 1,500 feet above the surrounding terrain. It is essential that pilots be aware of their presence and location. For this trip, it should be noted that the tallest obstruction is part of a series of antennas with a height of 2,749 feet MSL (point D). The highest elevation should be located in the northeast quadrant and is 2,900 feet MSL (point E).
Since the wind is no factor and it is desirable and within the aircraft’s capability to fly above the Class C and D airspace to be encountered, an altitude of 5,500 feet MSL is chosen. This altitude also gives adequate clearance of all obstructions as well as conforms to the 14 CFR part 91 requirement to fly at an altitude of odd thousand plus 500 feet when on a magnetic course between 0 and 179°.
Next, the pilot should measure the total distance of the course as well as the distance between checkpoints. The total distance is 53 NM and the distance between checkpoints is as noted on the flight log in Figure 15-26.
After determining the distance, the true course should be measured. If using a plotter, follow the directions on the plotter. The true course is 031°. Once the true heading is established, the pilot can determine the compass heading. This is done by following the formula given earlier in this chapter. The formula is:
TC ± WCA = TH ± V = MH ± D = CH
The WCA can be determined by using a manual or electronic flight computer. Using a wind of 360° at 10 knots, it is determined the WCA is 3° left. This is subtracted from the TC making the TH 28°. Next, the pilot should locate the isogonic line closest to the route of the flight to determine variation. Figure 15-25 shows the variation to be 6.30° E (rounded to 7° E), which means it should be subtracted from the TH, giving an MH of 21°. Next, add 2° to the MH for the deviation correction. This gives the pilot the compass heading which is 23°.
Now, the GS can be determined. This is done using a manual or electronic calculator. The GS is determined to be 106 knots. Based on this information, the total trip time, as well as time between checkpoints, and the fuel burned can be determined. These calculations can be done mathematically or by using a manual or electronic calculator.
For this trip, the GS is 106 knots and the total time is 35 minutes (30 minutes plus 5 minutes for climb) with a fuel burn of 4.7 gallons. Refer to the flight log in Figure 15-26 for the time between checkpoints.
As the trip progresses, the pilot can note headings and time and make adjustments in heading, GS, and time.Filing a VFR Flight Plan
Filing a flight plan is not required by regulations; however, it is a good operating practice, since the information contained in the flight plan can be used in search and rescue in the event of an emergency.
Flight plans can be filed in the air by radio, but it is best to file a flight plan by phone just before departing. After takeoff, contact the AFSS by radio and give them the takeoff time so the flight plan can be activated.
When a VFR flight plan is filed, it is held by the AFSS until 1 hour after the proposed departure time and then canceled unless: the actual departure time is received; a revised proposed departure time is received; or at the time of filing, the AFSS is informed that the proposed departure time is met, but actual time cannot be given because of inadequate communication. The FSS specialist who accepts the flight plan does not inform the pilot of this procedure, however.
15-21
Figure 15-27. Flight plan form.
X
N123DB C150/X 115 CHK, CHICKASHA AIRPORT 1400 5500Chickasha direct GuthrieGOK, Guthrie AirportGuthrie, OK354 451Jane SmithAero Air, Oklahoma City, OK (405) 555-4149Red/WhiteMcAlester
Figure 15-27 shows the flight plan form a pilot files with the AFSS. When filing a flight plan by telephone or radio, give the information in the order of the numbered spaces. This enables the AFSS specialist to copy the information more efficiently. Most of the fields are either self-explanatory or non-applicable to the VFR flight plan (such as item 13). However, some fields may need explanation.
• Item 3 is the aircraft type and special equipment. An example would be C-150/X, which means the aircraft has no transponder. A listing of special equipment codes is found in the Aeronautical Information Manual (AIM).
　
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