good afternoon everyone country fly boy here and today i FR flat planning with charts so we’ve discussed VFR flight planning it took forever and it was a little complicated but it’s the first thing to learn because VFR is where the basics are at VFR information if you recall was really generic stuff just picking the points on the ground and the only time you really needed aircraft specific stuff was when you had to reference the performance info via IFR is not that simple however IFR is greatly dependent on the capabilities of your airplane specifically with avionics and navigation capabilities so for the first example airports we’re gonna be on going from Craig to Tifton again and we’re going to show you how different this would be if it was an IFR flight so real quick I’m gonna show you a quick example of flight planning from Ohio our charts let’s do Craig to Lake City real quick and that this would probably be a route for that wyah sky bags are still doing nestled on all right so if we were planning Craig to lake city and we don’t want to fly IFR you can be forgiven for thinking this was the route that you would file this is a pretty good one direct cecil direct lake city since they’re not even 50 miles apart really well they’re about 60 so they’re only 60 miles apart you can be forgiven for thinking this would be a good IFR flight to pick oh how wrong you would be this is what you would actually get so even if you filed craig cecil lake city when you requested your ifr clearance this is most likely what you would get there could be any number of reasons why they would send you this way actually with these storm cells over here they’ll more than likely send you along victor 198 to Taylor then the lake city but you could get something like this even though you filed something completely different when you file a flight plan that route that you put in that’s more of a long a request with IFR flights not an actual bona fide right you will get this that’s a request that’s the route that you’ve planned for and that’s the route that you want but that’s very rarely the case so for high FR flight planning we’re gonna need a few things so just like would VFR we’re gonna need the e6b emulator aviation weather gov defense snow domes we’re gonna add two new websites one of which is gonna be flight aware you can also use flat plane comm or something similar but this we’ll get into this in a second we’re also gonna need the preferred FAA route database there’s a specific way that you would go about doing this and as before we also need a calculator performance info notepad and an a vlog if you want one this is an IFR and a vlog that I made for IFR flying and flight sim I made it pretty quickly I haven’t tested it out yet but uh an IFR and a vlog would look something like this a bit different from the VFR and a vlog but um it’s mostly the same I might show you how to fill that out how far flying is a little bit different from VFR flying okay so we also need to know the performance of our airplane let’s say we’re flying the a to a 182 that is definitely IFR equipped it has to vo ours might have a GPS depending on your AV avionics setup so let’s assume we’re flying an our nav capable airplane so it has GPS and two vor receivers it’s capable of flying both victor airways as well as our and air routes so that’s gonna be our sample airplane for most of this video so a very first step and we do is pretty similar to VFR a very first step in planning your IFR flight is to draw the straight line between the two from this point on you actually don’t look at the charts well for a while anyway first you’d want to go ahead and look up your weather so real quick flat path tool so again go the standard briefing and you’d look whether up and all that see what things are doing the first thing you want to do is make sure that your departure Airport is good enough to fly that you can fly and you’re not gonna be busting minimums next even want to look at no Toombs we don’t have a route yet but I can tell you we’re going to being ke c RG to KTM a just like before show-entry Airport and this is vitally important that you show FDC TFR notices because remember when we discussed VFR

we saw several things that were IFR specific only well since we’re flying IFR now we need to know these things so we see the standard no times obstruction lights out of service we’re flying IFR so we really care even less about these obstructions since we’re gonna be away from them anyway we do care about these two we really care about this stuff here the stuff that we didn’t care about in VFR this is what we want to look at with IFR so let’s see Craig we want to look and see if there’s any changes to approaches things like this are listing changes to be published approach charts that haven’t been published yet so if whatever approach charts are current now these notes are listing changes to them that are not on the chart so as you can see here Jack’s a second of a Craig our nav a GPS from a one-for-one amendment lpv decision altitude is two nine three l novena a decision altitude is four one eight L nav height above terrain is four five nine all categories chart touchdown zone is 41 this are now GPS wandering one for amendment one a Yahya it’s saying that the minimums listed here are different from what’s on the chart so this would be something you’d want to make note of especially during your pre-flight planning and in the notes section of your nav log so yeah just like before check node um’s check whether see if there’s anything affecting your route in root node ohms pay especially attention a special attention to specifically I can find on the FTC no tombs which is down here temporary flight restriction they’re defining radius for attack okay right especially the enroute FDC TFR notices because this is telling us where TF ours are and any other things too in route waypoints and stuff like that will be listed here right now there’s only one TFR and it is around near Sarasota which is out of the way and it’s for gas venting persuaded to possible wildfire yadda yadda yadda okay so just like for weather no dams but instead of going back to plan the route now what we actually do now is we do something else we look at a website like flight aware or flight plan calm and look and see if what people are getting is what you want to do so they’ve made this one they’ve been making this a little harder to find KCRG KTM a you’d search flight aware to see if there’s any recently flown routes the whole one reason you do this is not so you can copy/paste the route although that’s what you’re gonna do if you’re looking to see what people have been getting so if the route has been flown recently then a route will show up on flight aware and you could file that because most likely that’s what you would get even if you filed something completely different they may give you that instead now as you can see here there’s no IFR routes for our chosen airports next we would want to look at FAA preferred routes we’re gonna skip this for now because I already know this isn’t gonna apply and we’re gonna come back to it later okay so we’ve looked at flight aware there’s no routes no preferred routes when you’re now in a situation where we have to plan our own route okay so how do we plan an IFR flight plan well we start with the departure Airport just like before and we want to look at its departure procedures KCRG is our departure Airport and we care about the plates section so what we want to look for right now is SIDS remember we’re working for the departure Airport first we want to pick our first enroute Waypoint so the first thing we need to look for Sid’s there are no SIDS for Craig however that does not mean we are done we already know there’s OD piece for Craig because we’ve gone over them before so that’s where we want to check next takeoff minimums before we check takeoff minimums though note there are instrument approaches here so the diverse departure is still on the table right now okay so we load up the take-off minimums document and we scroll through it until we find Craig which is in the Jacksonville entries Jackson will executive at Craig so remember diverse departure still on the table takeoff minimums and obstacle departure procedures amendment for takeoff minimums for only two three standard width climb of 364 nautical mile to 1500 or 1300 two and a half four climb and

visual conditions so that says two three has a bcoa departure we’re gonna go over V CoA departures when we’re done with the charts tutorial VCO a departures are a type of um ODP we’ll go over them later but in another video but for right now all you need to do is they are basically the reverse of the corkscrew approach if you know the corkscrew approach that the military likes to fly where they circle over the field and they come in to land a VCO a is basically the same as that it’s just in reversed or climbing instead of the sending okay so takeoff minimums for only two three are not our standard with a client of 360 feet per nautical mile or 1300 two and a half for climbing visual conditions depending on which one you’re doing if you want to do the VCO a or if you want to just do so so that says 2/3 all runways have standard departure minimums for Craig except for 2/3 which has this one which are standard with just a steeper climb gradient oh we have some departure procedures ok so we see there are owed EPS for this Airport there’s one for run with 2 3 runway 5 and we’re only 1/4 that means that we cannot fly diverse unless we take off from runway 3 to runway 3 2 is the only one we can fly the diverse departure off of so yeah we’d see what’s wrong at this point we’d see which runway is active to see which runway we’d most likely get try to predict which runway we’d get on departure so we can we want to read through these prior to the party but let’s just say for the sake of the argument that runway 5 is active we can actually look and see winds are currently 1 0 0 at 8 that would actually mean yeah runway 5 is active right now that was a lucky guess what not ok here so yeah we’re only 5 is active so we definitely want to look we’ve won looking over all of them but we’d specially make note of runway 5 because that’s the one we’re most likely to get so again note it’s a standard takeoff minimums apply to this runway climb heading 0 5 1 to 500 then on course so we have a certain heading to fly until we get to a certain altitude that’s us pretty simple ODP ok so we’ve got an OTP for this airport what now OD peas don’t normally end with waypoints usually they’re just fly heading until altitude but sometimes they may have you go to a specific waypoint in this case they don’t so barring the departure procedure if the departure procedure doesn’t have you go to a specific Waypoint then you need to pick your own first enroute waypoint there’s a rule I like to follow and that is pick a waypoint preferably a vor unless there’s a vor on the field or relatively nearby and you want the first Waypoint to be within 50 miles of your departure Airport that’s a general rule of thumb I follow it’s not necessarily a requirement we don’t really know what we can pick right now because we don’t know which way we’re going so let’s actually skip at this point we would skip the first entry way point and we want to go to the last entry Waypoint to get an idea of what we’re gonna do so we’ll type in destination airfield and look over its procedures first thing since we’re picking our last enroute waypoint we want to know if there are any sit stars we see there are no stars for this Airport okay so no stars do we pick our own interet way point no we see there are instrument approaches let’s look at the instrument approaches to see what if there are any feeder routes remember a feeder route is designed to take you from the enroute environment to the approach so a feeder route can sort of serve as a poor-man’s star in a way so the way I like to I’d like to look at approaches on a specific order and that is most accurate to least accurate this Airport has an ILS an or an AF or to our namsan to be ours so we’d want to look at the islands first then the R and abs and the vor s so let’s look at the isle s and I like FlightAware shows you a little preview before you download it we can see immediately there is a feeder route from the Veloster vor just look real quick at one of the arnav’s there is a feeder route from the ballasts of your on that one what about three three nope no feeder roots for that one okay so we can see the Valdosta is a reoccurring theme about also via water that’s a feeder root okay so that tells us that that last stuff would be a good choice as our last entry waypoint since flight sky vectors been screwing up I’m

gonna go ahead I’m gonna do this okay so we’ve picked our last enroute waypoint to beat Valdosta vor and now you see why I am i delayed picking the first entry waypoint once I saw we didn’t have one chosen for us is it this was going like this so I could have been thinking that oda over here or Chrissa would have been a good first entry waypoint but if we go to vilasa then that makes mona a better one so now that we picked our last entry way point we can see the relative direction that we need to go so now we can have an easier time picking our first intimate Waypoint again you want it within the first 50 miles but this also depends on the departure Airport in the capabilities of your airplane if you are vor is only so slant uniform slant alpha something like that vor is only you’re definitely gonna want your first Waypoint to be within 50 miles most likely a vor would be your best bet but keep in mind you don’t have to go direct to waypoints you can also make use of the radials you can make your own waypoints you can do whatever it is you need to do you just need to know the rules if you go direct or you pick your own waypoint or something you need to make note of the off route obstacle clearance altitude because that’s you’re gonna have to be higher than that alright so I can see right away that Mona would be a first in route Waypoint and we could add that pretty simply there we go there’s Mona now how would we get to Mona from Craig well we are now capable so we could go direct to it or we could use this airway Viktor 198 since it runs from the Craig vor to Mona so yeah that’s what we do we joined the victor 1 9 8 airway after departure so zero five one two five hundred then make a left or right turn to get on course intercept the radial out from Craig which is two nine zero so now what do we do well now we can’t play connect the dots so the hole this is where IFR flight planning can get a lot easier than VFR is that we only have to pick two waypoints and then we play connect the dots and you can see right away pretty simply the route that would be you would need to use again you’d want to check your no Tom’s as you go to make sure things are usable as well as weather and we see we have some storm cells popping up down here convective Sigma but anyway let’s play connect the dots so Viktor won 9-8 – Mona we can add Taylor to the plan it’s probably gonna screw up know that did it okay so we can add Taylor to plan could we go from Taylor direct Valdosta we could if the ATC could let us through the Moody – in the way we’re gonna have to go through the Moody one in my way let’s say if we filed this from Taylor direct Valdosta we could get a clearance that’s different we could they could say cleared – Mona Victor 190 – Hattie direct Valdosta than is final which would be this meaning that there’s probably something going on in the Moody to south and Malloy they don’t want us to know about let’s try to steer clear the MOA as long as we can try to only go through one in my way if we can help it so I see right away oh and plus we need to worry about the offer out obstacle clearance altitude 3,000 for hundreds of the highest one for this little bit stretch here so yeah three thousand four hundred we could definitely get above that and a problem we’re in a 180 – let’s actually continue on victor 198 – Hattie where we will join victor 579 I’m guessing I’m not sure if it’s broken there or if it does continue but this is what we would file so for this route and by the way we would fill everything out just like we would VFR so for this route we are KCRG KCR g/km a patent picking off in it yet so right away we’ve seen our route we can fill out the rest far as distance and whatnot we need to pick an off in it first we want to look and see it do we need an alternate does the weather require an alternate weather’s good at Tifton today so no alternate is not required Tifton has instrument approaches so often it’s not required even feel the wear is good so we could actually not file an alternate for this and just go direct it may behoove you to look around and see what alternates there are I often pick an alternate anyway but do remember that if you file an alternate you have to carry the fuel for that alternate so if you’re stretching the fuel lines which you better freaking not be but you could you

don’t have to file an alternate for this Alma would be a good alternate in case you’re wondering so let’s just go ahead and do that so we’d want to look for an alternate I like alternates that are around 50 nautical miles away a reason being is you don’t want the alternate to be close to the airport we’ve stated this before so we would look at things like alternate minimums and stuff like that so let’s some look around thankfully Tifton has a vor we have any number of directions to go for our alternate we can head over to Albany we can head up to this vor which can get it to Vienna which can get us to Eastman or even makin up their bit out of the way but we could do it or we could just use Alma which is close let’s actually head to Albany those since I know Albany has services so let’s make Albany our alternate and that is kab why we’re not done yet we want to look at Albany first to see if there are any alternate minimums if it could even be our alternate we’ll go ahead and say for the sake of the argument that it can be next we want to plan the route to the alternate we’re not gonna be able to go direct well we could they are close enough but most cases they’re not gonna let you go too right but we do have the Victor 5 7 8 hair away to the Pecan vor so let’s go ahead and add that peak and vor I know from experience the serves as a feeder route to the approaches into Albany so this can be our route so right now when you’re done now we have a total distance of 197 nautical miles for IFR it’s almost always best around up for total distances so let’s round that up to 198 Nanako miles 1 9 8 how long is it gonna take us to fly this well now you’ll be doing everything that you did VFR getting the ground speed and stuff like that so real thing I need to mention real quick is IFR charts are almost always magnetic oriented these longitude latitude lines as usual are true north oriented however vor s are ways and everything else is magnetic north oriented so what that means is the courses on these Airways are in magnetic course so for IFR flying they give you the magnetic course already you don’t need to worry about the true course and if you look at our iPhone a vlog you can see you punch in the magnetic course apply the one correction angle to get magnet heading then apply deviation to get compass heading so real quick I’ll actually show that to you our first magnetic course let’s just say from Taylor we’d use these numbers here – 76 that is the wrong one – 7 6 and let’s say the one correction angle wasn’t – 3 that’s – 7 3 and let’s say deviation was + 1 that’s – 74 so that’s a pretty easy number right there so yeah this is this is basically how you go just remember these are in magnetic so you can actually forget things and on your e6000 and speed in one correction you just got to remember that these are magnetic we said the winds were like two six zero at seven on the last video true airspeed 131 let’s she’s the same numbers magnetic course was two seven six oh shoot I got those backwards when the speed into 6-0 there we go so it’s giving us a minus 1 wind correction angle on the ground speed 120 4 knots for that bit right there so yes just like would VFR at this point you would um calculate how far you have to go and how long it’s gonna take you to go it to get your total fuel then you would add your reserved fuel which is for IFR flights is 45 minutes reserved for day 60 minutes reserved at night but just like with VFR just go ahead and make it a 60 minute reserved do yourself a favor then add alternate fuel if there is one because if you picked a non cent you have to carry the fuel for it and then add climb and taxi fuel and stuff like that to get total fuel required for flight all right so we’re getting a bit out of our way right now so this was a good example let’s look at them a different one all right for our second example we’re gonna look at Tallahassee to Naples

direct lines about a 288 nautical mile flight following the coast down we’ve got to get through some Bravo and a charlie another charlie and it’s right down there okay so how do we do this well just like before we have to plan a flight so we look at flight aware there’s no recent routes looked at preferred FAA browsers and then there so we’re in a situation we have to plan our own route what do we do we look at the Parcher airport first there are no SIDS for Tallahassee so we know there are instrument approaches so diverse departure is on the table let’s look at that takeoff minimums diverse departure is on the table still we have to check if there are any OD Peas so we got to find Tallahassee on here Tallahassee Tallahassee I see till hasi however the hell pronounce there it is tablet just saw it there Tallahassee takeoff minimums Oh DPS amendment one there are none there are no takeoff there are no takeoff minimums meaning that all runways at Tallahassee have standard departure minimums and there are no obstacle parts procedures so diverse departure is the name of the game at Tallahassee we can fly the D vers departure for any runway at Tallahassee note the nearby obstacles if you want but diverse departure so no first enroute Waypoint is picked for us we would need to pick one that’s within 50 miles following my rule again let’s go down to Naples real quick which is alpha Papa Foxtrot let’s go down to Naples and look okay so there are stars for this Airport I see three stars we got to look over these stars real quick to see if any apply to us just because we’re a ga airplane the 172 doesn’t mean that we won’t get a star so how do we look at stars to determine if or get them or we just look at the approach plate or the star itself and two things we got a note one its direction which way is it going this one’s coming from the st. Petersburg VFR or vor which is over on Tampa to Sarasota then to Zeller and the airport’s over here so we can see this one’s going south east bound which is the direction we’re going so this one fits our direction are there any notes there’s a note right here chart and a scale and another one here Tippie transition not available for turbo jet aircraft filed hi transition but we look there are no notes that say that this is turbojet only that’s one of the things you want to look for does it have any specific navigation requirements such as R and F and is a turbojet only if it’s either one of those if it if you can’t fly the star because of navigation capability say we’re not aren’t equipped and it was an RN F star or it’s for turbo jets only then forget it don’t even bother reading it you don’t need it anymore this one is not for turbo jets only we could get this star so real quick let’s look at the other two [ __ ] three okay from Seminole vor which is over Tallahassee so this one could decide our entire route force if it’s usable let’s see radar required GPS required aren’t f1 turbojet turboprop only well that precludes it we’re 182 we’re not a turbojet or a turboprop throw it out the door we don’t need it shift to comes from Alma heads southbound it’s a bit out of our way so we don’t know even need to look at what this one this is way too far out the way to even care about it comes from a completely different direction so Zieler three it is so we’ll go ahead and pull up this one and we can see um Tippi transition not available for turbo jet aircraft we’re not turbojet so we could use either Tippi or the saint-petersburg of transition st. Petersburg is a bit closer to our route if you find it it is this vor right there st. Petersburg look how close that is to our reverses Tippy’s way the heck over here somewhere so let’s go ahead and file this one we’ll add st. Petersburg to the plan and that is our last in the route Waypoint no need to connect any more down here so we’ve decided our last enroute Waypoint now we just like before we go back up here to see if that helps us determine a first well it kind of did if you wanted to stick along victor 97 which takes us a little far offshore in fact if we look at the furthest point we’re gonna be

thirty miles away from the shore that’s a bit too far from my taste plus the minimum enroute altitude right here is seven thousand or four thousand four R and F and we’re a bit close to these warning areas I think we should stick over land a bit more so um this didn’t help us really it didn’t help us determine our first entry way point so let’s pretend that victor 97 is not there and the only two options we have are victor 521 or victor 7 over here what do we do we got to pick our first entry way point well across city could be a good one it’s a vor but that goes a bit beyond 50 nautical miles in fact it’s 83 again the 50 nautical mile thing’s not a rule it’s just a practice that I like to follow especially if you’re slant alpha slant uniform and you don’t have our nav capability it’s a really good one but do note that you can bend this rule a bit if say there’s a vor on the airport or a one nearby in this case we have the Seminole vor which is nearby so we could take off from Tallahassee and since we can do the diverse departure on any runway as long as we get up to 3400 within 25 nautical miles which at 200 feet per nautical mile we certainly will in fact 200 feet per nautical mile is 5512 miles away from the departure Airport we won’t hit anything as long as we maintain the 200 feet per nautical mile crime gradient so no we could go to Seminole and then join the airway or since or we could just join the airway we don’t actually have to join an airway at a particular point or vor you can join the airway in any point remember it is nothing more than a radial from a vor for the most part so that is a thing we can do we could also if we take off on run to seven we could track the IPL q localizer outbound to olga and that will grow ghee and then that gets us on the victor seven airline so we could add ol ghee or we could just file cross city like that would the intention of joining the victor seven air why we do don’t have to file that now in real life if you depart here they’re gonna give you radar vectors and if you filed cross city heading that way they’re most likely gonna give you radar vectors to either join a radial direct across city which is a thing you can do or they’ll get you onto this airway most likely they will vector u onto this airway so what I would do is actually file cross city as my first Waypoint with the intention of using Victor seven to get there and we would join Victor seven immediately after departure so how would you punch this into a GPS though if you um let’s say you were punching in your GPS so how would or FMS how would you punch this in instead of using cross city is your first Waypoint if you want to just join the airway at some port some part before cross city oh you would punch this in your FMS like this you would add the seminole vor first and then Victor seven the Cross City no intention of going the Seminole that just gives you the line that you need to do so our actual track is probably gonna be something like that so that’s what we’ll file cross city is the first entry way point st. Petersburg is the last entry way point then we filed this star so real quick me bring up WordPad how would we file this KTLA ch2 crossed City Victor 35 it looks like yep we could take Victor 35 that does take us over the water but much closer that’s a hell of a lot better cuz that’s less than 10 miles at the furthest point versus the 20 miles that it was over here so we could take that or we could um use Victor 7 all the way down to knits and then join Victor 441 let’s just use Victor 35 just to make our lives a bit easy easier now Victor 7 and Victor 3 5 Victor 9 7 excludes aerospace below 2,000 feet outside the Continental limits of the United States okay 3,000 feets the MA

so we’d file Victor 3 5 2 pi then we look back at the star to see how it they wants to file it this right here is how they want you to file it this is the Zieler 3 star note everything after the decimal there so Zieler dots Zieler 3 is how you would file it if Zieler was your first entry way point how would we file this if st. Petersburg is our first entry Waypoint right down here so for the st. Petersburg transition in the parentheses here is how they want you to file it if you plan on using it so P ie dot ze IL r 3z e IL r 3 2 k AP f so that’s how you would file that one so a quick recap just like before first entry waypoint last entry waypoint connect the dots alright got another couple of examples I want to show remember we skip the bit in the first one so let’s show the actual process you would do this we’ve switched up airplanes let’s say we’re flying a turbo jet let’s say we’re flying a Learjet for a charter company and the flights gonna be from Atlanta Hartsfield to Chicago O’Hara so let’s plan this out so again we’ve drawn the direct line we know the airport’s next thing we need to do is check flight aware so if we go IFR route analyzer ka TL k Ord well how about that there’s routes between these two airports a ton of them actually all right so here we’ve seen the most recently used routes by real-life airplanes shows the distance the route the altitude as well as how often it gets used I don’t know how far back these is I think these only show the most recent routes in the past three or four days so for the past let’s say five days for the past five days this route here has been used 100 times so this is definitely one so let’s so right now we would actually um we would pick that that’s what we’d go with or any one of these routes really but most likely this one since that’s getting used the most if we could file that we definitely want to check that over to make sure we could fly that since we are a certain type of airplane but yeah that’s what we look at final wear is not a website for you to just copy paste or route even though that’s what most people use it for flight aware is useful for seeing what if other airplanes are getting to see what you would get if you were flying this route now let’s move on let’s say for the example that these weren’t here so all these routes go bye-bye FlightAware didn’t help us there was nothing our next step is actually not planned around ourselves it’s checked the FAA preferred routes so the FAA preferred routes our routes that the FAS published that they want planes to take between two cities so they sort these by city pair sorta if you look at the actual document a city pair is just the terminal area basically so the Atlanta city is ATL the ATL terminal area Chicago is Ord we don’t really need to care about that we just need to punch in the information here so all we really need is our departure and destination we could fill out all this other crap crap here route type area altitude string all that if you don’t punch anything in this is just this is fly dot FAA gov by the way or just google search FAA preferred routes as the first link you find we don’t need to fill out any of this because if you don’t punch anything in then it returns all values for that field and you can also use wildcards which is nice okay so we’ve got our departure and destination submit search terms no data given search team terms so there’s no preferred routes know why because I used the four-letter ICAO identifier that’s a mistake that a lot of people make with fly swimming since most flight sim add-ons and even the FM s’s want you to use the four-letter ikl identifier when you’re planning this stuff you need to use the three-letter identifier ATL o Rd there

we go that fixed it so we see there are preferred routes between these two airports all right so what’s the preferred route it’s a route they want you to take so if you see a preferred route for your Airport and this is your one of your steps before you plan your own you find which one works for you then file it because it doesn’t matter what you file if there’s a preferred route if there’s a preferred route that’s what ATC is gonna give you regardless of what you file okay so first we want to look at the area traffic overflowing the CID AR TCC to Chicago that tells us the area we’re going through next we want to look at the aircraft so this tells us what type of planes will get what route so this route here for non advanced our nav only they get this route DVD me are you or GPS equipped will get this route and if you look back at flight aware cat it nine to cabot glazier q 11 18 or 11 8 to mzz Vick 180 l Kadett glazier Q&A ends easy fit 100 rd hmm pretty similar non advanced NAVAIR craft only 80 LJ 89 i iu m ZZ o x ì óù x i6 ORD so yeah the FAA preferred routes are telling you what you could get so if there’s a preferred route you use it find which one would work for you in this case since we said we’re a Learjet we it would be one of these two let’s just say we’re a Learjet that’s on par with navigation equipment so it’s our nav capable advanced our nav this would be the route we’d file and that’s the route we would get takes us from ztl to za u if we were lower altitude say a Cessna or something like that we’re sticking to the victor Airways this is the route we would get because it is from 6000 the 17,000 and you can see it stick to the victors so yep that’s done you look at flight aware barring flight aware look at preferred routes the reason I say look at flight aware first is because if there is a preferred route that means that’s a route that’s flown pretty frequently and it will show up here most likely so for one last time let’s look at planning a flight if we were a jet and I know for a fact there are no preferred routes from Daytona Beach other there are flight aware routes for days on the beach so let’s say if we were if let’s say that flight aware we’re flying from Atlanta Daytona Beach let’s say flight aware gave us nothing and there were no FAA preferred routes so we now have to plan our own route and we’re in a turbojet that’s fun fun fun ok so take it just like it is it’s just like before this is flying is really a lot of information that stacks up everything’s the same but different it all stacks up that’s why you start at the bottom and work your way up so I know for a fact that one of the SIDS out of Atlanta ends a Punnett and has a Macon transition let’s add Macon as our first entry waypoint Punnett 8 would be the CID we’re using making transition and I know there are no stars in today’s on a beach I’m amusing local knowledge to save time I know for a fact that there’s no stars in the Daytona Beach I also know that there are no good feeder routes unless your RNAV equipped so let’s say we wanted to stick to the Airways we would have to make ormond beach our last enroute waypoint and that’s pretty close to Daytona Beach because that’s the only feeder route into Daytona Beach for the direction we’re going so yeah so now we got our first entry Waypoint in our last entry way point and just like before we connect the dots we just have to remember that we are in a turbo jet airplane so we need to use the high-end route charts since we’re gonna be going up high and we need to remember that our navigation capabilities we are our nav with vor s advanced Arnab – most likely has vena have capability as well so just like before we would just play connect the dots let’s add the Alma of yo our and the Craig vor well what do you know it thrilled up again I don’t know why it keeps doing that well there’s a good route so from making Jay 45 goes all the way down to Craig actually Ormond Beach so we’d file

making Jay 45 Ormond Beach done no stars in no good feeder routes we would most likely be getting vectored for the approach prior to warming beach but this is what we’d file and it’s just like before it’s just like you did with the Cessna you play connect the dots pick an alternate if you need to make sure you can meet the alternate minimums which we’ve gone over before and or the alternates alternate minimums anyway so it’s really the same as IFR once you pick the route once you pick the departure destination and the route you can pick an alternate add everything to go to get tole time and total fuel needed and you’re good to go file a flight plan and you know filigree and this stuff out we went over in the VFR and that’s why I stress I know a lot of IFR Flyers and fly soon everyone likes to go IFR out of LA to Atlantis and that’s everyone likes to do that very first thing they do when they get their flights in they fire up a 747 and they want to go I far from LA to Atlanta but you you really miss out because I can tell you from experience a lot of flights summers think they know what they’re doing but they really don’t because they rely on the SMS too much they rely on that pretty magenta line there’s absolutely no reason why you can’t fly current procedures on a website like that sim or I’ve AO even if your nav date is a date because these charts are publicly available they’re free of charge you can get them from sky vector or any other website that has them so there’s no reason why you shouldn’t you need to learn VFR first because that’s where you learn to walk a lot of VFR is learning the math behind these things IFR when you start learning I far they expect you to know how to get a win correction angle and apply compass deviation and all that so that’s not covered in IFR training because you better know how to do that already so ya learn VFR stuff first because that’s the building block if all else fails you have that and VFR flying is never gonna fail you because well the planet Earth’s not going anywhere at least we hope not not anytime soon anyway so yeah learn VFR first then worry about IFR and don’t be afraid of SIDS and stars a lot of people are scared half to death of SIDS and stars for some reason says it’s ours really aren’t that hard for the most part Odie peas are scarier and most people aren’t scared of them but that’s only because they don’t really know much about them or even that they exist so yep that is my video on planning IFR flight plans quick recap departure Airport destination Airport weather no domes route you can get it from flight aware or flight plan calm if you doesn’t find it there check FAA preferred routes if you don’t find it there then you have to plan your own if you have to plan your own look at SIDS or O DPS there are none fly the diverse departure if there is no diverse departure well that means you’re flying in an airport that is not IFR certified which means you cannot safely fly out of that Airport case in point if we look at world VFR real quick if we wanted to fly IFR and a Davis field and I’m just gonna add Lake City because the hell of it let’s say we wanted to fly IFR from Davis field to Lake City if we check Davis field identifier three Juliet six oh there are no our IFR plates for this this means there is no departure procedure so no CID or OD p43 Gillette six and the lack of instrument approaches means there’s no diverse departure for three Juliet six so you could not safely depart IFR from three Juliet six how would you depart if now could you fly IFR out of here legally yes safely no because again since there’s no published procedures there’s no way to know for sure that you can keep clear of any obstacles if you’re actually in IMC conditions the way you would do this is you depart this Airport VFR and pick up by far in the air or if you try to depart IFR on the ground they would just tell you departure at own risk meaning it’s not their responsibility if you hit a tower so yeah you can fly two airports that aren’t technically IFR so yeah that’s the procedure and that’s the video hope you enjoyed it and we’ll see you next time

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