(c) Intruder Altitude Reporting. Intruders
without altitude reporting capability will be dis-
played without the accompanying altitude tag.
Additionally, nonaltitude reporting intruders are
assumed to be at the same altitude as the TIS client for
alert computations. This helps to ensure that the pilot
will be alerted to all traffic under radar coverage, but
the actual altitude difference may be substantial.
Therefore, visual acquisition may be difficult in this
instance.
(d) Coverage Limitations. Since TIS is
provided by ground-based, secondary surveillance
radar, it is subject to all limitations of that radar. If an
aircraft is not detected by the radar, it cannot be
displayed on TIS. Examples of these limitations are
as follows:
(1) TIS will typically be provided within
55_NM of the radars depicted in FIG 4-5-5, Terminal
Mode S Radar Sites. This maximum range can vary
by radar site and is always subject to “line of sight”
limitations; the radar and data link signals will be
blocked by obstructions, terrain, and curvature of the
earth.
(2) TIS will be unavailable at low altitudes
in many areas of the country, particularly in
mountainous regions. Also, when flying near the
“floor” of radar coverage in a particular area,
intruders below the client aircraft may not be detected
by TIS.
(3) TIS will be temporarily disrupted when
flying directly over the radar site providing coverage
if no adjacent site assumes the service. A
ground-based radar, like a VOR or NDB, has a zenith
cone, sometimes referred to as the cone of confusion
or cone of silence. This is the area of ambiguity
directly above the station where bearing information
is unreliable. The zenith cone setting for TIS is
34_degrees: Any aircraft above that angle with
respect to the radar horizon will lose TIS coverage
from that radar until it is below this 34 degree angle.
The aircraft may not actually lose service in areas of
multiple radar coverage since an adjacent radar will
provide TIS. If no other TIS-capable radar is
available, the “Good-bye” message will be received
and TIS terminated until coverage is resumed.
(e) Intermittent Operations. TIS operation
may be intermittent during turns or other maneuver-
ing, particularly if the transponder system does not
include antenna diversity (antenna mounted on the
top and bottom of the aircraft). As in (d) above, TIS
is dependent on two-way, “line of sight” communica-
tions between the aircraft and the Mode S radar.
Whenever the structure of the client aircraft comes
between the transponder antenna (usually located on
the underside of the aircraft) and the ground-based
radar antenna, the signal may be temporarily
interrupted.
(f) TIS Predictive Algorithm. TIS informa-
tion is collected one radar scan prior to the scan
during which the uplink occurs. Therefore, the
surveillance information is approximately 5 seconds
old. In order to present the intruders in a “real time”
position, TIS uses a “predictive algorithm” in its
tracking software. This algorithm uses track history
data to extrapolate intruders to their expected
positions consistent with the time of display in the
cockpit. Occasionally, aircraft maneuvering will
cause this algorithm to induce errors in the TIS
display. These errors primarily affect relative bearing
information; intruder distance and altitude will
remain relatively accurate and may be used to assist
in “see and avoid.” Some of the more common
examples of these errors are as follows:
(1) When client or intruder aircraft maneu-
ver excessively or abruptly, the tracking algorithm
will report incorrect horizontal position until the
maneuvering aircraft stabilizes.
(2) When a rapidly closing intruder is on a
course that crosses the client at a shallow angle (either
overtaking or head on) and either aircraft abruptly
changes course within ¼ NM, TIS will display the
intruder on the opposite side of the client than it
actually is.
These are relatively rare occurrences and will be
corrected in a few radar scans once the course has
stabilized.
(g) Heading/Course Reference. Not all TIS
aircraft installations will have onboard heading
reference information. In these installations, aircraft
course reference to the TIS display is provided by the
AIM 2/14/08
4-5-14 Surveillance Systems
Mode S radar. The radar only determines ground
track information and has no indication of the client
aircraft heading. In these installations, all intruder
bearing information is referenced to ground track and
does not account for wind correction. Additionally,
since ground-based radar will require several scans
to determine aircraft course following a course
change, a lag in TIS display orientation (intruder
aircraft bearing) will occur. As in (f) above, intruder
distance and altitude are still usable.
(h) Closely-Spaced Intruder Errors.
When operating more than 30 NM from the Mode S
sensor, TIS forces any intruder within 3/8 NM of the
TIS client to appear at the same horizontal position as
the client aircraft. Without this feature, TIS could
display intruders in a manner confusing to the pilot in
critical situations (e.g., a closely-spaced intruder that
is actually to the right of the client may appear on the
TIS display to the left). At longer distances from the
radar, TIS cannot accurately determine relative
bearing/distance information on intruder aircraft that
are in close proximity to the client.
Because TIS uses a ground-based, rotating radar for
surveillance information, the accuracy of TIS data is
dependent on the distance from the sensor (radar)
providing the service. This is much the same
phenomenon as experienced with ground-based
navigational aids, such as VOR or NDB. As distance
from the radar increases, the accuracy of surveillance
decreases. Since TIS does not inform the pilot of
distance from the Mode S radar, the pilot must assume
that any intruder appearing at the same position as the
client aircraft may actually be up to 3/8 NM away in
any direction. Consistent with the operation of TIS,
an alert on the display (regardless of distance from the
radar) should stimulate an outside visual scan,
intruder acquisition, and traffic avoidance based on
outside reference.
e. Reports of TIS Malfunctions
1. Users of TIS can render valuable assistance in
the early correction of malfunctions by reporting their
observations of undesirable performance. Reporters
should identify the time of observation, location, type
and identity of aircraft, and describe the condition
observed; the type of transponder processor, and
software in use can also be useful information. Since
TIS performance is monitored by maintenance
personnel rather than ATC, it is suggested that
malfunctions be reported in the following ways:
(a) By radio or telephone to the nearest Flight
Service Station (FSS) facility.
(b) By FAA Form 8000-7, Safety Improve-
ment Report, a postage-paid card designed for this
purpose. These cards may be obtained at FAA FSSs,
General Aviation District Offices, Flight Standards
District Offices, and General Aviation Fixed Based
Operations.
4-5-7. Automatic Dependent
Surveillance-Broadcast (ADS-B) Services
a. Introduction
1. Automatic Dependent Surveillance-Broad-
cast (ADS-B) is a surveillance technology being
deployed in selected areas of the NAS (see
FIG 4-5-7). ADS-B broadcasts a radio transmission
approximately once per second containing the
aircraft's position, velocity, identification, and other
information. ADS-B can also receive reports from
other suitably equipped aircraft within reception
range. Additionally, these broadcasts can be received
by Ground Based Transceivers (GBTs) and used to
provide surveillance services, along with fleet
operator monitoring of aircraft. No ground infrastruc-
ture is necessary for ADS-B equipped aircraft to
detect each other.
2. In the U.S., two different data links have been
adopted for use with ADS-B: 1090 MHz Extended
Squitter (1090 ES) and the Universal Access
Transceiver (UAT). The 1090 ES link is intended for
aircraft that primarily operate at FL 180 and above,
whereas the UAT link is intended for use by aircraft
that primarily operate at 18,000 feet and below. From
a pilot's standpoint, the two links operate similarly
and support ADS-B and Traffic Information
Service-Broadcast (TIS-B), see paragraph 4-5-8.
The UAT link additionally supports Flight
Information Services-Broadcast (FIS-B), subpara-
graph_7-1-11d.
AIM 2/14/08
4-5-15
Surveillance Systems
FIG 4-5-7
ADS-B, TIS-B, and FIS-B:
Broadcast Services Architecture
b. ADS-B Certification and Performance
Requirements
ADS-B equipment may be certified as an air-to-air
system for enhancing situational awareness and as a
surveillance source for air traffic services. Refer to
the aircraft's flight manual supplement for the
specific aircraft installation.
c. ADS-B Capabilities
1. ADS-B enables improved surveillance ser-
vices, both air-to-air and air-to-ground, especially
in areas where radar is ineffective due to terrain or
where it is impractical or cost prohibitive. Initial NAS
applications of air-to-air ADS-B are for “advisory,”
use only, enhancing a pilot's visual acquisition of
other nearby equipped aircraft either when airborne
or on the airport surface. Additionally, ADS-B will
enable ATC and fleet operators to monitor aircraft
throughout the available ground station coverage
area. Other applications of ADS-B may include
enhanced search and rescue operations and advanced
air-to-air applications such as spacing, sequencing,
and merging.
2. ADS-B avionics typically allow pilots to
enter the aircraft's call sign and Air Traffic Control
(ATC)-assigned transponder code, which will be
transmitted to other aircraft and ground receivers.
Pilots are cautioned to use care when selecting and
entering the aircraft's identification and transponder
code. Some ADS-B avionics panels are not
interconnected to the transponder. Therefore, it is
extremely important to ensure that the transpond-
er code is identical in the ADS-B and transponder
panel. Additionally, UAT systems provide a VFR
“privacy” mode switch position that may be used by
pilots when not wanting to receive air traffic services.
This feature will broadcast a “VFR” ID to other
aircraft and ground receivers, similar to the “1200”
transponder code.
3. ADS-B is intended to be used in-flight and
on the airport surface. ADS-B systems should be
turned “on” -- and remain “on” -- whenever
operating in the air and on the airport surface, thus
reducing the likelihood of runway incursions. Civil
and military Mode A/C transponders and ADS-B
systems should be adjusted to the “on” or normal
operating position as soon as practical, unless the
AIM 2/14/08
4-5-16 Surveillance Systems
change to “standby” has been accomplished
previously at the request of ATC. Mode S
transponders should be left on whenever power is
applied to the aircraft.
d. ATC Surveillance Services using ADS-B -
Procedures and Recommended Phraseology -
For_Use In Alaska Only
Radar procedures, with the exceptions found in this
paragraph, are identical to those procedures pre-
scribed for radar in AIM Chapter 4 and Chapter 5.
1. Preflight:
If a request for ATC services is predicated on ADS-B
and such services are anticipated when either a VFR
or IFR flight plan is filed, the aircraft's “N” number
or call-sign as filed in “Block 2” of the Flight Plan
shall be entered in the ADS-B avionics as the
aircraft's flight ID.
2. Inflight:
When requesting ADS-B services while airborne,
pilots should ensure that their ADS-B equipment is
transmitting their aircraft's “N” number or call sign
prior to contacting ATC. To accomplish this, the pilot
must select the ADS-B “broadcast flight ID”
function.
NOTE-
The broadcast “VFR” or “Standby” mode built into some
ADS-B systems will not provide ATC with the appropriate
aircraft identification information. This function should
first be disabled before contacting ATC.
3. Aircraft with an Inoperative/Malfunctioning
ADS-B Transmitter or in the Event of an Inoperative
Ground Broadcast Transceiver (GBT).
(a) ATC will inform the flight crew when the
aircraft's ADS-B transmitter appears to be inopera-
tive or malfunctioning:
PHRASEOLOGY-
YOUR ADS-B TRANSMITTER APPEARS TO BE
INOPERATIVE/MALFUNCTIONING. STOP ADS-B
TRANSMISSIONS.
(b) ATC will inform the flight crew when the
GBT transceiver becomes inoperative or malfunc-
tioning, as follows:
PHRASEOLOGY(Name of facility) GROUND BASED TRANSCEIVER
INOPERATIVE/MALFUNCTIONING.
(And if appropriate) RADAR CONTACT LOST.
NOTE-
An inoperative or malfunctioning GBT may also cause a
loss of ATC surveillance services.
(c) ATC will inform the flight crew if it
becomes necessary to turn off the aircraft's ADS-B
transmitter.
PHRASEOLOGY-
STOP ADS-B TRANSMISSIONS.
(d) Other malfunctions and considerations:
Loss of automatic altitude reporting capabilities
(encoder failure) will result in loss of ATC altitude
advisory services.
e. ADS-B Limitations
1. The ADS-B cockpit display of traffic is NOT
intended to be used as a collision avoidance system
and does not relieve the pilot's responsibility to “see
and avoid” other aircraft. (See paragraph 5-5-8, See
and Avoid). ADS-B shall not be used for avoidance
maneuvers during IMC or other times when there is
no visual contact with the intruder aircraft. ADS-B is
intended only to assist in visual acquisition of other
aircraft. No avoidance maneuvers are provided nor
authorized, as a direct result of an ADS-B target
being displayed in the cockpit.
2. Use of ADS-B radar services is limited to the
service volume of the GBT.
NOTE-
The coverage volume of GBTs are limited to line-of-sight.
f. Reports of ADS-B Malfunctions
Users of ADS-B can provide valuable assistance in
the correction of malfunctions by reporting instances
of undesirable system performance. Reporters should
identify the time of observation, location, type and
identity of aircraft, and describe the condition
observed; the type of avionics system and its software
version in use should also be included. Since ADS-B
performance is monitored by maintenance personnel
rather than ATC, it is suggested that malfunctions be
reported in any one of the following ways:
1. By radio or telephone to the nearest Flight
Service Station (FSS) facility.
2. By FAA Form 8000-7, Safety Improvement
Report, a postage-paid card is designed for this
purpose. These cards may be obtained from FAA
FSSs, Flight Standards District Offices, and general
aviation fixed-based operators.
AIM 2/14/08
4-5-17
Surveillance Systems
3. By reporting the failure directly to the FAA
Safe Flight 21 program at 1-877-FLYADSB or
http://www.adsb.gov.
4-5-8. Traffic Information
Service-Broadcast (TIS-B)
a. Introduction
Traffic Information Service-Broadcast (TIS-B) is
the broadcast of traffic information to ADS-B
equipped aircraft from ADS-B ground stations. The
source of this traffic information is derived from
ground-based air traffic surveillance sensors,
typically radar. TIS-B service is becoming available
in selected locations where there are both adequate
surveillance coverage from ground sensors and
adequate broadcast coverage from Ground Based
Transceivers (GBTs). The quality level of traffic
information provided by TIS-B is dependent upon
the number and type of ground sensors available as
TIS-B sources and the timeliness of the reported data.
b. TIS-B Requirements
In order to receive TIS-B service, the following
conditions must exist:
1. The host aircraft must be equipped with a
UAT ADS-B transmitter/receiver or transceiver, and
a cockpit display of traffic information (CDTI). As
the ground system evolves, the ADS-B data link may
be either UAT or 1090 ES, or both.
2. The host aircraft must fly within the coverage
volume of a compatible GBT that is configured for
TIS-B uplinks. (Not all GBTs provide TIS-B due to
a lack of radar coverage or because a radar feed is not
available).
3. The target aircraft must be within the
coverage of, and detected by, at least one of the ATC
radars serving the GBT in use.
c. TIS-B Capabilities
1. TIS-B is the broadcast of traffic information
to ADS-B equipped aircraft. The source of this traffic
information is derived from ground-based air traffic
radars. TIS-B is intended to provide ADS-B
equipped aircraft with a more complete traffic picture
in situations where not all nearby aircraft are
equipped with ADS-B. The advisory-only applica-
tion will enhance a pilot’s visual acquisition of other
traffic.
2. Only transponder-equipped targets
(i.e., Mode A/C or Mode S transponders) are
detected. Current radar siting may result in limited
radar surveillance coverage at lower altitudes near
some general aviation airports, with subsequently
limited TIS-B service volume coverage. If there is no
radar coverage in a given area, then there will be no
TIS-B coverage in that area.
d. TIS-B Limitations
1. TIS-B is NOT intended to be used as a
collision avoidance system and does not relieve the
pilot’s responsibility to “see and avoid” other aircraft.
(See paragraph 5-5-8, See and Avoid). TIS-B shall
not be used for avoidance maneuvers during times
when there is no visual contact with the intruder
aircraft. TIS-B is intended only to assist in the visual
acquisition of other aircraft. No avoidance maneuvers are provided for nor authorized as a direct result
of a TIS-B target being displayed in the cockpit.
2. While TIS-B is a useful aid to visual traffic
avoidance, its inherent system limitations must be
understood to ensure proper use.
(a) A pilot may receive an intermittent TIS-B
target of themselves, typically when maneuvering
(e.g., climbing turn) due to the radar not tracking the
aircraft as quickly as ADS-B.
(b) The ADS-B-to-radar association process within the ground system may at times have
difficulty correlating an ADS-B report with
corresponding radar returns from the same aircraft.
When this happens the pilot will see duplicate traffic
symbols (i.e., “TIS-B shadows”) on the cockpit
display.
(c) Updates of TIS-B traffic reports will
occur less often than ADS-B traffic updates. (TIS-B
position updates will occur approximately once every
3-13 seconds depending on the radar coverage. In
comparison, the update rate for ADS-B is nominally
once per second).
(d) The TIS-B system only detects and
uplinks data pertaining to transponder equipped
aircraft. Aircraft without a transponder will not be
displayed as a TIS-B target.
AIM 2/14/4-5-18 Surveillance Systems
(e) There is no indication provided when any
aircraft is operating inside (or outside) the TIS-B
service volume, therefore it is difficult to know if one
is receiving uplinked TIS-B traffic information.
Assume that not all aircraft are displayed as TIS-B
targets.
3. Pilots and operators are reminded that the
airborne equipment that displays TIS-B targets is for
pilot situational awareness only and is not approved
as a collision avoidance tool. Unless there is an
imminent emergency requiring immediate action,
any deviation from an air traffic control clearance
based on TIS-B displayed cockpit information must
be approved beforehand by the controlling ATC
facility prior to commencing the maneuver. Uncoordinated deviations may place an aircraft in close
proximity to other aircraft under ATC control not
seen on the airborne equipment, and may result in a
pilot deviation.
e. Reports of TIS-B Malfunctions
Users of TIS-B can provide valuable assistance in the
correction of malfunctions by reporting instances of
undesirable system performance. Reporters should
identify the time of observation, location, type and
identity of the aircraft, and describe the condition
observed; the type of avionics system and its software
version used. Since TIS-B performance is monitored
by maintenance personnel rather than ATC, it is
suggested that malfunctions be reported in anyone of
the following ways:
1. By radio or telephone to the nearest Flight
Service Station (FSS) facility.
2. By FAA Form 8000-7, Safety Improvement
Report, a postage-paid card is designed for this
purpose. These cards may be obtained from FAA
FSSs, Flight Standards District Offices, and general
aviation fixed-based operators.
3. By reporting the failure directly to the FAA
Safe Flight 21 program at 1-877-FLYADSB or
http://www.adsb.gov.
3/15/07 7110.65R CHG 2 AIM 7/31/08
AIM 2/14/08
4-6-1
Operational Policy/Procedures for Reduced Vertical Separation Minimum (RVSM) in the
Domestic U.S., Alaska, Offshore Airspace and the San Juan FIR
Section 6. Operational Policy/Procedures for Reduced
Vertical Separation Minimum (RVSM) in the Domestic
U.S., Alaska, Offshore Airspace and the San Juan FIR
4-6-1. Applicability and RVSM Mandate
(Date/Time and Area)
a. Applicability. The policies, guidance and
direction in this section apply to RVSM operations in
the airspace over the lower 48 states, Alaska, Atlantic
and Gulf of Mexico High Offshore Airspace and
airspace in the San Juan FIR where VHF or UHF
voice direct controller-pilot communication (DCPC)
is normally available. Policies, guidance and
direction for RVSM operations in oceanic airspace
where VHF or UHF voice DCPC is not available and
the airspace of other countries are posted on the FAA
“RVSM Documentation” Webpage described in
paragraph 4-6-3, Aircraft and Operator Approval
Policy/Procedures, RVSM Monitoring and Databases for Aircraft and Operator Approval.
b. Mandate. At 0901 UTC on January 20, 2005,
the FAA implemented RVSM between flight
level (FL) 290-410 (inclusive) in the following
airspace: the airspace of the lower 48 states of the
United States, Alaska, Atlantic and Gulf of Mexico
High Offshore Airspace and the San Juan FIR. (A
chart showing the location of offshore airspace is
posted on the Domestic U.S. RVSM (DRVSM)
Webpage. See paragraph 4-6-3.) On the same time
and date, RVSM was also introduced into the
adjoining airspace of Canada and Mexico to provide
a seamless environment for aircraft traversing those
borders. In addition, RVSM was implemented on the
same date in the Caribbean and South American
regions.
c. RVSM Authorization. In accordance with
14 CFR Section 91.180, with only limited exceptions, prior to operating in RVSM airspace, operators
and aircraft must have received RVSM authorization
from the responsible civil aviation authority. (See
paragraph 4-6-10, Procedures for Accommodation
of Non-RVSM Aircraft.) If the operator or aircraft or
both have not been authorized for RVSM operations,
the aircraft will be referred to as a “non-RVSM”
aircraft. Paragraph 4-6-10 discusses ATC policies
for accommodation of non-RVSM aircraft flown by
the Department of Defense, Air Ambulance
(Lifeguard) operators, foreign State governments and
aircraft flown for certification and development.
Paragraph 4-6-11, Non-RVSM Aircraft Requesting
Climb to and Descent from Flight Levels Above
RVSM Airspace Without Intermediate Level Off,
contains policies for non-RVSM aircraft climbing
and descending through RVSM airspace to/from
flight levels above RVSM airspace.
d. Benefits. RVSM enhances ATC flexibility,
mitigates conflict points, enhances sector throughput,
reduces controller workload and enables crossing
traffic. Operators gain fuel savings and operating
efficiency benefits by flying at more fuel efficient
flight levels and on more user preferred routings.
4-6-2. Flight Level Orientation Scheme
Altitude assignments for direction of flight follow a
scheme of odd altitude assignment for magnetic
courses 000-179 degrees and even altitudes for
magnetic courses 180-359 degrees for flights up to
and including FL 410, as indicated in FIG 4-6-1.
FIG 4-6-1
Flight Level Orientation Scheme
NOTE-
Odd Flight Levels: Magnetic Course 000-179 Degrees
Even Flight Levels: Magnetic Course 180-359 Degrees.
AIM 2/14/4-6-2 Operational Policy/Procedures for Reduced Vertical Separation Minimum (RVSM) in the
Domestic U.S., Alaska, Offshore Airspace and the San Juan FIR
4-6-3. Aircraft and Operator Approval
Policy/Procedures, RVSM Monitoring and
Databases for Aircraft and Operator
Approval
a. RVSM Authority. 14 CFR Section 91.180
applies to RVSM operations within the U.S. 14 CFR
Section 91.706 applies to RVSM operations outside
the U.S. Both sections require that the operator obtain
authorization prior to operating in RVSM airspace.
14 CFR Section 91.180 requires that, prior to
conducting RVSM operations within the U.S., the
operator obtain authorization from the FAA or from
the responsible authority, as appropriate. In addition,
it requires that the operator and the operator’s aircraft
comply with the standards of 14 CFR Part 91
Appendix G (Operations in RVSM Airspace).
b. Sources of Information. The FAA
RVSM Website Homepage can be accessed at:
h t tp:/ /ww w.faa.gov /ab out/offic e_o r g/
headquarters_offices/ato/service_units/enroute/
rvsm/. The “RVSM Documentation” and “Domestic
RVSM” webpages are linked to the RVSM
Homepage. “RVSM Documentation” contains guidance and direction for an operator to obtain aircraft
and operator approval to conduct RVSM operations.
It provides information for DRVSM and oceanic and
international RVSM airspace. It is recommended that
operators planning to operate in Domestic U.S.
RVSM airspace first review the following documents
to orient themselves to the approval process.
1. Under “Area of Operations Specific Information,” the document, “Basic Operator Information on
DRVSM Programs,” provides an overview of the
DRVSM program and the related aircraft and
operator approval programs.
2. In the “Getting Started” section, review the
“RVSM Approval Checklist -U.S. Operators” or
“RVSM Approval Checklist -Non-U.S. Operators”
(as applicable). These are job aids or checklists that
show aircraft/operator approval process events with
references to related RVSM documents published on
the website.
3. Under “Documents Applicable to All RVSM
Approvals,” review “RVSM Area New to the
Operator.” This document provides a guide for
operators that are conducting RVSM operations in
one or more areas of operation, but are planning to
conduct RVSM operations in an area where they have
not previously conducted RVSM operations, such as
the U.S.
c. TCAS Equipage. TCAS equipage requirements are contained in 14 CFR Sections 121.356,
125.224, 129.18 and 135.189. Part 91 Appendix G
does not contain TCAS equipage requirements
specific to RVSM, however, Appendix G does
require that aircraft equipped with TCAS II and flown
in RVSM airspace be modified to incorporate
TCAS II Version 7.0 or a later version.
d. Aircraft Monitoring. Operators are required
to participate in the RVSM aircraft monitoring
program. The “Monitoring Requirements and
Procedures” section of the RVSM Documentation
Webpage contains policies and procedures for
participation in the monitoring program. Ground-
based and GPS-based monitoring systems are
available for the Domestic RVSM program.
Monitoring is a quality control program that enables
the FAA and other civil aviation authorities to assess
the in-service altitude-keeping performance of
aircraft and operators.
e. Registration on RVSM Approvals Databases. The “Registration on RVSM Approvals
Database” section of the RVSM Documentation
Webpage provides policies/procedures for operator
and aircraft registration on RVSM approvals
databases.
1. Purpose of RVSM Approvals Databases.
ATC does not use RVSM approvals databases to
determine whether or not a clearance can be issued
into RVSM airspace. RVSM program managers do
regularly review the operators and aircraft that
operate in RVSM airspace to identify and investigate
those aircraft and operators flying in RVSM airspace,
but not listed on the RVSM approvals databases.
2. Registration of U.S. Operators. When U.S.
operators and aircraft are granted RVSM authority,
the FAA Flight Standards office makes an input to the
FAA Program Tracking and Reporting Subsystem
(PTRS). The Separation Standards Group at the FAA
Technical Center obtains PTRS operator and aircraft
information to update the FAA maintained U.S.
Operator/Aircraft RVSM Approvals Database. Basic
database operator and aircraft information can be
viewed on the RVSM Documentation Webpage by
clicking on the appropriate database icon.
3/15/07 7110.65R CHG 2 AIM 7/31/08
AIM 2/14/08
4-6-3
Operational Policy/Procedures for Reduced Vertical Separation Minimum (RVSM) in the
Domestic U.S., Alaska, Offshore Airspace and the San Juan FIR
3. Registration of Non-U.S. Operators.
Non-U.S. operators can find policy/procedures for
registration on the North American Approvals
Registry and Monitoring Organization (NAARMO)
database in the “Registration on RVSM Approvals
Database” section of RVSM Documentation.
4-6-4. Flight Planning into RVSM Airspace
a. Operators that do not file the correct aircraft
equipment suffix on the FAA or ICAO Flight Plan
may be denied clearance into RVSM airspace.
Policies for the FAA Flight Plan are detailed in
subparagraph c below. Policies for the ICAO Flight
Plan are detailed in subparagraph d.
b. The operator will annotate the equipment block
of the FAA or ICAO Flight Plan with an aircraft
equipment suffix indicating RVSM capability only
after the responsible civil aviation authority has
determined that both the operator and its aircraft are
RVSM-compliant and has issued RVSM authoriza-
tion to the operator.
c. General Policies for FAA Flight Plan Equip-
ment Suffix. TBL 5-1-2, Aircraft Suffixes, allows
operators to indicate that the aircraft has both RVSM
and Advanced Area Navigation (RNAV) capabilities
or has only RVSM capability.
1. The operator will annotate the equipment
block of the FAA Flight Plan with the appropriate
aircraft equipment suffix from TBL 5-1-2.
2. Operators can only file one equipment suffix
in block 3 of the FAA Flight Plan. Only this
equipment suffix is displayed directly to the
controller.
3. Aircraft with RNAV Capability. For flight in
RVSM airspace, aircraft with RNAV capability, but
not Advanced RNAV capability, will file “/W”. Filing
“/W” will not preclude such aircraft from filing and
flying direct routes in en route airspace.
d. Policy for ICAO Flight Plan Equipment
Suffixes.
1. Operators/aircraft that are RVSM-compliant
and that file ICAO flight plans will file “/W” in
block_10 (Equipment) to indicate RVSM authoriza-
tion and will also file the appropriate ICAO Flight
Plan suffixes to indicate navigation and communica-
tion capabilities. The equipment suffixes in
TBL 5-1-2 are for use only in an FAA Flight Plan
(FAA_Form 7233-1).
2. Operators/aircraft that file ICAO flight plans
that include flight in Domestic U.S. RVSM airspace
must file “/W” in block 10 to indicate RVSM
authorization.
e. Importance of Flight Plan Equipment Suffixes.
The operator must file the appropriate equipment
suffix in the equipment block of the FAA Flight Plan
(FAA Form 7233-1) or the ICAO Flight Plan. The
equipment suffix informs ATC:
1. Whether or not the operator and aircraft are
authorized to fly in RVSM airspace.
2. The navigation and/or transponder capability
of the aircraft (e.g., advanced RNAV, transponder
with Mode C).
f. Significant ATC uses of the flight plan
equipment suffix information are:
1. To issue or deny clearance into RVSM
airspace.
2. To apply a 2,000 foot vertical separation
minimum in RVSM airspace to aircraft that are not
authorized for RVSM, but are in one of the limited
categories that the FAA has agreed to accommodate.
(See paragraphs 4-6-10, Procedures for Accom-
modation of Non-RVSM Aircraft, and 4-6-11,
Non-RVSM Aircraft Requesting Climb to and
Descent from Flight Levels Above RVSM Airspace
Without Intermediate Level Off, for policy on limited
operation of unapproved aircraft in RVSM airspace).
3. To determine if the aircraft has “Advanced
RNAV” capabilities and can be cleared to fly
procedures for which that capability is required.
4-6-5. Pilot RVSM Operating Practices and
Procedures
a. RVSM Mandate. If either the operator or the
aircraft or both have not received RVSM authoriza-
tion (non-RVSM aircraft), the pilot will neither
request nor accept a clearance into RVSM airspace
unless:
1. The flight is conducted by a non-RVSM
DOD, Lifeguard, certification/development or for-
eign State (government) aircraft in accordance with
paragraph 4-6-10, Procedures for Accommodation
of Non-RVSM Aircraft.
AIM 2/14/08
4-6-4 Operational Policy/Procedures for Reduced Vertical Separation Minimum (RVSM) in the
Domestic U.S., Alaska, Offshore Airspace and the San Juan FIR
2. The pilot intends to climb to or descend from
FL 430 or above in accordance with para-
graph_4-6-11, Non-RVSM Aircraft Requesting
Climb to and Descent from Flight Levels Above
RVSM Airspace Without Intermediate Level Off.
3. An emergency situation exists.
b. Basic RVSM Operating Practices and
Procedures. Appendix 4 of Guidance 91-RVSM
contains pilot practices and procedures for RVSM.
Operators must incorporate Appendix 4 practices and
procedures, as supplemented by the applicable
paragraphs of this section, into operator training or
pilot knowledge programs and operator documents
containing RVSM operational policies. Guid-
ance_91-RVSM is published on the RVSM
Documentation Webpage under “Documents Appli-
cable to All RVSM Approvals.”
c. Appendix 4 contains practices and procedures
for flight planning, preflight procedures at the
aircraft, procedures prior to RVSM airspace entry,
inflight (en route) procedures, contingency proce-
dures and post flight.
d. The following paragraphs either clarify or
supplement Appendix 4 practices and procedures.
4-6-6. Guidance on Severe Turbulence
and Mountain Wave Activity (MWA)
a. Introduction/Explanation
1. The information and practices in this
paragraph are provided to emphasize to pilots and
controllers the importance of taking appropriate
action in RVSM airspace when aircraft experience
severe turbulence and/or MWA that is of sufficient
magnitude to significantly affect altitude-keeping.
2. Severe Turbulence. Severe turbulence
causes large, abrupt changes in altitude and/or
attitude usually accompanied by large variations in
indicated airspeed. Aircraft may be momentarily out
of control. Encounters with severe turbulence must
be remedied immediately in any phase of flight.
Severe turbulence may be associated with MWA.
3. Mountain Wave Activity (MWA)
(a) Significant MWA occurs both below and
above the floor of RVSM airspace, FL 290. MWA
often occurs in western states in the vicinity of
mountain ranges. It may occur when strong winds
blow perpendicular to mountain ranges resulting in
up and down or wave motions in the atmosphere.
Wave action can produce altitude excursions and
airspeed fluctuations accompanied by only light
turbulence. With sufficient amplitude, however,
wave action can induce altitude and airspeed
fluctuations accompanied by severe turbulence.
MWA is difficult to forecast and can be highly
localized and short lived.
(b) Wave activity is not necessarily limited to
the vicinity of mountain ranges. Pilots experiencing
wave activity anywhere that significantly affects
altitude-keeping can follow the guidance provided
below.
(c) Inflight MWA Indicators (Including Tur-
bulence). Indicators that the aircraft is being
subjected to MWA are:
(1) Altitude excursions and/or airspeed
fluctuations with or without associated turbulence.
(2) Pitch and trim changes required to
maintain altitude with accompanying airspeed
fluctuations.
(3) Light to severe turbulence depending
on the magnitude of the MWA.
4. Priority for Controller Application of
Merging Target Procedures
(a) Explanation of Merging Target Proce-
dures. As described in subparagraph c3 below, ATC
will use “merging target procedures” to mitigate the
effects of both severe turbulence and MWA. The
procedures in subparagraph c3 have been adapted
from existing procedures published in FAA
Order_JO_7110.65, Air Traffic Control, para-
graph_5-1-8, Merging Target Procedures.
Paragraph_5-1-8 calls for en route controllers to
advise pilots of potential traffic that they perceive
may fly directly above or below his/her aircraft at
minimum vertical separation. In response, pilots are
given the option of requesting a radar vector to ensure
their radar target will not merge or overlap with the
traffic's radar target.
(b) The provision of “merging target proce-
dures” to mitigate the effects of severe turbulence
and/or MWA is not optional for the controller, but
rather is a priority responsibility. Pilot requests for
vectors for traffic avoidance when encountering
MWA or pilot reports of “Unable RVSM due
turbulence or MWA” are considered first priority
AIM 2/14/08
4-6-5
Operational Policy/Procedures for Reduced Vertical Separation Minimum (RVSM) in the
Domestic U.S., Alaska, Offshore Airspace and the San Juan FIR
aircraft separation and sequencing responsibilities.
(FAA Order JO 7110.65, paragraph 2-1-2, Duty
Priority, states that the controller's first priority is to
separate aircraft and issue safety alerts).
(c) Explanation of the term “traffic permit-
ting.” The contingency actions for MWA and severe
turbulence detailed in paragraph 4-6-9, Contingency
Actions: Weather Encounters and Aircraft System
Failures, state that the controller will “vector aircraft
to avoid merging targets with traffic at adjacent flight
levels, traffic permitting.” The term “traffic permit-
ting” is not intended to imply that merging target
procedures are not a priority duty. The term is
intended to recognize that, as stated in FAA
Order_JO_7110.65, paragraph 2-1-2, Duty Priority,
there are circumstances when the controller is
required to perform more than one action and must
“exercise their best judgment based on the facts and
circumstances known to them” to prioritize their
actions. Further direction given is: “That action
which is most critical from a safety standpoint is
performed first.”
5. TCAS Sensitivity. For both MWA and
severe turbulence encounters in RVSM airspace, an
additional concern is the sensitivity of collision
avoidance systems when one or both aircraft
operating in close proximity receive TCAS adviso-
ries in response to disruptions in altitude hold
capability.
b. Pre-flight tools. Sources of observed and
forecast information that can help the pilot ascertain
the possibility of MWA or severe turbulence are:
Forecast Winds and Temperatures Aloft (FD), Area
Forecast (FA), SIGMETs and PIREPs.
c. Pilot Actions When Encountering Weather
(e.g., Severe Turbulence or MWA)
1. Weather Encounters Inducing Altitude
Deviations of Approximately 200 feet. When the
pilot experiences weather induced altitude deviations
of approximately 200 feet, the pilot will contact ATC
and state “Unable RVSM Due (state reason)”
(e.g.,_turbulence, mountain wave). See contingency
actions in paragraph 4-6-9.
2. Severe Turbulence (including that associ-
ated with MWA). When pilots encounter severe
turbulence, they should contact ATC and report the
situation. Until the pilot reports clear of severe
turbulence, the controller will apply merging target
vectors to one or both passing aircraft to prevent their
targets from merging:
EXAMPLE“Yankee 123, FL 310, unable RVSM due severe
turbulence.”
“Yankee 123, fly heading 290; traffic twelve o'clock,
10_miles, opposite direction; eastbound MD-80 at
FL_320” (or the controller may issue a vector to the
MD-80 traffic to avoid Yankee 123).
3. MWA. When pilots encounter MWA, they
should contact ATC and report the magnitude and
location of the wave activity. When a controller
makes a merging targets traffic call, the pilot may
request a vector to avoid flying directly over or under
the traffic. In situations where the pilot is
experiencing altitude deviations of 200 feet or
greater, the pilot will request a vector to avoid traffic.
Until the pilot reports clear of MWA, the controller
will apply merging target vectors to one or both
passing aircraft to prevent their targets from merging:
EXAMPLE“Yankee 123, FL 310, unable RVSM due mountain wave.”
“Yankee 123, fly heading 290; traffic twelve o'clock,
10_miles, opposite direction; eastbound MD-80 at
FL_320” (or the controller may issue a vector to the
MD-80 traffic to avoid Yankee 123).
4. FL Change or Re-route. To leave airspace
where MWA or severe turbulence is being
encountered, the pilot may request a FL change
and/or re-route, if necessary.
4-6-7. Guidance on Wake Turbulence
a. Pilots should be aware of the potential for wake
turbulence encounters in RVSM airspace. Experience
gained since 1997 has shown that such encounters in
RVSM airspace are generally moderate or less in
magnitude.
b. Prior to DRVSM implementation, the FAA
established provisions for pilots to report wake
turbulence events in RVSM airspace using the NASA
Aviation Safety Reporting System (ASRS). A
“Safety Reporting” section established on the FAA
RVSM Documentation webpage provides contacts,
forms, and reporting procedures.
c. To date, wake turbulence has not been reported
as a significant factor in DRVSM operations.
European authorities also found that reports of wake
turbulence encounters did not increase significantly
AIM 2/14/08
4-6-6 Operational Policy/Procedures for Reduced Vertical Separation Minimum (RVSM) in the
Domestic U.S., Alaska, Offshore Airspace and the San Juan FIR
after RVSM implementation (eight versus seven
reports in a ten-month period). In addition, they
found that reported wake turbulence was generally
similar to moderate clear air turbulence.
d. Pilot Action to Mitigate Wake Turbulence
Encounters
1. Pilots should be alert for wake turbulence
when operating:
(a) In the vicinity of aircraft climbing or
descending through their altitude.
(b) Approximately 10-30 miles after passing
1,000 feet below opposite-direction traffic.
(c) Approximately 10-30 miles behind and
1,000 feet below same-direction traffic.
2. Pilots encountering or anticipating wake
turbulence in DRVSM airspace have the option of
requesting a vector, FL change, or if capable, a lateral
offset.
NOTE1. Offsets of approximately a wing span upwind generally
can move the aircraft out of the immediate vicinity of
another aircraft's wake vortex.
2. In domestic U.S. airspace, pilots must request clearance
to fly a lateral offset. Strategic lateral offsets flown in
oceanic airspace do not apply.
e. The FAA will track wake turbulence events as
an element of its post implementation program. The
FAA will advertise wake turbulence reporting
procedures to the operator community and publish
reporting procedures on the RVSM Documentation
Webpage (See address in paragraph 4-6-3, Aircraft
and Operator Approval Policy/Procedures, RVSM
Monitoring and Databases for Aircraft and Operator
Approval.
4-6-8. Pilot/Controller Phraseology
TBL 4-6-1 shows standard phraseology that pilots
and controllers will use to communicate in DRVSM
operations.
AIM 2/14/08
4-6-7
Operational Policy/Procedures for Reduced Vertical Separation Minimum (RVSM) in the
Domestic U.S., Alaska, Offshore Airspace and the San Juan FIR
TBL 4-6-1
Pilot/Controller Phraseology
Message Phraseology
For a controller to ascertain the RVSM approval status of
an aircraft:
(call sign) confirm RVSM approved
Pilot indication that flight is RVSM approved Affirm RVSM
Pilot report of lack of RVSM approval (non-RVSM status).
Pilot will report non-RVSM status, as follows:
Negative RVSM, (supplementary information,
e.g.,_“Certification flight”).
a. On the initial call on any frequency in the RVSM
airspace and . . ..
b. In all requests for flight level changes pertaining to
flight levels within the RVSM airspace and . . ..
c. In all read backs to flight level clearances pertaining
to flight levels within the RVSM airspace and . . ..
d. In read back of flight level clearances involving
climb and descent through RVSM airspace
(FL 290 - 410).
Pilot report of one of the following after entry into RVSM
airspace: all primary altimeters, automatic altitude control
systems or altitude alerters have failed.
(See paragraph_4-6-9, Contingency Actions: Weather
Encounters and Aircraft System Failures.)
NOTE-
This phrase is to be used to convey both the initial indication of
RVSM aircraft system failure and on initial contact on all
frequencies in RVSM airspace until the problem ceases to exist
or the aircraft has exited RVSM airspace.
Unable RVSM Due Equipment
ATC denial of clearance into RVSM airspace Unable issue clearance into RVSM airspace, maintain FL
*Pilot reporting inability to maintain cleared flight level
due to weather encounter.
(See paragraph 4-6-9, Contingency Actions: Weather
Encounters and Aircraft System Failures).
*Unable RVSM due (state reason) (e.g., turbulence,
mountain wave)
ATC requesting pilot to confirm that an aircraft has
regained RVSM-approved status or a pilot is ready to
resume RVSM
Confirm able to resume RVSM
Pilot ready to resume RVSM after aircraft system or
weather contingency
Ready to resume RVSM
AIM 2/14/08
4-6-8 Operational Policy/Procedures for Reduced Vertical Separation Minimum (RVSM) in the
Domestic U.S., Alaska, Offshore Airspace and the San Juan FIR
4-6-9. Contingency Actions: Weather
Encounters and Aircraft System Failures
TBL 4-6-2 provides pilot guidance on actions to
take_under certain conditions of aircraft system
failure and weather encounters. It also describes the
expected ATC controller actions in these situations. It
is recognized that the pilot and controller will use
judgment to determine the action most appropriate to
any given situation.
TBL 4-6-2
Contingency Actions: Weather Encounters and Aircraft System Failures
Initial Pilot Actions in Contingency Situations
Initial pilot actions when unable to maintain flight level (FL) or unsure of aircraft altitude-keeping
capability:
_Notify ATC and request assistance as detailed below.
_Maintain cleared flight level, to the extent possible, while evaluating the situation.
_Watch for conflicting traffic both visually and by reference to TCAS, if equipped.
_Alert nearby aircraft by illuminating exterior lights (commensurate with aircraft limitations).
Severe Turbulence and/or Mountain Wave Activity (MWA) Induced
Altitude Deviations of Approximately 200 feet
Pilot will: Controller will:
_When experiencing severe turbulence and/or
MWA induced altitude deviations of
approximately 200 feet or greater, pilot will
contact ATC and state “Unable RVSM Due (state
reason)” (e.g., turbulence, mountain wave)
_If not issued by the controller, request vector
clear of traffic at adjacent FLs
_If desired, request FL change or re-route
_Report location and magnitude of turbulence or
MWA to ATC
_Vector aircraft to avoid merging target with
traffic at adjacent flight levels, traffic permitting
_Advise pilot of conflicting traffic
_Issue FL change or re-route, traffic permitting
_Issue PIREP to other aircraft
See paragraph 4-6-6, Guidance on Severe
Turbulence and Mountain Wave Activity (MWA) for
detailed guidance.
Paragraph 4-6-6 explains “traffic permitting.”
AIM 2/14/08
4-6-9
Operational Policy/Procedures for Reduced Vertical Separation Minimum (RVSM) in the
Domestic U.S., Alaska, Offshore Airspace and the San Juan FIR
Mountain Wave Activity (MWA) Encounters - General
Pilot actions: Controller actions:
_Contact ATC and report experiencing MWA
_If so desired, pilot may request a FL change or
re-route
_Report location and magnitude of MWA to ATC
_Advise pilot of conflicting traffic at adjacent FL
_If pilot requests, vector aircraft to avoid merging
target with traffic at adjacent RVSM flight levels,
traffic permitting
_Issue FL change or re-route, traffic permitting
_Issue PIREP to other aircraft
See paragraph 4-6-6 for guidance on MWA. Paragraph 4-6-6 explains “traffic permitting.”
NOTE-
MWA encounters do not necessarily result in altitude deviations on the order of 200 feet. The guidance below is
intended to address less significant MWA encounters.
Wake Turbulence Encounters
Pilot should: Controller should:
_Contact ATC and request vector, FL change or,
if capable, a lateral offset
_Issue vector, FL change or lateral offset
clearance, traffic permitting
See paragraph 4-6-7, Guidance on Wake
Turbulence.
Paragraph 4-6-6 explains “traffic permitting.”
“Unable RVSM Due Equipment”
Failure of Automatic Altitude Control System, Altitude Alerter or All Primary Altimeters
Pilot will: Controller will:
_Contact ATC and state “Unable RVSM Due
Equipment”
_Request clearance out of RVSM airspace unless
operational situation dictates otherwise
_Provide 2,000 feet vertical separation or
appropriate horizontal separation
_Clear aircraft out of RVSM airspace unless
operational situation dictates otherwise
One Primary Altimeter Remains Operational
Pilot will: Controller will:
_Cross check stand-by altimeter
_Notify ATC of operation with single primary
altimeter
_If unable to confirm primary altimeter accuracy,
follow actions for failure of all primary altimeters
_Acknowledge operation with single primary
altimeter
AIM 2/14/08
4-6-10 Operational Policy/Procedures for Reduced Vertical Separation Minimum (RVSM) in the
Domestic U.S., Alaska, Offshore Airspace and the San Juan FIR
Transponder Failure
Pilot will: Controller will:
_Contact ATC and request authority to continue
to operate at cleared flight level
_Comply with revised ATC clearance, if issued
_Consider request to continue to operate at
cleared flight level
_Issue revised clearance, if necessary
NOTE14 CFR Section 91.215 (ATC transponder and altitude
reporting equipment and use) regulates operation with the
transponder inoperative.
4-6-10. Procedures for Accommodation of
Non-RVSM Aircraft
a. General Policies for Accommodation of
Non-RVSM Aircraft
1. The RVSM mandate calls for only RVSM
authorized aircraft/operators to fly in designated
RVSM airspace with limited exceptions. The policies
detailed below are intended exclusively for use by
aircraft that the FAA has agreed to accommodate.
They are not intended to provide other operators a
means to circumvent the normal RVSM approval
process.
2. If either the operator or aircraft or both have
not been authorized to conduct RVSM operations, the
aircraft will be referred to as a “non-RVSM” aircraft.
14 CFR Section 91.180 and Part 91 Appendix G
enable the FAA to authorize a deviation to operate a
non-RVSM aircraft in RVSM airspace.
3. Non-RVSM aircraft flights will be handled
on a workload permitting basis. The vertical
separation standard applied between aircraft not
approved for RVSM and all other aircraft shall be
2,000 feet.
4. Required Pilot Calls. The pilot of non-
RVSM aircraft will inform the controller of the lack
of RVSM approval in accordance with the direction
provided in paragraph 4-6-8, Pilot/Controller
Phraseology.
b. Categories of Non-RVSM Aircraft that may
be Accommodated
Subject to FAA approval and clearance, the following
categories of non-RVSM aircraft may operate in
domestic U.S. RVSM airspace provided they have an
operational transponder.
1. Department of Defense (DOD) aircraft.
2. Flights conducted for aircraft certification
and development purposes.
3. Active air ambulance flights utilizing a
“Lifeguard” call sign.
4. Aircraft climbing/descending through
RVSM flight levels (without intermediate level off)
to/from FLs above RVSM airspace (Policies for these
flights are detailed in paragraph 4-6-11, Non-RVSM
Aircraft Requesting Climb to and Descent from
Flight Levels Above RVSM Airspace Without
Intermediate Level Off.
5. Foreign State (government) aircraft.
c. Methods for operators of non-RVSM aircraft to
request access to RVSM Airspace. Operators may:
1. LOA/MOU. Enter into a Letter of Agree-
ment (LOA)/Memorandum of Understanding
(MOU) with the RVSM facility (the Air Traffic
facility that provides air traffic services in RVSM
airspace). Operators must comply with LOA/MOU.
AIM 2/14/08
4-6-11
Operational Policy/Procedures for Reduced Vertical Separation Minimum (RVSM) in the
Domestic U.S., Alaska, Offshore Airspace and the San Juan FIR
2. File-and-Fly. File a flight plan to notify the
FAA of their intention to request access to RVSM
airspace.
NOTE-
Priority for access to RVSM airspace will be afforded to
RVSM compliant aircraft, then File-and-Fly flights.
3. DOD. Some DOD non-RVSM aircraft will
be designated as aircraft requiring special consider-
ation. For coordination purposes they will be referred
to as STORM flights. DOD enters STORM flights on
the DOD Priority Mission website and notifies the
departure RVSM facility for flights that are within
60_minutes of departure.
NOTE-
Special consideration will be afforded a STORM flight;
however, accommodation of any non-RVSM flight is
workload permitting.
d. Center Phone Numbers. Center phone num-
bers are posted on the RVSM Documentation
Webpage, North American RVSM, Domestic U.S.
RVSM section. This address provides direct access to
the phone number listing:
http://www.faa .gov /ats/ato/1 50_docs /
Center_Phone_No._Non-RVSM_Acft.doc
4-6-11. Non-RVSM Aircraft Requesting
Climb to and Descent from Flight Levels
Above RVSM Airspace Without
Intermediate Level Off
a. File-and-Fly. Operators of Non-RVSM air-
craft climbing to and descending from RVSM flight
levels should just file a flight plan.
b. Non-RVSM aircraft climbing to and descend-
ing from flight levels above RVSM airspace will be
handled on a workload permitting basis. The vertical
separation standard applied in RVSM airspace
between non-RVSM aircraft and all other aircraft
shall be 2,000 feet.
c. Non-RVSM aircraft climbing to/descending
from RVSM airspace can only be considered for
accommodation provided:
1. Aircraft is capable of a continuous climb/
descent and does not need to level off at an
intermediate altitude for any operational consider-
ations and
2. Aircraft is capable of climb/descent at the
normal rate for the aircraft.
d. Required Pilot Calls. The pilot of non-RVSM
aircraft will inform the controller of the lack of
RVSM approval in accordance with the direction
provided in paragraph 4-6-8, Pilot/Controller
Phraseology.
AIM 2/14/08
5-1-1
Preflight
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. 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.
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
AIM 2/14/08
5-1-2 Preflight
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 opera-
tions) to and from these airports.
REFERENCE-
Airport/Facility Directory, Special Notices Section.
AIM, Airport Reservation Operations and Special Traffic Management
Programs, Paragraph_4-1-21.
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 5-1-10.
j. Pilots operating under provisions of 14 CFR
Part_135 and not having an FAA assigned 3-letter
designator, are urged to prefix the normal registration
(N) number with the letter “T” on flight plan filing;
e.g., TN1234B.
REFERENCE-
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.
NOTE1. NOTAM information is that aeronautical information
that could affect a pilot's decision to make a flight. It
includes such information as airport or primary runway
closures, changes in the status of navigational aids, 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.
b. NOTAM information is classified into three
categories. These are NOTAM (D) or distant,
NOTAM_(L) or local, and Flight Data Center (FDC)
NOTAMs.
AIM 2/14/08
5-1-3
Preflight
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.
2. NOTAM (L)
(a) NOTAM (L) 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.
(b) NOTAM (L) information is distributed
locally only and is not attached to the hourly weather
reports. A separate file of local NOTAMs is
maintained at each FSS for facilities in their area only.
NOTAM (L) information for other FSS areas must be
specifically requested directly from the FSS that has
responsibility for the airport concerned.
3. FDC NOTAMs
(a) On those occasions when it becomes
necessary to disseminate information which is
regulatory in nature, the National Flight Data Center
(NFDC), in Washington, DC, will issue an FDC
NOTAM. FDC NOTAMs contain such things as
amendments to published 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 condi-
tions that are more than 400 miles from the FSS, or
that is already published, is given to a pilot only on
request.
NOTE1. 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 compo-
nents, 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.
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, some NOTAM (L) and other unique
information is included in this section when it will
contribute to flight safety.
2. The second section contains special notices
that are either too long or concern a wide or
unspecified geographic area and are not suitable for
inclusion in the first section. The content of these
notices vary widely and there are no specific criteria
for their inclusion, other than their enhancement of
flight safety.
3. The number of the last FDC NOTAM
included in the publication is noted on the first page
to aid the user in updating the listing with any FDC
NOTAMs which may have been issued between the
cut-off date and the date the publication is received.
All information contained will be carried until the
information expires, is canceled, or in the case of
permanent conditions, is published in other publica-
tions, 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.
AIM 2/14/08
5-1-4 Preflight
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
AFSS . . . . . . . . . Automated Flight Service Station
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
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
AIM 2/14/08
5-1-5
Preflight
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
LDIN . . . . . . . . . Lead In Lighting System
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
LRN . . . . . . . . . . LORAN
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
AIM 2/14/08
5-1-6 Preflight
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
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
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
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
AIM 2/14/08
5-1-7
Preflight
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 facili-
ties 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.
EXAMPLE1. 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- 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.
AIM 2/14/08
5-1-8 Preflight
FIG 5-1-1
FAA Flight Plan
Form 7233-1 (8-82)
U.S. DEPARTMENT OF TRANSPORTATION
FEDERAL AVIATION ADMINISTRATION (FAA USE ONLY) PILOT BRIEFING VNR
STOPOVER
TIME STARTED SPECIALIST
INITIALS
1. TYPE
VFR
IFR
DVFR
TYPE/
EQUIPMENT
3. AIRCRAFT SPECIAL 5. DEPARTURE POINT 6. DEPARTURE TIME
(Z) PROPOSED ACTUAL (Z)
7. CRUISING
ALTITUDE
8. ROUTE OF FLIGHT
KTS
DESTINATION Name of airport
9. (and city)
10. EST. TIME ENROUTE
HOURS
HOURS
MINUTES
MINUTES
11. REMARKS
12. FUEL ON BOARD ALTERNATE 13. AIRPORT(S) 14. PILOT'S NAME, ADDRESS & TELEPHONE NUMBER & AIRCRAFT HOME BASE ABOARD
15. NUMBER
17. DESTINATION CONTACT/TELEPHONE (OPTIONAL)
COLOR AIRCRAFT 16. OF FAA Form 7233-1 (8-82) CLOSE VFR FLIGHT PLAN WITH _________________ FSS ON ARRIVAL
FLIGHT PLAN
CIVIL AIRCRAFT PILOTS, FAR 91 requires you file an IFR flight plan to operate under instrument flight rules in
controlled airspace. Failure to file could result in a civil penalty not to exceed 1,000 for each violation (Section 901 of the
Federal Aviation Act of 1958, as amended). Filing of a VFR flight plan is recommended as a good operating practice. See also
Part 99 for requirements concerning DVFR flight plans.
AIRCRAFT
IDENTIFICATION
2. 4. TRUE
AIRSPEED
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 identifi-
er 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 perti-
nent 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.
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
AIM 2/14/08
5-1-9
Preflight
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.
NOTE1. 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.
5-1-6. 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 Intercep-
tion 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 communicat-
ing 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.
AIM 2/14/08
5-1-10 Preflight
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 require-
ments) 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- 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 capabili-
ties, 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, 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.
NOTE1. 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.
AIM 2/14/08
5-1-11
Preflight
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 LORAN, VOR/DME, or INS with no transponder
/C LORAN, VOR/DME, or INS, transponder with no Mode C
/I LORAN, VOR/DME, or INS, transponder with Mode C
ADVANCED RNAV WITH TRANSPONDER AND MODE C (If an 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
AIM 2/14/08
5-1-12 Preflight
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.
EXAMPLE1. 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 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.
AIM 2/14/08
5-1-13
Preflight
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 be-
tween 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.
AIM 2/14/08
5-1-14 Preflight
(h) Plan additional route description way-
points 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 Naviga-
tion (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.
AIM 2/14/08
5-1-15
Preflight
FIG 5-1-2
FAA Flight Plan
Form 7233-1 (8-82)
U.S. DEPARTMENT OF TRANSPORTATION
FEDERAL AVIATION ADMINISTRATION (FAA USE ONLY) PILOT BRIEFING VNR
STOPOVER
TIME STARTED INITIALS
SPECIALIST
1. TYPE
VFR
IFR
DVFR
TYPE/
EQUIPMENT
3. AIRCRAFT SPECIAL 5. DEPARTURE POINT 6. DEPARTURE TIME
PROPOSED (Z) ACTUAL (Z)
7. ALTITUDE
CRUISING
8. ROUTE OF FLIGHT
KTS
9. Name city)
DESTINATION (of airport
and 10. EST. TIME ENROUTE
HOURS
HOURS
MINUTES
MINUTES
11. REMARKS
12. FUEL ON BOARD AIRPORT(13. ALTERNATE S) 14. PILOT'S NAME, ADDRESS & TELEPHONE NUMBER & AIRCRAFT HOME BASE 15. NUMBER
ABOARD
17. DESTINATION CONTACT/TELEPHONE (OPTIONAL)
AIRCRAFT 16. COLOR OF FAA Form 7233-1 (8-82) VFR PLAN WITH CLOSE FLIGHT _________________ FSS ON ARRIVAL
FLIGHT PLAN
CIVIL AIRCRAFT PILOTS, FAR 91 requires you file an IFR flight plan to operate under instrument flight rules in
controlled airspace. Failure to file could result in a civil penalty not to exceed 1,000 for each violation (Section 901 of the
Federal Aviation Act of 1958, as amended). Filing of a VFR flight plan is recommended as a good operating practice. See also
Part 99 for requirements concerning DVFR flight plans.
2. AIRCRAFT
IDENTIFICATION
4. TRUE
AIRSPEED
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 identifi-
er 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 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.
AIM 2/14/08
5-1-16 Preflight
11. Block 11. Enter only those remarks perti-
nent 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).
5-1-9. 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.
REFERENCE14 CFR Section 91.167.
AIM, Tower En Route Control (TEC), Paragraph 4-1-18.
b. The FAA has identified three possible situations
where the failure to plan for an alternate airport when
flying IFR to such a destination airport could result in
a critical situation if the weather is less than forecast
and sufficient fuel is not available to proceed to a
suitable airport.
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.
AIM 2/14/08
5-1-17
Preflight
5-1-10. 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 meteoro-
logical 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, com-
munications, 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 passen-
gers 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, con-
tains 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
AIM 2/14/08
5-1-18 Preflight
(b) The Gulf of Mexico and Atlantic Coasts
from a foreign place in the Western Hemisphere south
of 30 degrees north latitude, shall 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
Bisbee Douglas Intl Airport
Douglas Municipal Airport
Nogales Intl Airport
Tucson Intl Airport
Yuma MCAS-Yuma Intl Airport
CALIFORNIA
Calexico Intl Airport
Brown Field Municipal Airport (San Diego)
FLORIDA
Fort Lauderdale Executive Airport
Fort Lauderdale/Hollywood Intl Airport
Key West Intl Airport (Miami Intl Airport)
Opa Locka Airport (Miami)
Kendall-Tamiami Executive Airport (Miami)
St. Lucie County Intl Airport (Fort Pierce)
Tampa Intl Airport
Palm Beach Intl Airport (West Palm Beach)
LOUISANA
New Orleans Intl Airport (Moisant Field)
New Orleans Lakefront Airport
NEW MEXICO
Las Cruces Intl Airport
NORTH CAROLINA
New Hanover Intl Airport (Wilmington)
TEXAS
Brownsville/South Padre Island Intl Airport
Corpus Christi Intl Airport
Del Rio Intl Airport
Eagle Pass Municipal Airport
El Paso Intl Airport
William P. Hobby Airport (Houston)
Laredo Intl Airport
McAllen Miller Intl Airport
Presidio Lely Intl Airport
5-1-11. 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.
5-1-12. 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.
AIM 2/14/08
5-1-19
Preflight
5-1-13. 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.
REFERENCE14 CFR Section 91.153.
14 CFR Section 91.169.
5-1-14. 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, shall 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.
5-1-15. 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
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.
