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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 requirements)
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 capabilities,
nonscheduled operators conducting IFR
operations above FL 230 are requested to voluntarily
file IFR flight plans at least 4 hours prior to estimated
time of departure (ETD). To minimize your delay in
entering Class B, Class C, Class D, and Class E
surface areas at destination when IFR weather
conditions exist or are forecast at that airport, an IFR
flight plan should be filed before departure.
Otherwise, a 30 minute delay is not unusual in
receiving an ATC clearance because of time spent in
processing flight plan data. Traffic saturation
frequently prevents control personnel from accepting
flight plans by radio. In such cases, the pilot is advised
to contact the nearest FSS for the purpose of filing the
flight plan.
NOTEThere
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.
EXAMPLEH/
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.
NOTE-
1. 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.
2/14/08 AIM
Preflight 5-1-11
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
enroute and terminal capability.
/R Required Navigational Performance (RNP). The aircraft meets the RNP type prescribed for the route segment(s),
　
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