AIM ¶ 5-1-6 — IFR Flight Plan Filing

5-1-6. 5-1-6. Flight Plan - IFR Flights (See Appendix 4 , FAA Form 7233-4 – International Flight Plan) General Use of FAA Form 7233-4 or DD Form 1801 is mandatory for: Assignment of RNAV SIDs and STARs or other PBN routing, All civilian IFR flights that will depart U.S. domestic airspace, and Domestic IFR flights except military/DoD and civilians who file stereo route flight plans. All military/DoD IFR flights that will depart U.S. controlled airspace. Military/DoD flights using FAA Form 7233-1, or DD Form 175, may not be eligible for assignment of RNAV SIDs or STARs. Military flights desiring assignment of these procedures should file using FAA Form 7233-4 or DD 1801, as described in this section. When filing an IFR flight plan using FAA Form 7233-4 or DD Form 1801, it is recommended that filers include all operable navigation, communication, and surveillance equipment capabilities by adding appropriate equipment qualifiers as shown in Appendix 4 , FAA Form 7233-4, International Flight Plan. ATC issues clearances based on aircraft capabilities filed in Items 10 and 18 of FAA Form 7233-4 or DD 1801. Operators should file all capabilities for which the aircraft and crew is certified, capable, and authorized. PBN/capability must be filed in Item 18, Other Information. When filing a capability, ATC expects filers to use that capability; for example, answer a SATVOICE call from ATC if code M1 or M3 is filed in Item 10a. 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. IFR flight plans may be submitted to an FSS or flight plan filing service. 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 a flight plan filing service for the purpose of filing the flight plan. 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. Multiple versions of flight plans for the same flight may lead to unsafe conditions and errors within the air traffic system. Pilots must not file more than one flight plan for the same flight without ensuring that the previous flight plan has been successfully removed. When a pilot is aware that the possibility for multiple flight plans on the same aircraft may exist, ensuring receipt of a full route clearance will help mitigate chances of error. REFERENCE- AIM, Para 5-1-12 , Change in Flight Plan. AIM, Para 5-1-13 , Change in Proposed Departure Time. Airways and Jet Routes Depiction on Flight Plan 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. 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. 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. 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. 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 Winnipeg, Manitoba. 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 Chart Supplement. Additionally available at U.S. http://www.fly.faa.gov/Products/Coded_Departure_Routes/NFDC_Preferred_Routes_Database/nfdc_preferred_routes_database.html . ATC may issue a SID or a STAR, as appropriate. REFERENCE- AIM, Para 5-2-9 , Instrument Departure Procedures (DP) - Obstacle Departure Procedures (ODP) and Standard Instrument Departures (SID), and Diverse Vector Areas (DVA). AIM, Para 5-4-1 , Standard Terminal Arrival (STAR) Procedures. NOTE- Pilots not desiring an RNAV SID or RNAV STAR should enter in Item #18, PBN code: NAV/RNV A0 and/or D0. Direct Flights 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. The azimuth feature of VOR aids and the 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, Para 1-1-8 , Navigational Aid (NAVAID) Service Volumes. 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: Operations above FL 450 - Use aids not more than 200 NM apart. These aids are depicted on en route high altitude charts. 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. Operation off established airways below 18,000 feet MSL - Use aids not more than 80 NM apart. These aids are depicted on en route low altitude charts. 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. 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. At times, ATC will initiate a direct route in a surveillance environment which exceeds NAVAID service volume limits. Pilots must adhere to the altitude specified in the clearance. Appropriate airway or jet route numbers 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. 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 and ATC surveillance capability. The MEAs and other altitudes shown on IFR en route charts pertain to those route segments within controlled airspace, and those altitudes may not meet obstruction clearance criteria when operating off those routes. NOTE- Refer to 14 CFR 91.177 for pilot responsibility when flying random point to point routes. Area Navigation (RNAV)/Global Navigation Satellite System (GNSS) When not being radar monitored, GNSS-equipped RNAV aircraft on random RNAV routes must be cleared via or reported to be established on a point-to-point route. The points must be published NAVAIDs, waypoints, fixes or airports recallable from the aircraft's navigation database. The points must be displayed on controller video maps or depicted on the controller chart displayed at the control position. When applying non-radar separation the maximum distance between points must not exceed 500 miles. ATC will protect 4 miles either side of the route centerline. Assigned altitudes must be at or above the highest MIA along the projected route segment being flown, including the protected airspace of that route segment. Pilots of aircraft equipped with approved area navigational equipment may file for RNAV routes throughout the National Airspace System in accordance with the following procedures: File airport-to-airport flight plans. File the appropriate indication of RNAV and/or RNP capability in the flight plan. 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. File route structure transitions to and from the random route portion of the flight. 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. 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. File an additional route description waypoint for each turn point in the route. 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. 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 system availability, accuracy, and airworthiness standards. For additional information and guidance on RNAV equipment requirements see Advisory Circular (AC) 20-138 Airworthiness Approval of Positioning and Navigation Systems and AC 90-100 U.S. Terminal and En Route Area Navigation (RNAV) Operations. Pilots of aircraft equipped with latitude/longitude coordinate navigation capability, independent of VOR/TACAN references, may file for random RNAV using the following procedures: File airport-to-airport flight plans prior to departure. File the appropriate RNAV capability certification suffix in the flight plan. 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. 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. 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- MIA SRQ 3407/10615 3407/11546 TNP LAX Departure airport. Departure fix. Intermediate fix (turning point). Arrival fix. Destination airport. or ORD IOW KP49G KD34U KL16O OAL MOD2 SFO Departure airport. Transition fix. Minneapolis ARTCC waypoint. Denver ARTCC Waypoint. Los Angeles ARTCC waypoint. Transition fix. Arrival. Destination airport. Record latitude/longitude coordinates by two or four figures describing latitude in degrees followed by an N or S, followed by 3 or 5 digits longitude, followed by an E or W. Separate latitude and longitude with a solidus “/.” Use leading zeros if necessary. File at FL 390 or above for the random RNAV portion of the flight. Fly all routes/route segments on Great Circle tracks. Make any inflight requests for random RNAV clearances or route amendments to an en route ATC facility.