ICAO flight plan

4 Answers

1. 
   

   
   

   John D Collins on Jan 01, 2016

   With your equipment, I would file: SBGR/CU2. I would also file PBN code of D2.

   When you specify S, that is the same as specifying LOV. Specifying S means that you have the standard equipment, VOR, ILS, and VHF COM. Specifying them twice is redundant.

   If you currently file flightplans using domestic format, you have no need for any PBN codes. However, D2 is a useful addition because it permits you to file or be assigned RNAV SIDs or RNAV STARs. These are designated as RNAV 1 routes and is one of the reasons that some pilots use the ICAO format, as these procedures are not available to pilots who file using a domestic flightplan.

   The surveillance codes of CU2 make sense because you have a mode C transponder and a GDL88. The codes U1 and U2 mean you have ADS-B Out using UAT (978 MHz). U2 means you also have ADS-B In on UAT frequency. Although the GDL88 has dual frequency ADS-B In capability, it is single frequency ADS-B Out. There is no way to specify this capability of the ADS-B In on 1090 MHz unless you also have ADS-B Out on 1090 MHz. You don’t, so you can’t specify either B1 or B2.

   PBN codes are only needed if you have a use for the capability. In the US, the B and C codes are not used by ATC. B codes are for Europe. C codes are unnecessary because one can fly the RNAV 2 routes (Q and T routes) with G in the equipment code field. The number after the PBN code is used to specify the sensor by which the capability is provided. A code of 1 implies all sensors. You don’t have DME-DME nor do you have an INS system. The FAA will cross check your equipment codes with your sensor requirements and reject your flightplan if they don’t match. The only PBN sensor you have is the GPS. Since you asked about B1C1, the FAA would check for D and I in your equipment codes, and not finding them, would reject your flightplan. I also doubt that your aircraft is certified for L1 or RNP 4, so you should remove it.

   So, specify SBGR/CU2 and PBN code of D2 is my recommendation.

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2. 
   

   
   

   DEBarker278 on Jan 01, 2016

   John, that seems to clarify thingsthanks for the help, so it would look like this.
   Block10, SBGR/CU2
   Block18 other information, PBN/D2

   sample flight plan

   7 Aircraft tail number: N4907P
   8 Type of flight plan: IFR G
   9/10 Acft type/special equip: PA27/L SBGR/CU2
   13 Departure point: KPNS
   Departure time: (UTC) Fri Jan 1 20:00
   15 Cruising speed: N0155
   Level: F080
   Route of flight: DCT
   16 Destination: KNEW
   Estimated time enroute: 0150
   Alternate destination(s): KMSY
   18 Other Information: PBN/D2
   19 Endurance: 0500
   Persons on board 2
   Emergency Radio:
   Survival Equipment:
   Jackets:
   Number of Dinghies:
   Total Capacity of Dinghies
   Covered Dinghies ? N
   Color of Dinghies:
   Color of aircraft: WHITE/BLUE
   Remarks about safety equipment:

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3. 
   

   
   

   John D Collins on Jan 01, 2016

   In the US, for the most part, you don’t need to use DCT. A null route is direct. With ForeFlight, it doesn’t support the DCT keyword. So a route of DCT CTF DCT FLO is the same as CTF FLO.

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4. 
   

   
   

   DEBarker278 on Jun 06, 2016

   I fly off a private airport (AL55) and pick up my clearance in the air or on the phone with Pensacola if weather doesn’t allow a in flight pickup. The ICAO flight plan will now allow me to use AL55 as my departure point so I’m at a lost as to what departure point to use if I have to retrieve a clearance on the phone. Any thoughts?

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