5-1-7. Flight Plan- IFR Flights

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

2. When filing an IFR flight plan for a Traffic Alert and Collision Avoidance System (TCAS)/ heavy equipped aircraft, add the prefix T for TCAS, H for heavy, or B for both TCAS and heavy to the aircraft type.

EXAMPLE-
T/B727/A
H/DC10/U
B/B747/R

3. When filing an IFR flight plan for flight in an aircraft equipped with a radar beacon transponder, DME equipment, TACAN-only equipment, Global Navigation Satellite System (GNSS), or a combination of any of these types of equipment, identify the equipment capability by adding a suffix, preceded by a slant, to the AIRCRAFT TYPE, as shown in TBL 5-1-2.

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.

NOTE-
The suffix is not to be added to the aircraft identification or be transmitted by radio as part of the aircraft identification.

b. Airways and Jet Routes Depiction on Flight Plan

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

2. If flight is to be conducted via designated airways or jet routes, describe the route by indicating the type and number designators of the airway(s) or jet route(s) requested. If more than one airway or jet route is to be used, clearly indicate points of transition. If the transition is made at an unnamed intersection, show the next succeeding NAVAID or named intersection on the intended route and the complete route from that point. Reporting points may be identified by using authorized name/code as depicted on appropriate aeronautical charts. The following two examples illustrate the need to specify the transition point when two routes share more than one transition fix.

EXAMPLE-
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 Kenton 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 NAVAID's over which the flight will pass, provided the points named are established for use at the altitude or flight level planned.

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

TBL 5-1-2

6. ATC may issue a DP or a STAR, as appropriate.

REFERENCE-
AIM, Instrument Departures, Paragraph 5-2-6.
AIM, Standard Terminal Arrival (STAR), Flight Management System Procedures (FMSP) for Arrivals, Paragraph 5-4-1.

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

c. Direct Flights

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

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

REFERENCE-
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 MEA's and other altitudes shown on low altitude IFR enroute charts pertain to those route segments within controlled airspace, and those altitudes may not meet obstruction clearance criteria when operating off those routes.

d. Area Navigation (RNAV)

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

2. To be certified for use in the National Airspace System, RNAV equipment must meet the specifications outlined in AC 90-45. The pilot is responsible for variations in equipment capability and must advise ATC if a RNAV clearance cannot be accepted as specified. The controller need only be concerned that the aircraft is RNAV equipped; if the flight plan equipment suffix denotes RNAV capability, the RNAV routing can be applied.

3. Pilots of aircraft equipped with operational area navigation equipment may file for random RNAV routes throughout the National Airspace System, where radar monitoring by ATC is available, in accordance with the following procedures.

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

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

(c) Plan the random route portion of the flight plan to begin and end over appropriate arrival and departure transition fixes or appropriate navigation aids for the altitude stratum within which the flight will be conducted. The use of normal preferred departure and arrival routes (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.

4. Pilots of aircraft equipped with latitude/longitude coordinate navigation capability, independent of VOR/TACAN references, may file for random RNAV routes at and above FL 390 within the conterminous 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. 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 <sup>5

1</sup> Departure airport.
² Departure fix.
³ Intermediate fix (turning point).
⁴ Arrival fix.
⁵ Destination airport.

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

(g) File at FL 390 or above for the random RNAV portion of the flight.

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

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

e. Flight Plan Form- See 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.

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 name 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 NAVAID's or waypoint's 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 designator filed in Block 2. Items of a personal nature are not accepted. Do not assume that remarks will be automatically transmitted to every controller. Specific ATC or en route requests should be made directly to the appropriate controller.

NOTE-
"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.

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).

FIG 5-1-2

FAA Flight Plan
Form 7233-1 (8-82)