4th May
2010
labockja asked:
In the route of flight section of a flight plan, what is typically the final point the pilot requests and are there a specific reasons for choosing certain points? Does the pilot file to an initial approach fix of the instrument procedure he hopes to use?
In the route of flight section of a flight plan, what is typically the final point the pilot requests and are there a specific reasons for choosing certain points? Does the pilot file to an initial approach fix of the instrument procedure he hopes to use? Also, this also applies to the first point listed in the “route of flight” block of the flight plan. Assuming there is no DP, would I choose the closest fix in my direction of flight as my first waypoint? Also, assuming I have no GPS (no “direct” capabilities), can an intersection be my first waypoint if I would like radar vectors immediately after takeoff to that intersection? I know these are a lot of questions, but I’d rather just make it one subject.
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In the route of flight section of a flight plan, what is typically the final point the pilot requests and are there a specific reasons for choosing certain points? Does the pilot file to an initial approach fix of the instrument procedure he hopes to use?
In the route of flight section of a flight plan, what is typically the final point the pilot requests and are there a specific reasons for choosing certain points? Does the pilot file to an initial approach fix of the instrument procedure he hopes to use? Also, this also applies to the first point listed in the “route of flight” block of the flight plan. Assuming there is no DP, would I choose the closest fix in my direction of flight as my first waypoint? Also, assuming I have no GPS (no “direct” capabilities), can an intersection be my first waypoint if I would like radar vectors immediately after takeoff to that intersection? I know these are a lot of questions, but I’d rather just make it one subject.
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This is entirely up to you. Filing to an initial approach fix is not very common unless that fix is a VOR.
Lets pretend you are flying from A to B and you are planning on using as many airway segments as possible. You would mark in the departure and destination sections your two airports (A and B).
As for the route segment. you would need an entry point and an exit point. Just compare it to a regular Interstate highway where you need to get on and off. These entry/exit points could be navaids like VORs or lnav fixes (used with lnav equipment like a gps or fms).
There are several tools you can use to determine the best route. You will see that a lot of different ways are used. One person could file:
(A) Direct (ABC VOR) Direct (B) in which the rout segment of your flightplan would only have direct to the VOR.
Another person could file:
(A) Direct VWXYZ (lnav fix) V123 ABC (VOR) V456 XYZ (VOR) Direct (B) again your route segment would exclude (A) and (B) the departure and destination.
Both are valid routes but the second is more “on airways”, which sometimes garanties certain terrain clearances and VOR reception. Both will have equal radar coverage. Now as for the actual final point. It could be 50 miles from your destination or it could be a VOR on the field which doubles as an initial approach fix to a VOR or ILS approach.
Using a site like fltplan.com helps to see what other routes people have used to go from A to B. It also helps you choose alternates and gives you fuel estimates.
Fly safe and have fun!
To answer your second question, the first and last fix of your flightplan can be any fix along your flight path. So yes, you can easily just pick a fix in the direction you are going.
As for the arrival, sometimes your last fix is one on an rnav arrival procedure (like a star) and is very close to your destination airport. A lot of airports however do not have a STAR and you will need to use a different fix.
Either way it is up to you what to use. These are just guidlines you will find and you don’t even need to apply them. The center control will let you file direct from departure to destination. They may not like it and change it but technically you could file direct (no route at all). I don’t advise it but it’s possible. Again good luck with your IFR flying.
I have added another link below. the AOPA is very resourceful!
Caffeinated Content
No where in the flight plan does it directly indicate which approach you will/may/prefer to use.You file to a destination. But your flight plan can have some subtle or not-so-subtle hints on which approach you would prefer. Your equipment code for example…./G is a CLUE.,Your enroute altitude matching the altitude at which you must cross the IAF.
Smart(IMHO) pilots file to an IAF then to the airport.(Think lost comms)The IAF also clues in a controller which approach you MIGHT want to use.
Kansieo.com
As previously stated, the route you file is up to you. Keep in mind however, that what you file is not necessarily what you get. When you request your clearance, ATC may have altered your route to better fit the traffic you are likely to encounter during your flight.
When planning an IFR flight, I always plan it backwards. I start with the destination and see if there are any STARs for the destination that would work for me. If there are, the last point on my filed route will be the entrance to the STAR (some people actually put in the code for the STAR as well). If no STARs work for my flight, I will use a fix, or preferably a navaid near the airport. If it is the IAF for an approach that’s fine, but keep in mind that the IAF is not always the same for every approach, and if the weather changes you may need to fly a different approach.
Also, check the Airport Facility Directory (AFD). That will frequently have preferred routes listed between popular departure-destination pairs and may cut your planning time down to almost nothing (and ATC will most likely give you the preferred routing in your clearance if you filed a different route).
flight
Err…
Your final point should probably be your destination airport. I for one would hate to receive a clearance with a clearance limit someplace other than where I’m ultimately going.
Your clearance should be something like Cessna 123ABC, you are cleared to the XXX airport via (complicated route). Climb and maintain five thousand, departure control on frequency 123 point 5 squawk four one one one.
When building a route though, make sure you pick one that will take you from the enroute section of the NAS to the approach. This may mean using a STAR or simply filing to a fix with a procedure turn to get on course. Always think about what would happen if you were to lose comm.
Your route will always be reviewed and approved by an actual person at an ARTCC, so if you mess up it should theoretically be caught by someone, however this causes more work for people who have a job to do and ties up resources that could be used for the next person.
There is no reason to file to an IAF, unless that IAF is also an enroute fix (like a VOR where an approach starts) Simply file to the airport. There are transition routes (called feeders) that can take you from enroute fixes to an IAF if necessary, and those can be used. Sometimes it will be up to you to decipher the clearance. You may be cleared to an airport via a route that doesn’t actually make it all the way there. This means that you are expected to fly a feeder route onto an approach. HOWEVER if you are not cleared that far (i.e. your routing stops at that VOR fix) you cannot proceed until further clearance is received. ATC knows you are there and will undoubtedly clear you via one approach or another as you get closer. This is generally done in the case of multiple approaches beginning from the same fix and landing on different runways–ATC won’t know until the latest ATIS is broadcast which approach to assign you, so you won’t get it until the ATIS comes out.
This can get somewhat complicated and sometimes even experienced airline pilots fall for the “gotcha’s” in the system. However, most of it is simply based on common sense. Don’t exceed your clearance limit until you are told to do so. If you go lost comm, fly your assigned, expected, or filed routing as applicable. Wait for instructions, but anticipate what those will be. After a few hundred approaches, you will be able to anticipate what ATC will expect of you even at unfamiliar airports. It just takes practice and experience.
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All answers so far are good and technically correct
However I disagree with Jason in that your final destination is not included in the route of flight section of any flight plan.
There are separate sections to name that and your alts. etc.
I suggest using a way point on a published STAR appropriate to your equipment and direction.
Also there is no reason not to use an IAF any good briefer will tell you if its not appropriate for a specific flight plan
May I also add in my years of flying experience I cannot recall one flight that I completed exactly as I filed.
ATC once airborne will make amendments to your route usually to expedite your flight and as required to accommodate traffic flow . They will also help any pilot avoid potentially adverse wx conditions.
Good question!
I see the thumbs down troll is on the prowl again. Why dont you enlighten us with your answer smart a–
.
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I agree with the general consensus about your final filed waypoint – basically use a fix (not the airport) that multiple approaches might start from, so you might have options in case conditions change and favor a different approach.
As far as your first point in your filed route…. assume you have a comm failure on takeoff, and get yourself in the clouds at 500′ AGL. You want to have a fix you can fly directly to. Without GPS, you can’t fly directly to (most) intersections. So as a good rule of thumb, for filing purposes, choose what you can fly with no ATC help. They will give you the vectors, but plan (file) for the worst.