22

My instrument students, when they get more advanced, file FP with their name, and in remarks say "Training xxxxxx CFII" That way it is clear. The FAA office investigated one student, dug up his past flight plans, and determined that the way he filed was acceptable. The FAA told me they had reports of him going actual prior to his receiving a rating. I ...


14

The passenger can in all likelihood do nothing that is going to change the route. As you point out, there is always the option to not board. On long range flights like this, the routing will (depending on winds aloft and other conditions) almost certainly require a fairly direct route to insure that additional fuel stops are not needed. In cases where ...


13

I am not aware of, and have not been able to find any regulation governing the filing of flight plans. The only applicable rule that I know of in the FAR's is 14 CFR 61.3(e), which says that no pilot may act as PIC under IFR (which you would not be doing in the situation that you describe above): (e) Instrument rating. No person may act as pilot in ...


11

In the US you need to file a flight plan for the following flights: IFR flights Defense VFR Flights, which are required to fly in the ADIZ that is off the coast of the US (an IFR flight plan may also be used). Some TFR's only allow air traffic to fly within their boundaries if they are on an IFR or VFR flight plan. A DC FRZ flight plan is required to fly ...


11

As has been stated, ATC will assign you an altitude, taking into account your requested altitude, traffic conditions, and of course the FAR. Peter's formulas will apply from a design standpoint. The aircraft designer will use something like that to calculate typical values, which will be included in the aircraft's operating handbook. The table below is ...


11

As a balloon pilot: no we do not. We do fly regularly in classes G, D, and E and will occasionally wander into class C; but it is very frowned upon...and you better have an aircraft radio or at least call the tower to let them know you are there. Of course balloons always have right-of-way so if you see us get out of the way; we can't control where we're ...


11

When landing at a controlled aerodrome, air traffic control will automatically close the flightplan once the flight has safely arrived. The pilot does not have to do anything in this case. The majority of commercial flights take place at controlled aerodromes, which is probably what makes you think that pilots never close their flightplans. If landing at an ...


10

The flight plan contains the requested cruise flight level, as well as step climbs or level changes along the route in the route field. Example 1: (Image Source: skybrary.aero) Example 2: SAM UN621 BASIK/N0412F330 UZ150 BADUR/N0426F340 UN472 ARE/N0424F350 UN864 PIMOS Fxxx being the requested flight level.


10

A quick look at the FAA rules regulating hot air balloons makes it sound like, in the USA, they can enter any sort of airspace provided they can do it safely. So, theoretically, they could file a flight plan or at least alert local ATC to their activities. All of that being said, having been involved in hot air balloon operations before, I think it would ...


9

Sure you can. This is from ICAO Doc 4444: 4.4.2.2.1 A flight plan to be submitted during flight should normally be transmitted to the ATS unit in charge of the FIR, control area, advisory area or advisory route in or on which the aircraft is flying, or in or through which the aircraft wishes to fly or to the aeronautical telecommunication station serving ...


8

Because the Top of Descent (TOD) is calculated in flight based on current weather data, STAR/Transition assigned, directs received during the cruise portion of the flight, vectors received taking you off your planned route, etc.. The FMC does the calculation for you with higher precision in flight. For regular ops, ATC can use the rule of thumb 10.000ft / ...


8

Since you mention Dublin, I am going to give an answer that describes the situation in Europe. Other parts of the world may have different procedures, although I believe they will be similar. Usually a flight plan must be activated within a given time window to ensure that there is enough capacity (airspace, ATC staffing, departure & arrival airport ...


7

There are plenty of alternative airports in Hawaii, but none in-between of course. So what the author is getting at is that you're probably going to be dead if you run into trouble. While I can't say I know anything much about the Cessna 402, it apparently has a normal range of around 1,273 nm (1,467 mi, 2,360 km), compared to a distance Hawaii-Oakland of ...


6

Generally speaking, the only reasons for which a flight plan would be actually rejected would fall under what you referred to as "errors or omissions". But, the operational reasons you cite might lead to an amendment to your flight plan (which the pilot would most likely receive as an amended clearance). IFR flight plans filed electronically are rejected by ...


6

You can calculate ToD beforehand or let the FMS do the work. In reality though, you generally don't get to wait until your optimal ToD to start descending, especially flying into busy airports. If the airport has arrival routes, you'll be flying one and there will be crossing restrictions that are either part of the arrival clearance or expected clearances ...


6

This flight plan was generated with Skyvector Click here for the specific flight plan from your example Then click "Nav Log" for the log itself.


6

Most fireworks go no higher than 1200 ft and consumer sized stuff is more around 500ft and below. which is fairly low for most regimes of flight for all but general aviation planes and planes taking off/landing. With this in mind your main point of concern would be shooting them off near an airport, or people flying low and slow near your display. I cant ...


5

First, one small clarification: ATC doesn't offer any services to an aircraft on a VFR flight plan unless you call and request them. This short Ask ATC video from AOPA has some useful comments: Controllers don't know anything about your VFR flight plan VFR flight plans are for search and rescue purposes only Even if you call ATC and request flight ...


5

No verification is done. You may file what you will. This places all the responsibility for airspace incursions on the pilot in command ("PIC") where it belongs. The only real effect of the VFR flight plan is to engage the Search and Rescue folks if you don't close the flight plan on time, and give them the route you intended to fly when you filed so ...


5

I guess you know the FAR rules for picking discrete values. When it comes to performance, with a jet you want to fly as high as possible. The only reason not to do so is total distance; on a short hop there is not enough flying time to climb all the way up. The higher you fly (in the troposphere) the colder the air is, which makes the thermodynamic cycle ...


5

That depends how you define longer in aviation. As you can look at it geographically or on the clock. The hard answer is no, the most fuel efficient route is the one that has the aircraft in the air for the shortest amount of time. If you can take advantage of a big tail wind 20 miles south of the geographically shortest route or at a slightly higher ...


4

IMO the only option is not board. Passengers altering flight paths sounds suspiciously like terrorists. How does the airline tell the difference? Just because he looks like an Arab doesn't make him a terrorist. Just because she looks like a soccer mom doesn't mean she isn't.


4

The ATC Flightplan (FPL) does not directly contain the optimum cruise levels for a flight. These levels are calculated and printed in the Operational Flightplan (OFP). The FPL does contain the requested cruising levels for the flight along its planned route. The requested flight levels (RFL) in the FPL will often be quite close to the optimum cruising ...


4

If operating within a single area (TRACON) then file from KABC -> KABC and in remarks put "Practice APCHS KXYZ KDEF". The controller will be asking you what your next approach will be at some point. Another tactic is to file to ABC VOR (or some other fix) and request a hold. I like this method, as the student gets a hold with an EFC and that gives me time ...


4

On a flat plane, the shortest distance between any two points is a straight line, right? So if you were at A and wanted to get to B in as few steps as possible, you would walk a straight line. But what if there's a moving sidewalk along that route, going the wrong way? Now is the path of fewest steps still a straight line? Probably not: by adding a few ...


4

It will depend on constraints at the arrival airport. If there are no constraints, they will choose a speed that minimizes fuel burn, and arrive early if that's how it works out. It's possible that the arrival airport may have constraints on arrival volume. As you pointed out, for busier areas, if aircraft arrive earlier than expected, it could cause things ...


3

In busy airspaces like Europe and US east coast, checking for congestion is done. This does not mean directly comparing the specific routes and waypoints—conflicts on that scale are easily resolved by assigning different altitudes—but number of aircraft that are expected to fly through each sector, or land at each airport, at every hour. And only certain ...


3

Assuming that you've submitted a Delay Message in order to prevent your flightplan from being deleted you have to do nothing at all. In your flightplan you only state your ETD (Expected Time of Departure) and ETE (Estimated Time Enroute). Your ETA (Estimated Time of Arrival) will be calculated and relayed to all stations in need of the ETA by AIS (...


3

Commercial airliners generally fly IFR as such they do what ATC tells them to do. They are not free to chose their own path. The airway system in the USA and elsewhere on the globe stems from the pre-GPS era when VOR's and other ground based nav aids were the predominant method of navigation. Airways tend to be either between VOR's or between points you can ...


3

Generally, the least time in the air the better, but it's mostly a maximum miles per gallon over the earth thing and this depends on winds. In the time/fuel burn equation, there is always a "sweet spot", a speed/power configuration that gives the most miles per gallon for "air distance" traveled, but how this translates to a maximum distance covered for a ...


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