Chapter 5. Air Traffic Procedures
Section 1. Preflight
5-1-1. Preflight Preparation
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-
AIM, FAA Weather Services, Paragraph 7-1-2, lists DUATS
vendors.
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, or FAA Form 7233-4, International Flight Plan.
The forms are available at all flight service stations.
Additional copies will be provided on request.
REFERENCE-
AIM, Flight Plan- VFR Flights, Paragraph 5-1-4
AIM, Flight Plan- IFR Flights, Paragraph 5-1-8
AIM, International Flight Plan- IFR Flights, Paragraph 5-1-9
c. Consult an FSS or a Weather Service Office
(WSO) for preflight weather 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, but if
they are overlooked, don't hesitate to remind the
specialist that you have not received NOTAM
information.
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-
AIM, Notice to Airmen (NOTAM) System, Paragraph 5-1-3.
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
every 6 months, IFR En Route Charts every 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-
AIM, General Description of Each Chart Series, Paragraph
9-1-4.
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. FSS briefers do
not provide FDC NOTAM information for special
instrument approach procedures unless specifically
asked. Pilots authorized by the FAA to use special
instrument approach procedures must specifically
request FDC NOTAM information for these
procedures. Pilots who receive the information
electronically will receive NOTAMs for special IAPs
automatically.
REFERENCE-
AIM, Preflight Briefings, Paragraph 7-1-4, contains those
items of a weather briefing that should be expected or requested.
h. FAA by 14 CFR Part 93, Subpart K, has
designated High Density Traffic Airports (HDTAs)
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.
AIM, Airport Reservation Operations and Special Traffic Management
Programs, Paragraph 4-1-22.
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
and keep that person advised of the flight's progress.
If serious doubt arises as to the safety of the flight, that
person should first contact the FSS.
REFERENCE-
AIM, Flights Outside the U.S. and U.S. Territories, Paragraph 5-1-11
j. Pilots operating under provisions of 14 CFR
Part 135 on a domestic flight 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-
AIM, Aircraft Call Signs, Paragraph 4-2-4
5-1-2. Follow IFR Procedures Even 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 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 14 CFR
Section 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.
5-1-3. Notice to Airmen (NOTAM) System
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 NOTAM System.
NOTE-
1. NOTAM information is that aeronautical information
that could affect a pilot's decision to make a flight. It
includes such information as airport or aerodrome
primary runway closures, taxiways, ramps, obstructions,
communications, airspace, 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. See TBL 5-1-1
for a listing of the most commonly used contractions. For
a complete listing, see FAA Order JO 7340.2,
Contractions.
b. NOTAM information is classified into four
categories. These are NOTAM (D) or distant, Flight
Data Center (FDC) NOTAMs, Pointer NOTAMs, and
Military 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
database at the Weather Message Switching Center
(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
have access 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 system. NOTAM (D) information
includes such data as taxiway closures, personnel
and equipment near or crossing runways, and airport
lighting aids that do not affect instrument approach
criteria, such as VASI.
All NOTAM Ds must have one of the following
keywords as the first part of the text after the location
identifier:
Keyword
|
Definition
|
RWY
Example
|
Runway
ABC XX/XXX ABC RWY 3/21 CLSD
|
TWY
Example
|
Taxiway
ABC XX/XXX ABC TWY F LGTS OTS
|
RAMP
Example
|
Ramp
ABC XX/XXX ABC RAMP TERMINAL
EAST SIDE CONSTRUCTION
|
APRON
Example
|
Apron
ABC XX/XXX ABC APRON SW TWY
C NEAR HANGARS CLSD
|
AD
Example
|
Aerodrome
ABC XX/XXX ABC AD ABN OTS
|
OBST
Example
|
Obstruction
ABC XX/XXX ABC OBST TOWER 283
(246 AGL) 2.2 S LGTS OTS (ASR
1065881) TIL 1003282300
|
NAV
Example
|
Navigation
ABC XX/XXX ABC NAV VOR OTS
|
COM
Example
|
Communications
ABC XX/XXX ABC COM ATIS OTS
|
SVC
Example
|
Services
XX/XXX ABC SVC JET FUEL
UNAVBL TIL 1003291600
|
Keyword
|
Definition
|
AIRSPACE
Example
|
Airspace
ABC XX/XXX ABC AIRSPACE
AIRSHOW ACFT 5000/BLW 5 NMR
AIRPORT AVOIDANCE ADZD TIL
1003152200
|
U
|
Unverified Aeronautical Information
(for use only where authorized by Letter
of Agreement)*
|
O
|
Other Aeronautical Information**
|
* Unverified Aeronauticatical Information can be
movement area or other information received that
meets NOTAM criteria and has not been confirmed
by the Airport Manager (AMGR) or their designee. If
Flight Service is unable to contact airport management, Flight Service must forward (U) NOTAM
information to the United States NOTAM System
(USNS). Subsequent to USNS distribution of a (U)
NOTAM, Flight Service will inform airport management of the action taken as soon as practical. Any
such NOTAM will be prefaced with “(U)” as the
keyword and followed by the appropriate keyword
contraction, following the location identifier.
** Other Aeronautical Information is that which
is received from any authorized source that may be
beneficial to aircraft operations and does not meet
defined NOTAM criteria. Any such NOTAM will be
prefaced with “(O)” as the keyword following the
location identifier.
2. 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 IAPs 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.
NOTE-
1. DUATS vendors will provide FDC NOTAMs only 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.S. NOTAM system.
While en route, pilots should contact FSSs and obtain
updated information for their route of flight and
destination.
3. Pointer NOTAMs. NOTAMs issued by a
flight service station to highlight or point out another
NOTAM, such as an FDC or NOTAM (D) NOTAM.
This type of NOTAM will assist users in
cross-referencing important information that may
not be found under an airport or NAVAID identifier.
Keywords in pointer NOTAMs must match the
keywords in the NOTAM that is being pointed out.
The keyword in pointer NOTAMs related to
Temporary Flight Restrictions (TFR) must be
AIRSPACE.
4. Special Use Airspace (SUA) NOTAMs.
SUA NOTAMs are issued when Special Use
Airspace will be active outside the published
schedule times and when required by the published
schedule. Pilots and other users are still responsible
to check published schedule times for Special Use
Airspace as well as any NOTAMs for that airspace.
5. Military NOTAMs. NOTAMs pertaining
to U.S. Air Force, Army, Marine, and Navy
navigational aids/airports that are part of the NAS.
c. An integral part 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 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, 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 Locations (SWSL).
TBL 5-1-1
NOTAM CONTRACTIONS
|
A
|
AADC
|
Approach and Departure Control
|
ABV
|
Above
|
A/C
|
Approach Control
|
ACCUM
|
Accumulate
|
ACFT
|
Aircraft
|
ACR
|
Air Carrier
|
ACTV/ACTVT
|
Active/Activate
|
ADF
|
Automatic Direction Finder
|
ADJ
|
Adjacent
|
ADZ/ADZD
|
Advise/Advised
|
AFD
|
Airport/Facility Directory
|
ALS
|
Approach Light System
|
ALTM
|
Altimeter
|
ALTN/ALTNLY
|
Alternate/Alternately
|
ALSTG
|
Altimeter Setting
|
AMDT
|
Amendment
|
APCH
|
Approach
|
APL
|
Airport Lights
|
ARFF
|
Aircraft Rescue & Fire Fighting
|
ARPT
|
Airport
|
ARSR
|
Air Route Surveillance Radar
|
ASDE
|
Airport Surface Detection Equipment
|
ASOS
|
Automated Surface Observing System
|
ASPH
|
Asphalt
|
ASR
|
Airport Surveillance Radar
|
ATC
|
Air Traffic Control
|
ATCT
|
Airport Traffic Control Tower
|
ATIS
|
Automated Terminal Information
Service
|
AVBL
|
Available
|
AWOS
|
Automatic Weather Observing System
|
AWSS
|
Automated Weather Sensor System
|
AZM
|
Azimuth
|
|
B
|
BC
|
Back Course
|
BCN
|
Beacon
|
BERM
|
Snowbank/s Containing Earth/Gravel
|
BLO
|
Below
|
BND
|
Bound
|
BRAF
|
Braking Action Fair
|
BRAG
|
Braking Action Good
|
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
|
Class C Surface Area
|
CD
|
Clearance Delivery
|
CDAS
|
Class D Airspace
|
CDSA
|
Class D Surface Area
|
CEAS
|
Class E Airspace
|
CESA
|
Class E Surface Area
|
CFA
|
Controlled Firing Area
|
CGAS
|
Class G Airspace
|
CHG
|
Change
|
CLKWS
|
Clockwise
|
CLNC
|
Clearance
|
CLSD
|
Closed
|
CMSN/CMSND
|
Commission/Commissioned
|
CNCL/CNCLD/CNL
|
Cancel/Canceled/Cancel
|
CNTRLN
|
Centerline
|
CONC
|
Concrete
|
CONT
|
Continue/Continuously
|
CRS
|
Course
|
CTAF
|
Common Traffic Advisory Frequency
|
CTLZ
|
Control Zone
|
|
D
|
DALGT
|
Daylight
|
DCMS/DCMSND
|
Decommission/Decommissioned
|
DCT
|
Direct
|
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 Departure Procedure
|
DPCR
|
Departure Procedure
|
DRCT
|
Direct
|
DRFT/DRFTD
|
Drift/Drifted Snowbank/s Caused By
Wind Action
|
DSPLCD
|
Displaced
|
DSTC
|
Distance
|
DWPNT
|
Dew Point
|
|
E
|
E
|
East
|
EBND
|
Eastbound
|
EFAS
|
En Route Flight Advisory Service
|
EFF
|
Effective
|
ELEV
|
Elevate/Elevation
|
ENG
|
Engine
|
ENTR
|
Entire
|
EXCP
|
Except
|
|
F
|
FA
|
Final Approach
|
FAC
|
Facility
|
FAF
|
Final Approach Fix
|
FDC
|
Flight Data Center
|
FM
|
Fan Marker
|
FREQ
|
Frequency
|
FRH
|
Fly Runway Heading
|
FRZN
|
Frozen
|
FRNZ SLR
|
Frozen Slush on Runway/s
|
FSS
|
Flight Service Station
|
|
G
|
GC
|
Ground Control
|
GCA
|
Ground Controlled Approach
|
GOVT
|
Government
|
GP
|
Glide Path
|
GPS
|
Global Positioning System
|
GRVL
|
Gravel
|
GS
|
Glide Slope
|
|
H
|
HAA
|
Height Above Airport
|
HAT
|
Height Above Touchdown
|
HAZ
|
Hazard
|
HEL
|
Helicopter
|
HELI
|
Heliport
|
HF
|
High Frequency
|
HIRL
|
High Intensity Runway Lights
|
HIWAS
|
Hazardous Inflight Weather Advisory
Service
|
HOL
|
Holiday
|
HP
|
Holding Pattern
|
|
I
|
IAP
|
Instrument Approach Procedure
|
IBND
|
Inbound
|
ID
|
Identification
|
IDENT
|
Identify/Identifier/Identification
|
IFR
|
Instrument Flight Rules
|
ILS
|
Instrument Landing System
|
IM
|
Inner Marker
|
IN
|
Inch/Inches
|
INDEFLY
|
Indefinitely
|
INOP
|
Inoperative
|
INST
|
Instrument
|
INT
|
Intersection
|
INTST
|
Intensity
|
IR
|
Ice On Runway/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 Aid
|
LGT/LGTD/LGTS
|
Light/Lighted/Lights
|
LIRL
|
Low Intensity Runway Edge Lights
|
LLWAS
|
Low Level Wind Shear Alert System
|
LMM
|
Compass Locator at ILS Middle Marker
|
LNDG
|
Landing
|
LOC
|
Localizer
|
LOM
|
Compass Locator at ILS Outer Marker
|
LONG
|
Longitude
|
LSR
|
Loose Snow on Runway/s
|
LT
|
Left Turn After Take‐off
|
|
M
|
MALS
|
Medium Intensity Approach Lighting
System
|
MALSF
|
Medium Intensity Approach Lighting
System with Sequenced Flashers
|
MALSR
|
Medium Intensity Approach Lighting
System with Runway Alignment
Indicator Lights
|
MAP
|
Missed Approach Point
|
MCA
|
Minimum Crossing Altitude
|
MDA
|
Minimum Descent Altitude
|
MEA
|
Minimum En Route Altitude
|
MED
|
Medium
|
MIN
|
Minute
|
MIRL
|
Medium Intensity Runway Edge Lights
|
MLS
|
Microwave Landing System
|
MM
|
Middle Marker
|
MNM
|
Minimum
|
MOCA
|
Minimum Obstruction Clearance
Altitude
|
MONTR
|
Monitor
|
MSA
|
Minimum Safe Altitude/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
|
|
N
|
N
|
North
|
NA
|
Not Authorized
|
NBND
|
Northbound
|
NDB
|
Nondirectional Radio Beacon
|
NE
|
Northeast
|
NGT
|
Night
|
NM
|
Nautical Mile/s
|
NMR
|
Nautical Mile Radius
|
NOPT
|
No Procedure Turn Required
|
NTAP
|
Notice 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 Approach
|
PLW
|
Plow/Plowed
|
PN
|
Prior Notice Required
|
PPR
|
Prior Permission Required
|
PREV
|
Previous
|
PRIRA
|
Primary Radar
|
PROC
|
Procedure
|
PROP
|
Propeller
|
PSGR
|
Passenger/s
|
PSR
|
Packed Snow on Runway/s
|
PT/PTN
|
Procedure Turn
|
PVT
|
Private
|
|
R
|
RAIL
|
Runway Alignment Indicator Lights
|
RCAG
|
Remote Communication Air/Ground
Facility
|
RCL
|
Runway Centerline
|
RCLS
|
Runway Centerline Light System
|
RCO
|
Remote Communication Outlet
|
RCV/RCVR
|
Receive/Receiver
|
REF
|
Reference
|
REIL
|
Runway End Identifier Lights
|
RELCTD
|
Relocated
|
RLLS
|
Runway Lead-in Light System
|
RMDR
|
Remainder
|
RNAV
|
Area Navigation
|
RPRT
|
Report
|
RQRD
|
Required
|
RRL
|
Runway Remaining Lights
|
RSVN
|
Reservation
|
RT
|
Right Turn after Take‐off
|
RTE
|
Route
|
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
|
Runway
|
|
S
|
S
|
South
|
SAA
|
Special Activity Airspace
|
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/s
|
SKED
|
Scheduled
|
SLR
|
Slush on Runway/s
|
SNBNK
|
Snowbank/s Caused by Plowing
|
SND
|
Sand/Sanded
|
SNGL
|
Single
|
SNW
|
Snow
|
SPD
|
Speed
|
SR
|
Sunrise
|
SS
|
Sunset
|
SSALF
|
Simplified Short Approach Lighting
System with Sequenced Flashers
|
SSALR
|
Simplified Short Approach Lighting
System with Runway Alignment
Indicator Lights
|
SSALS
|
Simplified Short Approach Lighting
System
|
STAR
|
Standard Terminal Arrival
|
SUA
|
Special Use Airspace
|
SVC
|
Service
|
SW
|
Southwest
|
SWEPT
|
Swept or Broom/Broomed
|
|
T
|
TACAN
|
Tactical Air Navigational Aid
|
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
|
Terminal Radar Service Area
|
TRSN
|
Transition
|
TSNT
|
Transient
|
TWEB
|
Transcribed Weather Broadcast
|
TWR
|
Tower
|
TWY
|
Taxiway
|
|
U
|
UNAVBL
|
Unavailable
|
UNLGTD
|
Unlighted
|
UNMKD
|
Unmarked
|
UNMON
|
Unmonitored
|
UNRELBL
|
Unreliable
|
UNUSBL
|
Unusable
|
|
V
|
VASI
|
Visual Approach Slope Indicator
|
VDP
|
Visual Descent Point
|
VFR
|
Visual Flight Rules
|
VIA
|
By Way Of
|
VICE
|
Instead/Versus
|
VIS/VSBY
|
Visibility
|
VMC
|
Visual Meteorological Conditions
|
VOL
|
Volume
|
VOLMET
|
Meteorlogical Information for Aircraft
in Flight
|
VOR
|
VHF Omni‐Directional Radio Range
|
VORTAC
|
VOR and TACAN (collocated)
|
VOT
|
VOR Test Signal
|
|
W
|
W
|
West
|
WBND
|
Westbound
|
WEA/WX
|
Weather
|
WI
|
Within
|
WKDAYS
|
Monday through Friday
|
WKEND
|
Saturday and Sunday
|
WND
|
Wind
|
WP
|
Waypoint
|
WSR
|
Wet Snow on Runway/s
|
WTR
|
Water on Runway/s
|
WX
|
Weather
|
/
|
And
|
+
|
In Addition/Also
|
5-1-4. Flight Plan - VFR Flights
a. Except for operations in or penetrating a Coastal
or Domestic ADIZ or DEWIZ a flight plan is not
required for VFR flight.
REFERENCE-
AIM, National Security, Paragraph 5-6-1.
b. It is strongly recommended that a flight plan
(for a VFR flight) be filed with an FAA FSS. This will
ensure that you receive VFR Search and Rescue
Protection.
REFERENCE-
AIM, Search and Rescue, Paragraph 6-2-7 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 flight plans. Radio may be used to
file if no other means are available.
NOTE-
Some states operate aeronautical communications facilities which will 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 plan be filed for
each “leg” when the stop is expected to be more than
1 hour duration.
e. 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).
f. 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.
g. 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-
1. Bonanza 314K, over Kingfisher at (time), VFR flight
plan, Tulsa to Amarillo.
2. Cherokee 5133J, over Oklahoma City at (time),
Shreveport to Denver, no flight plan.
h. 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.
i. 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-
AIM, Flight Plan- Domestic IFR Flights, Paragraph 5-1-8.
j. 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.
FIG 5-1-1
FAA Flight Plan
Form 7233-1 (8-82)
k. Flight Plan Form - (See FIG 5-1-1).
l. Explanation of VFR Flight Plan Items.
1. Block 1. Check the type flight plan. 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.
3. Block 3. Enter the designator for the aircraft,
or if unknown, consult an FSS briefer.
4. Block 4. Enter your true airspeed (TAS).
5. Block 5. Enter the departure airport identifier code, or if unknown, the name of the airport.
6. Block 6. Enter the proposed departure time
in Coordinated Universal Time (UTC) (Z). If
airborne, specify the actual or proposed departure
time as appropriate.
7. Block 7. Enter the appropriate VFR altitude
(to assist the briefer in providing weather and wind
information).
8. Block 8. Define the route of flight by using
NAVAID identifier codes and airways.
9. Block 9. Enter the destination airport
identifier code, or if unknown, the airport name.
NOTE-
Include the city name (or even the state name) if needed for
clarity.
10. Block 10. Enter your estimated time
en route in hours and minutes.
11. Block 11. Enter only those remarks that
may aid in VFR search and rescue, such as planned
stops en route or student cross country, or remarks
pertinent to the clarification of other flight plan
information, such as the radiotelephony (call sign)
associated with a designator filed in Block 2, if the
radiotelephony is new, has changed within the last 60
days, or is a special FAA-assigned temporary
radiotelephony. Items of a personal nature are not
accepted.
12. Block 12. Specify the fuel on board in
hours and minutes.
13. Block 13. Specify an alternate airport if
desired.
14. Block 14. Enter your complete name,
address, and telephone number. Enter sufficient
information to identify home base, airport, or
operator.
NOTE-
This information is essential in the event of search and
rescue operations.
15. Block 15. Enter total number of persons on
board (POB) including crew.
16. Block 16. Enter the predominant colors.
17. 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.
NOTE-
1. 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).
2. The information transmitted to the destination FSS will
consist only of flight plan blocks 2, 3, 9, and 10. Estimated
time en route (ETE) will be converted to the correct ETA.
5-1-5. Operational Information System
(OIS)
a. The FAA's Air Traffic Control System
Command 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 flight plan.
b. The web site consolidates information from
advisories. An advisory is a message that is
disseminated electronically by the ATCSCC that
contains information pertinent to the NAS.
1. Advisories are normally issued for the
following items:
(a) Ground Stops.
(b) Ground Delay Programs.
(c) Route Information.
(d) Plan of Operations.
(e) Facility Outages and Scheduled Facility
Outages.
(f) Volcanic Ash Activity Bulletins.
(g) Special Traffic Management Programs.
2. This list is not all-inclusive. Any time there
is information that may be beneficial to a large
number of people, an advisory may be sent.
Additionally, there may be times when an advisory is
not sent due to workload or the short length of time of
the activity.
3. Route information is available 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,” Route Management
Tool (RMT), and “What's New” Playbook. The RMT
and Playbook contain routings for use by Air Traffic
and NAS operators when they are coordinated
“real-time” and are then published in an ATCSCC
advisory.
4. Route 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 flight plans consistent with the Route
RQD advisories.
5. Electronic System Impact Reports are on the
intranet at http://www.atcscc.faa.gov/ois/ under
“System Impact Reports." This page lists scheduled
outages/events/projects that significantly impact
the NAS; for example, runway closures, air shows,
and construction projects. Information includes
anticipated delays and traffic management initiatives (TMI) that may be implemented.
5-1-6. Flight Plan- 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
found in Section 6, National
Security and Interception Procedures, of this chapter.
(See 14 CFR Part 99.)
5-1-7. Composite Flight Plan (VFR/IFR
Flights)
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, pilots should report their departure time to the
FSS with whom the VFR/IFR flight plan was filed;
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. After reporting over the
clearance limit and not desiring further IFR
clearance, the pilot should advise ATC to cancel the
IFR portion of the flight plan. Then, the pilot should
contact the nearest FSS to activate the VFR portion of
the flight plan. If the 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 not received prior to reaching
the clearance limit fix, the pilot will be expected to
enter into 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 enroute, area or STAR
chart. In this case the pilot will hold according to the
depicted pattern.
5-1-8. Flight Plan (FAA Form 7233-1)-
Domestic IFR Flights
NOTE-
1. Procedures outlined in this section apply to operators
filing FAA Form 7233-1 (Flight Plan) and to flights that
will be conducted entirely within U.S. domestic airspace.
2. Filers utilizing FAA Form 7233-1 may not be eligible
for assignment of RNAV SIDs and STARs. Filers desiring
assignment of these procedures should file using FAA Form
7233-4 (International Flight Plan), as described in
paragraph 5-1-9.
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. In order to provide FAA traffic
management units strategic route planning capabilities, nonscheduled operators conducting IFR
operations above FL 230 are requested to voluntarily
file IFR flight plans at least 4 hours prior to estimated
time of departure (ETD). To minimize your delay in
entering Class B, Class C, Class D, and Class E
surface areas 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.
NOTE-
1. 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 requesting an IFR clearance, it is highly
recommended that the departure airport be identified by
stating the city name and state and/or the airport location
identifier in order to clarify to ATC the exact location of the
intended airport of departure.
2. When filing an IFR flight 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.
EXAMPLE-
H/DC10/A
2/F15/A
3. When filing an IFR flight plan, identify the
equipment capability by adding a suffix, preceded by
a slant, to the AIRCRAFT TYPE, as shown in
TBL 5-1-2, Aircraft Suffixes.
NOTE-
1. ATC issues clearances based on filed suffixes. Pilots
should determine the appropriate suffix based upon
desired services and/or routing. For example, if a desired
route/procedure requires GPS, a pilot should file /G even
if the aircraft also qualifies for other suffixes.
2. For procedures requiring GPS, if the navigation system
does not automatically alert the flight crew of a loss of GPS,
the operator must develop procedures to verify correct GPS
operation.
3. The suffix is not to be added to the aircraft identification
or be transmitted by radio as part of the aircraft
identification.
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.
5. When filing an IFR flight plan via telephone
or radio, it is highly recommended that the departure
airport be clearly identified by stating the city name
and state and/or airport location identifier. With cell
phone use and flight service specialists covering
larger areas of the country, clearly identifying the
departure airport can prevent confusing your airport
of departure with those of identical or similar names
in other states.
TBL 5-1-2
Aircraft Suffixes
Suffix
|
Equipment Capability
|
|
NO DME
|
/X
|
No transponder
|
/T
|
Transponder with no Mode C
|
/U
|
Transponder with Mode C
|
|
DME
|
/D
|
No transponder
|
/B
|
Transponder with no Mode C
|
/A
|
Transponder with Mode C
|
|
TACAN ONLY
|
/M
|
No transponder
|
/N
|
Transponder with no Mode C
|
/P
|
Transponder with Mode C
|
|
AREA NAVIGATION (RNAV)
|
/Y
|
VOR/DME, or INS with no transponder
|
/C
|
VOR/DME, or INS, transponder with no Mode C
|
/I
|
VOR/DME, or INS, transponder with Mode C
|
|
ADVANCED RNAV WITH TRANSPONDER AND MODE C (If an aircraft is unable to operate with a
transponder and/or Mode C, it will revert to the appropriate code listed above under Area Navigation.)
|
/E
|
Flight Management System (FMS) with DME/DME and IRU position updating
|
/F
|
FMS with DME/DME position updating
|
/G
|
Global Navigation Satellite System (GNSS), including GPS or Wide Area Augmentation System (WAAS), with
en route and terminal capability.
|
/R
|
Required Navigational Performance (RNP). The aircraft meets the RNP type prescribed for the route segment(s),
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
|
/L
|
/G with RVSM
|
/Q
|
/R with RVSM
|
/W
|
RVSM
|
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-
1. 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.
2. ALB J37 ENO J14 BHM
Spelled out: from Albany, New York, via Jet Route 37
transitioning to Jet Route 14 at Smyrna VORTAC (ENO)
thence via Jet Route 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 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.
5. When filing IFR, it is to the pilot's 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, as
appropriate.
REFERENCE-
AIM, Instrument Departure Procedures (DP) - Obstacle Departure
Procedures (ODP) and Standard Instrument Departures (SID),
Paragraph 5-2-8.
AIM, Standard Terminal Arrival (STAR), Area Navigation (RNAV) STAR,
and Flight Management System Procedures (FMSP) for Arrivals,
Paragraph 5-4-1.
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
must 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-
AIM, Navigational Aid (NAVAID) Service Volumes, Paragraph
1-1-8.
3. 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
enroute 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 enroute
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.
4. 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.
5. 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.
6. 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.
NOTE-
When route of flight is described by radio fixes, the pilot
will be expected to fly a direct course between the points
named.
7. 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 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. Pilots of aircraft equipped with approved area
navigation equipment may file for RNAV routes
throughout the National Airspace System and may be
filed for in accordance with the following procedures.
(a) File airport‐to‐airport flight plans.
(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 (DP/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.
NOTE-
To be approved for use in the National Airspace System,
RNAV equipment must meet the appropriate system
availability, accuracy, and airworthiness standards. For
additional guidance on equipment requirements see
AC 20-130, Airworthiness Approval of Vertical Navigation (VNAV) Systems for use in the U.S. NAS and Alaska,
or AC 20-138, Airworthiness Approval of Global
Positioning System (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.S. 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‐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
DP 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 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 airport.
2 Departure fix.
3 Intermediate fix (turning point).
4 Arrival fix.
5 Destination airport.
or
ORD1 IOW2 KP49G3 KD34U4 KL16O5 OAL6 MOD27
SFO8
1 Departure airport.
2 Transition fix (pitch point).
3 Minneapolis ARTCC waypoint.
4 Denver ARTCC Waypoint.
5 Los Angeles ARTCC waypoint (catch point).
6 Transition fix.
7 Arrival.
8 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 FIG 5-1-2.
f. Explanation of IFR Flight Plan Items.
1. Block 1. Check the type flight plan. 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.
3. Block 3. Enter the designator for the aircraft,
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.
Consult an FSS briefer for any unknown elements.
FIG 5-1-2
FAA Flight Plan
Form 7233-1 (8-82)
4. Block 4. Enter your computed true airspeed
(TAS).
NOTE-
If the average TAS changes plus or minus 5 percent or
10 knots, whichever is greater, advise ATC.
5. Block 5. Enter the departure airport identifier code (or the airport name, city and state, if the
identifier is unknown).
NOTE-
Use of identifier codes will expedite the processing of your
flight plan.
6. Block 6. Enter the proposed departure time in
Coordinated Universal Time (UTC) (Z). If airborne,
specify the actual or proposed departure time as
appropriate.
7. Block 7. Enter the requested en route altitude
or flight level.
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.
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).
10. Block 10. Enter your estimated time en
route based on latest forecast winds.
11. 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 FAA-assigned
three-letter company designator filed in Block 2, if
the radiotelephony is new or has changed within the
last 60 days. In cases where there is no three-letter
designator but only an assigned radiotelephony or an
assigned three-letter designator is used in a medical
emergency, the radiotelephony must be included in
the remarks field. Items of a personal nature are not
accepted.
NOTE-
1. The pilot is responsible for knowing when it is
appropriate to file the radiotelephony in remarks under the
60day rule or when using FAA special radiotelephony
assignments.
2. “DVRSN” should be placed in Block 11 only if the
pilot/company is requesting priority handling to their
original destination from ATC as a result of a diversion as
defined in the Pilot/Controller Glossary.
3. 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.
12. Block 12. Specify the fuel on board,
computed from the departure point.
13. Block 13. Specify an alternate airport if
desired or required, but do 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 formation
commander. Enter sufficient information to identify
home base, airport, or operator.
NOTE-
This information would be essential in the event of search
and rescue operation.
15. Block 15. Enter the total number of persons
on board including crew.
16. Block 16. Enter the predominant colors.
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).
5-1-9. International Flight Plan (FAA Form
7233-4)- IFR Flights (For Domestic or
International Flights)
a. General
Use of FAA Form 7233-4 is recommended for
domestic IFR flights and is mandatory for all IFR
flights that will depart U.S. domestic airspace.
NOTE-
1. An abbreviated description of FAA Form 7233-4
(International Flight Plan) may be found in this section. A
detailed description of FAA Form 7233-4 may be found on
the FAA website at:
http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/
enroute/flight_plan_filing/
2. Filers utilizing FAA Form 7233-1 (Flight Plan) may not
be eligible for assignment of RNAV SIDs and STARs. Filers
desiring assignment of these procedures should file using
FAA Form 7233-4, as described in this section.
3. When filing an IFR flight plan using FAA Form 7233-4,
it is recommended that filers include all operable
navigation, communication, and surveillance equipment
capabilities by adding appropriate equipment qualifiers as
shown in Tables 5-1-3 and 5-1-4. These equipment
qualifiers should be filed in Item 10 of FAA Form 7233-4.
4. ATC issues clearances based on equipment qualifiers
filed in Items 10 and aircraft capabilities filed in Item 18
(NAV/) of FAA Form 7233-4. Operators should file all
equipment qualifiers for which the aircraft is certified and
capable. They should also file aircraft capabilities,
following the NAV/ indicator in Item 18.
b. Explanation of Items Filed in FAA Form
7233-4
Procedures and other information provided in this
section are designed to assist operators using FAA
Form 7233-4 to file IFR flight plans for flights that
will be conducted entirely within U.S. domestic
airspace. Requirements and procedures for operating
outside U.S. domestic airspace may vary significantly from country to country. It is, therefore,
recommended that operators planning flights outside U.S. domestic airspace become familiar with
applicable international documents, including
Aeronautical Information Publications (AIP); International Flight Information Manuals (IFIM); and
ICAO Document 4444, Procedures for Air Navigation Services/Air Traffic Management, Appendix 2.
NOTE-
FAA Form 7233-4 is shown in FIG 5-1-3. The filer is
normally responsible for providing the information
required in Items 3 through 19.
FIG 5-1-3
FAA International Flight Plan Form 7233-4 (9-06)
1. Item 7. Aircraft Identification. Insert the
full registration number of the aircraft, or the
approved FAA/ICAO company or organizational
designator, followed by the flight number.
EXAMPLE-
N235RA, AAL3342, BONGO33
NOTE-
Callsigns filed in this item must begin with a letter followed
by 1-6 additional alphanumeric characters.
2. Item 8. Flight Rules and Type of Flight.
(a) Flight Rules. Insert the character “I” to
indicate IFR
(b) Type of Flight. Insert one of the
following letters to denote the type of flight:
(1) S if scheduled air service
(2) N if non-scheduled air transport
operation
(3) G if general aviation
(4) M if military
(5) X if other than any of the defined
categories above.
NOTE-
Type of flight is optional for flights that will be conducted
entirely within U.S. domestic airspace.
3. Item 9. Number, Type of Aircraft, and
Wake Turbulence Category.
(a) Number. Insert the number of aircraft, if
more than 1 (maximum 99).
(b) Type of Aircraft.
(1) Insert the appropriate designator as
specified in ICAO Doc 8643, Aircraft Type
Designators;
(2) Or, if no such designator has been
assigned, or in the case of formation flights consisting
of more than one type;
(3) Insert ZZZZ, and specify in Item 18, the
(numbers and) type(s) of aircraft preceded by TYP/.
(c) Wake Turbulence Category. Insert an
oblique stroke followed by one of the following
letters to indicate the wake turbulence category of
the aircraft:
(1) H — HEAVY, to indicate an aircraft
type with a maximum certificated takeoff weight of
300,000 pounds (136 000 kg), or more;
(2) M — MEDIUM, to indicate an aircraft
type with a maximum certificated takeoff weight of
less than 300,000 pounds (136,000 kg), but more than
15,500 pounds (7,000 kg);
(3) L — LIGHT, to indicate an aircraft type
with a maximum certificated takeoff weight of
15,500 pounds (7,000 kg) or less.
4. Item 10. Equipment
TBL 5-1-3
Aircraft COM, NAV, and Approach Equipment Qualifiers
INSERT one letter as follows:
N if no COM/NAV/approach aid equipment for the route to be flown is carried, or the equipment
is unserviceable,
(OR)
S if standard COM/NAV/approach aid equipment for the route to be flown is carried and
serviceable (see Note 1),
(AND/OR)
INSERT one or more of the following letters to indicate the COM/NAV/approach aid equipment available and serviceable:
|
A
|
(Not allocated)
|
O
|
VOR
|
B
|
(Not allocated)
|
P
|
(Not allocated)
|
D
|
DME
|
Q
|
(Not allocated)
|
E
|
(Not allocated)
|
R
|
RNP type certification - see Note 5
|
F
|
ADF
|
T
|
TACAN
|
G
|
(GNSS)
|
U
|
UHF RTF
|
H
|
HF RTF
|
V
|
VHF RTF
|
I
|
Inertial navigation
|
W
|
RVSM Certififed
|
J
|
(Data link) - see Note 3
|
X
|
When prescribed by ATS
|
K
|
(MLS)
|
Y
|
When prescribed by ATS
|
L
|
ILS
|
Z
|
Other equipment carried - see Note 2
|
NOTE-
1. Standard equipment is considered to be VHF RTF, ADF, VOR, and ILS within U.S. domestic airspace.
2. If the letter Z is used, specify in Item 18 the other equipment carried, preceded by COM/ and/or NAV/, as appropriate.
3. If the letter J is used, specify in Item 18 the equipment carried, preceded by DAT/ followed by one or more letters as
appropriate.
4. Information on navigation capability is provided to ATC for clearance and routing purposes.
5. Inclusion of letter R indicates that an aircraft meets the RNP type prescribed for the route segment(s), route(s), and/or
area concerned.
TBL 5-1-4
Aircraft Surveillance Equipment
|
INSERT one or two of the following letters to describe the serviceable surveillance equipment carried:
|
|
|
N
|
Nil
|
A
|
Transponder — Mode A (4 digits — 4 096 codes)
|
C
|
Transponder — Mode A (4 digits — 4 096 codes) and Mode C
|
X
|
Transponder — Mode S without both aircraft identification and pressure-altitude transmission
|
P
|
Transponder — Mode S, including pressure-altitude transmission, but no aircraft identification transmission
|
I
|
Transponder — Mode S, including aircraft identification transmission, but no pressure-altitude transmission
|
S
|
Transponder — Mode S, including both pressure-altitude and aircraft identification transmission
|
|
|
|
ADS equipment
|
|
|
D
|
ADS capability
|
EXAMPLE-
1. OFLV/C {VOR, ADF, ILS, VHF, Transponder, Mode C}
2. S/C {VOR, ADF, ILS, VHF, Transponder, Mode C}
3. OLVDGWZ/S {VOR, ILS, VHF, DME, GPS, RVSM,
Other, Mode S w/ altitude reporting}
NOTE-
The equipment qualifier Z indicates that additional
equipment or capability information can be found in Item
18, following the NAV/ indicator. Operators requesting
assignment of RNAV SIDs and/or STARs are required to
include a Z in Item 10 and associated RNAV capabilities in
Item 18 following the NAV/ indicator.
5. Item 13. Departure Aerodrome/Time
(a) Insert the ICAO four-letter location
indicator of the departure aerodrome, or
NOTE-
ICAO location indicators must consist of 4 letters. Airport
identifiers such as 5IA7, 39LL and Z40 are not in ICAO
standard format.
(b) If no four-letter location indicator has
been assigned to the departure aerodrome, insert
ZZZZ and specify the non-ICAO location identifier,
or fix/radial/distance from a nearby navaid, followed
by the name of the aerodrome, in Item 18, following
characters DEP/,
(c) Then, without a space, insert the estimated
off-block time.
EXAMPLE-
1. KSMF2215
2. ZZZZ0330
6. Item 15. Cruise Speed, Level and Route
(a) Cruise Speed (maximum 5 characters).
Insert the true airspeed for the first or the whole
cruising portion of the flight, in terms of knots,
expressed as N followed by 4 digits (e.g. N0485), or
Mach number to the nearest hundredth of unit Mach,
expressed as M followed by 3 digits (for example,
M082).
(b) Cruising level (maximum 5 characters).
Insert the planned cruising level for the first or the
whole portion of the route to be flown, in terms of
flight level, expressed as F followed by 3 figures (for
example, F180; F330), or altitude in hundreds of feet,
expressed as A followed by 3 figures (for example,
A040; A170).
(c) Route. Insert the requested route of flight
in accordance with guidance below.
NOTE-
Speed and/or altitude changes en route will be accepted by
FAA computer systems, but will not be processed or
forwarded to controllers. Pilots are expected to maintain
the last assigned altitude and request revised altitude
clearances directly from ATC.
(d) Insert the desired route of flight using a
combination of published routes and/or fixes in the
following formats:
(1) Consecutive fixes, navaids and waypoints should be separated by the characters “DCT”,
meaning direct.
EXAMPLE-
FLACK DCT IRW DCT IRW125023
NOTE-
IRW125023 identifies the fix located on the Will Rogers
VORTAC 125 radial at 23 DME.
(2) Combinations of published routes, and
fixes, navaids or waypoints should be separated by a
single space.
EXAMPLE-
WORTH5 MQP V66 ABI V385
(3) Although it is recommended that filed
airway junctions be identified using a named junction
fix when possible, there may be cases where it is
necessary to file junctioning airways without a named
fix. In these cases, separate consecutive airways with
a space.
EXAMPLE-
V325 V49
NOTE-
This method of filing an airway junction may result in a
processing ambiguity. This might cause the flight plan to be
rejected in some cases.
7. Item 16. Destination Aerodrome, Total
EET, Alternate and 2nd Alternate Aerodrome
(a) Destination Aerodrome and Total Estimated Elapsed Time (EET).
(1) Insert the ICAO four-letter location
identifier for the destination aerodrome; or, if no
ICAO location identifier has been assigned,
(Location identifiers, such as WY66, A08, and 5B1,
are not an ICAO standard format),
(2) Insert ZZZZ and specify the non-ICAO
location identifier, or fix/radial/distance from a
nearby navaid, followed the name of the aerodrome,
in Item 18, following characters DEST/,
(3) Then, without a space, insert the total
estimated time en route to the destination.
EXAMPLE-
1. KOKC0200
2. ZZZZ0330
(b) Alternate and 2nd Alternate Aerodrome
(Optional).
(1) Following the intended destination,
insert the ICAO four-letter location identifier(s) of
alternate aerodromes; or, if no location identifier(s)
have been assigned;
(2) Insert ZZZZ and specify the name of the
aerodrome in Item 18, following the characters
ALTN/.
EXAMPLE-
1. KDFW0234 KPWA
2. KBOS0304 ZZZZ
NOTE-
Although alternate airport information filed in an FPL will
be accepted by air traffic computer systems, it will not be
presented to controllers. If diversion to an alternate airport
becomes necessary, pilots are expected to notify ATC and
request an amended clearance.
8. Item 18. Other Information
(a) Insert 0 (zero) if no other information; or,
any other necessary information in the preferred
sequence shown hereunder, in the form of the
appropriate indicator followed by an oblique stroke
and the information to be recorded:
(1) EET/ Significant points or FIR boundary designators and accumulated estimated elapsed
times to such points or FIR boundaries.
EXAMPLE-
EET/KZLA0745 KZAB0830
(2) REG/ The registration markings of the
aircraft, if different from the aircraft identification in
Item 7.
(3) CODE/ Aircraft address (expressed in
the form of an alphanumerical code of six
hexadecimal characters) when required by the
appropriate ATS authority.
EXAMPLE-
“F00001” is the lowest aircraft address contained in the
specific block administered by ICAO.
(4) SEL/ SELCAL code.
(5) OPR/ Name of the operator, if not
obvious from the aircraft identification in Item 7.
(6) STS/ Reason for special handling by
ATS.
EXAMPLE-
STS/HOSP
(7) TYP/ Insert the type of aircraft if ZZZZ
was entered in Item 9. If necessary, insert the number
and type(s) of aircraft in a formation.
EXAMPLE-
1. TYP/Homebuilt
2. TYP/2 P51 B17 B24
(8) COM/ Significant data related to communication.
(9) NAV/ Significant data related to navigation equipment.
(b) In addition to filing appropriate equipment qualifiers in Item10, operators requesting
assignment of RNAV departure and/or arrival
procedures should file appropriate RNAV capabilities for each segment of flight, following the NAV/
indicator.
NOTE-
Aircraft certification requirements for RNAV operations
within U.S. airspace are defined in Advisory Circular AC
90-45A, Approval of Area Navigation Systems for Use in
the U.S. National Airspace System, and AC 90-100A, U.S.
Terminal and En Route Area Navigation (RNAV)
Operations, as amended.
(c) Operators should file their maximum
capabilities in order to qualify for the most advanced
procedures.
EXAMPLE-
1. NAV/RNVD1E2A1, or
2. NAV/RNVE99
(d) Explanation:
(1) NAV/ = Indicates the beginning of
additional navigation information.
(2) RNV = Precedes RNAV capability for
each phase of flight.
(3) D# = Departure segment RNAV
capability.
(4) E# = En route segment RNAV capability.
(5) A# = Arrival segment RNAV capability.
NOTE-
In the examples above, “#” indicates the numeric RNAV
accuracy values, based on aircraft certification and
capabilities.
(e) Follow each flight segment indicator with
appropriate numeric RNAV accuracy values as
defined in the Advisory Circulars below.
(f) Operators equipped for advanced RNAV
procedures in accordance with AC 90-100A, may
file any or all of the following, as appropriate:
EXAMPLE-
NAV/RNVD1E2A1
(g) Operators equipped for Point-to-Point
(PTP) RNAV only, in accordance with AC 90-45A,
should file the en route segment only, with a value of
“E99”.
EXAMPLE-
NAV/RNVE99
NOTE-
Operators filing FAA Form 7233-4 may suppress
application of RNAV procedures by omitting, or filing a 0
(zero) value in Item 18 data for any or all segments of flight.
(h) DEP/ Insert the non-ICAO identifier, or
fix/radial/distance from navaid, followed by the
name of the departure aerodrome, if ZZZZ is inserted
in Item 13.
EXAMPLE-
1. DEP/T23 ALBANY MUNI
2. DEP/UKW197011 TICK HOLLR RANCH
(i) DEST/ Name of destination aerodrome, if
ZZZZ is inserted in Item 16.
EXAMPLE-
1. DEST/T23 ALBANY MUNI
2. DEST/PIE335033 LEXI DUNES
(j) ALTN/ Name of destination alternate
aerodrome(s), if ZZZZ is inserted in Item 16.
EXAMPLE-
1. ALTN/F35 POSSUM KINGDOM
2. ALTN/TCC233016 LAZY S RANCH
(k) RMK/ Any other plain-language remarks when required by the ATC or deemed
necessary.
EXAMPLE-
1. RMK/LIFEGUARD
2. RMK/DRVSN
9. Item 19. Supplementary Information
NOTE-
Item 19 data must be included when completing FAA Form
7233-4. This information will be retained by the
facility/organization that transmits the flight plan to Air
Traffic Control (ATC), for Search and Rescue purposes, but
it will not be transmitted to ATC as part of the FPL.
(a) E/ (ENDURANCE). Insert 4-digits group
giving the fuel endurance in hours and minutes.
(b) P/ (PERSONS ON BOARD). Insert the
total number of persons (passengers and crew) on
board.
(c) Emergency and survival equipment
(1) R/ (RADIO).
[a] Cross out “UHF” if frequency 243.0
MHz is not available.
[b] Cross out “VHF” frequency 121.5
MHz is not available.
[c] Cross out “ELBA” if emergency
locator transmitter (ELT) is not available.
(2) S/ (SURVIVAL EQUIPMENT).
[a] Cross out “POLAR” if polar survival
equipment is not carried.
[b] Cross out “DESERT” if desert
survival equipment is not carried.
[c] Cross out “MARITIME” if maritime
survival equipment is not carried.
[d] Cross out J if “JUNGLE” survival
equipment is not carried.
(3) J/ (JACKETS).
[a] Cross out “LIGHT” if life jackets are
not equipped with lights.
[b] Cross out “FLUORES” if life jackets
are not equipped with fluorescein.
[c] Cross out “UHF” or “VHF” or both as
in R/ above to indicate radio capability of jackets, if
any.
(4) D/ (DINGHIES).
[a] NUMBER. Cross out indicators
“NUMBER” and “CAPACITY” if no dinghies are
carried, or insert number of dinghies carried; and
[b] CAPACITY. Insert total capacity, in
persons, of all dinghies carried; and
[c] COVER. Cross out indicator
“COVER” if dinghies are not covered; and
[d] COLOR. Insert color of dinghies if
carried.
(5) A/ (AIRCRAFT COLOR AND
MARKINGS). Insert color of aircraft and significant
markings.
(6) N/ (REMARKS). Cross out indicator N
if no remarks, or indicate any other survival
equipment carried and any other remarks regarding
survival equipment.
(7) C/ (PILOT). Insert name of pilot-in-command.
5-1-10. 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 airport even when the
forecast weather conditions would technically relieve
them from the requirement to file one.
REFERENCE-
14 CFR Section 91.167.
AIM, Tower En Route Control (TEC), Paragraph 4-1-19.
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.
1. 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 Section 91.167(b). For example,
there are 3 high altitude airports in the U.S. with
approved instrument approach procedures where all
of the MDAs are greater than 2,000 feet and/or the
landing visibility minimums are greater than 3 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 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.
2. A small number of other airports in
mountainous terrain have MDAs 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.
3. 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
14 CFR Section 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.
5-1-11. Flights Outside the U.S. and U.S.
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 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 and keep that person advised of the flight's
progress. If serious doubt arises as to the safety of the
flight, that person 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 Notices to Airmen,
Domestic/International, 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.
4. Air Commerce Regulations of the Treasury
Department's Customs Service require all private
aircraft arriving in the U.S. via:
(a) The U.S./Mexican border or the Pacific
Coast from a foreign place in the Western
Hemisphere south of 33 degrees north latitude and
between 97 degrees and 120 degrees west longitude;
or
(b) The Gulf of Mexico and Atlantic Coasts
from a foreign place in the Western Hemisphere south
of 30 degrees north latitude, must furnish a notice of
arrival to the Customs service at the nearest
designated airport. This notice may be furnished
directly to Customs by:
(1) Radio through the appropriate FAA
Flight Service Station.
(2) Normal FAA flight plan notification
procedures (a flight plan filed in Mexico does not
meet this requirement due to unreliable relay of data);
or
(3) Directly to the district Director of
Customs or other Customs officer at place of first
intended landing but must be furnished at least 1 hour
prior to crossing the U.S./Mexican border or the U.S.
coastline.
(c) This notice will be valid as long as actual
arrival is within 15 minutes of the original ETA,
otherwise a new notice must be given to Customs.
Notices will be accepted up to 23 hours in advance.
Unless an exemption has been granted by Customs,
private aircraft are required to make first landing in
the U.S. at one of the following designated airports
nearest to the point of border of coastline crossing:
Designated Airports
ARIZONA
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Bisbee Douglas Intl Airport
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Douglas Municipal Airport
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Nogales Intl Airport
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Tucson Intl Airport
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Yuma MCAS-Yuma Intl Airport
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CALIFORNIA
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Calexico Intl Airport
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Brown Field Municipal Airport (San Diego)
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FLORIDA
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Fort Lauderdale Executive Airport
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Fort Lauderdale/Hollywood Intl Airport
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Key West Intl Airport (Miami Intl Airport)
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Opa Locka Airport (Miami)
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Kendall-Tamiami Executive Airport (Miami)
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St. Lucie County Intl Airport (Fort Pierce)
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Tampa Intl Airport
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Palm Beach Intl Airport (West Palm Beach)
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LOUISANA
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New Orleans Intl Airport (Moisant Field)
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New Orleans Lakefront Airport
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NEW MEXICO
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Las Cruces Intl Airport
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NORTH CAROLINA
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New Hanover Intl Airport (Wilmington)
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TEXAS
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Brownsville/South Padre Island Intl Airport
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Corpus Christi Intl Airport
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Del Rio Intl Airport
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Eagle Pass Municipal Airport
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El Paso Intl Airport
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William P. Hobby Airport (Houston)
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Laredo Intl Airport
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McAllen Miller Intl Airport
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Presidio Lely Intl Airport
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5-1-12. 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 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.
5-1-13. Change in Proposed Departure
Time
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.
5-1-14. Closing VFR/DVFR Flight Plans
A pilot is responsible for ensuring that his/her VFR or
DVFR flight plan is canceled. 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.
REFERENCE-
14 CFR Section 91.153.
14 CFR Section 91.169.
5-1-15. Canceling IFR Flight Plan
a. 14 CFR Sections 91.153 and 91.169 include the
statement “When a flight plan has been activated, the
pilot‐in‐command, upon canceling or completing the
flight under the flight plan, must notify an FAA Flight
Service Station or ATC facility.”
b. An IFR flight plan may be canceled at any time
the flight is operating in VFR conditions outside
Class A airspace by pilots stating “CANCEL MY IFR
FLIGHT PLAN” to the controller or air/ground
station with which they are communicating.
Immediately after canceling an IFR flight plan, a pilot
should take the 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.
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/or air/ground
communications with ATC is not possible below a
certain altitude, the pilot should, weather conditions
permitting, cancel the 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.
5-1-16. RNAV and RNP Operations
a. During the pre-flight planning phase the
availability of the navigation infrastructure required
for the intended operation, including any non-RNAV
contingencies, must be confirmed for the period of
intended operation. 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 be achieved, revise the route or delay the
operation until appropriate RNP level can be ensured.
c. The onboard navigation database must be
current and appropriate for the region of intended
operation and must include the navigation aids,
waypoints, and coded terminal airspace procedures
for the departure, arrival and alternate airfields.
d. During system initialization, pilots of aircraft
equipped with a Flight Management System 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 flight plan
against charts or other applicable resources, as well as
the navigation system textual display and the aircraft
map display. This process includes confirmation of
the waypoints sequence, reasonableness of track
angles and distances, any altitude or speed
constraints, and identification of fly-by or fly-over
waypoints. A procedure must 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 correct airport and runway data have
been loaded.
f. During the pre-flight planning phase RAIM
prediction must be performed if TSO-C129()
equipment is used to solely satisfy the RNAV and
RNP requirement. GPS RAIM availability must be
confirmed for the intended route of flight (route and
time) using current GPS satellite information. In the
event of a predicted, continuous loss of RAIM of
more than five (5) minutes for any part of the intended
flight, the flight should be delayed, canceled, or
re-routed where RAIM requirements can be met.
Operators may satisfy the predictive RAIM requirement through any one of the following methods:
1. Operators may monitor the status of each
satellite in its plane/slot position, by accounting for
the latest GPS constellation status (e.g., NOTAMs or
NANUs), and compute RAIM availability using
model-specific RAIM prediction software;
2. Operators may use the FAA en route and
terminal RAIM prediction website:
www.raimprediction.net;
3. Operators may contact a Flight Service
Station (not DUATS) to obtain non-precision
approach RAIM;
4. Operators may use a third party interface,
incorporating FAA/VOLPE RAIM prediction data
without altering performance values, to predict
RAIM outages for the aircraft's predicted flight path
and times;
5. Operators may use the receiver's installed
RAIM prediction capability (for TSO-C129a/Class
A1/B1/C1 equipment) to provide non-precision
approach RAIM, accounting for the latest GPS
constellation status (e.g., NOTAMs or NANUs).
Receiver non-precision approach RAIM should be
checked at airports spaced at intervals not to exceed
60 NM along the RNAV 1 procedure's flight track.
“Terminal” or “Approach” RAIM must be available
at the ETA over each airport checked; or,
6. Operators not using model-specific software
or FAA/VOLPE RAIM data will need FAA
operational approval.
NOTE-
If TSO-C145/C146 equipment is used to satisfy the RNAV
and RNP requirement, the pilot/operator need not perform
the prediction if WAAS coverage is confirmed to be
available along the entire route of flight. Outside the U.S.
or in areas where WAAS coverage is not available,
operators using TSO-C145/C146 receivers are required to
check GPS RAIM availability.
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