Enroute terminal delay at one airport

NOTE- Alaska only: 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.

NOTE- FAA and DOD Flight Plan Forms are equivalent. Where the FAA specifies Form 7233-1, Domestic Flight Plan, and FAA Form 7233-4, International Flight Plan, the DOD may substitute their Form DD 175, Military Flight Plan and Form DD-1801, DOD International Flight Plan as necessary. NAS automation systems process and convert data in the same manner, although for computer acceptance, input fields may be adjusted to follow FAA format.

NOTE- Domestic Notices and International Notices 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 Federal NOTAM System (FNS) NOTAM Search External links or Air Traffic Plans and Publications website prior to calling. Airway NOTAM s, procedural NOTAM s, and NOTAM s that are general in nature and not tied to a specific airport/facility (for example, flight advisories and restrictions, open duration special security instructions, and special flight rules areas) are briefed solely by pilot request. Remember to ask for these notices if you have not already reviewed this information, and to request all pertinent NOTAM s specific to your flight.

1. Type of flight planned; e.g., VFR or IFR.
2. Aircraft 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 .

1. Pilots should begin planning for cold temperature operations during the preflight planning phase. Cold temperatures produce barometric altimetry errors, which affect instrument flight procedures. There are currently two temperature limitations that may be published in the notes box of the middle briefing strip on an instrument approach procedure ( IAP ). The two published temperature limitations are:
   1. A temperature range limitation associated with the use of baro-VNAV that may be published on a United States PBN IAP titled RNAV ( GPS ) or RNAV (RNP); and/or
   2. A Cold Temperature Airport ( CTA ) limitation designated by a snowflake ICON and temperature in Celsius (C) that is published on every IAP for the airfield.
   1. When using baro-VNAV with an aircraft that does not have an automated temperature compensating function, pilots should plan to use the appropriate minima and/or IAP .
   2. The RNAV (RNP) procedure may not be accomplished without an approved automated temperature compensating function if the temperature is outside of the baro-VNAV temperature range limitation.

   Pilots should review the operating procedures for the aircraft's temperature compensating system when planning to use the system for any cold temperature corrections. Any planned altitude correction for the intermediate and/or missed approach holding segments must be coordinated with ATC. Pilots do not have to advise ATC of a correction in the final segment.

   NOTE- The charted baro-VNAV temperature range limitation does not apply to pilots operating aircraft with an airworthiness approval to conduct an RNAV ( GPS ) approach to LNAV/VNAV minimums with the use of SBAS vertical guidance.

   REFERENCE- AIP, ENR 1.8, Cold Temperature Barometric Altimeter Errors, Setting Procedures and Cold Temperature Airports ( CTA ).

   1. 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 briefing and check NOTAM s. Prior to every flight, pilots should gather all information vital to the nature of the flight. Pilots can receive a regulatory compliant briefing without contacting Flight Service. Pilots are encouraged to use automated resources and review AC 91-92, Pilot's Guide to a Preflight Briefing, for more information. NOTAM s are available online from the Federal NOTAM System (FNS) NOTAM Search website (https://notams.aim.faa.gov/notamSearch/), private vendors, or on request from Flight Service.
      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. Pilots can file flight plans either by using a website or by calling Flight Service. Flight planning applications are also available to file, activate, and close VFR flight plans.
      3. Use current charts.
      4. Use the navigation aids. Practice maintaining a good course by keeping the needle centered.
      5. Maintain a constant altitude appropriate for direction of flight.
      6. Estimate en route position times.
      7. Make accurate and frequent position reports to the FSS s along your route of flight.
      1. The NOTAM System provides pilots with time critical aeronautical information that is temporary, or information to be published on aeronautical charts at a later date, or information from another operational publication. The NOTAM is cancelled when the information in the NOTAM is published on the chart or when the temporary condition is returned to normal status. NOTAM s may be disseminated up to 7 days before the start of activity. Pilots can access NOTAM information online via NOTAM Search at: https://notams.aim.faa.gov/notamSearch/ or from an FSS .
         1. 14 CFR § 91.103, Preflight Action directs pilots to become familiar with all available information concerning a planned flight prior to departure, including NOTAM s. Pilots may change their flight plan based on available information. Current NOTAM information may affect:
            1. Aerodromes.
            2. Runways, taxiways, and ramp restrictions.
            3. Obstructions.
            4. Communications.
            5. Airspace.
            6. Status of navigational aids or radar service availability.
            7. Other information essential to planned en route, terminal, or landing operations.

            NOTE- NOTAM information is transmitted using ICAO contractions to reduce transmission time. See TBL ENR 1.10-2 for a listing of the most commonly used contractions, or go online to the following URL: https://www.notams.faa.gov/downloads/contractions.pdf. For a complete listing of approved NOTAM Contractions, see FAA JO Order 7340.2, Contractions.

            NOTE- Unless associated with a known testing NOTAM , pilots should report GPS anomalies, including degraded operation and/or loss of service, as soon as possible via radio or telephone, and via the GPS Anomaly Reporting Form . (See ENR 4.1-22.)

            1. NOTAM (D) information is disseminated for all navigational facilities that are part of the National Airspace System ( NAS ), all public use aerodromes, seaplane bases, and heliports listed in the Chart Supplement. NOTAM (D) information includes taxiway closures, personnel and equipment near or crossing runways, and airport lighting aids that do not affect instrument approach criteria (i.e., VGSI). All NOTAM Ds must have one of the keywords listed in TBL ENR 1.10-1, as the first part of the text after the location identifier. These keywords categorize NOTAM Ds by subject, for example, APRON (ramp), RWY (runway), SVC (Services), etc. There are several types of NOTAM Ds:
               1. Aerodrome activity and conditions, to include field conditions.
               2. Airspace to include CARF, SUA, and general airspace activity like UAS or pyrotechnics.
               3. Visual and radio navigational aids.
               4. Communication and services.
               5. Pointer NOTAM s. NOTAM s issued to point to additional aeronautical information. When pointing to another NOTAM , the keyword in the pointer NOTAM must match the keyword in the original NOTAM . Pointer NOTAM s should be issued for, but are not limited to, TFRs, Airshows, Temporary SUA, major NAS system interruptions, etc.
               6. NOTAM Ds that crossover into International NOTAM s. These NOTAM s contain the same data as NOTAM Ds, only they are referenced differently. They are categorized, stored, and issued with a series letter preceding them and are distributed via Service A to countries requesting NOTAM s for that airport. The FAA currently uses the Series A (and may use Series K) for this type of NOTAM .
               1. Amendments to published IAP s and other current aeronautical charts.
               2. Temporary Flight Restrictions (TFRs) restrict entrance to a certain airspace at a certain time, however, some TFRs provide relief if ATC permission is given to enter the area when requested. Online preflight resources for TFRs provide graphics and plain language interpretations.
               3. High barometric pressure warning.
               4. Laser light activity.
               5. ADS-B , TIS-B , and FIS-B service availability.
               6. Satellite-based systems such as WAAS or GPS .
               7. Special Notices.
               1. International NOTAM s are published in ICAO format per Annex 15 and distributed to multiple countries. International NOTAM s issued by the U.S. NOTAM Office use Series A followed by 4 sequential numbers, a slant “/” and a 2-digit number representing the year the NOTAM was issued. International NOTAM s basically duplicate data found in a U.S. Domestic NOTAM .
               2. Not every topic of a U.S. Domestic NOTAM is issued as an International NOTAM by the U.S. The U.S. International NOTAM will be linked to the appropriate U.S. Domestic NOTAM when possible.
               3. International NOTAM s received by the FAA from other countries are stored in the U.S. NOTAM System.
               4. The International NOTAM format includes a “Q” Line that can be easily read/parsed by a computer and allows the NOTAM to be displayed digitally.
                  1. Field A: ICAO location identifier or FIR affected by the NOTAM .
                  2. Field B: Start of Validity.
                  3. Field C: End of Validity (both in [Year][Month][Day][Hour][Minute] format).
                  4. Field D: (when present) Schedule.
                  5. Field E: Full NOTAM description.
                  6. Field F: (when present) Lowest altitude, or “SFC.”
                  7. Field G: (when present) Highest altitude, or “UNL.”
                  TBL ENR 1.10-1
                  NOTAM Keywords

                  Keyword	Definition
                  RWY Example	Runway !BNA BNA RWY 18/36 CLSD YYMMDDHHMM-YYMMDDHHMM
                  TWY Example	Taxiway !BTV BTV TWY C EDGE LGT OBSC YYMMDDHHMM-YYMMDDHHMM
                  APRON Example	Apron/Ramp !BNA BNA APRON NORTH APN E 100FT CLSD YYMMDDHHMM-YYMMDDHHMM
                  AD Example	Aerodrome !BET BET AD AP ELK NEAR MOVEMENT AREAS YYMMDDHHMM-YYMMDDHHMM
                  OBST Example	Obstruction !SJT SJT OBST MOORED BALLOON WI AN AREA DEFINED AS 1NM RADIUS OF SJT 2430FT (510FT AGL) FLAGGED YYMMDDHHMM-YYMMDDHHMM
                  NAV Example	Navigation Aids !SHV SHV NAV ILS RWY 32 110.3 COMMISSIONED YYMMDDHHMM-PERM
                  COM Example	Communications !INW INW COM REMOTE COM OUTLET 122.6 U/S YYMMDDHHMM-YYMMDDHHMM EST (Note* EST will auto cancel)
                  SVC Example	Services !ROA ROA SVC TWR COMMISSIONED YYMMDDHHMM-PERM
                  AIRSPACE Example	Airspace !MHV MHV AIRSPACE AEROBATIC ACFT WI AN AREA DEFINED AS 4.3NM RADIUS OF MHV 5500FT-10500FT AVOIDANCE ADZ CTC JOSHUA APP DLY YYMMDDHHMM-YYMMDDHHMM
                  ODP Example	Obstacle Departure Procedure !FDC 2/9700 DIK ODP DICKINSON - THEODORE ROOSEVELT RGNL, DICKINSON, ND. TAKEOFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES AMDT 1. DEPARTURE PROCEDURE: RWY 25, CLIMB HEADING 250 TO 3500 BEFORE TURNING LEFT. ALL OTHER DATA REMAINS AS PUBLISHED. THIS IS TAKEOFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES, AMDT 1A. YYMMDDHHMM-PERM
                  SID Example	Standard Instrument Departure !FDC x/xxxx DFW SID DALLAS/FORT WORTH INTL, DALLAS, TX. PODDE THREE DEPARTURE. CHANGE NOTES TO READ: RWYS 17C/R, 18L/R: DO NOT EXCEED 240KT UNTIL LARRN. RWYS 35L/C, 36L/R: DO NOT EXCEED 240KT UNTIL KMART YYMMDDHHMM-YYMMDDHHMM
                  STAR Example	Standard Terminal Arrival !FDC x/xxxx DCA STAR RONALD REAGAN WASHINGTON NATIONAL, WASHINGTON, DC. WZRRD TWO ARRIVAL. SHAAR TRANSITION: ROUTE FROM DRUZZ INT TO WZRRD INT NOT AUTHORIZED. AFTER DRUZZ INT EXPECT RADAR VECTORS TO AML VORTAC YYMMDDHHMM-YYMMDDHHMM
                  CHART Example	Chart !FDC 2/9997 DAL IAP DALLAS LOVE FIELD, DALLAS, TX. ILS OR LOC RWY 31R, AMDT 5. CHART NOTE: SIMULTANEOUS APPROACH AUTHORIZED WITH RWY 31L. MISSED APPROACH: CLIMB TO 1000 THEN CLIMBING RIGHT TURN TO 5000 ON HEADING 330 AND CVE R-046 TO FINGR INT/CVE 36.4 DME AND HOLD. CHART LOC RWY 31L. THIS IS ILS OR LOC RWY 31R, AMDT 5A. YYMMDDHHMM-PERM
                  DATA Example	Data !FDC 2/9700 DIK ODP DICKINSON - THEODORE ROOSEVELT RGNL, DICKINSON, ND. TAKEOFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES AMDT 1. DEPARTURE PROCEDURE: RWY 25, CLIMB HEADING 250 TO 3500 BEFORE TURNING LEFT. ALL OTHER DATA REMAINS AS PUBLISHED. THIS IS TAKEOFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES, AMDT 1A. YYMMDDHHMM-PERM
                  IAP Example	Instrument Approach Procedure !FDC 2/9997 DAL IAP DALLAS LOVE FIELD, DALLAS, TX. ILS OR LOC RWY 31R, AMDT 5. CHART NOTE: SIMULTANEOUS APPROACH AUTHORIZED WITH RWY 31L. MISSED APPROACH: CLIMB TO 1000 THEN CLIMBING RIGHT TURN TO 5000 ON HEADING 330 AND CVE R-046 TO FINGR INT/CVE 36.4 DME AND HOLD. CHART LOC RWY 31L. THIS IS ILS OR LOC RWY 31R, AMDT 5A. YYMMDDHHMM-PERM
                  VFP Example	Visual Flight Procedures !FDC X/XXXX JFK VFP JOHN F KENNEDY INTL, NEW YORK, NY. PARKWAY VISUAL RWY 13L/R, ORIG. WEATHER MINIMUMS 3000 FOOT CEILING AND 3 MILES VISIBILITY. YYMMDDHHMM-YYMMDDHHMM
                  ROUTE Example	Route !FDC x/xxxx ZFW ROUTE ZFW ZKC. V140 SAYRE (SYO) VORTAC, OK TO TULSA (TUL) VORTAC, OK MEA 4300. YYMMDDHHMM-YYMMDDHHMM EST
                  SPECIAL Example	Special !FDC x/xxxx JNU SPECIAL JUNEAU INTERNATIONAL, JUNEAU, AK. LDA-2 RWY 8 AMDT 9 PROCEDURE TURN NA. YYMMDDHHMM-YYMMDDHHMM
                  SECURITY Example	Security !FDC x/xxxx FDC . SPECIAL NOTICE. THIS IS A RESTATEMENT OF A PREVIOUSLY ISSUED ADVISORY NOTICE. IN THE INTEREST OF NATIONAL SECURITY AND TO THE EXTENT PRACTICABLE, PILOTS ARE STRONGLY ADVISED TO AVOID THE AIRSPACE ABOVE, OR IN PROXIMITY TO SUCH SITES AS POWER PLANTS (NUCLEAR, HYDRO-ELECTRIC, OR COAL), DAMS, REFINERIES, INDUSTRIAL COMPLEXES, MILITARY FACILITIES AND OTHER SIMILAR FACILITIES. PILOTS SHOULD NOT CIRCLE AS TO LOITER IN THE VICINITY OVER THESE TYPES OF FACILITIES.
                  GPS TESTING Example	Global Positioning System Testing !GPS 01/028 ZAB NAV GPS (YPG_AZ GPS 21-06)(INCLUDING WAAS, GBAS, AND ADS-B) MAYNOT BE AVBL WI A276NM RADIUS CENTERED AT 332347N1142221W (BLH108023) FL400-UNL, 232NM RADIUS AT FL250, 164NM RADIUS AT 100000FT 160NM RADIUS AT 4000FT AGL 126NM RADIUS AT 50FT AGL DLY 1830-2230 2101281830-2101292230
                  PRN (GPS) Example	Pseudo-random noise code used differentiate GPS satellites. This code allows any receiver to identify exactly which satellite(s) it is receiving. !GPS GPS NAV PRN 16 U/S 2109231600-2109242300EST

                  TBL ENR 1.10-2
                  Contractions Commonly Found in NOTAMs

                  A
                  ABN	Aerodrome Beacon
                  ACFT	Aircraft
                  ACT	Active
                  ADJ	Adjacent
                  AGL	Above Ground Level
                  ALS	Approach Light System
                  AP	Airport
                  APN	Apron
                  APP	Approach control office or approach control or approach control service
                  ARST	Arresting (specify (part of) aircraft arresting equipment)
                  ASDA	Accelerate Stop Distance Available
                  ASPH	Asphalt
                  AUTH	Authorized or authorization
                  AVBL	Available or availability
                  AVGAS	Aviation gasoline
                  AWOS	Automatic Weather Observing System
                  AZM	Azimuth
                  B
                  BA	Braking action
                  BCN	Beacon (aeronautical ground light)
                  BCST	Broadcast
                  BDRY	Boundary
                  BLDG	Building
                  BLW	Below
                  BTN	Between
                  C
                  C	Center (preceded by runway designator number to identify a parallel runway)
                  CD	Clearance delivery
                  CIV	Civil
                  CL	Centerline
                  CLSD	Close or closed or closing
                  COM	Communication
                  CONC	Concrete
                  COND	Condition
                  CONS	Continuous
                  CONST	Construction or constructed
                  CPDLC	Controller Pilot Data Link Communications
                  CTC	Contact
                  CUST	Customs
                  D
                  DA	Decision altitude
                  DEG	Degrees
                  DEP	Depart or Departure
                  DER	Departure end of the runway
                  DH	Decision Height
                  DIST	Distance
                  DLY	Daily
                  DP	Dew Point Temperature
                  DPT	Depth
                  DTHR	Displaced Runway Threshold
                  E
                  E	East or eastern longititude
                  EB	Eastbound
                  EMERG	Emergency
                  ENE	East-northeast
                  EQPT	Equipment
                  ESE	East-southeast
                  EST	Estimate or estimated or estimation (message type designator)
                  EXC	Except
                  F
                  FL	Flight level
                  FREQ	Frequency
                  FRI	Friday
                  FSS	Flight Service Station
                  FST	First
                  FT	Feet (dimensional unit)
                  G
                  G	Green
                  GA	General aviation
                  GLD	Glider
                  GND	Ground
                  GP	Glide Path
                  GRVL	Gravel
                  H
                  HEL	Helicopter
                  HGT	Height or height above
                  HLDG	Holding
                  HLP	Heliport
                  HVY	Heavy
                  I
                  IFR	Instrument Flight Rules
                  ILS	Instrument Landing System
                  IM	Inner Marker
                  INOP	Inoperative
                  INT	Intersection
                  K
                  KT	Knots
                  L
                  L	Left (preceded by runway designator number to identify a parallel runway)
                  LAT	Latitude
                  LDA	Landing Distance Available
                  LDG	Landing
                  LEN	Length
                  LGT	Light or lighting
                  LGTD	Lighted
                  LOC	Localizer
                  LONG	Longitude
                  M
                  MAINT	Maintenance
                  MBST	Microburst
                  MIL	Military
                  MIN	Minutes
                  MNT	Monitor or monitoring or monitored
                  MON	Monday
                  MOV	Move or moving or movement
                  N
                  N	North
                  NAVAID	Navigational aid
                  NB	Northbound
                  NDB	Nondirectional Radio Beacon
                  NE	Northeast
                  NEB	Northeast bound
                  NM	Nautical Mile/s
                  NNE	North-northeast
                  NNW	North-northwest
                  NOV	November
                  NW	Northwest
                  NWB	Northwest bound
                  O
                  OBSC	Obscure or obscured or obscuring
                  OBST	Obstacle
                  OPN	Open or opening or opened
                  OPS	Operations
                  P
                  PAPI	Precision Approach Path Indicator
                  PARL	Parallel
                  PAX	Passenger/s
                  PCL	Pilot Controlled Lighting
                  PCT	Percent
                  PERM	Permanent
                  PJE	Parachute Jumping Activities
                  PLA	Practice Low Approach
                  PPR	Prior Permission Required
                  PRN	Pseudo-random Navigation
                  PT	Procedure Turn
                  R
                  R	Red
                  R	Right (preceded by runway designator number to identify a parallel runway)
                  RAI	Runway Alignment Indicator
                  RCL	Runway Centerline
                  RCLL	Runway Centerline Light
                  REDL	Runway Edge Light
                  RLLS	Runway Lead-in Light System
                  RMK	Remark
                  RTS	Return to Service
                  RTZL	Runway Touchdown Zone Light(s)
                  RVR	Runway Visual Range
                  RWY	Runway
                  RX	Receive/Receiver
                  S
                  S	South or southern latitude
                  SA	Sand
                  SAT	Saturday
                  SB	Southbound
                  SE	Southeast
                  SEC	Seconds
                  SFC	Surface
                  SN	Snow
                  SR	Sunrise
                  SS	Sunset
                  SSR	Secondary surveillance radar
                  SSW	South-southwest
                  STD	Standard
                  SUN	Sunday
                  SW	Southwest
                  SWB	Southwest bound
                  T
                  TAR	Terminal area surveillance radar
                  TAX	Taxing or taxiing
                  TDZ	Touchdown Zone
                  TEMPO	Temporary or temporarily
                  TFC	Traffic
                  THR	Threshold
                  THU	Thursday
                  TKOF	Takeoff
                  TODA	Take-off Distance Available
                  TORA	Take-off Run Available
                  TRG	Training
                  TUE	Tuesday
                  TWR	Aerodrome Control Tower
                  TWY	Taxiway
                  TX	Taxilane
                  U
                  U/S	Unserviceable
                  UAS	Unmanned Aircraft System
                  UNL	Unlimited
                  UNREL	Unreliable
                  V
                  VIS	Visibility
                  VOR	VHF Omni‐Directional Radio Range
                  VORTAC	VOR and TACAN (collocated)
                  VOT	VOR Test Facility
                  W
                  W	West or western longitude
                  WB	Westbound
                  WDI	Wind Direction Indicator
                  WED	Wednesday
                  WI	Within
                  WID	Width or wide
                  WIP	Work in progress
                  WNW	West-northwest
                  WS	Wind shear
                  WSW	West-southwest

                  1. The FAA's Air Traffic Control System Command Center ( ATCSCC ) maintains a website with near real-time National Airspace System ( NAS ) status information. NAS operators are encouraged to access the website at www.fly.faa.gov prior to filing their flight plan.
                     1. The website 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:
                           1. Ground Stops.
                           2. Ground Delay Programs.
                           3. Route Information.
                           4. Plan of Operations.
                           5. Facility Outages and Scheduled Facility Outages.
                           6. Volcanic Ash Activity Bulletins.
                           7. Special Traffic Management Programs.

                           NOTE- Detailed ADIZ procedures are found in Section 6, National Security and Interception Procedures, of this chapter. (See 14 CFR Part 99).

                           NOTE- ICAO flight plan guidance is published in ICAO Document 4444 PANS-ATM Appendix 2.

                           NOTE- Pilots are strongly advised to remain mindful when using an assumed departure time. If not updated, search and rescue activities will be based on the assumed departure time.

                           1. General
                              1. Use of FAA Form 7233-4 or DD Form 1801 is mandatory for:
                                 1. Assignment of RNAV SIDs and STAR s or other PBN routing,
                                 2. All IFR flights that will depart U.S. domestic airspace, and
                                 3. Domestic IFR flights except military/DOD and civilians who file stereo route flight plans.
                                 4. All military/DOD IFR flights that will depart U.S. controlled airspace.
                                 1. ALB J37 BUMPY J14 BHM Spelled out:
                                    from Albany, New York, via Jet Route 37 transitioning to Jet Route 14 at BUMPY intersection, thence via Jet Route 14 to Birmingham, Alabama.
                                 2. ALB J37 ENO J14 BHM Spelled out:
                                    from Albany, New York, via Jet Route 37 transitioning to Jet Route 14 at Smyrna VORTAC (ENO) thence via Jet Route 14 to Birmingham, Alabama.

                                 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.

                                 EXAMPLE- LAX J5 LKV J3 GEG YXC FL 330 J500 VLR J515 YWG Spelled out: from Los Angeles International via Jet Route 5 Lakeview, Jet Route 3 Spokane, direct Cranbrook, British Columbia VOR/ DME , Flight Level 330 Jet Route 500 to Langruth, Manitoba VORTAC, Jet Route 515 to Winnipeg, Manitoba.

                                 REFERENCE- AIP, ENR 1.5, Para 3, Standard Terminal Arrival ( STAR ) Procedures.
                                 AIP, ENR 1.5, Para 37, Instrument Departure Procedures ( DP ) - Obstacle Departure Procedures ( ODP ), Standard Instrument Departures ( SID ), and Diverse Vector Areas ( DVA ).

                                 NOTE- Pilots not desiring an RNAV SID or RNAV STAR should enter in Item #18, PBN code: NAV/RNV A0 and/or D0.

                                 REFERENCE- AIP, GEN 3.4, Para 3.1.4, NAVAID Service Volumes.
                                 1. Operations above FL 450 - Use aids not more than 200 NM apart. These aids are depicted on en route high altitude charts.
                                 2. Operation off established routes from 18,000 feet MSL to FL 450 - Use aids not more than 260 NM apart. These aids are depicted on en route high altitude charts.
                                 3. Operation off established airways below 18,000 feet MSL - Use aids not more than 80 NM apart. These aids are depicted on en route low altitude charts.
                                 4. Operation off established airways between 14,500 feet MSL and 17,999 feet MSL in the conterminous U.S. - (H) facilities not more than 200 NM apart may be used.

                                 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.

                                 NOTE- Refer to 14 CFR 91.177 for pilot responsibility when flying random point to point routes.
                                 1. When not being radar monitored, GNSS-equipped RNAV aircraft on random RNAV routes must be cleared via or reported to be established on a point-to-point route.
                                    1. The points must be published NAVAIDs, waypoints, fixes or airports recallable from the aircraft's navigation database. The points must be displayed on controller video maps or depicted on the controller chart displayed at the control position. When applying nonradar separation the maximum distance between points must not exceed 500 miles.
                                    2. ATC will protect 4 miles either side of the route centerline.
                                    3. Assigned altitudes must be at or above the highest MIA along the projected route segment being flown, including the protected airspace of that route segment.

                                    NOTE- To be approved for use in the National Airspace System, RNAV equipment must meet system availability, accuracy, and airworthiness standards. For additional information and guidance on RNAV equipment requirements see Advisory Circular (AC) 20-138, Airworthiness Approval of Positioning and Navigation Systems, and AC 90-100, U.S. Terminal and En Route Area Navigation ( RNAV ) Operations.

                                    EXAMPLE- MIA 1 SRQ 2 3407/10615 3 3407/11546 TNP 4 LAX 5 1 Departure airport. 2 Departure fix. 3 Intermediate fix (turning point). 4 Arrival fix. 5 Destination airport. or ORD 1 IOW 2 KP49G 3 KD34U 4 KL16O 5 OAL 6 MOD2 7 SFO 8 1 Departure airport. 2 Transition fix. 3 Minneapolis ARTCC waypoint. 4 Denver ARTCC Waypoint. 5 Los Angeles ARTCC waypoint. 6 Transition fix. 7 Arrival. 8 Destination airport.

                                    REFERENCE- 14 CFR Part 99, Security Control of Air Traffic.
                                    1. DVFR flight plans must be filed using FAA Form 7233-4 or DD Form 1801.
                                    2. Enter the letter “D” in Item 8b of FAA Form 7233-4 or DD Form 1801.
                                    3. DVFR flights where pilots decline search and rescue coverage must clearly indicate “NORIV” in Item 18 following the indicator “RMK/”. This flight plan must still be activated in order to properly notify NORAD, however no flight plan cancellation will be expected.
                                    EXAMPLE- RMK/NORIV
                                    1. Flight plans which combine VFR operation on an active VFR flight plan for one portion of a flight, and IFR for another portion, sometimes known as a composite flight plan, cannot be accepted or processed by current en route automation systems.
                                    2. Pilots are free to operate VFR in VFR conditions prior to accepting an IFR clearance from the appropriate control facility, or may cancel an IFR clearance and proceed VFR as desired. However, if a pilot desires to be on an active VFR flight plan, with search and rescue provisions, for the portion of flight not conducted under an IFR clearance, a separate VFR flight plan must be filed, activated, and closed.
                                    3. If a pilot desires to be on an active VFR flight plan prior to or following the IFR portion of the flight, that flight plan must be filed and processed as a distinct and separate flight plan. The VFR flight plan must be opened and closed with either a Flight Service Station or other service provider having the capability to open and close VFR flight plans. Air Traffic Control does not have the ability to determine if an aircraft is operating on an active VFR flight plan and cannot process the activation or cancellation of a VFR flight plan.
                                    4. Pilots may propose to commence the IFR portion of flight at a defined airborne point. This airborne point, or fix, is entered as the departure point in Item 13 of FAA Form 7233-4 or DD Form 1801.
                                    5. Pilots may indicate in the IFR flight plan the intention to terminate the IFR portion of flight at any defined airborne point. The airborne point, or fix, is entered as the destination point in Item 16 of FAA Form 7233-4 or DD Form 1801.
                                    6. Prior to beginning the IFR portion of flight, a pilot must receive an IFR clearance from the appropriate control facility.
                                    7. If the pilot does not desire further clearance after reaching the clearance limit, he or she must advise ATC to cancel the IFR clearance.
                                    1. 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 2 hours after the proposed departure time or Expect Departure Clearance Time ( EDCT ). To ensure that a flight plan remains active, pilots whose actual departure time will be delayed 2 hours or more beyond their filed departure time, are requested to notify ATC of their new proposed departure time.
                                    2. Due to traffic saturation, ATC personnel frequently will be unable to accept these revisions via radio. It is recommended that you forward these revisions to a flight plan service provider or FSS .
                                    1. In addition to altitude/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, air traffic control should be advised.
                                    1. Closing VFR and DVFR Flight Plans
                                       1. 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 as they may not be aware that 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.

                                       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 terminal radar service area, Class C airspace or Class B airspace, has been established.

                                       NOTE- OROCA is a published altitude which provides 1,000 feet of terrain and obstruction clearance in the US (2,000 feet of clearance in designated mountainous areas). These altitudes are not assessed for NAVAID signal coverage, air traffic control surveillance, or communications coverage, and are published for general situational awareness, flight planning and in-flight contingency use.

                                       1. Operators may monitor the status of each satellite in its plane/slot position, by accounting for the latest GPS constellation status (e.g., NOTAM s or NANUs), and compute RAIM availability using model-specific RAIM prediction software;
                                       2. Operators may use the Service Availability Prediction Tool (SAPT) on the FAA en route and terminal RAIM prediction website;
                                       3. Operators may contact a Flight Service Station to obtain non-precision approach RAIM;
                                       4. Operators may use a third party interface, incorporating FAA/VOLPE RAIM prediction data without altering performance values, to predict RAIM outages for the aircraft's predicted flight path and times;
                                       5. Operators may use the receiver's installed RAIM prediction capability (for TSO-C129a/Class A1/B1/C1 equipment) to provide non-precision approach RAIM, accounting for the latest GPS constellation status (e.g., NOTAM s or NANUs). Receiver non-precision approach RAIM should be checked at airports spaced at intervals not to exceed 60 NM along the RNAV 1 procedure's flight track. “Terminal” or “Approach” RAIM must be available at the ETA over each airport checked; or
                                       6. Operators not using model-specific software or FAA/VOLPE RAIM data will need FAA operational approval.

                                       NOTE- If TSO-C145/C146 equipment is used to satisfy the RNAV and RNP requirement, the pilot/operator need not perform the prediction if WAAS coverage is confirmed to be available along the entire route of flight. Outside the U.S. or in areas where WAAS coverage is not available, operators using TSO-C145/C146 receivers are required to check GPS RAIM availability.

                                       1. 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.
                                       2. The FAA has identified three possible situations where the failure to plan for an alternate airport when flying IFR to such 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 ( MDA s) 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 MDA s 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 MDA s 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.
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