Mark Kolber on Sep 13, This a bit of a soapbox issue for me because it points out a common CFI failing that occurs in both private and instrument training. No, you will not be doing that type of detailed planning of routes that you may never actually receive in the real world of IFR flight, That has always been true but it is, as John points out, especially true now when there are apps and websites that will tell you the clearances that have actually been recently given that greatly increase the chances of your plan being the same as the clearance you actually get. But that was also true of private cross country training where, for example, you selected checkpoints every NM on a less-than-an-hour 52 NM flight with 5 hours of fuel on board! And, of course, the same thing John says about the use of technology applies to VFR planning. All those calculations you meticulously made with an E6B are automatic. On the contrary, it is extremely valuable training.
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John D. Collins on May 13, I would flightplan it like you suggest. Although the climb may be staggered into segments, the same amount of climbing will take place, so the only thing to consider is any vectoring at cruise settings that takes you off course. Usually that will only be 5 or 10 minutes, or. The extra fuel at cruise settings is not likely to be more than one or two gallons, probably less, since most vectors will generally be somewhat along your course.
I would ignore any extra fuel required other than providing for adequate reserves, where you could add a gallon or two. There are likely to be other unplanned factors that will have a greater affect on total fuel consumed, such as enroute reroutes, winds aloft, holds, etc. In my Bonanza, I am fortunate enough to have a digital fuel totalizer that is extremely accurate and tied into the GPS, so it can display fuel to destination, reserve fuel at destination, fuel per nautical mile, an so on.
So when I plan a long cross country that is near the limit of complying with the IFR flight-planning fuel requirements, I will have an optional fuel stop along the way. I then monitor the fuel at reserves at destination and if they get below my comfort level by a predetermined continue-divert decision point, I divert for a fuel stop.
Free Navigation Flight Log
Schedule your time properly. If you know how to plan a cross country, schedule minutes ground session to explain your plan to the instructor. It must be a current version as they are published every 56 days. Flight Computer. I recommend a basic E-6B.
ifr nav log vs ifr clearance.
Columns in Red automatically calculate based on the figures you input in other cells. Printable Flight Log As it is a typical spreadsheet, you also have the freedom to print the Navigation Flight Log for in-flight use. Alternatively, you can print a blank flight log and use it as a template to fill in manually. Customizable Easily configure the Navigation Log to suit your requirements.
IFR Flight Planning: How to calculate TOC into nav log