Ifr Flight Plan: Fill & Download for Free

How is it possible for pilots to read back long ATC instructions?Most of the time, reading the clearance back to ATC is pretty straightforward.Partially because most of the time pilots “cheat.”By that I mean that they have a cheat sheet.When the pilot files an Instrument Flight Rules (IFR) flight plan the flight plan includes the destination, the requested routing, and the requested altitude.When the pilot requests his “Clearance” from ATC, he already knows most of what the clearance will contain: the destination, probable routing, and altitude. In addition, the pilot will probably have a copy of his requested fight plan in front of him — the cheat sheet…So when ATC reads the clearance, 80–90% of the time the pilot only has to confirm the destination agrees with the request and that it is the routing requested.If not, then it’s basically start at the beginning and copy it all and it’s not unusual with an unexpected and complicated routing that the pilot may ask ATC to repeat it or parts of it more than once. what makes it easier is that all Clearance information is read in a specific order. (See below for an example)If the pilot has any questions, this is the time to ask and obtain a clarification. In fact, if there is something about the clearance that the pilot doesn’t like, this is the time to discuss and/or negotiate a different clearance.Having said all of that, there are three final components to the clearance that the pilot usually either knows is coming or has to be prepared to copy:Departure Procedure — Many airport’s have “Departure Procedures” that can vary depending upon the aircraft destination and departure routing. Most pilots understand this and are knowledgable regarding the Departure Procedure for the given airport.Altitude — It’s not unusual and, in fact often the norm that aircraft won’t immediately be cleared to climb to their cruising altitude. Instead, ATC might give them an initial altitude with an “expected” altitude and time when to expect to be able to continue the climb.Transponder code (Squawk) — This is a discrete four digit code that the pilot enters into the aircraft’s transponder that helps ATC track the specific airplane.Departure Control Frequency — This is the communications frequency that the pilot switches to after taking off.Here’s a real Clearance that I received from ATC just a couple of weeks ago (comments in parenthesis):N711LU is Cleared to Kilo Foxtrot Foxtrot Zulu (Falcon Field, AZ), via the GARLK ONE departure procedure, SUSEY, AVE, V137, PSP, T306, BLH, V16, BXK, T306, PERKY, V16, PXR, Direct. Climb and Maintain 5000, Expect 1-5 thousand in 10 minutes, Contact Departure Control on 127.15, Squawk 6377.As the question poses, the pilot is expected to accurately read the entire Clearance back to ATC so that ATC can confirm the pilot has copied it accurately. Since it is delivered in a specific order, it’s really not that difficult for a pilot to copy and read back.ATC will have the aircraft on Radar for at least the majority of the flight but should the aircraft lose communications with ATC or vice versa, it’s CRITICAL that the pilot knows the route that ATC expects the aircraft to fly so that ATC can ensure that no other aircraft will conflict with that aircraft.You can see the advantage of having a copy of the Clearance in hand when preparing to copy ATC’s actual Clearance.But there’s often a shortened version of a clearance. Here’s that same clearance in the shortened version:N711LU -is Cleared to Kilo Foxtrot Foxtrot Zulu (Falcon Field), via the GARLK ONE departure procedure, SUSEY, As Filed. Climb and Maintain 5000, Expect 1-5 thousand in 10 minutes, Contact Departure Control on 127.15, Squawk 6377.Note that the majority of the routing is condensed to “As Filed” and that means it’s very important that the pilot have the entire flight plan information in the aircraft because it’s difficult to follow the routing “as filed” if you don’t know what it is…BTW, in the situation where the pilot doesn’t actually have the full “As Filed” routing, the pilot would request ATC to read the Full Clearance…So, back to the question. How do pilots read back complex clearances?They know the specific format, they practice reading back clearances whenever they fly IFR, and they have a “cheat sheet.”ADDITION: Iian Elron added the following comment: “Please explain a bit more about ‘whenever they fly IFR”I hope this helps:Aircraft that file and fly under the aegis of an IFR flight plan will ALWAYS receive an ATC IFR Clearance containing the clearance information covered above. Usually, but not always, that level of clearance is provided BEFORE the aircraft takes off. After departing, IFR aircraft will usually receive additional “amendments” to their clearance including things like changes to the routing that is sometimes simple (“Cleared Direct” a waypoint that skips at least part of the original routing) or more complex, like potentially a complete revised routing. In addition, there will be clearances that include changes to the aircraft’s altitude and changes to ATC’s communications frequency as the aircraft continues toward its destination. On occasion, IFR aircraft are even “Cleared” to enter a “Holding Pattern,” a racetrack shaped “routing” in the sky where ATC “parks” aircraft in the rare cases of aircraft congestion.Here’s Mr. Elron’s answer. While airliners ALWAYS file IFR flight plans, with a few exceptions, other pilots are NOT REQUIRED to file or fly using IFR flight plans. The exceptions include if the aircraft is going to fly within Instrument Meteorological Condition (in the clouds) or above 18,000 feet MSL. Many non-airline pilots typically do file IFR Flight Plans to take advantage of the benefits.To the point, general aviation pilots aren’t required to file any flight plan. They can take off from a west coast airport for example and fly to the east coast, stopping periodically for fuel and never file an IFR flight plan. Which means they will never have to copy an IFR clearance. They might, however, file a Visual Flight Rules (VFR) flight plan. But there is no ATC clearance involved in a VFR flight plan.However, “whenever they fly IFR” all pilots must have an IFR Clearance…

In the US, you do not need anyone’s permission to fly, you do not need to file a flight plan, and you do not need to speak to anyone on the radio.Without question the most common response I get from adults when we are talking about flying is that they are very surprised that flying is not always regulated by a controller. If you are flying VFR (visual flight rules) from a non-towered airport, you are not speaking to a controller and are not required to file a flight plan. I think the reason for the surprise is that most American’s experience with aviation is the airlines, which is extremely regulated. But flying VFR, while a serious activity which requires careful preparation, good judgement, and skill, is a lot more like hopping in your car and going somewhere. You don’t radio to a controller when you drive to the McDonalds, and I don’t when I fly to the McDonalds which is next to a non -towered airport. A quick check of Wikipedia reveals there are 20,000 non-towered airports in the USA and only 500 towered ones. It is quite easy to fly all the way across the country never speaking to a controller once, I have done it many times. Take a look at this picture which is screenshot of a somewhat random part of the USA on a sectional (airmap)The blue circles are towered airports, the magenta ones are non towered ones. You can see here are tons more non-towered aiports than towered. If you are going to a specific spot which happens to have a tower, of course you would land there and communicate with the tower. But if you are flying cross country, in general landing at a non towered airport makes more sense—the gas is usually cheaper and there is less fuss getting in and out.Flight plans are not required for VFR (visual flight rules) flight. VFR means you have to stay clear/out of clouds. IFR (instrument) requires both a flight plan and communication with controllers. Of course one has more options flying IFR, but it is by no means mandatory. A VFR flight plan might alert searchers if you crash, it is useful but not required.The other reasons one might communicate with a controller are flying through certain airspace (class C/B) near a large airport, or “flight following” in which one communicates to controllers even though flying VFR. You might choose to do this or not, again, not required.I think people are used to being monitored/taken care of in every day life and therefore are surprised that flying is so free. Traffic is regulated. Taxes are audited, Your boss monitors you on the computer. Many urban areas have 24x7 360 degree camera coverage. But flying VFR over most of the country, it is all up to you. Total freedom/total responsibility. And that scares people.Oh yeah the most common question I get from kids when I take them flying is “Can we do a loop-de-loop?” I tell them yes, but we would only be able to do it once.

This:I was on an IFR flight plan, which meant airspace doesn’t apply to me as long as I followed the controllers instructions. The controller vectored me into the edge of a restricted airspace. What did I see? The Blue Angels practicing off my left wing. A personal airshow just for me….