Flight Plan Amendments

In this section we are going to discuss the various elements of the flightplan, and what should be checked prior to issuing the clearance. It should be noted that the flight plans that you see here are from the VRC Radar Client (www.metacraft.com/VRC/), however the same logic would apply to any radar client that you decide to use.

Prior to issuing a clearance to an aircraft, we have to ensure that the aircraft's flightplan is correct. When we say “correct” we must always be aware that VATSIM is a learning environment with pilots of widely varying abilities and levels of experience. The guidelines for routing modification are usually defined by local SOP combined with good judgment based on experience with a wide variety of pilots. When in doubt don't hesitate to ask more experienced controllers for their advice.

• Callsign - This is the callsign of the aircraft. Obscene or offensive callsigns are not allowed in VATSIM. Other than that it is entirely the pilot's choice.

• Aircraft Type / Equipment Suffix - It is important that there is a correct aircraft type and equipment suffix located in this portion of the flightplan. In the flightplan above, "A320" is the aircraft code and "/Q" is the equipment suffix. The equipment suffix indicates the type of navigational equipment that the aircraft has on board and should be included. If it is not you will need to ask the pilot and amend their flightplan appropriately.

• A list of the ICAO aircraft codes can be found here: http://www.flugzeuginfo.net/table_accodes_en.php
• A list of the FAA equipment codes can be found here: http://www.gofir.com/general/rvsm/aircraft_equipment_suffix.htm at the bottom of the page.

• Flight Rules - This drop down box indicates the type of flight rules that the pilot will be flying under
  • VFR (Visual Flight Rules) - A set of regulations which allow a pilot to operate in weather conditions generally clear enough to see where the pilot is going. For VFR aircraft a clearance is only required if entering Class B airspace.
  • IFR (Instrument Flight Rules) - A set of regulations and procedures for flying aircraft based solely on the instrument panel
  • SVFR (Special Visual Flight Rules) - A set of regulations that allow a pilot to operate an aircraft in weather conditions that are less then that of VFR. It is an alternative to IFR
  • DVFR (Defense Visual Flight Rules) - Refers to a flight plan that must be filed for a VFR aircraft flying in an ADIZ (Air Defense Identification Zone)

• Departure Field - This is the field that the aircraft is departing from. You will want to make sure that has a correct ICAO identifier (KLAX is correct while LAX is not)

• Arrival Field - This is the destination field of the aircraft. You will want to make sure that has a correct ICAO identifier (KLAX is correct while LAX is not)

• Alternate Field - This is the IFR alternate airfield for the aircraft if for some reason they are unable to make it to their destination (such as weather or an unusually long holding time). As with the departure and arrival field, this should have a valid ICAO identifier. IFR aircraft are not always required to have a filed alternate so it is ok if you see "NONE" in the flightplan.

• Cruise Altitude - This is the cruising altitude of the aircraft. It important that the aircraft follow the NEODD/SWEVEN rule, which means if an aircraft is going to a destination that is North/East (360-179 magnetic), then the aircraft should be assigned an odd altitude in a thousand foot increments (i.e 5,000). If the aircraft is going to a destination that is South/West (180-359 magnetic), then the aircraft should be assigned an even altitude in a thousand foot increments (i.e 4,000). In VATUSA airspace all aircraft are assumed to be RVSM capable thus the NEODD/SWEVEN rule extends up to and includes FL410 (eastbound). Above FL410 2,000ft separation is still required so FL430, FL470 & FL510 are westbound and FL450, FL490 & FL530 are eastbound. The "in between" even altitudes such as FL420, FL440 etc. are not used. Also remember that the concept of "flight level" (QNE) is based on the aircraft setting it's altimeter to standard sea level pressure of 29.92 (in Hg). When the local barometric pressure drops below 29.92 the actual altitude of the flight levels drop potentially causing separation problems with aircraft flying at below the flight levels. The lowest usable flight level is given as follows:

Lowest Usable FL

Altimeter Setting	Lowest Usable FL
29.92" or higher	FL180
29.91" to 28.92"	FL190
28.91" to 27.92"	FL200

If the aircraft is flying VFR a formal clearance is only required to enter or leave Class B airspace. A specific visual routing and/or specific altitude may be specified in the initial clearance as per local SOP. Since VFR aircraft must maintain minimum required distances from clouds ATC altitude assignments to VFR aircraft are often given as "at or below" a set altitude. Minimum weather requirements for VFR operations in controlled airspace attached to an airport are 3 SM visibility and 1000 ft. ceiling. For VFR cruising altitudes the same NEODD/SWEVEN rule applies though the altitudes are in thousands of feet plus five hundred (i.e 4,500 is westbound). Note also that VFR is not allowed in Class A airspace so the highest allowable VFR altitude is 17,500 ft. Squawk codes are assigned to all VFR aircraft operating in Class B or C airspace just like IFR aircraft. See the Tower VFR section for more information on VFR aircraft handling.

• Scratchpad - This is an area where a controller can add a short remark into the datatag of the aircraft.

• Squawk Code - This is the squawk code that you will issue to the pilot. Remember that transponders do not have the digits 8 or 9. In VATUSA squawk codes are assigned from blocks allotted to each control position and associated to a give aircraft by your radar client software (F9 function in VRC).

• Route - This is the route that the aircraft is going to fly to get to their Clearance Limit. For information on what can be contained in the route, read the Basic ATC Guide to Airways and Route Systems. It is important that this route corresponds with any local ARTCC Standards Operating Procedures (SOPs) and Letters of Agreements (LOAs). You may sometimes find a pilot that is new that has filed GPS DIRECT. No worries! You can suggest a flight plan that is found on any of the sites below and ask the pilot if he can accept it. Again remember that this is a learning environment where different pilots have different abilities. Instructing a pilot to fly a routing he has no idea how to find is unlikely to result in a good experience for both the pilot and the controller.

• http://www.flightaware.com
• http://www.simroutes.com

• Remarks - This is where you'll have any additional remarks that the pilot has filed. This is where you may find such information as callsign, weather client, and other miscellaneous information. There is no requirement for any particular information here, though if you do not see a /V/, /R/, or /T/ in their remarks, you will want to add it.
  • /V/ - A pilot is both voice receive and transmit
  • /R/ - A pilot can receive voice, but will transmit via text
  • /T/ - A pilot will both receive and transmit using text

Whatever is in this section is widely visible on and recorded by the various VATSIM monitoring and logging websites and software such as VATSpy, Servinfo, V Route, & Vataware, etc. Do not add any unnecessary comments or anything that you would not want to see added to your own flight plan if you were the one flying.



That's all there is to amending a flightplan. Does everything look correct? If so lets issue that clearance!

NEXT: Issuing Clearances

PREVIOUS: Introduction to Clearance Delivery

---