IFR Flight

Sources of Flight Planning Information 

The following resources are available for a pilot planning a flight conducted under IFR.
National Aeronautical Navigation Products (AeroNav Products) Group publications:
• IFR en route charts
• Area charts
• United States Terminal Procedures Publications (TPP)

The Federal Aviation Administration (FAA) publications:
• Aeronautical Information Manual (AIM)
• Airport/Facility Directory (A/FD)
• Notices to Airmen Publication (NTAP) for flight planning in the National Airspace System (NAS)

Pilots should also consult the Pilot’s Operating Handbook/ Airplane Flight Manual (POH/AFM) for flight planning information pertinent to the aircraft to be flown. A review of the contents of all the listed publications helps determine which material should be referenced for each flight.  As a pilot becomes more familiar with these publications, the flight planning process becomes quicker and easier.

Aeronautical Information Manual (AIM) 
The AIM provides the aviation community with basic flight information and air traffic control (ATC) procedures used in the United States NAS. An international version called the Aeronautical Information Publication contains parallel information, as well as specific information on the international airports used by the international community.

Airport/Facility Directory (A/FD)
The A/FD contains information on airports, communications, and navigation aids (NAVAIDs) pertinent to IFR flight. It also includes very-high frequency omnidirectional range (VOR) receiver checkpoints, flight service station (FSS), weather service telephone numbers, and air route traffic control center (ARTCC) frequencies. Various special notices essential to flight are also included, such as landand-hold-short operations (LAHSO) data, the civil use of military fields, continuous power facilities, and special flight procedures.

In the major terminal and en route environments, preferred routes have been established to guide pilots in planning their routes of flight, to minimize route changes, and to aid in the orderly management of air traffic using the Federal airways. The A/FD lists both high and low altitude preferred routes.


Notices to Airmen Publication (NTAP)
The NTAP is a publication containing current Notices to Airmen (NOTAMs) that are essential to the safety of flight, as well as supplemental data affecting the other operational publications listed. It also includes current Flight Data Center (FDC) NOTAMs, which are regulatory in nature, issued to establish restrictions to flight or to amend charts or published instrument approach procedures (IAPs).

POH/AFM
The POH/AFM contain operating limitations, performance, normal and emergency procedures, and a variety of other operational information for the respective aircraft. Aircraft manufacturers have done considerable testing to gather and substantiate the information in the aircraft manual. Pilots should refer to it for information relevant to a proposed flight.

IFR Flight Plan 
As specified in Title 14 of the Code of Federal Regulations (14 CFR) part 91, no person may operate an aircraft in controlled airspace under IFR unless that person has filed an IFR flight plan. Flight plans may be submitted to the nearest FSS or air traffic control tower (ATCT) either in person, by telephone (1-800-WX-BRIEF), by computer (using the direct user access terminal system (DUATS)), 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. The AIM provides guidance for completing and filing FAA Form 7233-1, Flight Plan. These forms are available at flight service stations (FSSs) and are generally found in flight planning rooms at airport terminal buildings. [Figure 10-1]

Filing in Flight 
IFR flight plans may be filed from the air under various conditions, including:
1. A flight outside controlled airspace before proceeding into IFR conditions in controlled airspace.
2. A visual flight rules (VFR) flight expecting IFR weather conditions en route in controlled airspace.

In either of these situations, the flight plan may be filed with the nearest FSS or directly with the ARTCC. A pilot who files with the FSS submits the information normally entered during preflight filing, except for “point of departure,” together with present position and altitude. FSS then relays this information to the ARTCC. The ARTCC then clears the pilot from present position or from a specified navigation fix.

A pilot who files directly with the ARTCC reports present position and altitude, and submits only the flight plan information normally relayed from the FSS to the ARTCC. Be aware that traffic saturation frequently prevents ARTCC personnel from accepting flight plans by radio. In such cases, a pilot is advised to contact the nearest FSS to file the flight plan.

Cancelling IFR Flight Plans 
An IFR flight plan may be cancelled any time a pilot is operating in VFR conditions outside Class A airspace by stating “cancel my IFR flight plan” to the controller or air-toground station. After cancelling an IFR flight plan, the pilot should change to the appropriate air-to-ground frequency, transponder code as directed, and VFR altitude/flight level.

ATC separation and information services (including radar services, where applicable) are discontinued when an IFR flight plan is cancelled. If VFR radar advisory service is desired, a pilot must specifically request it. Be aware that other procedures may apply when cancelling an IFR flight plan within areas such as Class C or Class B airspace.

When operating on an IFR flight plan to an airport with an operating control tower, a flight plan is cancelled automatically upon landing. If operating on an IFR flight plan to an airport without an operating control tower, the pilot is responsible for cancelling the flight plan. This can be done by telephone after landing if there is no operating FSS or other means of direct communications with ATC. When there is no FSS or air-to-ground communications are not possible below a certain altitude, a pilot may cancel an IFR flight plan while still airborne and able to communicate with ATC by radio. If using this procedure, be certain the remainder of the flight can be conducted under VFR. It is essential that IFR flight plans be cancelled expeditiously. This allows other IFR traffic to utilize the airspace.


Clearances 
An ATC clearance allows an aircraft to proceed under specified traffic conditions within controlled airspace for the purpose of providing separation between known aircraft. A major contributor to runway incursions is lack of communication with ATC and not understanding the instructions that they give. The primary way the pilot and ATC communicate is by voice. The safety and efficiency of taxi operations at airports with operating control towers depend on this communication loop. ATC uses standard phraseology and require readbacks and other responses from the pilot in order to verify that clearances and instructions are understood. In order to complete the communication loop, the controllers must also clearly understand the pilot’s readback and other responses. Pilots can help enhance the controller’s understanding by responding appropriately and using standard phraseology. Regulatory requirements, the AIM, approved flight training programs, and operational manuals provide information for pilots on standard ATC phraseology and communications requirements

Examples

A flight filed for a short distance at a relatively low altitude in an area of low traffic density might receive a clearance as follows:

“Cessna 1230 Alpha, cleared to Doeville airport direct, cruise 5,000.” 

The term “cruise” in this clearance means a pilot is authorized to fly at any altitude from the minimum IFR altitude up to and including 5,000 feet and may level off at any altitude within this block of airspace. A climb or descent within the block may be made at the pilot’s discretion. However, once a pilot reports leaving an altitude within the block, the pilot may not return to that altitude without further ATC clearance

When ATC issues a cruise clearance in conjunction with an unpublished route, an appropriate crossing altitude is specified to ensure terrain clearance until the aircraft reaches a fix, point, or route where the altitude information is available. The crossing altitude ensures IFR obstruction clearance to the point at which the aircraft enters a segment of a published route or IAP.

Once a flight plan is filed, ATC issues the clearance with appropriate instructions, such as the following:

 “Cessna 1230 Alpha is cleared to Skyline airport via the Crossville 055 radial, Victor 18, maintain 5,000. Clearance void if not off by 1330.” 

Or a more complex clearance, such as:

“Cessna 1230 Alpha is cleared to Wichita Midcontinent airport via Victor 77, left turn after takeoff, proceed direct to the Oklahoma City VORTAC. Hold west on the Oklahoma City 277 radial, climb to 5,000 in holding pattern before proceeding on course. Maintain 5,000 to CASHION intersection. Climb to and maintain 7,000. Departure control frequency will be 121.05, Squawk 0412.”

C    Wichita Midcontinent airport via Victor 77,
R     left turn after takeoff, proceed direct to the Oklahoma City VORTAC. Hold west on the                   Oklahoma City 277 radial,
A    climb to 5,000 in holding pattern before proceeding on course. Maintain 5,000 to CASHION                intersection. Climb to and maintain 7,000.
F   121.05
T   0412


Clearance delivery may issue the following “abbreviated clearance” which includes a departure procedure (DP): 

“Cessna 1230 Alpha, cleared to La Guardia as filed, RINGOES 8 departure Phillipsburg transition, maintain 8,000. Departure control frequency will be 120.4, Squawk 0700.” 

This clearance may be readily copied in shorthand as follows: “CAF RNGO8 PSB M80 DPC 120.4 SQ 0700.”

The information contained in this DP clearance is abbreviated using clearance shorthand (see appendix 1). The pilot should know the locations of the specified navigation facilities, together with the route and point-to-point time, before accepting the clearance.

The DP enables a pilot to study and understand the details of a departure before filing an IFR flight plan. It provides the information necessary to set up communication and navigation equipment and be ready for departure before requesting an IFR clearance.

Once the clearance is accepted, a pilot is required to comply with ATC instructions. A clearance different from that issued may be requested if the pilot considers another course of action more practicable or if aircraft equipment limitations or other considerations make acceptance of the clearance inadvisable.

A pilot should also request clarification or amendment, as appropriate, any time a clearance is not fully understood or considered unacceptable for safety of flight. The pilot is responsible for requesting an amended clearance if ATC issues a clearance that would cause a pilot to deviate from a rule or regulation or would place the aircraft in jeopardy.

Clearance Separations

ATC provides the pilot on an IFR clearance with separation from other IFR traffic. This separation is provided:

1. Vertically—by assignment of different altitudes.
2. Longitudinally—by controlling time separation between aircraft on the same course.
3. Laterally—by assignment of different flightpaths.
4. By radar—including all of the above.

ATC does not provide separation for an aircraft operating:
1. Outside controlled airspace.
2. On an IFR clearance:
    a) With “VFR-On-Top” authorized instead of a specific assigned altitude.
    b) Specifying climb or descent in “VFR conditions.”
    c) At any time in VFR conditions, since uncontrolled VFR flights may be operating in the same    airspace

In addition to heading and altitude assignments, ATC occasionally issues speed adjustments to maintain the required separations.
For example:

“Cessna 30 Alpha, slow to 100 knots.” 

A pilot who receives speed adjustments is expected to maintain that speed plus or minus 10 knots. If for any reason the pilot is not able to accept a speed restriction, the pilot should advise ATC.

At times, ATC may also employ visual separation techniques to keep aircraft safely separated. A pilot who obtains visual contact with another aircraft may be asked to maintain visual separation or to follow the aircraft.
For example:

“Cessna 30 Alpha, maintain visual separation with that traffic, climb and maintain 7,000.” 

The pilot’s acceptance of instructions to maintain visual separation or to follow another aircraft is an acknowledgment that the aircraft is maneuvered as necessary to maintain safe separation. It is also an acknowledgment that the pilot accepts the responsibility for wake turbulence avoidance.

In the absence of radar contact, ATC relies on position reports to assist in maintaining proper separation. Using the data transmitted by the pilot, the controller follows the progress of each flight. ATC must correlate the pilots’ reports to provide separation; therefore, the accuracy of each pilot’s report can affect the progress and safety of every other aircraft operating in the area on an IFR flight plan.

Departure Procedures (DPs) 
Instrument departure procedures are preplanned IFR procedures that provide obstruction clearance from the terminal area to the appropriate en route structure and provide the pilot with a way to depart the airport and transition to the en route structure safely. Pilots operating under 14 CFR part 91 are strongly encouraged to file and fly a DP when one is available. [Figure 10-2]

There are two types of DPs: Obstacle Departure Procedures (ODP), printed either textually or graphically, and Standard Instrument Departures (SID), always printed graphically. All DPs, either textual or graphic, may be designed using either conventional or area navigation (RNAV) criteria. RNAV procedures have RNAV printed in the title (e.g., SHEAD TWO DEPARTURE (RNAV)).

Obstacle Departure Procedures (ODP) 
ODPs provide obstruction clearance via the least onerous route from the terminal area to the appropriate en route structure. ODPs are recommended for obstruction clearance and may be flown without ATC clearance unless an alternate departure procedure (SID or radar vector) has been specifically assigned by ATC. Graphic ODPs have (OBSTACLE) printed in the procedure title (e.g., GEYSR THREE DEPARTURE (OBSTACLE), CROWN ONE DEPARTURE (RNAV)(OBSTACLE)).

Standard Instrument Departures 
SIDs are ATC procedures printed for pilot/controller use in graphic form to provide obstruction clearance and a transition from the terminal area to the appropriate en route structure. SIDs are primarily designed for system enhancement and to reduce pilot/controller workload. ATC clearance must be received prior to flying a SID.

ODPs are found in section C of each booklet published regionally by the AeroNav Products, TPP, along with “IFR Take-off Minimums” while SIDs are collocated with the approach procedures for the applicable airport. Additional information on the development of DPs can be found in paragraph 5-2-7 of the AIM. However, the following points are important to remember.

1. The pilot of IFR aircraft operating from locations where DP procedures are effective may expect an ATC clearance containing a DP. The use of a DP requires pilot possession of at least the textual description of the approved DP.

2. If a pilot does not possess a preprinted DP or for any other reason does not wish to use a DP, he or she is expected to advise ATC. Notification may be accomplished by filing “NO DP” in the remarks section of the filed flight plan or by advising ATC.

3. If a DP is accepted in a clearance, a pilot must comply with it.

Radar-Controlled Departures 
On IFR departures from airports in congested areas, a pilot normally receives navigational guidance from departure control by radar vector. When a departure is to be vectored immediately following takeoff, the pilot is advised before takeoff of the initial heading to be flown. This information is vital in the event of a loss of two-way radio communications during departure.

The radar departure is normally simple. Following takeoff, contact departure control on the assigned frequency when advised to do so by the control tower. At this time, departure control verifies radar contact and gives headings, altitude, and climb instructions to move an aircraft quickly and safely out of the terminal area. A pilot is expected to fly the assigned headings and altitudes until informed by the controller of the aircraft’s position with respect to the route given in the clearance, whom to contact next, and to “resume own navigation.”

Departure control provides vectors to either a navigation facility, or an en route position appropriate to the departure clearance, or transfer to another controller with further radar surveillance capabilities. [Figure 10-2]

A radar controlled departure does not relieve the pilot of responsibilities as pilot-in-command. Be prepared before takeoff to conduct navigation according to the ATC clearance with navigation receivers checked and properly tuned. While under radar control, monitor instruments to ensure continuous orientation to the route specified in the clearance and record the time over designated checkpoints.