The obvious solution is to make sure we never become "positionally challenged." This can be more difficult than it sounds, even if we're using a global positioning system (GPS) receiver, but most of that difficulty can be eliminated by the basics: Plan the flight and then fly the plan.
The first goal of cross-country planning is to figure out how to get where you're going as efficiently as possible. At the same time, preparation should be an effort to lower the stress and increase the enjoyment. The best way to do that is through complete planning and precise execution--in other words, paying attention to the basics.
Approach cross-country planning as if everything in the cockpit is going to fail except the compass. Do that and the flight is easy. Plus, if you study the route and do your flight planning, you will have flown the trip in your mind, which eliminates much of the strangeness of new territory. Landmarks and distances will gain a degree of familiarity, and it will seem as if you've been there before.
Organize the cockpit
Nothing is more annoying than having to make a decision about your route when you can't lay your hands on resources immediately. Plus, it can cause problems. You're covering ground at the rate of one mile every 30 seconds, give or take--unless you're in a Piper Cub, in which case you get lost very slowly--and you can't afford to waste time looking for something. So, we want to set up our cockpit for maximum efficiency.
Administrivia. First, have a minimum of two pencils or pens--and tie them to strings. You'll have a flight log that lists every checkpoint, as well as the distance and your estimated time enroute (ETE) to each, so attach the pencils to the clipboard or kneeboard that holds your flight log. Drop a pencil in an airplane and it may be gone forever. So, don't forget the string.
If you wear glasses, keep an extra pair within reach, maybe in a clip on the sun visor or anywhere you can reach them quickly. Make sure they're secure enough that turbulence can't shake them loose.
If using GPS, think seriously about carrying a small back-up unit. And if one or both are portables, don't forget two extra sets of batteries for each.
Fold your charts ahead of time. If you're flying an airplane with a small cockpit and your trip takes you off the edge of a sectional, forcing you to flip it over, think about bringing a second chart instead; charts are hard to refold.
Some folks trim their charts into strips, inserting them in plastic pages within a ring binder. If there's a disadvantage to that, it is that it limits your radius of action if you have to deviate around weather and, if you fly off the edge of the strip, you really are in never-never land. If you're talking about a normal page-sized piece of chart, it's slightly more than 50 nautical miles wide, so the faster the airplane, the more critical your deviations from course become. For that reason, think twice about cutting them into strips.
Consider getting one of those electronic timers that count down (an egg timer may work); attach it to your clipboard and each time you go past a checkpoint, reset it with the ETE for the next one. You could set it with the ETE for longer legs, but then you won't know you're off course and/or the winds have changed until too much time has elapsed. And remember those gadgets may have a magnet in their base, so don't get them near your compass.
Personal comfort
If you are planning on doing a lot of cross-countries think about purchasing custom cushions from a manufacturer like Oregon Aero. It's impossible to understand the difference comfortable seats make until you've tried some and realize you've been flying on chairs that feel like concrete after two hours.
Then there's the other aspect of personal comfort. Unless you, like many of us, like to land every two hours at a new airport just to snoop around, consider purchasing a portable urinal. These inexpensive devices are available from pilot shops.
In the same vein, if flying long legs, keep your output ahead of your intake. Try not to drink too much before taking off, and stay away from caffeine, as it's a diuretic. Incidentally, rest stops may make the trip take longer, but they break up the legs and greatly reduce the total fatigue factor.
Keep any snacks or drinks handy. Before the trip, sit in the airplane and reach around, even behind the front seat, and see what you can actually reach without having to unstrap. Also, make sure that whatever you're using to store your snacks is strapped down so you don't wind up with ham sandwiches ricocheting around the cockpit.
Survival
Never forget that you're traveling in a machine that has thousands of parts, most of which have to keep working to keep you from making an unscheduled arrival somewhere. So, don't climb into your aircraft in the middle of winter, for instance, wearing a T-shirt with your jacket under the backseat. Always assume the worst is going to happen; be prepared, and make sure what you'll need is within easy reach. Maybe put it all in a bag that's snapped to the bottom of the front seat under your legs. A fancy survival kit in the baggage compartment won't do you much good if you can't reach it.
The subject of survival is fodder for a complete article, so we'll just touch on the most important supplies that will make sure someone finds you and help to keep you alive until they get there.
Transceiver. There are lots of good little aviation-band transceivers that can easily fit into a small space or even a big pocket.
Cell phone. These work in far more parts of the country than where they don't work. You'll probably have one with you anyway, but keep it handy and restrained so it isn't lost in the event of an abrupt halt. Again, pockets are good.
ELT batteries. Although checking ELT batteries is a part of your aircraft's annual inspection, do it more often than that. It's good insurance.
Flashlight and hand strobe. If you have a flashlight in your kit, remember to change the batteries yearly. That's for your own use. One of those hand-held battery strobe lights is to help the folks looking for you.
Jacket or blanket. Assume you're going to have to spend a night trapped in the cockpit and put one of those aluminum foil space blankets in your under-seat kit. Be sure to have a jacket within reach.
Water and snack bars. Always have enough water within reach to last for several days. Ditto some energy bars. You may have a more complete survival kit in the baggage compartment, but the one under the seat is what you'll need if you're trapped.
First aid kit. This is for temporarily plugging leaks and killing pain. Get some QuikClot, a powder that, when poured into wounds, seals them off. It's a good investment.
Plan the flight
You've received plenty of flight planning methodology in ground school, so we won't get deeply into it other than to touch on a few basic concepts.
Have it all in your face. At-a-glance information is what makes cross-country planning work. You don't want to be searching for information, nor do you want to have to remember what abbreviations mean a couple days after you came up with them. Crude and understandable is far superior to wildly complete but cryptic.
Write it on the sectional. Although you'll have several flying log pages that show all of your information in tabular form, a more useful way to present your information is to simply write it directly on the sectional at the points where it is needed. Next to the point of departure, write the compass heading, distance, and estimated times en route to a) the next checkpoint and b) the destination. Write the same information on each checkpoint. That will let you know when to expect the next checkpoint and how long it'll take to get to the destination.
Flight log. Your kneeboard log will summarize all the information as it applies to each checkpoint, including estimated times en route and actual times, but it'll just be backup for the info written on the sectional.
Radio frequencies. Look down your route and write every radio frequency you'll need on your flight log. Also, either use a highlighter or draw circles around the frequencies on the chart so you can more easily find them. Don't forget flight service station frequencies.
Fly the plan
When executing the plan it's all about precision. It's important to not only precisely compute the times and hold the headings, but to note when they aren't working out. Small differences in the beginning become big ones as a trip progresses. Conversely, making tiny corrections in the beginning means there will be none required at the end.
Time hack on liftoff. Write the time of departure on the sectional; then, while flying, add the estimated time en route and note it on the next checkpoint.
Update as you go. When you hit the first checkpoint, note the difference and correct your estimates to the next checkpoint.
Compass heading. The heading initially figured will be based on forecast winds that may or may not be accurate. Therefore one of the most important things you can do is hold the compass heading precisely. One degree off is too much. If you don't hold an exact compass heading and you don't hit a checkpoint right on the head, you won't know whether it's because the winds have changed or because you weren't holding the correct heading.
Nitpick the compass heading. Hold an exact heading, then--as you see you're missing a checkpoint--change the compass heading by one degree in the appropriate direction and hold it. Next checkpoint, make another correction, if needed. Keep up the process until each checkpoint shows up right on the nose. The process is dependent upon precision, pure and simple.
Use--but don't abuse--the GPS. The GPS has absolutely revolutionized the concept of cross-countries. All of a sudden we have an electronic angel holding our hand every inch of the way. It gives uncanny precision and welcomed peace of mind. It is also terribly addictive: It is so good that it would appear to negate the need for anything other than hitting the On button and keying in the destination. It's an electronic cross-country in a can. Open and serve.
But GPS can have a dark side, which is the danger of developing a serious GPS dependency. This can breed sloppy flight planning. If the magic box keeps working, you can generally get away with sloppy. But if it decides to go south and you haven't been keeping track of the basics, you're instantly in a world of hurt. There are few feelings as bad as the sudden realization that you don't know where you are. At that moment, it's hard to keep panic at bay, and panic kills your ability to think clearly.
Covering your bets
A few minor precautions will help in case weather or equipment failure makes getting on the ground as soon as possible a good idea. Chief among them is making a note of every airport you pass. Keep a mental note of the approximate heading to take you back to each.
Make believe airports are islands and you're flying over the ocean, because they are your havens of safety and it's only logical to keep track of them. In effect, you're programming a "Nearest Airport" button in your head whether you have a GPS or not.
GPS is still the way
We've spent a lot of time talking as if we don't want to use a GPS, when we actually believe that you should utilize it, if it's available. It eliminates entirely too many problems not to take advantage of it. However, when you do use it, always remember that just like an engine, avionics can and do fail. Plan like crazy and have lots of backups. Then hope you won't need them.
Budd Davisson is an aviation writer/photographer and magazine editor who has written approximately 2,200 articles and has flown more than 300 different types of aircraft. A CFI since 1967, he teaches about 30 hours a month in his Pitts S-2A Special. Visit his Web site.
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