what is the recommended procedure for transitioning from vfr to ifr on a composite flight plan?

5-1-one. Preflight Preparation

a. Every pilot is urged to receive a preflight briefing and to file a flying plan. This briefing should consist of the latest or most current weather, airport, and en road NAVAID data. Briefing service may be obtained from an FSS either by telephone or interphone, by radio when airborne, or by a personal visit to the station. Pilots with a current medical certificate in the 48 contiguous States may admission price-complimentary the Direct User Access Terminal System (DUATS) through a personal computer. DUATS will provide blastoff-numeric preflight weather data and allow pilots to file domestic VFR or IFR flight plans.

REFERENCE-
AIM, FAA Atmospheric condition Services, Paragraph seven-1-two , lists DUATS vendors.

Notation-
Pilots filing flight plans via "fast file" who desire to have their briefing recorded, should include a statement at the end of the recording every bit to the source of their weather briefing.

b. The information required by the FAA to process flying plans is independent on FAA Form 7233-1, Flying Plan. The forms are available at all flight service stations. Additional copies will be provided on asking.

REFERENCE-
AIM, Flying Plan- VFR Flights, Paragraph 5-one-4 .
AIM, Flying Plan- IFR Flights, Paragraph 5-one-8 .

c. Consult an FSS or a Weather Service Role (WSO) for preflight weather condition briefing. Supplemental Weather Service Locations (SWSLs) do not provide weather briefings.

d. FSSs are required to advise of pertinent NOTAMs if a standard briefing is requested, merely if they are overlooked, don't hesitate to remind the specialist that you have non received NOTAM data.

NOTE-
NOTAMs which are known in sufficient time for publication and are of vii days duration or longer are normally incorporated into the Notices to Airmen Publication and carried in that location until counterfoil fourth dimension. FDC NOTAMs, which utilize to instrument flying procedures, are likewise included in the Notices to Airmen Publication up to and including the number indicated in the FDC NOTAM legend. Printed NOTAMs are not provided during a briefing unless specifically requested past the pilot since the FSS specialist has no way of knowing whether the pilot has already checked the Notices to Airmen Publication prior to calling. Remember to ask for NOTAMs in the Notices to Airmen Publication. This information is not usually furnished during your briefing.

REFERENCE-
AIM, Observe to Airmen (NOTAM) System, Paragraph 5-i-iii .

eastward. Pilots are urged to use merely the latest issue of aeronautical charts in planning and conducting flying operations. Aeronautical charts are revised and reissued on a regular scheduled ground to ensure that depicted data are current and reliable. In the conterminous U.South., Sectional Charts are updated every 6 months, IFR En Route Charts every 56 days, and amendments to civil IFR Approach Charts are achieved on a 56-day cycle with a change find volume issued on the 28-mean solar day midcycle. Charts that have been superseded by those of a more than contempo date may comprise obsolete or incomplete flight information.

REFERENCE-
AIM, Full general Clarification of Each Chart Series, Paragraph 9-ane-iv .

f. When requesting a preflight briefing, place yourself as a pilot and provide the post-obit:

one. Type of flight planned; due east.thousand., VFR or IFR.

2. Aircraft's number or pilot'south name.

3. Aircraft type.

4. Deviation Airport.

5. Road of flight.

vi. Destination.

seven. Flying altitude(due south).

8. ETD and ETE.

one thousand. Prior to conducting a briefing, briefers are required to have the background information listed above and so that they may tailor the briefing to the needs of the proposed flight. The objective is to communicate a "picture" of meteorological and aeronautical data necessary for the deport of a safe and efficient flight. Briefers use all available weather condition and aeronautical information to summarize information applicable to the proposed flight. They do non read weather reports and forecasts verbatim unless specifically requested by the pilot. FSS briefers do not provide FDC NOTAM information for special musical instrument arroyo procedures unless specifically asked. Pilots authorized by the FAA to use special instrument arroyo procedures must specifically asking FDC NOTAM information for these procedures. Pilots who receive the information electronically will receive NOTAMs for special IAPs automatically.

REFERENCE-
AIM, Preflight Briefings, Paragraph 7-i-4 , contains those items of a weather conference that should be expected or requested.

h. FAA by fourteen CFR Office 93, Subpart K, has designated Loftier Density Traffic Airports (HDTAs) and has prescribed air traffic rules and requirements for operating shipping (excluding helicopter operations) to and from these airports.

REFERENCE-
Airport/Facility Directory, Special Notices Section.
AIM, Airport Reservation Operations and Special Traffic Direction Programs, Paragraph 4-one-21 .

i. In addition to the filing of a flight programme, if the flying will traverse or land in one or more foreign countries, information technology is particularly of import that pilots get out a complete itinerary with someone directly concerned and keep that person brash of the flight's progress. If serious doubt arises as to the safety of the flying, that person should commencement contact the FSS.

REFERENCE-
AIM, Flights Outside the U.S. and U.Due south. Territories, Paragraph five-1-10 .

j. Pilots operating nether provisions of 14 CFR Function 135 and not having an FAA assigned iii-letter designator, are urged to prefix the normal registration (Northward) number with the letter "T" on flight program filing; due east.g., TN1234B.

REFERENCE-
AIM, Aircraft Call Signs, Paragraph 4-2-iv .

5-1-two. Follow IFR Procedures Fifty-fifty When Operating VFR

a. To maintain IFR proficiency, pilots are urged to practice IFR procedures whenever possible, even when operating VFR. Some suggested practices include:

1. Obtain a consummate preflight and weather briefing. Cheque the NOTAMs.

2. File a flying program. This is an fantabulous low cost insurance policy. The cost is the time it takes to fill it out. The insurance includes the noesis that someone will be looking for you if you become overdue at your destination.

3. Employ current charts.

4. Use the navigation aids. Practise maintaining a good class-continue the needle centered.

5. Maintain a constant altitude which is advisable for the management of flight.

half-dozen. Estimate en road position times.

7. Make accurate and frequent position reports to the FSSs along your route of flight.

b. Simulated IFR flight is recommended (under the hood); however, pilots are cautioned to review and adhere to the requirements specified in xiv CFR Section 91.109 before and during such flying.

c. When flight VFR at nighttime, in addition to the altitude appropriate for the direction of flight, pilots should maintain an altitude which is at or above the minimum en route altitude equally shown on charts. This is especially truthful in mountainous terrain, where there is usually very little footing reference. Practise not depend on your eyes alone to avoid ascension unlighted terrain, or even lighted obstructions such as TV towers.

5-1-3. Find to Airmen (NOTAM) Organisation

a. Time-critical aeronautical data which is of either a temporary nature or non sufficiently known in accelerate to permit publication on aeronautical charts or in other operational publications receives immediate dissemination via the National NOTAM System.

NOTE-
1. NOTAM information is that aeronautical information that could affect a pilot's conclusion to brand a flight. It includes such information equally airport or primary rail closures, changes in the status of navigational aids, ILSs, radar service availability, and other information essential to planned en route, terminal, or landing operations.

2. NOTAM information is transmitted using standard contractions to reduce transmission time. Run into TBL five-1-1 for a listing of the most usually used contractions.

b. NOTAM information is classified into iii categories. These are NOTAM (D) or distant, NOTAM (Fifty) or local, and Flight Data Center (FDC) NOTAMs.

1. NOTAM (D) information is disseminated for all navigational facilities that are part of the National Airspace System (NAS), all public use airports, seaplane bases, and heliports listed in the Airport/Facility Directory (A/FD). The complete file of all NOTAM (D) information is maintained in a reckoner database at the Atmospheric condition Bulletin Switching Centre (WMSC), located in Atlanta, Georgia. This category of information is distributed automatically via Service A telecommunications system. Air traffic facilities, primarily FSSs, with Service A capability accept admission to the entire WMSC database of NOTAMs. These NOTAMs remain available via Service A for the duration of their validity or until published. Once published, the NOTAM data is deleted from the organization.

2. NOTAM (Fifty)

(a) NOTAM (L) information includes such data as taxiway closures, personnel and equipment near or crossing runways, and airport lighting aids that practice non affect instrument approach criteria, such as VASI.

(b) NOTAM (L) information is distributed locally merely and is not attached to the hourly weather reports. A separate file of local NOTAMs is maintained at each FSS for facilities in their area merely. NOTAM (L) data for other FSS areas must exist specifically requested straight from the FSS that has responsibility for the aerodrome concerned.

three. FDC NOTAMs

(a) On those occasions when information technology becomes necessary to disseminate information which is regulatory in nature, the National Flight Data Middle (NFDC), in Washington, DC, will outcome an FDC NOTAM. FDC NOTAMs contain such things equally amendments to published IAPs and other current aeronautical charts. They are also used to advertise temporary flight restrictions caused by such things as natural disasters or big-scale public events that may generate a congestion of air traffic over a site.

(b) FDC NOTAMs are transmitted via Service A only once and are kept on file at the FSS until published or canceled. FSSs are responsible for maintaining a file of current, unpublished FDC NOTAMs concerning weather condition inside 400 miles of their facilities. FDC information concerning conditions that are more than 400 miles from the FSS, or that is already published, is given to a airplane pilot simply on request.

Note-
ane. DUATS vendors will provide FDC NOTAMs but upon site-specific requests using a location identifier.

2. NOTAM data may not always be current due to the changeable nature of national airspace system components, delays inherent in processing information, and occasional temporary outages of the U.South. NOTAM system. While en road, pilots should contact FSSs and obtain updated information for their route of flight and destination.

c. An integral office of the NOTAM System is the Notices to Airmen Publication (NTAP) published every four weeks. Data is included in this publication to reduce congestion on the telecommunications circuits and, therefore, is non bachelor via Service A. In one case published, the information is non provided during airplane pilot conditions briefings unless specifically requested past the pilot. This publication contains ii sections.

1. The first section consists of notices that meet the criteria for NOTAM (D) and are expected to remain in effect for an extended menstruation and FDC NOTAMs that are current at the time of publication. Occasionally, some NOTAM (L) and other unique information is included in this section when it will contribute to flight condom.

2. The second section contains special notices that are either besides long or concern a wide or unspecified geographic area and are not suitable for inclusion in the offset section. The content of these notices vary widely and there are no specific criteria for their inclusion, other than their enhancement of flying safe.

three. The number of the last FDC NOTAM included in the publication is noted on the first page to aid the user in updating the listing with any FDC NOTAMs which may have been issued between the cut-off engagement and the date the publication is received. All information contained will be carried until the information expires, is canceled, or in the case of permanent weather, is published in other publications, such as the A/FD.

4. All new notices entered, excluding FDC NOTAMs, volition be published only if the information is expected to remain in effect for at least vii days later on the constructive engagement of the publication.

d. NOTAM information is non available from a Supplemental Weather Service Locations (SWSL).

TBL 5-1-1
NOTAM CONTRACTIONS

	A
AADC	Approach and Difference Control
ABV	Above
A/C	Approach Command
ACCUM	Accumulate
ACFT	Aircraft
ACR	Air Carrier
ACTV/ACTVT	Agile/Activate
ADF	Automatic Management Finder
ADJ	Adjacent
ADZ/ADZD	Advise/Advised
AFD	Airport/Facility Directory
AFSS	Automated Flight Service Station
ALS	Approach Light System
ALTM	Altimeter
ALTN/ALTNLY	Alternating/Alternately
ALSTG	Altimeter Setting
AMDT	Amendment
APCH	Approach
APL	Airport Lights
ARFF	Aircraft Rescue & Burn Fighting
ARPT	Airport
ARSR	Air Road Surveillance Radar
ASDE	Airport Surface Detection Equipment
ASOS	Automatic Surface Observing Arrangement
ASPH	Asphalt
ASR	Aerodrome Surveillance Radar
ATC	Air Traffic Control
ATCT	Airport Traffic Command Tower
ATIS	Automated Terminal Information Service
AVBL	Available
AWOS	Automatic Weather Observing System
AZM	Azimuth
	B
BC	Back Course
BCN	Beacon
BERM	Snowbank/southward Containing Earth/Gravel
BLO	Beneath
BND	Bound
BRAF	Braking Activity Fair
BRAG	Braking Action Proficient
BRAN	Braking Action Nil
BRAP	Braking Action Poor
BYD	Beyond
	C
CAAS	Class A Airspace
CAT	Category
CBAS	Class B Airspace
CBSA	Class B Surface area
CCAS	Class C Airspace
CCLKWS	Counterclockwise
CCSA	Form C Surface Surface area
CD	Clearance Delivery
CDAS	Class D Airspace
CDSA	Class D Surface Area
CEAS	Class E Airspace
CESA	Grade E Surface Expanse
CFA	Controlled Firing Area
CGAS	Class G Airspace
CHG	Change
CLKWS	Clockwise
CLNC	Clearance
CLSD	Closed
CMSN/CMSND	Committee/Deputed
CNCL/CNCLD/CNL	Cancel/Canceled/Cancel
CNTRLN	Centerline
CONC	Concrete
CONT	Continue/Continuously
CRS	Course
CTAF	Mutual Traffic Advisory Frequency
CTLZ	Control Zone
	D
DALGT	Daylight
DCMS/DCMSND	Decommission/Decommissioned
DCT	Directly
DEP	Depart/Departure
DEPT	Department
DH	Decision Height
DISABLD	Disabled
DLA/DLAD	Delay/Delayed
DLT/DLTD	Delete/Deleted
DLY	Daily
DME	Distance Measuring Equipment
DMSTN	Demonstration
DP	Instrument Divergence Procedure
DPCR	Departure Procedure
DRCT	Straight
DRFT/DRFTD	Drift/Drifted Snowbank/south Caused By Wind Action
DSPLCD	Displaced
DSTC	Distance
DWPNT	Dew Point
	Due east
East	East
EBND	Eastbound
EFAS	En Route Flight Informational Service
EFF	Effective
ELEV	Drag/Summit
ENG	Engine
ENTR	Unabridged
EXCP	Except
	F
FA	Final Approach
FAC	Facility
FAF	Final Approach Fix
FDC	Flight Data Middle
FM	Fan Marker
FREQ	Frequency
FRH	Fly Runway Heading
FRZN	Frozen
FRNZ SLR	Frozen Slush on Track/southward
FSS	Flying Service Station
	Thou
GC	Basis Control
GCA	Footing Controlled Arroyo
GOVT	Regime
GP	Glide Path
GPS	Global Positioning Arrangement
GRVL	Gravel
GS	Glide Gradient
	H
HAA	Top Above Airport
HAT	Peak Above Touchdown
HAZ	Hazard
HEL	Helicopter
HELI	Heliport
HF	High Frequency
HIRL	High Intensity Runway Lights
HIWAS	Hazardous Inflight Conditions Informational Service
HOL	Holiday
HP	Property Pattern
	I
IAP	Musical instrument Approach Procedure
IBND	Inbound
ID	Identification
IDENT	Identify/Identifier/Identification
IFR	Instrument Flying Rules
ILS	Musical instrument Landing System
IM	Inner Marker
IN	Inch/Inches
INDEFLY	Indefinitely
INOP	Inoperative
INST	Instrument
INT	Intersection
INTST	Intensity
IR	Ice On Rail/s
	L
L	Left
LAA	Local Airport Advisory
LAT	Latitude
LAWRS	Limited Aviation Weather Reporting Station
LB	Pound/Pounds
LC	Local Control
LCL	Local
LCTD	Located
LDA	Localizer Type Directional Assistance
LDIN	Lead In Lighting System
LGT/LGTD/LGTS	Light/Lighted/Lights
LIRL	Low Intensity Runway Edge Lights
LLWAS	Low Level Wind Shear Warning System
LMM	Compass Locator at ILS Centre Marker
LNDG	Landing
LOC	Localizer
LOM	Compass Locator at ILS Outer Marker
LONG	Longitude
LRN	LORAN
LSR	Loose Snow on Runway/s
LT	Left Turn Later Take-off
	M
MALS	Medium Intensity Approach Lighting Arrangement
MALSF	Medium Intensity Approach Lighting Organization with Sequenced Flashers
MALSR	Medium Intensity Arroyo Lighting System with Runway Alignment Indicator Lights
MAP	Missed Arroyo Betoken
MCA	Minimum Crossing Altitude
MDA	Minimum Descent Altitude
MEA	Minimum En Road Altitude
MED	Medium
MIN	Minute
MIRL	Medium Intensity Rails Border Lights
MLS	Microwave Landing System
MM	Middle Marker
MNM	Minimum
MOCA	Minimum Obstruction Clearance Altitude
MONTR	Monitor
MSA	Minimum Safe Distance/Minimum Sector Altitude
MSAW	Minimum Safe Altitude Warning
MSL	Mean Sea Level
MU	Designate a Friction Value Representing Runway Surface Conditions
MUD	Mud
MUNI	Municipal
	North
Due north	North
NA	Not Authorized
NBND	Northbound
NDB	Nondirectional Radio Beacon
NE	Northeast
NGT	Dark
NM	Nautical Mile/s
NMR	Nautical Mile Radius
NOPT	No Process Turn Required
NTAP	Detect To Airmen Publication
NW	Northwest
	O
OBSC	Obscured
OBSTN	Obstruction
OM	Outer Marker
OPER	Operate
OPN	Operation
ORIG	Original
OTS	Out of Service
OVR	Over
	P
PAEW	Personnel and Equipment Working
PAJA	Parachute Jumping Activities
PAPI	Precision Approach Path Indicator
PAR	Precision Approach Radar
PARL	Parallel
PAT	Pattern
PCL	Pilot Controlled Lighting
PERM/PERMLY	Permanent/Permanently
PLA	Practice Low Arroyo
PLW	Plow/Plowed
PN	Prior Notice Required
PPR	Prior Permission Required
PREV	Previous
PRIRA	Principal Radar
PROC	Procedure
PROP	Propeller
PSGR	Passenger/southward
PSR	Packed Snowfall on Runway/s
PT/PTN	Procedure Plough
PVT	Individual
	R
Rail	Rails Alignment Indicator Lights
RCAG	Remote Advice Air/Ground Facility
RCL	Runway Centerline
RCLS	Track Centerline Lite System
RCO	Remote Advice Outlet
RCV/RCVR	Receive/Receiver
REF	Reference
REIL	Rail End Identifier Lights
RELCTD	Relocated
RMDR	Balance
RNAV	Area Navigation
RPRT	Report
RQRD	Required
RRL	Rail Remaining Lights
RSVN	Reservation
RT	Correct Plow later on Take-off
RTE	Road
RTR	Remote Transmitter/Receiver
RTS	Return to Service
RUF	Rough
RVR	Runway Visual Range
RVRM	RVR Midpoint
RVRR	RVR Rollout
RVRT	RVR Touchdown
RVV	Runway Visibility Value
RY/RWY	Track
	S
S	Southward
SBND	Southbound
SDF	Simplified Directional Facility
SE	Southeast
SECRA	Secondary Radar
SFL	Sequenced Flashing Lights
SI	Straight-In Approach
SIR	Packed or Compacted Snow and Ice on Runway/southward
SKED	Scheduled
SLR	Slush on Runway/s
SNBNK	Snowbank/s Caused by Plowing
SND	Sand/Sanded
SNGL	Single
SNW	Snowfall
SPD	Speed
SR	Sunrise
SS	Sunset
SSALF	Simplified Short Approach Lighting System with Sequenced Flashers
SSALR	Simplified Brusque Arroyo Lighting Arrangement with Runway Alignment Indicator Lights
SSALS	Simplified Short Approach Lighting System
STAR	Standard Concluding Arrival
SVC	Service
SW	Southwest
SWEPT	Swept or Broom/Broomed
	T
TACAN	Tactical Air Navigational Help
TDZ/TDZL	Touchdown Zone/Touchdown Zone Lights
TFC	Traffic
TFR	Temporary Flight Restriction
TGL	Touch and Go Landings
THN	Thin
THR	Threshold
THRU	Through
TIL	Until
TKOF	Takeoff
TMPRY	Temporary
TRML	Terminal
TRNG	Training
TRSA	Concluding Radar Service Area
TRSN	Transition
TSNT	Transient
TWEB	Transcribed Weather Circulate
TWR	Tower
TWY	Taxiway
	U
UNAVBL	Unavailable
UNLGTD	Unlighted
UNMKD	Unmarked
UNMON	Unmonitored
UNRELBL	Unreliable
UNUSBL	Unusable
	5
VASI	Visual Approach Slope Indicator
VDP	Visual Descent Betoken
VFR	Visual Flight Rules
VIA	Past Manner Of
VICE	Instead/Versus
VIS/VSBY	Visibility
VMC	Visual Meteorological Conditions
VOL	Volume
VOLMET	Meteorlogical Data for Aircraft in Flight
VOR	VHF Omni-Directional Radio Range
VORTAC	VOR and TACAN (collocated)
VOT	VOR Exam Signal
	W
Westward	West
WBND	Westbound
WEA/WX	Weather condition
WI	Within
WKDAYS	Monday through Friday
WKEND	Saturday and Sunday
WND	Current of air
WP	Waypoint
WSR	Wet Snow on Runway/south
WTR	Water on Runway/due south
WX	Weather
/	And
+	In Addition/Also

5-1-four. Flight Plan - VFR Flights

a. Except for operations in or penetrating a Coastal or Domestic ADIZ or DEWIZ a flying plan is not required for VFR flight.

REFERENCE-
AIM, National Security, Paragraph five-6-1 .

b. It is strongly recommended that a flight plan (for a VFR flying) be filed with an FAA FSS. This will ensure that you lot receive VFR Search and Rescue Protection.

REFERENCE-
AIM, Search and Rescue, Paragraph six-ii-7 gives the proper method of filing a VFR flight plan.

c. To obtain maximum benefits from the flight plan program, flight plans should be filed directly with the nearest FSS. For your convenience, FSSs provide aeronautical and meteorological briefings while accepting flying plans. Radio may exist used to file if no other ways are bachelor.

NOTE-
Some states operate aeronautical communications facilities which volition accept and forward flight plans to the FSS for further handling.

d. When a "stopover" flight is anticipated, it is recommended that a separate flight program be filed for each "leg" when the end is expected to be more than than ane hr duration.

e. Pilots are encouraged to requite their departure times directly to the FSS serving the departure drome or as otherwise indicated by the FSS when the flight plan is filed. This will ensure more efficient flight program service and permit the FSS to propose y'all of meaning changes in aeronautical facilities or meteorological weather. When a VFR flight program is filed, information technology volition be held past the FSS until i hour afterward the proposed deviation time unless:

ane. The bodily difference fourth dimension is received.

2. A revised proposed departure time is received.

3. At a time of filing, the FSS is informed that the proposed departure time will be met, but actual time cannot be given because of inadequate communications (assumed departures).

f. On pilot'southward request, at a location having an active tower, the aircraft identification will be forwarded by the tower to the FSS for reporting the actual departure time. This procedure should exist avoided at busy airports.

yard. Although position reports are not required for VFR flight plans, periodic reports to FAA FSSs along the route are good practice. Such contacts permit significant information to be passed to the transiting shipping and too serve to check the progress of the flight should information technology be necessary for any reason to locate the aircraft.

Example-
1. Bonanza 314K, over Kingfisher at (time), VFR flying plan, Tulsa to Amarillo.

2. Cherokee 5133J, over Oklahoma City at (time), Shreveport to Denver, no flying plan.

h. Pilots non operating on an IFR flight plan and when in level cruising flight, are cautioned to adapt with VFR cruising altitudes advisable to the direction of flying.

i. When filing VFR flight plans, indicate aircraft equipment capabilities by appending the advisable suffix to aircraft type in the aforementioned manner equally that prescribed for IFR flight.

REFERENCE-
AIM, Flight Plan- IFR Flights, Paragraph 5-1-viii .

j. Nether some circumstances, ATC reckoner tapes tin can be useful in amalgam the radar history of a downed or crashed aircraft. In each example, noesis of the aircraft's transponder equipment is necessary in determining whether or not such calculator tapes might testify effective.

FIG 5-1-1
FAA Flight Programme
Form 7233-1 (8-82)

chiliad. Flight Programme Course - (See FIG v-one-i ).

l. Explanation of VFR Flight Plan Items.

one. Block one. Check the type flying plan. Bank check both the VFR and IFR blocks if composite VFR/IFR.

2. Block 2. Enter your complete aircraft identification including the prefix "N" if applicable.

three. Block 3. Enter the designator for the aircraft, or if unknown, consult an FSS briefer.

iv. Cake 4. Enter your truthful airspeed (TAS).

five. Block 5. Enter the departure drome identifier code, or if unknown, the name of the airport.

6. Block vi. Enter the proposed divergence fourth dimension in Coordinated Universal Time (UTC) (Z). If airborne, specify the actual or proposed departure fourth dimension as appropriate.

7. Block 7. Enter the appropriate VFR altitude (to help the briefer in providing atmospheric condition and wind information).

eight. Cake 8. Define the route of flight by using NAVAID identifier codes and airways.

9. Block nine. Enter the destination airdrome identifier code, or if unknown, the airport name.

Note-
Include the metropolis name (or even the country proper name) if needed for clarity.

10. Cake 10. Enter your estimated time en route in hours and minutes.

11. Block 11. Enter simply those remarks pertinent to ATC or to the description of other flight plan information, such as the appropriate radiotelephony (call sign) associated with the designator filed in Cake 2. Items of a personal nature are not accepted.

12. Cake 12. Specify the fuel on lath in hours and minutes.

13. Block 13. Specify an alternate airport if desired.

14. Block fourteen. Enter your complete name, address, and phone number. Enter sufficient information to identify dwelling house base of operations, airport, or operator.

NOTE-
This data is essential in the event of search and rescue operations.

15. Block fifteen. Enter full number of persons on board (POB) including crew.

xvi. Block sixteen. Enter the predominant colors.

17. Block 17. Tape the FSS name for closing the flight plan. If the flight plan is closed with a different FSS or facility, state the recorded FSS name that would normally have closed your flight plan.

NOTE-
1. Optional - record a destination telephone number to assist search and rescue contact should you fail to report or abolish your flight plan within ane/two hour after your estimated time of arrival (ETA).

2. The data transmitted to the destination FSS will consist but of flight plan blocks 2, 3, nine, and 10. Estimated time en road (ETE) will be converted to the right ETA.

5-1-5. Operational Information System (OIS)

a. The FAA's Air Traffic Control System Control Center (ATCSCC) maintains a web site with near real-time National Airspace System (NAS) status information. NAS operators are encouraged to access the web site at http://www.fly.faa.gov prior to filing their flying programme.

b. The web site consolidates information from advisories. An informational is a message that is disseminated electronically by the ATCSCC that contains information pertinent to the NAS.

1. Advisories are ordinarily issued for the following items:

(a) Ground Stops.

(b) Ground Delay Programs.

(c) Road Information.

(d) Plan of Operations.

(eastward) Facility Outages and Scheduled Facility Outages.

(f) Volcanic Ash Activity Bulletins.

(g) Special Traffic Management Programs.

2. This list is not all-inclusive. Whatever time there is information that may be beneficial to a large number of people, an advisory may exist sent. Additionally, there may be times when an informational is not sent due to workload or the short length of time of the activity.

3. Road information is bachelor on the web site and in specific advisories. Some route information, subject to the 56-day publishing cycle, is located on the "OIS" under "Products," Road Management Tool (RMT), and "What'south New" Playbook. The RMT and Playbook contain routings for use by Air Traffic and NAS operators when they are coordinated "real-time" and are and then published in an ATCSCC informational.

4. Road advisories are identified by the word "Route" in the header; the associated action is required (RQD), recommended (RMD), planned (PLN), or for your information (FYI). Operators are expected to file flying plans consistent with the Route RQD advisories.

5-1-6. Flight Programme- Defense VFR (DVFR) Flights

VFR flights into a Coastal or Domestic ADIZ/DEWIZ are required to file DVFR flight plans for security purposes. Detailed ADIZ procedures are constitute in Section 6 , National Security and Interception Procedures, of this affiliate. (See fourteen CFR Part 99.)

5-i-7. Composite Flying Plan (VFR/IFR Flights)

a. Flight plans which specify VFR functioning for one portion of a flight, and IFR for some other portion, volition exist accustomed by the FSS at the point of departure. If VFR flying is conducted for the first portion of the flight, pilots should report their departure time to the FSS with whom the VFR/IFR flight program was filed; and, later on, shut the VFR portion and asking ATC clearance from the FSS nearest the point at which alter from VFR to IFR is proposed. Regardless of the type facility you lot are communicating with (FSS, heart, or tower), it is the airplane pilot's responsibility to request that facility to "Close VFR FLIGHT PLAN." The pilot must remain in VFR weather condition conditions until operating in accordance with the IFR clearance.

b. When a flight plan indicates IFR for the first portion of flight and VFR for the latter portion, the pilot will normally be cleared to the point at which the change is proposed. After reporting over the clearance limit and not desiring further IFR clearance, the pilot should advise ATC to abolish the IFR portion of the flight plan. So, the airplane pilot should contact the nearest FSS to activate the VFR portion of the flight program. If the airplane pilot desires to continue the IFR flight plan beyond the clearance limit, the pilot should contact ATC at least 5 minutes prior to the clearance limit and request further IFR clearance. If the requested clearance is non received prior to reaching the clearance limit fix, the airplane pilot volition be expected to enter into a standard holding pattern on the radial or course to the set up unless a holding pattern for the clearance limit ready is depicted on a U.S. Government or commercially produced (meeting FAA requirements) depression or high distance enroute, area or STAR chart. In this example the airplane pilot will agree according to the depicted pattern.

5-i-8. Flight Program- IFR Flights

a. General

1. Prior to departure from within, or prior to entering controlled airspace, a pilot must submit a complete flying plan and receive an air traffic clearance, if weather conditions are below VFR minimums. Instrument flight plans may exist submitted to the nearest FSS or ATCT either in person or by telephone (or past radio if no other means are available). Pilots should file IFR flight plans at least 30 minutes prior to estimated time of departure to forbid possible delay in receiving a departure clearance from ATC. In club to provide FAA traffic management units strategic road planning capabilities, nonscheduled operators conducting IFR operations above FL 230 are requested to voluntarily file IFR flying plans at least four hours prior to estimated fourth dimension of departure (ETD). To minimize your filibuster in entering Grade B, Class C, Class D, and Class Due east surface areas at destination when IFR weather weather exist or are forecast at that aerodrome, an IFR flight plan should be filed earlier departure. Otherwise, a 30 minute delay is non unusual in receiving an ATC clearance because of fourth dimension spent in processing flight program data. Traffic saturation frequently prevents control personnel from accepting flight plans by radio. In such cases, the pilot is advised to contact the nearest FSS for the purpose of filing the flight plan.

Notation-
There are several methods of obtaining IFR clearances at nontower, non-FSS, and outlying airports. The procedure may vary due to geographical features, conditions conditions, and the complexity of the ATC system. To determine the well-nigh effective means of receiving an IFR clearance, pilots should ask the nearest FSS the most advisable means of obtaining the IFR clearance.

two. When filing an IFR flying plan, include as a prefix to the aircraft type, the number of aircraft when more than one and/or heavy aircraft indicator "H/" if appropriate.

Instance-
H/DC10/A
2/F15/A

3. When filing an IFR flying programme, identify the equipment adequacy by calculation a suffix, preceded past a slant, to the AIRCRAFT Type, equally shown in TBL 5-1-two , Aircraft Suffixes.

Annotation-
i. ATC issues clearances based on filed suffixes. Pilots should make up one's mind the appropriate suffix based upon desired services and/or routing. For case, if a desired road/procedure requires GPS, a airplane pilot should file /Chiliad even if the aircraft also qualifies for other suffixes.

ii. For procedures requiring GPS, if the navigation system does not automatically alert the flying crew of a loss of GPS, the operator must develop procedures to verify correct GPS operation.

iii. The suffix is non to be added to the aircraft identification or exist transmitted by radio as office of the aircraft identification.

4. Information technology is recommended that pilots file the maximum transponder or navigation adequacy of their aircraft in the equipment suffix. This will provide ATC with the necessary information to apply all facets of navigational equipment and transponder capabilities available.

TBL v-ane-two
Shipping Suffixes

Suffix	Equipment Capability
	NO DME
/10	No transponder
/T	Transponder with no Mode C
/U	Transponder with Mode C
	DME
/D	No transponder
/B	Transponder with no Manner C
/A	Transponder with Fashion C
	TACAN ONLY
/Thousand	No transponder
/Northward	Transponder with no Mode C
/P	Transponder with Mode C
	Surface area NAVIGATION (RNAV)
/Y	LORAN, VOR/DME, or INS with no transponder
/C	LORAN, VOR/DME, or INS, transponder with no Mode C
/I	LORAN, VOR/DME, or INS, transponder with Mode C
	ADVANCED RNAV WITH TRANSPONDER AND MODE C (If an shipping is unable to operate with a transponder and/or Style C, it volition revert to the appropriate code listed higher up nether Area Navigation.)
/E	Flight Direction Organization (FMS) with DME/DME and IRU position updating
/F	FMS with DME/DME position updating
/1000	Global Navigation Satellite System (GNSS), including GPS or Wide Area Augmentation System (WAAS), with en route and concluding capability.
/R	Required Navigational Performance (RNP). The aircraft meets the RNP type prescribed for the road segment(south), route(s) and/or area concerned.
	Reduced Vertical Separation Minimum (RVSM). Prior to conducting RVSM operations within the U.S., the operator must obtain authorization from the FAA or from the responsible authority, as appropriate.
/J	/E with RVSM
/K	/F with RVSM
/Fifty	/G with RVSM
/Q	/R with RVSM
/W	RVSM

b. Airways and Jet Routes Depiction on Flight Plan

1. Information technology is vitally important that the road of flight be accurately and completely described in the flight plan. To simplify definition of the proposed route, and to facilitate ATC, pilots are requested to file via airways or jet routes established for apply at the altitude or flight level planned.

2. If flying is to be conducted via designated airways or jet routes, describe the route by indicating the type and number designators of the airway(s) or jet road(due south) requested. If more than i airway or jet route is to be used, conspicuously indicate points of transition. If the transition is fabricated at an unnamed intersection, show the adjacent succeeding NAVAID or named intersection on the intended route and the complete route from that point. Reporting points may be identified by using authorized name/code as depicted on advisable aeronautical charts. The post-obit two examples illustrate the demand to specify the transition point when two routes share more than 1 transition fix.

EXAMPLE-
one. ALB J37 BUMPY J14 BHM
Spelled out: from Albany, New York, via Jet Route 37 transitioning to Jet Road 14 at BUMPY intersection, thence via Jet Route 14 to Birmingham, Alabama.

ii. ALB J37 ENO J14 BHM
Spelled out: from Albany, New York, via Jet Route 37 transitioning to Jet Route xiv at Smyrna VORTAC (ENO) thence via Jet Road 14 to Birmingham, Alabama.

3. The route of flight may also be described by naming the reporting points or NAVAIDs over which the flight will pass, provided the points named are established for use at the altitude or flight level planned.

EXAMPLE-
BWI V44 SWANN V433 DQO
Spelled out: from Baltimore-Washington International, via Victor 44 to Swann intersection, transitioning to Victor 433 at Swann, thence via Victor 433 to Dupont.

4. When the route of flight is defined by named reporting points, whether lone or in combination with airways or jet routes, and the navigational aids (VOR, VORTAC, TACAN, NDB) to be used for the flying are a combination of dissimilar types of aids, enough data should be included to conspicuously betoken the road requested.

EXAMPLE-
LAX J5 LKV J3 GEG YXC FL 330 J500 VLR J515 YWG
Spelled out: from Los Angeles International via Jet Route 5 Lakeview, Jet Road three Spokane, direct Cranbrook, British Columbia VOR/DME, Flight Level 330 Jet Road 500 to Langruth, Manitoba VORTAC, Jet Route 515 to Winnepeg, Manitoba.

5. When filing IFR, it is to the pilot'southward advantage to file a preferred route.

REFERENCE-
Preferred IFR Routes are described and tabulated in the Airport/Facility Directory.

6. ATC may issue a SID or a STAR, equally advisable.

REFERENCE-
AIM, Instrument Departure Procedures (DP) - Obstacle Departure Procedures (ODP) and Standard Instrument Departures (SID), Paragraph v-2-viii .
AIM, Standard Terminal Arrival (STAR), Area Navigation (RNAV) STAR, and Flight Direction Organisation Procedures (FMSP) for Arrivals, Paragraph 5-four-1 .

NOTE-
Pilots not desiring a SID or STAR should and then indicate in the remarks section of the flight plan as "no SID" or "no STAR."

c. Direct Flights

i. All or any portions of the route which will not be flown on the radials or courses of established airways or routes, such as straight route flights, must exist defined by indicating the radio fixes over which the flight will laissez passer. Fixes selected to ascertain the road shall be those over which the position of the aircraft tin exist accurately determined. Such fixes automatically become compulsory reporting points for the flight, unless advised otherwise by ATC. Only those navigational aids established for use in a particular structure; i.e., in the low or high structures, may be used to define the en road phase of a direct flight within that altitude construction.

2. The azimuth feature of VOR aids and that azimuth and altitude (DME) features of VORTAC and TACAN aids are assigned sure frequency protected areas of airspace which are intended for application to established airway and route use, and to provide guidance for planning flights exterior of established airways or routes. These areas of airspace are expressed in terms of cylindrical service volumes of specified dimensions called "course limits" or "categories."

REFERENCE-
AIM, Navigational Aid (NAVAID) Service Volumes, Paragraph ane-one-8 .

three. An operational service book has been established for each class in which adequate indicate coverage and frequency protection can be bodacious. To facilitate utilise of VOR, VORTAC, or TACAN aids, consequent with their operational service volume limits, pilot utilise of such aids for defining a straight route of flight in controlled airspace should not exceed the post-obit:

(a) Operations higher up FL 450 - Use aids non more than 200 NM apart. These aids are depicted on enroute high altitude charts.

(b) Performance off established routes from 18,000 feet MSL to FL 450 - Use aids not more than than 260 NM apart. These aids are depicted on enroute high altitude charts.

(c) Operation off established airways beneath 18,000 feet MSL - Use aids not more than lxxx NM apart. These aids are depicted on enroute depression altitude charts.

(d) Operation off established airways between 14,500 feet MSL and 17,999 feet MSL in the conterminous U.S. - (H) facilities non more than than 200 NM apart may be used.

iv. Increasing utilize of self-contained airborne navigational systems which exercise not rely on the VOR/VORTAC/TACAN organization has resulted in pilot requests for direct routes which exceed NAVAID service volume limits. These direct route requests will be approved only in a radar surround, with approval based on pilot responsibility for navigation on the authorized direct route. Radar flight post-obit will be provided by ATC for ATC purposes.

5. At times, ATC will initiate a straight route in a radar environment which exceeds NAVAID service book limits. In such cases ATC will provide radar monitoring and navigational help as necessary.

6. Airway or jet route numbers, appropriate to the stratum in which operation volition be conducted, may too be included to draw portions of the route to exist flown.

Instance-
MDW V262 BDF V10 BRL STJ SLN GCK
Spelled out: from Chicago Midway Airport via Victor 262 to Bradford, Victor 10 to Burlington, Iowa, directly St. Joseph, Missouri, direct Salina, Kansas, straight Garden Metropolis, Kansas.

Annotation-
When road of flight is described by radio fixes, the pilot will be expected to fly a straight grade between the points named.

vii. Pilots are reminded that they are responsible for adhering to obstruction clearance requirements on those segments of direct routes that are outside of controlled airspace. The MEAs and other altitudes shown on low altitude IFR enroute charts pertain to those road segments inside controlled airspace, and those altitudes may not run into obstruction clearance criteria when operating off those routes.

d. Area Navigation (RNAV)

1. Random RNAV routes tin only be approved in a radar environment. Factors that will be considered by ATC in approving random RNAV routes include the capability to provide radar monitoring and compatibility with traffic volume and flow. ATC will radar monitor each flying, however, navigation on the random RNAV route is the responsibility of the airplane pilot.

2. Pilots of shipping equipped with approved area navigation equipment may file for RNAV routes throughout the National Airspace System and may exist filed for in accordance with the following procedures.

(a) File airport-to-airdrome flight plans.

(b) File the appropriate RNAV capability certification suffix in the flight plan.

(c) Plan the random route portion of the flight program to brainstorm and end over appropriate arrival and departure transition fixes or appropriate navigation aids for the altitude stratum within which the flight will be conducted. The use of normal preferred deviation and arrival routes (DP/STAR), where established, is recommended.

(d) File road construction transitions to and from the random route portion of the flight.

(e) Define the random route past waypoints. File route description waypoints by using degree- distance fixes based on navigational aids which are appropriate for the distance stratum.

(f) File a minimum of ane route description waypoint for each ARTCC through whose area the random route volition be flown. These waypoints must be located within 200 NM of the preceding center's boundary.

(g) File an additional route description waypoint for each turnpoint in the route.

(h) Plan additional route clarification waypoints as required to ensure accurate navigation via the filed route of flight. Navigation is the pilot'south responsibleness unless ATC help is requested.

(i) Plan the road of flight and so as to avoid prohibited and restricted airspace by iii NM unless permission has been obtained to operate in that airspace and the appropriate ATC facilities are advised.

Note-
To be approved for use in the National Airspace Organization, RNAV equipment must meet the appropriate system availability, accuracy, and airworthiness standards. For boosted guidance on equipment requirements see Air conditioning xx-130, Airworthiness Approval of Vertical Navigation (VNAV) Systems for utilize in the U.Due south. NAS and Alaska, or Air conditioning 20-138, Airworthiness Approval of Global Positioning Arrangement (GPS) Navigation Equipment for Use as a VFR and IFR Supplemental Navigation System. For airborne navigation database, see AC 90-94, Guidelines for Using GPS Equipment for IFR En Route and Terminal Operations and for Nonprecision Instrument Approaches in the U.South. National Airspace System, Section 2.

3. Pilots of aircraft equipped with latitude/longitude coordinate navigation capability, independent of VOR/TACAN references, may file for random RNAV routes at and above FL 390 within the conterminous U.S. using the following procedures.

(a) File airport-to-airdrome flight plans prior to departure.

(b) File the advisable RNAV adequacy certification suffix in the flying plan.

(c) Plan the random route portion of the flying to begin and end over published divergence/inflow transition fixes or appropriate navigation aids for airports without published transition procedures. The use of preferred departure and arrival routes, such equally DP and STAR where established, is recommended.

(d) Program the route of flight so equally to avoid prohibited and restricted airspace by iii NM unless permission has been obtained to operate in that airspace and the appropriate ATC facility is advised.

(east) Ascertain the route of flight after the departure fix, including each intermediate set (turnpoint) and the arrival fix for the destination airport in terms of latitude/longitude coordinates plotted to the nearest minute or in terms of Navigation Reference System (NRS) waypoints. For latitude/longitude filing the arrival fix must be identified by both the latitude/longitude coordinates and a fix identifier.

EXAMPLE-
MIA¹ SRQ² 3407/10615³ 3407/11546 TNP⁴ LAX ⁵

1

Departure aerodrome.
² Departure set up.
³ Intermediate prepare (turning point).
⁴ Arrival ready.
⁵ Destination aerodrome.
or

ORD^ane IOWⁱⁱ KP49Gⁱⁱⁱ KD34U⁴ KL16O⁵ OAL^six MOD2⁷ SFO⁸

^one Departure drome.
² Transition fix (pitch signal).
ⁱⁱⁱ Minneapolis ARTCC waypoint.
⁴ Denver ARTCC Waypoint.
^v Los Angeles ARTCC waypoint (grab signal).
⁶ Transition fix.
^vii Inflow.
⁸ Destination airport.

(f) Record breadth/longitude coordinates by four figures describing latitude in degrees and minutes followed by a solidus and 5 figures describing longitude in degrees and minutes.

(k) File at FL 390 or above for the random RNAV portion of the flying.

(h) Fly all routes/route segments on Great Circumvolve tracks.

(i) Make whatever inflight requests for random RNAV clearances or route amendments to an en route ATC facility.

e. Flight Plan Course- See FIG five-1-ii .

f. Explanation of IFR Flight Program Items.

1. Block one. Check the type flight plan. Bank check both the VFR and IFR blocks if composite VFR/IFR.

ii. Cake ii. Enter your complete aircraft identification including the prefix "N" if applicable.

3. Block 3. Enter the designator for the shipping, followed past a camber(/), and the transponder or DME equipment code letter; due east.1000., C-182/U. Heavy shipping, add prefix "H" to aircraft type; example: H/DC10/U. Consult an FSS briefer for any unknown elements.

FIG five-1-2
FAA Flight Plan
Course 7233-1 (8-82)

iv. Cake 4. Enter your computed true airspeed (TAS).

Notation-
If the average TAS changes plus or minus 5 per centum or 10 knots, whichever is greater, propose ATC.

five. Block 5. Enter the departure aerodrome identifier code (or the name if the identifier is unknown).

NOTE-
Use of identifier codes will expedite the processing of your flight plan.

half-dozen. Cake 6. Enter the proposed difference time in Coordinated Universal Time (UTC) (Z). If airborne, specify the actual or proposed departure time every bit appropriate.

vii. Cake 7. Enter the requested en route altitude or flying level.

Annotation-
Enter but the initial requested altitude in this block. When more than than one IFR altitude or flight level is desired forth the route of flight, it is all-time to make a subsequent asking direct to the controller.

8. Block 8. Define the route of flight by using NAVAID identifier codes (or names if the code is unknown), airways, jet routes, and waypoints (for RNAV).

Note-
Use NAVAIDs or waypoints to define direct routes and radials/bearings to define other unpublished routes.

9. Block 9. Enter the destination airport identifier code (or name if the identifier is unknown).

x. Cake 10. Enter your estimated fourth dimension en route based on latest forecast winds.

xi. Cake 11. Enter just those remarks pertinent to ATC or to the clarification of other flying plan information, such every bit the advisable radiotelephony (phone call sign) associated with the designator filed in Block 2. Items of a personal nature are not accepted. Practice non assume that remarks volition exist automatically transmitted to every controller. Specific ATC or en road requests should exist made direct to the appropriate controller.

Notation-
"DVRSN" should exist placed in Block eleven only if the pilot/company is requesting priority handling to their original destination from ATC equally a issue of a diversion as defined in the Pilot/Controller Glossary.

12. Cake 12. Specify the fuel on lath, computed from the departure indicate.

13. Cake 13. Specify an alternate airport if desired or required, but practice not include routing to the alternate airport.

14. Block 14. Enter the complete name, address, and telephone number of pilot-in-command, or in the case of a formation flight, the germination commander. Enter sufficient data to place home base of operations, airport, or operator.

NOTE-
This information would be essential in the event of search and rescue operation.

fifteen. Block 15. Enter the total number of persons on board including crew.

16. Cake 16. Enter the predominant colors.

Note-
Close IFR flight plans with tower, approach command, or ARTCC, or if unable, with FSS. When landing at an airport with a functioning command tower, IFR flight plans are automatically canceled.

g. The information transmitted to the ARTCC for IFR flight plans will consist of only flight plan blocks 2, 3, 4, v, vi, 7, 8, 9, 10, and 11.

h. A description of the International Flight Program Course is contained in the International Flying Information Transmission (IFIM).

5-1-ix. IFR Operations to High Altitude Destinations

a. Pilots planning IFR flights to airports located in mountainous terrain are cautioned to consider the necessity for an alternate aerodrome fifty-fifty when the forecast weather weather would technically relieve them from the requirement to file i.

REFERENCE-
14 CFR Section 91.167.
AIM, Tower En Route Command (TEC), Paragraph 4-1-xviii .

b. The FAA has identified three possible situations where the failure to plan for an alternate drome when flying IFR to such a destination drome could consequence in a critical situation if the weather is less than forecast and sufficient fuel is not available to go on to a suitable airport.

one. An IFR flight to an airport where the Minimum Descent Altitudes (MDAs) or landing visibility minimums for all instrument approaches are higher than the forecast weather minimums specified in 14 CFR Department 91.167(b). For example, there are 3 high altitude airports in the U.Southward. with canonical instrument approach procedures where all of the MDAs are greater than ii,000 feet and/or the landing visibility minimums are greater than three miles (Bishop, California; South Lake Tahoe, California; and Aspen-Pitkin Co./Sardy Field, Colorado). In the case of these airports, it is possible for a airplane pilot to elect, on the basis of forecasts, not to comport sufficient fuel to get to an alternate when the ceiling and/or visibility is really lower than that necessary to complete the arroyo.

2. A small number of other airports in mountainous terrain have MDAs which are slightly (100 to 300 feet) beneath 2,000 feet AGL. In situations where there is an choice equally to whether to program for an alternate, pilots should acquit in mind that just a slight worsening of the weather conditions from those forecast could place the airport below the published IFR landing minimums.

three. An IFR flight to an airport which requires special equipment; i.e., DME, glide gradient, etc., in order to brand the bachelor approaches to the lowest minimums. Pilots should be aware that all other minimums on the approach charts may require weather conditions improve than those specified in 14 CFR Section 91.167(b). An inflight equipment malfunction could result in the inability to comply with the published arroyo procedures or, again, in the position of having the airdrome below the published IFR landing minimums for all remaining instrument approach alternatives.

five-1-10. Flights Exterior the U.Due south. and U.Southward. Territories

a. When conducting flights, particularly extended flights, outside the U.S. and its territories, full account should be taken of the amount and quality of air navigation services available in the airspace to be traversed. Every try should be made to secure data on the location and range of navigational aids, availability of communications and meteorological services, the provision of air traffic services, including alerting service, and the beingness of search and rescue services.

b. Pilots should recall that there is a need to continuously baby-sit the VHF emergency frequency 121.5 MHz when on long over-h2o flights, except when communications on other VHF channels, equipment limitations, or cockpit duties prevent simultaneous guarding of two channels. Guarding of 121.5 MHz is particularly disquisitional when operating in proximity to Flying Information Region (FIR) boundaries, for example, operations on Route R220 between Anchorage and Tokyo, since it serves to facilitate communications with regard to shipping which may experience in-flight emergencies, communications, or navigational difficulties.

REFERENCE-
ICAO Annex 10, Vol II, Paras 5.2.ii.1.i.1 and v.2.2.one.1.2.

c. The filing of a flying plan, always good exercise, takes on added significance for extended flights outside U.S. airspace and is, in fact, normally required by the laws of the countries being visited or overflown. It is also especially important in the instance of such flights that pilots go out a complete itinerary and schedule of the flying with someone directly concerned and keep that person brash of the flight's progress. If serious doubtfulness arises every bit to the prophylactic of the flying, that person should first contact the appropriate FSS. Round Robin Flight Plans to Mexico are non accepted.

d. All pilots should review the foreign airspace and entry restrictions published in the IFIM during the flight planning process. Foreign airspace penetration without official say-so can involve both danger to the aircraft and the imposition of severe penalties and inconvenience to both passengers and crew. A flight plan on file with ATC authorities does not necessarily institute the prior permission required by certain other government. The possibility of fatal consequences cannot exist ignored in some areas of the earth.

e. Electric current NOTAMs for strange locations must also be reviewed. The publication Notices to Airmen, Domestic/International, published biweekly, contains considerable information pertinent to foreign flight. Electric current foreign NOTAMs are also available from the U.S. International NOTAM Office in Washington, D.C., through any local FSS.

f. When customs notification is required, it is the responsibleness of the pilot to adapt for customs notification in a timely manner. The following guidelines are applicable:

1. When customs notification is required on flights to Canada and Mexico and a predeparture flight plan cannot be filed or an propose customs message (ADCUS) cannot be included in a predeparture flight plan, telephone call the nearest en route domestic or International FSS equally soon every bit radio communication can be established and file a VFR or DVFR flight plan, as required, and include as the last particular the propose community information. The station with which such a flight plan is filed will frontwards it to the appropriate FSS who will notify the customs office responsible for the destination drome.

two. If the pilot fails to include ADCUS in the radioed flying plan, it will be causeless that other arrangements have been fabricated and FAA volition non advise customs.

three. The FAA assumes no responsibility for whatever delays in advising customs if the flying plan is given too late for delivery to customs before arrival of the aircraft. It is still the airplane pilot'southward responsibility to give timely find even though a flight plan is given to FAA.

four. Air Commerce Regulations of the Treasury Section's Community Service require all private aircraft arriving in the U.Southward. via:

(a) The U.S./Mexican border or the Pacific Coast from a strange identify in the Western Hemisphere due south of 33 degrees north latitude and between 97 degrees and 120 degrees west longitude; or

(b) The Gulf of United mexican states and Atlantic Coasts from a foreign place in the Western Hemisphere due south of 30 degrees north latitude, shall furnish a notice of arrival to the Community service at the nearest designated drome. This notice may exist furnished directly to Customs by:

(i) Radio through the appropriate FAA Flight Service Station.

(two) Normal FAA flight program notification procedures (a flight program filed in United mexican states does non meet this requirement due to unreliable relay of data); or

(3) Directly to the district Manager of Community or other Customs officer at place of first intended landing but must be furnished at least ane hour prior to crossing the U.S./Mexican border or the U.Southward. coastline.

(c) This notice will be valid as long as actual arrival is within 15 minutes of the original ETA, otherwise a new discover must be given to Customs. Notices volition exist accepted upwards to 23 hours in advance. Unless an exemption has been granted by Community, private aircraft are required to make first landing in the U.S. at one of the following designated airports nearest to the betoken of border of coastline crossing:

Designated Airports

ARIZONA

Bisbee Douglas Intl Airport

Douglas Municipal Aerodrome

Nogales Intl Airport

Tucson Intl Aerodrome

Yuma MCAS-Yuma Intl Airdrome

CALIFORNIA

Calexico Intl Airport

Brown Field Municipal Airport (San Diego)

FLORIDA

Fort Lauderdale Executive Drome

Fort Lauderdale/Hollywood Intl Airport

Key W Intl Airdrome (Miami Intl Airport)

Opa Locka Airport (Miami)

Kendall-Tamiami Executive Airport (Miami)

St. Lucie County Intl Airport (Fort Pierce)

Tampa Intl Aerodrome

Palm Beach Intl Airport (West Palm Embankment)

LOUISANA

New Orleans Intl Aerodrome (Moisant Field)

New Orleans Lakefront Airdrome

NEW MEXICO

Las Cruces Intl Airport

N CAROLINA

New Hanover Intl Aerodrome (Wilmington)

TEXAS

Brownsville/S Padre Island Intl Airport

Corpus Christi Intl Airdrome

Del Rio Intl Airport

Eagle Laissez passer Municipal Airdrome

El Paso Intl Airdrome

William P. Hobby Airdrome (Houston)

Laredo Intl Aerodrome

McAllen Miller Intl Airport

Presidio Lely Intl Airport

five-one-eleven. Change in Flight Plan

In addition to altitude or flight level, destination and/or route changes, increasing or decreasing the speed of an aircraft constitutes a change in a flying plan. Therefore, at any time the average true airspeed at cruising altitude between reporting points varies or is expected to vary from that given in the flight plan by plus or minus 5 per centum, or 10 knots, whichever is greater, ATC should be advised.

v-1-12. Modify in Proposed Divergence Time

a. To prevent computer saturation in the en road environment, parameters take been established to delete proposed deviation flight plans which have not been activated. Most centers accept this parameter set so as to delete these flight plans a minimum of 1 hour after the proposed departure time. To ensure that a flight plan remains active, pilots whose actual difference time volition exist delayed 1 hour or more beyond their filed deviation time, are requested to notify ATC of their departure time.

b. Due to traffic saturation, control personnel frequently will be unable to have these revisions via radio. It is recommended that yous forward these revisions to the nearest FSS.

5-1-xiii. Closing VFR/DVFR Flying Plans

A pilot is responsible for ensuring that his/her VFR or DVFR flight plan is canceled. Y'all should close your flight plan with the nearest FSS, or if i is not available, y'all may asking any ATC facility to relay your counterfoil to the FSS. Control towers do non automatically close VFR or DVFR flight plans since they do non know if a item VFR shipping is on a flight program. If you neglect to written report or cancel your flight programme within ¹/₂ 60 minutes later your ETA, search and rescue procedures are started.

REFERENCE-
14 CFR Section 91.153.
xiv CFR Department 91.169.

five-1-xiv. Canceling IFR Flight Plan

a. xiv CFR Sections 91.153 and 91.169 include the statement "When a flight programme has been activated, the pilot-in-control, upon canceling or completing the flying under the flight program, shall notify an FAA Flying Service Station or ATC facility."

b. An IFR flying plan may be canceled at any time the flight is operating in VFR atmospheric condition outside Class A airspace by pilots stating "Abolish MY IFR Flying Programme" to the controller or air/ground station with which they are communicating. Immediately subsequently canceling an IFR flight program, a pilot should take the necessary activity to modify to the appropriate air/ground frequency, VFR radar buoy code and VFR altitude or flight level.

c. ATC separation and information services volition be discontinued, including radar services (where applicable). Consequently, if the canceling flight desires VFR radar advisory service, the pilot must specifically request it.

Note-
Pilots must exist aware that other procedures may be applicable to a flight that cancels an IFR flight programme within an surface area where a special program, such as a designated TRSA, Class C airspace, or Class B airspace, has been established.

d. If a DVFR flight programme requirement exists, the pilot is responsible for filing this flight plan to supercede the canceled IFR flight programme. If a subsequent IFR operation becomes necessary, a new IFR flight plan must be filed and an ATC clearance obtained before operating in IFR weather.

e. If operating on an IFR flight plan to an airport with a functioning control belfry, the flight plan is automatically closed upon landing.

f. If operating on an IFR flying plan to an drome where in that location is no functioning control tower, the pilot must initiate cancellation of the IFR flight plan. This can exist done after landing if there is a functioning FSS or other ways of direct communications with ATC. In the event there is no FSS and/or air/ground communications with ATC is non possible below a certain altitude, the airplane pilot should, weather condition weather permitting, cancel the IFR flight program while still airborne and able to communicate with ATC past radio. This will non only save the time and expense of canceling the flight plan by phone only will rapidly release the airspace for utilize by other aircraft.

5-1-15. RNAV and RNP Operations

a. During the pre-flying planning phase the availability of the navigation infrastructure required for the intended operation, including any not-RNAV contingencies, must exist confirmed for the period of intended functioning. Availability of the onboard navigation equipment necessary for the route to be flown must be confirmed.

b. If a pilot determines a specified RNP level cannot exist achieved, revise the route or delay the operation until appropriate RNP level can exist ensured.

c. The onboard navigation database must be appropriate for the region of intended operation and must include the navigation aids, waypoints, and coded last airspace procedures for the departure, arrival and alternating airfields.

d. During system initialization, pilots of aircraft equipped with a Flight Management Arrangement or other RNAV-certified system, must confirm that the navigation database is current, and verify that the aircraft position has been entered correctly. Flight crews should crosscheck the cleared flying plan against charts or other applicative resources, besides every bit the navigation organization textual brandish and the aircraft map display. This process includes confirmation of the waypoints sequence, reasonableness of rail angles and distances, any distance or speed constraints, and identification of fly-by or wing-over waypoints. A procedure shall not be used if validity of the navigation database is in doubt.

e. Prior to commencing takeoff, the flight crew must verify that the RNAV system is operating correctly and the right airport and rails information have been loaded.

reckfectauz.blogspot.com

Source: https://airresearch.com/Pilots/AIM-08/Chap5/aim0501.html

Bagikan Artikel ini