Welcome to FltPlan, a free flight planning service for creating and filing IFR and VFR flight plans, obtaining weather briefings and navigation logs for flights in the U.S., Bahamas, Canada, Intra-Canada, Mexico, Central America and most Caribbean airports. FltPlan offers pre-flight, in-flight, and post-flight tools including: Airport/FBO Information, Approach Plates / Digital Charts, Routes with Radar Overlay, Nearby Airports, Fuel Stops, Quick Info, Area Fuel Prices, Flight Schedule Calendar, Customizable A/C Performance, Stored Routes, TOLD Card, Flight Tracking, Planned ATC Routes, Email Notifications, and Historical Flight Tracking with Weather Overlay.
|A/C BOW||This is optional. Enter the aircraft's Basic Operating Weight (ex.. 34,000 or 2,100 or 75000 or 75,000)|
|A/C Home Base||enter the airport identifier where this aircraft is based (ex...KINT, K3J7)|
|Type Flight||use he dropdown box to select one of the five possible choices|
|Wake Turbulence||use the dropdown box to select one of three possible choices|
|SELCAL ID||if you have SELCAL capability, enter your 4 character SELCAL ID|
|UHF||A UHF communication radio is part of your survival equipment|
|VHF||A VHF communication radio is part of your survival equipment|
|ELT||Your aircraft is equipped with an ELT|
|Regional Survival Equipment|
|Polar||check if equipment is classified as POLAR|
|Desert||check if equipment is classified as DESERT|
|Maritime||check if equipment is classified as MARITIME|
|Jungle||check if equipment is classified as JUNGLE|
|Available||choose Yes or No from dropdown box|
|Number||select the number of life rafts on the aircraft|
|Total Capacity||Total capacity of all rafts combined. For example, the total capacity of 2 rafts that hold 10 persons each is 20.|
|Covered||choose Yes or No depending on whether the raft has a cover or not.|
|Color||use dropdown box to select the raft color.|
Life Jackets - When life jackets are necessary, use the checkboxes to describe the special equipment the jackets may include.
Survival Equipment Remarks - If desired, additional information can be put in this section.
Indicate here if your aircraft is equipped with a ballistic parachute system.
|Company Name||enter the aircraft operator's company name|
|Company Contact Phone||enter a number (plus any extensions) that can be called in the event of an emergency.|
|Company Contact Name||enter the name of a person who has knowledge of the aircraft operations (Owner, Chief Pilot, Dispatcher etc.)|
Transponder - use the dropdown box to select one of the following possible choices
N - NIL - no operable transponder at all
A - No Mode C - (4 digits - 4,096 codes) a Mode A transponder that does not have altitude reporting capability
C - Mode C - a Mode A transponder that reports altitude
P - Alt-No ID - a Mode S transponder that reports altitude but does not have Flight ID (A/C Reg.) reporting
I - No Alt-with ID - the letter I (india) signifies a Mode S transponder that doesn't report your altitude but does report Flight ID
S - Both Alt & ID - a Mode S transponder that is capable of both altitude and Flight ID (A/C Reg.) reporting
X - No Alt-No ID - a Mode S transponder that does not report altitude or Flight ID (A/C Reg.)
E - Mode S, Aircraft ID, Altitude, Extended Squitter
H - Mode S, Aircraft ID, Altitude, Enhanced Surveillance
L - Mode S, Aircraft ID, Altitude, Enhanced Surveillance, Extended Squitter
ADS Equipment - Check the boxes that corresponds to your aircraft's ADS capability (having ADS on an iPad does not mean you have ADS Equipment)
RNAV & RNP Equipment - check the boxes that correspond to your aircraft's RNAV and RNP capabilities
For clarification, RNAV and RNP systems are similar, but they are not the same. The main difference between the two is the requirement for on-board performance monitoring and alerting. RNP requires on-board navigation performance monitoring and alerting, and requires a letter of authorization from the FAA (or controlling agency) RNAV does not have on-board performance monitoring and alerting requirements and does not require a letter of authorization from the FAA.
Do not select S1, S2, T1 or T2 unless you have meet the criteria of Advisory Circulars AC No: 90-105A (S1 and S2) and AC No: 90-101A (T1 and T2)
Part 91 operators may establish eligibility for S1 and S2 based on the aircraft's AFM and AC-90-105A.
For other than Part 91 (Part 91K, 121, 125, 135), you must have 'Operator Approval' from the FAA before selecting S1, S2, T1, or T2. See AC No: 90-105A and AC No: 90-101A
HOWEVER... Per AC No: 90-105A: "Pilots operating aircraft with an approved baro-VNAV system may continue to use their baro-VNAV system while executing U.S. RNP routes, DPs and STARs. Operators must ensure compliance with all altitude constraints as published in the procedure by reference to the barometric altimeter." ( i.e. you can still fly RNP SIDs/STARs/approaches in the U.S.)
Only select C1 RNAV 2 ALL, D1 RNAV 1 ALL, or O1 RNP1 ALL if you actually have GNSS, and DME/DME and DME/DME/IRU capability. If you are O1 (RNP1) this does not mean you are also RNP4 or RNP10 - Remember you need FAA Authorization for RNP designation If you are capable of LPV approaches (WAAS), this goes in the section below. Check the LPV checkbox.
Most modern larger GA business jets (i.e. most long range aircrft) with IRS and GPS will be B1, C1, and D1. Most modern GA business jets without IRS or INS (i.e. Citations, CL30, etc. with AHRS) but with GPS will be B2,B3,B4 - C2,C3 - D2, D3. Most GA Piston and Turboprops aircraft with GPS capable of RNAV SIDs & STARs will be B2, C2, D2. Most GA aircraft with GPS capability for enroute navigation (but not RNAV SIDs & STARs) would be be B2 and C2.
CPDLC (Controller Pilot Data Link Communication) - check the boxes that apply to your aircraft
If you don't know what this is, then you don't have it. Do not select any of the boxes. Having a SAT Phone does not mean you have CPDLC capabilities.
PBCS (Performance based Communications and Surveillance) - check the boxes that apply to your aircraft
This information would come from your datalink provider and would be specified in OpSpec/MSpec/LOA A056.
If you don't know what this is, then you don't have it. Do not select any of the boxes.
ACARS & SATCOM Communication Equipment - check the boxes that apply to your aircraft
If you don't know what this is, then you don't have it. Do not select any of the boxes. Having a SAT Phone does not mean you have SATCOM Communication Equipment.
Check the boxes that apply to your aircraft. If you don't know what this is, then you don't have it. Do not select the checkbox.
(VHF Radio, VOR, ILS)
|Selecting this item means your aircraft has a VHF communication radio, a VOR and ILS receiver. Select this box if the aircraft has all 3 of these items.|
|GBAS (A)||Ground Based Augmentation System|
|LPV (B)||Localizer Performance with Vertical guidance
LPV does not mean you have a localizer & Glide Slope.
LPV is a GPS (WAAS enabled) instrument approach procedures.
|Loran C (C)||A pre-GPS (Global Positioning System) form of area navigation using ground based stations.|
|DME (D)||Distance Measuring Equipment - displays distance from a VOR or distance during an ILS.|
|ADF (F)||Automatic Direction Finder|
|GPS (G)||Global Positioning System - satellite based area navigation system. Select this item only if your GPS system is approved for IFR.|
|HF (H)||High Frequency (communications radio) - used for voice (and other type) communication over long distances when VHF communications wouldn't work due to its "line of sight" limitation.|
|INS (I)||Inertial Navigation System - self contained navigation system.|
|MLS (K)||Microwave Landing System - precision landing system originally intended to replace or supplement the Instrument Landing System (ILS).|
|ILS (L)||Instrument Landing System - very common precision approach. Usually if you have a VOR, you have ILS capability also.|
|VOR (O)||Ground based VHF stations. Still very common for enroute and approach phases of flight.|
|TACAN (T)||navigation system used by military aircraft. It provides the user witha distance and bearing from a ground station. It is a more accurate version of the VOR/DME system that provides range and bearing information for civil aviation. At VORTAC facilities, the DME portion of the TACAN system is available for civil use. It's not very common in civil aircraft. Having a DME on board does not mean you have TACAN|
|UHF (U)||this box is referring to UHF (Ultra High Frequency) communications. Mostly found on military aircraft.|
|VHF (V)||stands for Very High Frequency and is also referring to communications radios on board the aircraft. VHF radios are the standard for civil aviation. It would be very unusual not to have this selected.|
|RVSM (W)||Reduced Vertical Separation Minimum - a Letter Of Authorization from the FAA is required for flight in RVSM airspace. Flight at altitudes between FL290 and FL410 in U.S. Domestic airspace require RVSM approval.|
|HLA (X)||High Level Airspace (formerly MNPS- Minimum Navigation Performance Specifications) - HLA is a type of airspace that requires mandatory carriage and proper use of a specified level of navigation equipment. HLA airspace is located over certain areas of the North Atlantic (NAT) and over Northern Canada. Generally, the altitudes are the same as RVSM airspace...FL290 to FL410. This authorization not only includes the equipment on the aircraft but sets flight crew "procedures" when in HLA (High Level Airspace).|
|.833 SPC (Y)||.833 Channel Spacing|
Are you kidding me! Do you have any 'offical' info on why we have to do ICAO 2012?
Yes, Please see: FAA Info 12018 dated 11/05/2012
I have no clue on what to enter. Can I call FltPlan.com for answers?
The simple answer is No. However if you send us an email with your username and which aircraft (tail number) your are working on, we will try to help. Since we do not have access to your aircraft or documentation, our answers will be limited to what you tell us. Please include a phone number in case we need to contact you directly. In many cases, a call to your avionics dealer / manufacturer that installed the equipment may provide the answer you are looking for.
But what if I call you anyway. Will you help me?
No. We will tell you to send an email (see above).
Can I still file a Domestic Format flight plan if flying within the U.S., and what are the down sides?
Yes, you can still file Domestic Format, however (especially for turbine aircraft flying out of busier airports), your flight may experience some delays because of manual coordination required for processing your flight plan for RNAV Departure/Enroute/Arrival procedures. To quote the FAA, "The original National Airspace System (aka Domestic Format) flight plan is still available for limited technology domestic operation" Don't be known as the guy that flies a 'limited technology' aircraft. Enter your ICAO 2012 Data!
If I fly a small piston aircraft without any fancy equipment, can I just use Domestic Format for international flights to the Bahamas (or Canada or Mexico)?
No. If you are flying international (regardless of aircraft type), you must use ICAO 2012 Format.
I will not be flying international. Does this change apply to flying within the U.S.?
Yes it does. If you do not use ICAO 2012 Format after November 15th 2012, you will not be eligible for automatic assignment of RNAV Routes (T and Q Routes) and RNAV SIDs & STARs (domestic or International)
I have ADS-B on my iPad. Should I include that in my ICAO data?
No. iPad capabilities do not count.
Why don't you have better/more information available?
Every aircraft is different. It is difficult for us to make blanket statements about what you should enter without knowing your circumstances. In reality, if you follow the advise of "if you don't know what the item is, then leave it blank", things will go quite smoothly. If you've never heard of MLS or GBAS or LPV, then read the short description and if you still don't know what it is, then we're pretty sure you don't have that equipment. Leave it blank.
If you do know that you have the capability (ACARS, SATCOM, RNP etc.) but don't know which boxes to select, then this is a different story. If you tell us some info, we can probably help. Remember, FltPlan.com has over 150,000 pilots using us (that's a lot of questions!). so first try doing some internet searching that pertains to your circumstance. If you still can't figure it out, then send us an email.
I need clarification on transponder codes. Under /H Mode S ACFT ID, Enhanced Surveillance: What is "Enhanced Surveillance?"
Additionally, what is "Extended Squitter and the other codes? Are these only for ADS? Should we be using /H or /S?
"Enhanced Surveillance" is added info that is broadcasted from your Transponder, including vertical intent, track & turn, and heading & speed "Extended Squitter" is for ADS-B Out. We would not know whether you should use /H or /S, since we don't know what the capabilities of your transponder is. We suggest you check with your avionics shop and see if you have a transponder with Enhanced Surveillance or Extended Squitter. Then find the correct code in the transponder drop-down selection box.
We have an onboard FMS system (dual) with GPS, DME/DME, VOR/DME. We do not have INS, IRS, IRU, or LORAN. What should I enter?
Based on your info, under the 'RNAV & RNP Equipment' section, you would be: B2, B3, B4 - C2,C3 - D2, D3
What does the A's, B's, C's and D's mean in the 'RNAV & RNP Equipment' section?
A1 is for RNP10. - you would need a Letter of Authorization for any RNP operations. No LOA...No RNP checkboxes.
The B's are for RNAV 5 capability (accuracy with 5 nm)
The C's are for RNAV 2 capability (accuracy within 2nm)
The D's are for RNAV 1 capabilities (accuracy within 1nm)
The B's and C's are for enroute.
The D's are for RNAV SIDs and STARs
Why is there a "Z" in my equipment code
"Z" is shown when the NAV/ identifier (i.e. NAV/RNVD1E2A1) is used in item 18. The NAV/ is for U.S. processing of flight plans.
I fly "Lifeguard" flights and have been using the notation LNxxxxx through fltplan.com when I file. With ICAO 2012, I understand that now we need to have "STS/MEDEVAC" in item 18. How do I do this?
Just keep using LNxxxxx when creating a flight plan. This is still being recognized by the FAA, and in addition, FltPlan.com will automatically add the notation STS/MEDEVAC in item 18 of the ICAO Format flight plan, when we see the LNxxxxx. Simply put, when using FltPlan.com all you need to do is use the LNxxxx notation.
What does 'NAV/RNVD1E2A1' mean in item 18
NAV/D1E2A1 means you can fly RNAV Departure SIDs with 1nm accuracy, Enroute 2nm accuracy (T Routes and Q Routes), and RNAV Arrival STARs with 1nm accuracy requirements. This is specific to the U.S.
According to our avionics supplement, our aircraft is capable of RNP 10, . Can we select RNP10?
"Capable" is not the same as "Authorized". If you are not authorized for RNP10 (or RNP4 or RNP1), then do not select it. You would need a LOA for RNP 10 airspace.
We carry a Sat phone on the aircraft; should we include this in the 'ACARS & SATCOM Communication Equipment' section?
No. Having a SAT Phone does not mean you have SATCOM Communication Equipment.
I have GPS, is that the same as GNSS?
Yes. Same thing. GNSS stands for Global Navigation Satellite System and is the standard generic term for satellite navigation systems. The term GPS is specific to the United States's GNSS system. Europe has Galileo, and Russia has GLONASS.
Does anyone really know what all the letters mean or what's supposed to be entered?
We doubt it; except possibly the people that came up with ICAO 2012. And don't blame the FAA. This is ICAO (International Civil Aviation Organization).
What's the most important thing I shoud check with my ICAO data?
Verify the RVSM checkbox is correctly selected (or unselected) If you check the RVSM checkbox, and your not RVSM certified, you can end up in RVSM airspace, and shortly thereafter in a phone conversation with an FAA inspector looking to violate you. Don't go into RVSM airspace unless you and your plane are RVSM certified, regardless of whether the controller clears you there.