5-1. PREFLIGHT PREPARATION
Updated: 01/06/94
a. Every pilot is urged to receive a preflight briefing and to file a flight plan. This briefing should consist of the latest or most current weather, airport, and en route NAVAID information. 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 access toll-free the Direct User Access Terminal System (DUATS) through a personal computer. DUATS will provide alpha-numeric preflight weather data and allow pilots to file domestic VFR or IFR flight plans. (Reference--FAA Weather Services, paragraph 7-2c(5) lists DUATS vendors).
5-1a NOTE--Pilots filing flight plans via ``fast file'' who desire to have their briefing recorded, should include a statement at the end of the recording as to the source of their weather briefing.
b. The information required by the FAA to process flight plans is contained on FAA Form 7233-1, Flight Plan. (Reference--Flight Plan--VFR Flights, paragraph 5-4 and Flight Plan--IFR Flights, paragraph 5-7). The forms are available at all flight service stations. Additional copies will be provided on request.
c. Consult an FSS or a Weather Service Office (WSO) for preflight weather briefing. Supplemental Weather Service Locations (SWSLs) do not provide weather briefing.
d. FSSs are required to advise of pertinent NOTAMs if a standard briefing is requested, but if they are overlooked, don't hesitate to remind the specialist that you have not received NOTAM information.
5-1d NOTE--NOTAMs which are known in sufficient time for publication and are of 7 days duration or longer are normally incorporated into the Notices to Airmen publication and carried there until cancellation time. FDC NOTAMs, which apply to instrument flight procedures, are also 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 by 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 normally furnished during your briefing. (Reference--Notice to Airmen (NOTAM) System, paragraph 5-3).
e. Pilots are urged to use only the latest issue of aeronautical charts in planning and conducting flight operations. Aeronautical charts are revised and reissued on a regular scheduled basis to ensure that depicted data are current and reliable. In the conterminous U.S., Sectional Charts are updated each 6 months, IFR En route Charts each 56 days, and amendments to civil IFR Approach Charts are accomplished on a 56 day cycle with a change notice volume issued on the 28 day midcycle. Charts that have been superseded by those of a more recent date may contain obsolete or incomplete flight information. (Reference--General Description of each Chart Series, paragraph 9-4).
f. When requesting a preflight briefing, identify yourself as a pilot and provide the following:
1. Type of flight planned; e.g., VFR or IFR.
2. Aircraft's number or pilot's name.
3. Aircraft type.
4. Departure Airport.
5. Route of flight.
6. Destination.
7. Flight altitude(s).
8. ETD and ETE.
g. Prior to conducting a briefing, briefers are required to have the background information listed above 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 information necessary for the conduct of a safe and efficient flight. Briefers use all available weather and aeronautical information to summarize data applicable to the proposed flight. They do not read weather reports and forecasts verbatim unless specifically requested by the pilot. Refer to paragraph 7-3 PREFLIGHT BRIEFINGS for those items of a weather briefing that should be expected or requested.
h. The Federal Aviation Administration (FAA) by Federal Aviation Regulation, Part 93, Subpart K, has designated High Density Traffic Airports (HDTA's) and has prescribed air traffic rules and requirements for operating aircraft (excluding helicopter operations) to and from these airports (Reference--Airport/Facility Directory, Special Notices Section, for details).
i. In addition to the filing of a flight plan, if the flight will traverse or land in one or more foreign countries, it is particularly important that pilots leave a complete itinerary with someone directly concerned, keep that person advised of the flight's progress, and inform him that, if serious doubt arises as to the safety of the flight, he should first contact the FSS. (Reference--Flights Outside the United States and U.S. Territories, paragraph 5-9).
j. Pilots operating under provisions of FAR Part 135 and not having an FAA assigned 3-letter designator, are urged to prefix the normal registration (N) number with the letter ``T'' on flight plan filing; e.g., TN1234B. (Reference--Aircraft Call Signs, paragraph 4-33).
FAAAIMP05002
5-2. FOLLOW IFR PROCEDURES EVEN WHEN OPERATING VFR
Updated: 01/06/94
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 complete preflight and weather briefing. Check the NOTAMs.
2. File a flight plan. This is an excellent low cost insurance policy. The cost is the time it takes to fill it out. The insurance includes the knowledge that someone will be looking for you if you become overdue at your destination.
3. Use current charts.
4. Use the navigation aids. Practice maintaining a good course-keep the needle centered.
5. Maintain a constant altitude which is appropriate for the direction of flight.
6. Estimate en route 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 FAR Part 91.109 before and during such flight.
c. When flying VFR at night, 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 as shown on charts. This is especially true in mountainous terrain, where there is usually very little ground reference. Do not depend on your eyes alone to avoid rising unlighted terrain, or even lighted obstructions such as TV towers.
FAAAIMP05003
5-3. NOTICE TO AIRMEN (NOTAM) SYSTEM
Updated: 01/06/94M>Para 5-3.
a. Time-critical aeronautical information which is of either a temporary nature or not sufficiently known in advance to permit publication on aeronautical charts or in other operational publications receives immediate dissemination via the National Notice to Airmen (NOTAM) System.
5-3a NOTE--NOTAM information is that aeronautical information that could affect a pilot's decision to make a flight. It includes such information as airport or primary runway closures, changes in the status of navigational aids, ILS's, radar service availability, and other information essential to planned enroute, terminal, or landing operations.
b. NOTAM information is classified into three categories. These are NOTAM (D) or distant, NOTAM (L) 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 computer data base at the National Communications Center (NATCOM), located in Kansas City. This category of information is distributed automatically, appended to the hourly weather reports, via the Service A telecommunications system. Air traffic facilities, primarily FSSs, with Service A capability have access to the entire NATCOM data base of NOTAMs. These NOTAMs remain available via Service A for the duration of their validity or until published.
2. NOTAM (L)
(a) NOTAM (L) information includes such data as taxiway closures, personnel and equipment near or crossing runways, airport rotating beacon outages and airport lighting aids that do not affect instrument approach criteria, such as VASI.
(b) NOTAM (L) information is distributed locally only 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 only. NOTAM (L) information for other FSS areas must be specifically requested directly from the FSS that has responsibility for the airport concerned.
5-3a2b NOTE--DUATS vendors are not required to provide NOTAM L information.
3. FDC NOTAMs
(a) On those occasions when it becomes necessary to disseminate information which is regulatory in nature, the National Flight Data Center (NFDC), in Washington, DC, will issue an FDC NOTAM. FDC NOTAMs contain such things as amendments to published IAP's and other current aeronautical charts. They are also used to advertise temporary flight restrictions caused by such things as natural disasters or large-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 conditions within 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 pilot only on request.
5-3a3b NOTE 1--DUATS vendors will provide FDC NOTAMs only upon site-specific requests using a location identifier.
5-3a3b NOTE 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 United States NOTAM System. While en route, pilots should contact FSSs and obtain updated information for their route of flight and destination.
c. An integral part of the NOTAM System is the biweekly Notices to Airmen publication (NTAP). Data is included in this publication to reduce congestion on the telecommunications circuits and, therefore, is not available via Service A. Once published, the information is not provided during pilot weather briefings unless specifically requested by the pilot. This publication contains two 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 period 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 safety.
2. The second section contains special notices that are either too long or concern a wide or unspecified geographic area and are not suitable for inclusion in the first section. The content of these notices vary widely and there are no specific criteria for their inclusion, other than their enhancement of flight safety.
3. 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 date 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 conditions, is published in other publications, such as the A/FD.
4. All new notices entered, excluding FDC NOTAMs, will be published only if the information is expected to remain in effect for at least 7 days after the effective date of the publication.
d. NOTAM information is not available from a Supplemental Weather Service Location (SWSL).
FAAAIMP05004
5-4. FLIGHT PLAN--VFR FLIGHTS
Updated: 01/06/94
a. Except for operations in or penetrating a Coastal or Domestic ADIZ or DEWIZ a flight plan is not required for VFR flight. (Reference--National Security, paragraph 5-90). However, it is strongly recommended that one be filed with an FAA FSS. This will ensure that you receive VFR Search and Rescue Protection. (Reference--Search and Rescue, paragraph 6-16g for the proper method of filing).
b. 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 flight plans. Radio may be used to file if no other means are available.
5-4b NOTE-- Some states operate aeronautical communications facilities which will accept and forward flight plans to the FSS for further handling.
c. When a ``stopover'' flight is anticipated, it is recommended that a separate flight plan be filed for each ``leg'' when the stop is expected to be more than 1 hour duration.
d. Pilots are encouraged to give their departure times directly to the FSS serving the departure airport or as otherwise indicated by the FSS when the flight plan is filed. This will ensure more efficient flight plan service and permit the FSS to advise you of significant changes in aeronautical facilities or meteorological conditions. When a VFR flight plan is filed, it will be held by the FSS until 1 hour after the proposed departure time unless:
1. The actual departure time 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).
e. On pilot's 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 be avoided at busy airports.
f. 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 aircraft and also serve to check the progress of the flight should it be necessary for any reason to locate the aircraft.
EXAMPLE:
BONANZA 314K, OVER KINGFISHER AT (time), VFR FLIGHT PLAN, TULSA TO AMARILLO.
EXAMPLE:
CHEROKEE 5133J, OVER OKLAHOMA CITY AT (time), SHREVEPORT TO DENVER, NO FLIGHT PLAN.
g. Pilots not operating on an IFR flight plan and when in level cruising flight, are cautioned to conform with VFR cruising altitudes appropriate to the direction of flight.
h. When filing VFR flight plans, indicate aircraft equipment capabilities by appending the appropriate suffix to aircraft type in the same manner as that prescribed for IFR flight. (Reference--Flight Plan--IFR Flights, paragraph 5-7). Under some circumstances, ATC computer tapes can be useful in constructing the radar history of a downed or crashed aircraft. In each case, knowledge of the aircraft's transponder equipment is necessary in determining whether or not such computer tapes might prove effective.
i. Flight Plan Form--(See Figure 5-4[1][FAA Form 7233-1]).
j. Explanation of VFR Flight Plan Items--
Block 1. Check the type flight plan. Check both the VFR and IFR blocks if composite VFR/IFR.
Block 2. Enter your complete aircraft identification including the prefix ``N'' if applicable.
Block 3. Enter the designator for the aircraft, or if unknown, the aircraft manufacturer's name.
Block 4. Enter your true airspeed (TAS).
Block 5. Enter the departure airport identifier code, or if unknown, the name of the airport.
Block 6. Enter the proposed departure time in Coordinated Universal Time (UTC). If airborne, specify the actual or proposed departure time as appropriate.
Block 7. Enter the appropriate VFR altitude (to assist the briefer in providing weather and wind information).
Block 8. Define the route of flight by using NAVAID identifier codes and airways.
Block 9. Enter the destination airport identifier code, or if unknown, the airport name .
5-4jBlock 6 NOTE-- Include the city name (or even the state name) if needed for clarity.
Block 10. Enter your Estimated Time en Route in hours and minutes.
Block 11. Enter only those remarks pertinent to ATC or to the clarification of other flight plan information, such as the appropriate radiotelephony (call sign) associated with the designator filed in Block 2. Items of a personal nature are not accepted.
Block 12. Specify the fuel on board in hours and minutes.
Block 13. Specify an alternate airport if desired.
Block 14. Enter your complete name, address, and telephone number. Enter sufficient information to identify home base, airport, or operator.
5-4j Block 14 NOTE-- This information is essential in the event of search and rescue operations.
Block 15. Enter total number of persons on board (POB) including crew.
Block 16. Enter the predominant colors.
Block 17. Record 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. (Optional)--Record a destination telephone number to assist search and rescue contact should you fail to report or cancel your flight plan within 1/2 hour after your Estimated Time of Arrival (ETA).
5-4j Block 17 NOTE-- The information transmitted to the destination FSS will consist only of flight plans Blocks 2, 3, 9, and 10. Estimated time en route (ETE) will be converted to the correct estimated time of arrival (ETA).
FAAAIMP05005
5-5. FLIGHT PLAN--DEFENSE VFR (DVFR) FLIGHTS
Updated: 01/06/94
VFR flights into a Coastal or Domestic ADIZ/DEWIZ are required to file DVFR flight plans for security purposes. Detailed ADIZ procedures are found in the National Security section of this chapter. (See FAR Part 99.)
FAAAIMP05006
5-6. COMPOSITE FLIGHT PLAN (VFR/IFR FLIGHTS)
Updated: 01/06/94
a. Flight plans which specify VFR operation for one portion of a flight, and IFR for another portion, will be accepted by the FSS at the point of departure. If VFR flight is conducted for the first portion of the flight, the pilot should report his departure time to the FSS with which he filed his VFR/IFR flight plan; and, subsequently, close the VFR portion and request ATC clearance from the FSS nearest the point at which change from VFR to IFR is proposed. Regardless of the type facility you are communicating with (FSS, center, or tower), it is the pilot's responsibility to request that facility to ``CLOSE VFR FLIGHT PLAN.'' The pilot must remain in VFR weather 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. Once the pilot has reported over the clearance limit and does not desire further IFR clearance, he should advise ATC to cancel the IFR portion of his flight plan. Then, he should contact the nearest FSS to activate the VFR portion of his flight plan. If the pilot desires to continue his IFR flight plan beyond the clearance limit, he should contact ATC at least 5 minutes prior to the clearance limit and request further IFR clearance. If the requested clearance is not received prior to reaching the clearance limit fix, the pilot will be expected to established himself in a standard holding pattern on the radial or course to the fix unless a holding pattern for the clearance limit fix is depicted on a U.S. Government or commercially produced (meeting FAA requirements) Low or High Altitude En Route, Area or STAR Chart. In this case the pilot will hold according to the depicted pattern.
FAAAIMP05007
5-7. FLIGHT PLAN--IFR FLIGHTS
Updated: 01/06/94
a. General--
1. Prior to departure from within, or prior to entering controlled airspace, a pilot must submit a complete flight plan and receive an air traffic clearance, if weather conditions are below VFR minimums. Instrument flight plans may be submitted to the nearest FSS or ATCT either in person or by telephone (or by radio if no other means are available). Pilots should file IFR flight plans at least 30 minutes prior to estimated time of departure to preclude possible delay in receiving a departure clearance from ATC. To minimize your delay in entering Class B, Class C, Class D and Class E surface area at destination when IFR weather conditions exist or are forecast at that airport, an IFR flight plan should be filed before departure. Otherwise, a 30 minute delay is not unusual in receiving an ATC clearance because of time spent in processing flight plan 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.
5-7a1 NOTE-- There are several methods of obtaining IFR clearances at nontower, non-FSS, and outlying airports. The procedure may vary due to geographical features, weather conditions, and the complexity of the ATC system. To determine the most effective means of receiving an IFR clearance, pilots should ask the nearest FSS the most appropriate means of obtaining the IFR clearance.
2. When filing an IFR flight plan for a TCAS/heavy equipped aircraft, add the prefix T for TCAS, H for Heavy, or B for both TCAS and heavy to the aircraft type.
EXAMPLE:
H/DC10/U T/B727/A B/B747/R
3. When filing an IFR flight plan for flight in an aircraft equipped with a radar beacon transponder, DME equipment, TACAN-only equipment or a combination of both, identify equipment capability by adding a suffix to the AIRCRAFT TYPE preceded by a slant, as follows:
/X--no transponder.
/T--transponder with no altitude encoding capability.
/U--transponder with altitude encoding capability.
/D--DME, but no transponder.
/B--DME and transponder, but no altitude encoding capability.
/A--DME and transponder with altitude encoding capability.
/M--TACAN only, but no transponder.
/N--TACAN only and transponder, but with no altitude encoding capability.
/P--TACAN only and transponder with altitude encoding capability.
/C--RNAV and transponder, but with no altitude encoding capability.
/R--RNAV and transponder with altitude encoding capability.
/W--RNAV but no transponder.
/G--Flight Management System (FMS) and Electronic Flight Instrument System (EFIS) equipped aircraft with /R capability having a ``Special Aircraft and Aircrew Authorization'' issued by the FAA.
5-7a3 NOTE 1.--Criteria for use of the /G designation is presently indentified only for certain /R equipped air carrier aircraft and specially qualified crews. Authorization for use of the ``/G'' designation is obtained through the All-Weather Operations Branch of the FAA Flight Standards Service and an air carrier's certificate holding district office.
5-7a3 NOTE 2.--The use of ``/G'' is limited to aircraft which operate totally within airspace controlled by U.S. air traffic control facilities.
4. It is recommended that pilots file the maximum transponder or navigation capability of their aircraft in the equipment suffix. This will provide ATC with the necessary information to utilize all facets of navigational equipment and transponder capabilities available. In the case of area navigation equipped aircraft, pilots should file the /C, /R, or /W capability of the aircraft even though an RNAV route or random RNAV route has not been requested. This will ensure ATC awareness of the pilot's ability to navigate point-to-point and may be utilized to expedite the flight.
5-7a4 NOTE-- The suffix is not to be added to the aircraft identification or be transmitted by radio as part of the aircraft identification.
b. Airways and Jet Routes Depiction on Flight Plan--
1. It is vitally important that the route 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 use at the altitude or Flight Level planned.
2. If flight 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 route(s) requested. If more than one airway or jet route is to be used, clearly indicate points of transition. If the transition is made at an unnamed intersection, show the next 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 appropriate aeronautical charts. The following two examples illustrate the need to specify the transition point when two routes share more than one transition fix.
EXAMPLE:
ALB J37 BUMPY J14 BHM
SPELLED OUT: From Albany, New York, via Jet Route 37 transitioning to Jet Route 14 at BUMPY intersection, thence via Jet Route 14 to Birmingham, Alabama.
EXAMPLE:
ALB J37 ENO J14 BHM
SPELLED OUT: From Albany, New York, via Jet Route 37 transitioning to Jet Route 14 at Kenton VORTAC (ENO) thence via Jet Route 14 to Birmingham, Alabama.
(a) The route of flight may also be described by naming the reporting points or NAVAID's 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 V433 to Dupont.
(b) When the route of flight is defined by named reporting points, whether alone or in combination with airways or jet routes, and the navigational aids (VOR, VORTAC, TACAN, NDB) to be used for the flight are a combination of different types of aids, enough information should be included to clearly indicate the route 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 Route 3 Spokane, direct Cranbrook, British Columbia VOR/DME, Flight Level 330 Jet Route 500 to Langruth, Manitoba VORTAC, Jet Route 515 to Winnepeg, Manitoba.
(c) When filing IFR, it is to the pilot's advantage to file a preferred route.
5-72c NOTE-- Preferred IFR routes are described and tabulated in the Airport/Facility Directory.
(d) ATC may issue a SID or a STAR, as appropriate. (Reference--Instrument Departure, paragraph 5-25 and Standard Terminal Arrival (STAR), paragraph 5-40).
5-72d NOTE-- Pilots not desiring a SID or STAR should so indicate in the remarks section of the flight plan as ``NO SID'' or ``NO STAR''.
c. Direct Flights--
1. All or any portions of the route which will not be flown on the radials or courses of established airways or routes, such as direct route flights, must be defined by indicating the radio fixes over which the flight will pass. Fixes selected to define the route shall be those over which the position of the aircraft can be 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 route phase of a direct flight within that altitude structure.
2. The azimuth feature of VOR aids and that azimuth and distance (DME) features of VORTAC and TACAN aids are assigned certain frequency protected areas of airspace which are intended for application to established airway and route use, and to provide guidance for planning flights outside of established airways or routes. These areas of airspace are expressed in terms of cylindrical service volumes of specified dimensions called ``class limits'' or ``categories.'' (Reference--Navaid Service Volumes, paragraph 1-8). An operational service volume has been established for each class in which adequate signal coverage and frequency protection can be assured. To facilitate use of VOR, VORTAC, or TACAN aids, consistent with their operational service volume limits, pilot use of such aids for defining a direct route of flight in controlled airspace should not exceed the following:
(a) Operations above FL 450-Use aids not more than 200 NM apart. These aids are depicted on En Route High Altitude Charts.
(b) Operation off established routes from 18,000 feet MSL to FL 450-Use aids not more than 260 NM apart. These aids are depicted on En Route High Altitude Charts.
(c) Operation off established airways below 18,000 feet MSL-Use aids not more than 80 NM apart. These aids are depicted on Enroute Low Altitude Charts.
(d) Operation off established airways between 14,500 feet MSL and 17,999 feet MSL in the conterminous U.S.-(H) facilities not more than 200 NM apart may be used.
3. Increasing use of self-contained airborne navigational systems which do not rely on the VOR/VORTAC/TACAN system 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 environment, with approval based on pilot responsibility for navigation on the authorized direct route. Radar flight following will be provided by ATC for ATC purposes.
4. At times, ATC will initiate a direct route in a radar environment which exceeds NAVAID service volume limits. In such cases ATC will provide radar monitoring and navigational assistance as necessary.
5. Airway or jet route numbers, appropriate to the stratum in which operation will be conducted, may also be included to describe portions of the route to be flown.
EXAMPLE:
MDW V262 BDF V10 BRL STJ SLN GCK
SPELLED OUT: From Chicago Midway Airport via Victor 262 to Bradford, Victor 10 to Burlington, Iowa, direct St. Joseph, Missouri, direct Salina, Kansas, direct Garden City, Kansas.
5-7c5 NOTE-- When route of flight is described by radio fixes, the pilot will be expected to fly a direct course between the points named.
6. 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 MEA's and other altitudes shown on Low Altitude IFR Enroute Charts pertain to those route segments within controlled airspace, and those altitudes may not meet obstruction clearance criteria when operating off those routes.
d. Area Navigation (RNAV)--
1. Random RNAV routes can 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 flight, however, navigation on the random RNAV route is the responsibility of the pilot.
2. To be certified for use in the National Airspace System, RNAV equipment must meet the specifications outlined in AC 90-45. The pilot is responsible for variations in equipment capability and must advise ATC if a RNAV clearance can not be accepted as specified. The controller need only be concerned that the aircraft is RNAV equipped; if the flight plan equipment suffix denotes RNAV capability, the RNAV routing can be applied.
3. Pilots of aircraft equipped with operational area navigation equipment may file for random RNAV routes throughout the National Airspace System, where radar monitoring by ATC is available, in accordance with the following procedures.
(a) File airport-to-airport flight plans prior to departure.
(b) File the appropriate RNAV capability certification suffix in the flight plan.
(c) Plan the random route portion of the flight plan to begin 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 departure and arrival routes (SID/STAR), where established, is recommended.
(d) File route structure transitions to and from the random route portion of the flight.
(e) Define the random route by waypoints. File route description waypoints by using degree-distance fixes based on navigational aids which are appropriate for the altitude stratum.
(f) File a minimum of one route description waypoint for each ARTCC through whose area the random route will 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 description waypoints as required to ensure accurate navigation via the filed route of flight. Navigation is the pilot's responsibility unless ATC assistance is requested.
(i) Plan the route of flight so as to avoid Prohibited and Restricted Airspace by 3 NM unless permission has been obtained to operate in that airspace and the appropriate ATC facilities are advised.
4. 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 United States using the following procedures.
(a) File airport-to-airport flight plans prior to departure.
(b) File the appropriate RNAV capability certification suffix in the flight plan.
(c) Plan the random route portion of the flight to begin and end over published departure/arrival transition fixes or appropriate navigation aids for airports without published transition procedures. The use of preferred departure and arrival routes, such as SID and STAR where established, is recommended.
(d) Plan the route of flight so as to avoid prohibited and restricted airspace by 3 NM unless permission has been obtained to operate in that airspace and the appropriate ATC facility is advised.
(e) Define the route of flight after the departure fix, including each intermediate fix (turnpoint) and the arrival fix for the destination airport in terms of latitude/longitude coordinates plotted to the nearest minute. The arrival fix must be identified by both the latitude/longitude coordinates and a fix identifier.
Example:
MIA 1\ SRQ 2\ 3407/10615 3\ 3407/11546 TNP 4\ LAX 5\
[1] Departure airport.
[2] Departure fix.
[3] Intermediate fix (turning point).
[4] Arrival fix.
[5] Destination airport.
(f) Record latitude/longitude coordinates by four figures describing latitude in degrees and minutes followed by a solidus and five figures describing longitude in degrees and minutes.
(g) File at FL 390 or above for the random RNAV portion of the flight.
(h) Fly all routes/route segments on Great Circle tracks.
(i) Make any inflight requests for random RNAV clearances or route amendments to an en route ATC facility.
e. Flight Plan Form--See Figure 5-7[1][FAA Form 7233-1].
f. Explanation of IFR Flight Plan Items--
Block 1. Check the type flight plan. Check both the VFR and IFR blocks if composite VFR/IFR.
Block 2. Enter your complete aircraft identification including the prefix ``N'' if applicable.
Block 3. Enter the designator for the aircraft, or if unknown, the aircraft manufacturer's name; e.g., Cessna, followed by a slant(/), and the transponder or DME equipment code letter; e.g., C-182/U. Heavy aircraft, add prefix ``H'' to aircraft type; example: H/DC10/U.
Block 4. Enter your computed true airspeed (TAS).
5-7f Block 4 NOTE-- If the average TAS changes plus or minus 5 percent or 10 knots, whichever is greater, advise ATC.
Block 5. Enter the departure airport identifier code (or the name if the identifier is unknown).
5-7 Block 5 NOTE-- Use of identifier codes will expedite the processing of your flight plan.
Block 6. Enter the proposed departure time in Coordinated Universal Time (UTC) (Z). If airborne, specify the actual or proposed departure time as appropriate.
Block 7. Enter the requested en route altitude or flight level.
5-7 Block 7 NOTE-- Enter only the initial requested altitude in this block. When more than one IFR altitude or flight level is desired along the route of flight, it is best to make a subsequent request direct to the controller.
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).
5-7 Block 8 NOTE-- Use NAVAID's or WAYPOINT's to define direct routes and radials/bearings to define other unpublished routes.
Block 9. Enter the destination airport identifier code (or name if the identifier is unknown).
Block 10. Enter your Estimated Time en Route based on latest forecast winds.
Block 11. Enter only those remarks pertinent to ATC or to the clarification of other flight plan information, such as the appropriate radiotelephony (call sign) associated with the designator filed in Block 2. Items of a personal nature are not accepted. Do not assume that remarks will be automatically transmitted to every controller. Specific ATC or en route requests should be made directly to the appropriate controller.
Block 12. Specify the fuel on board, computed from the departure point.
Block 13. Specify an alternate airport if desired or required, but do not include routing to the alternate airport.
Block 14. Enter the complete name, address, and telephone number of pilot-in-command, or in the case of a formation flight, the formation commander. Enter sufficient information to identify home base, airport, or operator.
5-7 Block 14 NOTE-- This information would be essential in the event of search and rescue operation.
Block 15. Enter the total number of persons on board including crew.
Block 16. Enter the predominant colors.
5-7 Block 16 NOTE-- Close IFR flight plans with tower, approach control, or ARTCC, or if unable, with FSS. When landing at an airport with a functioning control 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, 5, 6, 7, 8, 9, 10, and 11.
h. A description of the International Flight Plan Form is contained in the International Flight Information Manual (IFIM).
FAAAIMP05008
5-8. IFR OPERATIONS TO HIGH ALTITUDE DESTINATIONS
Updated: 01/06/94
Pilots planning IFR flights to airports located in mountainous terrain are cautioned to consider the necessity for an alternate airport even when the forecast weather conditions would technically relieve them from the requirement to file one (Reference: FAR Part 91.167 and paragraph 4-18(b)). The FAA has identified three possible situations where the failure to plan for an alternate airport when flying IFR to such a destination airport could result in a critical situation if the weather is less than forecast and sufficient fuel is not available to proceed to a suitable airport.
a. An IFR flight to an airport where the MDA's or landing visibility minimums for ALL INSTRUMENT APPROACHES are higher than the forecast weather minimums specified in FAR Part 91.167(b). For example, there are 11 high altitude airports in the United States with approved instrument approach procedures where all of the Minimum Descent Altitudes (MDA's) are greater than 2,000 feet and/or the landing visibility minimums are greater than 3 miles (Bishop, California; South Lake Tahoe, California; Ukiah, California; Aspen-Pitkin Co./Sardy Field, Colorado; Butte, Montana; Helena, Montana; Missoula, Montana; Chadron, Nebraska; Ely, Nevada; Klamath Falls, Oregon; and Omak, Washington). In the case of these 11 airports, it is possible for a pilot to elect, on the basis of forecasts, not to carry sufficient fuel to get to an alternate when the ceiling and/or visibility is actually lower than that necessary to complete the approach.
b. A small number of other airports in mountainous terrain have MDA's which are slightly (100 to 300 feet) below 2,000 feet AGL. In situations where there is an option as to whether to plan for an alternate, pilots should bear in mind that just a slight worsening of the weather conditions from those forecast could place the airport below the published IFR landing minimums.
c. An IFR flight to an airport which requires special equipment; i.e., DME, glide slope, etc., in order to make the available approaches to the lowest minimums. Pilots should be aware that all other minimums on the approach charts may require weather conditions better than those specified in FAR Part 91.167(b). An inflight equipment malfunction could result in the inability to comply with the published approach procedures or, again, in the position of having the airport below the published IFR landing minimums for all remaining instrument approach alternatives.
FAAAIMP05009
5-9. FLIGHTS OUTSIDE THE UNITED STATES AND U.S. TERRITORIES
Updated: 01/06/94
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 effort should be made to secure information 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 existence of search and rescue services.
b. Pilots should remember that there is a need to continuously guard the VHF emergency frequency 121.5 mHz when on long over-water 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 critical when operating in proximity to Flight Information Region (FIR) boundaries, for example, operations on Route R220 between Anchorage and Tokyo, since it serves to facilitate communications with regard to aircraft which may experience in-flight emergencies, communications, or navigational difficulties. (Reference ICAO Annex 10, Vol II Paras 5.2.2.1.1.1 and 5.2.2.1.1.2.)
c. The filing of a flight plan, always good practice, takes on added significance for extended flights outside U.S. airspace and is, in fact, usually required by the laws of the countries being visited or overflown. It is also particularly important in the case of such flights that pilots leave a complete itinerary and schedule of the flight with someone directly concerned, keep that person advised of the flight's progress and inform him that if serious doubt arises as to the safety of the flight he should first contact the appropriate FSS. Round Robin Flight Plans to Mexico are not 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 authorization 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 constitute the prior permission required by certain other authorities. The possibility of fatal consequences cannot be ignored in some areas of the world.
e. Current NOTAMs for foreign locations must also be reviewed. The publication International Notices to Airmen, published biweekly, contains considerable information pertinent to foreign flight. 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 responsibility of the pilot to arrange 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 advise customs message (ADCUS) cannot be included in a predeparture flight plan, call the nearest en route domestic or International FSS as soon as radio communication can be established and file a VFR or DVFR flight plan, as required, and include as the last item the advise customs information. The station with which such a flight plan is filed will forward it to the appropriate FSS who will notify the customs office responsible for the destination airport.
2. If the pilot fails to include ADCUS in the radioed flight plan, it will be assumed that other arrangements have been made and FAA will not advise customs.
3. The FAA assumes no responsibility for any delays in advising customs if the flight plan is given too late for delivery to customs before arrival of the aircraft. It is still the pilot's responsibility to give timely notice even though a flight plan is given to FAA.
FAAAIMP05010
5-10. CHANGE IN FLIGHT PLAN
Updated: 01/06/94
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 flight 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 percent, or 10 knots, whichever is greater, ATC should be advised.
FAAAIMP05011
5-11. CHANGE IN PROPOSED DEPARTURE TIME
Updated: 01/06/94
a. To prevent computer saturation in the en route environment, parameters have been established to delete proposed departure flight plans which have not been activated. Most centers have 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 departure time will be delayed 1 hour or more beyond their filed departure time, are requested to notify ATC of their departure time.
b. Due to traffic saturation, control personnel frequently will be unable to accept these revisions via radio. It is recommended that you forward these revisions to the nearest FSS.
FAAAIMP05012
5-12. CLOSING VFR/DVFR FLIGHT PLANS
Updated: 01/06/94
A pilot is responsible for ensuring that his VFR or DVFR flight plan is canceled (FAR Part 91.153 and FAR Part 91.169). You should close your flight plan with the nearest FSS, or if one is not available, you may request any ATC facility to relay your cancellation to the FSS. Control towers do not automatically close VFR or DVFR flight plans since they do not know if a particular VFR aircraft is on a flight plan. If you fail to report or cancel your flight plan within 1/2 hour after your ETA, search and rescue procedures are started.
FAAAIMP05013
5-13. CANCELING IFR FLIGHT PLAN
Updated: 01/06/94
a. FARPart 91.153 and FAR Part 91.169 includes the statement ``When a flight plan has been filed, the pilot-in-command, upon canceling or completing the flight under the flight plan, shall notify the nearest FSS or ATC facility.''
b. An IFR flight plan may be canceled at any time the flight is operating in VFR conditions outside positive controlled airspace by the pilot stating ``CANCEL MY IFR FLIGHT PLAN'' to the controller or air/ground station with which he is communicating. Immediately after canceling an IFR flight plan, a pilot should take necessary action to change to the appropriate air/ground frequency, VFR radar beacon code and VFR altitude or flight level.
c. ATC separation and information services will be discontinued, including radar services (where applicable). Consequently, if the canceling flight desires VFR radar advisory service, the pilot must specifically request it.
5-13c NOTE-- Pilots must be aware that other procedures may be applicable to a flight that cancels an IFR flight plan within an 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 plan requirement exists, the pilot is responsible for filing this flight plan to replace the canceled IFR flight plan. If a subsequent IFR operation becomes necessary, a new IFR flight plan must be filed and an ATC clearance obtained before operating in IFR conditions.
e. If operating on an IFR flight plan to an airport with a functioning control tower, the flight plan is automatically closed upon landing.
f. If operating on an IFR flight plan to an airport where there is no functioning control tower, the pilot must initiate cancellation of the IFR flight plan. This can be done after landing if there is a functioning FSS or other means of direct communications with ATC. In the event there is no FSS and air/ground communications with ATC is not possible below a certain altitude, the pilot should, weather conditions permitting, cancel his IFR flight plan while still airborne and able to communicate with ATC by radio. This will not only save the time and expense of canceling the flight plan by telephone but will quickly release the airspace for use by other aircraft.
FAAAIMP05014
5-14 thru 5-19. RESERVED
Updated: 01/06/94