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7. Block 7. Enter the requested en route altitude
or flight level.
NOTE−
Enter only the initial requested altitude in this block. When
more than one IFR altitude or flight level is desired along
the route of flight, it is best to make a subsequent request
direct to the controller.
8. Block 8. Define the route of flight by using
NAVAID identifier codes (or names if the code is
unknown), airways, jet routes, and waypoints (for
RNAV).
NOTE−
Use NAVAIDs or waypoints to define direct routes and
radials/bearings to define other unpublished routes.
9. Block 9. Enter the destination airport
identifier code (or name if the identifier is unknown).
10. Block 10. Enter your estimated time en
route based on latest forecast winds.
11. Block 11. Enter only those remarks pertinent
to ATC or to the clarification of other flight plan
information, such as the appropriate radiotelephony
(call sign) associated with the designator filed in
Block 2. Items of a personal nature are not accepted.
Do not assume that remarks will be automatically
transmitted to every controller. Specific ATC or en
AIM 2/17/05
5−1−16 Preflight
route requests should be made directly to the
appropriate controller.
NOTE−
“DVRSN” should be placed in Block 11 only if the
pilot/company is requesting priority handling to their
original destination from ATC as a result of a diversion as
defined in the Pilot/Controller Glossary.
12. Block 12. Specify the fuel on board,
computed from the departure point.
13. Block 13. Specify an alternate airport if
desired or required, but do not include routing to the
alternate airport.
14. Block 14. Enter the complete name,
address, and telephone number of pilot-in-command,
or in the case of a formation flight, the formation
commander. Enter sufficient information to identify
home base, airport, or operator.
NOTE−
This information would be essential in the event of search
and rescue operation.
15. Block 15. Enter the total number of persons
on board including crew.
16. Block 16. Enter the predominant colors.
NOTE−
Close IFR flight plans with tower, approach control, or
ARTCC, or if unable, with FSS. When landing at an airport
with a functioning control tower, IFR flight plans are
automatically canceled.
g. The information transmitted to the ARTCC for
IFR flight plans will consist of only flight plan
blocks 2, 3, 4, 5, 6, 7, 8, 9, 10, and 11.
h. A description of the International Flight Plan
Form is contained in the International Flight
Information Manual (IFIM).
5−1−9. IFR Operations to High Altitude
Destinations
a. Pilots planning IFR flights to airports located in
mountainous terrain are cautioned to consider the
necessity for an alternate airport even when the
forecast weather conditions would technically relieve
them from the requirement to file one.
REFERENCE−
14 CFR Section 91.167.
AIM, Tower En Route Control (TEC), Paragraph 4−1−18.
b. The FAA has identified three possible situations
where the failure to plan for an alternate airport when
flying IFR to such a destination airport could result in
a critical situation if the weather is less than forecast
and sufficient fuel is not available to proceed to a
suitable airport.
1. An IFR flight to an airport where the
Minimum Descent Altitudes (MDAs) or landing
visibility minimums for all instrument approaches
are higher than the forecast weather minimums
specified in 14 CFR Section 91.167(b). For example,
there are 3 high altitude airports in the U.S. with
approved instrument approach procedures where all
of the MDAs are greater than 2,000 feet and/or the
landing visibility minimums are greater than 3 miles
(Bishop, California; South Lake Tahoe, California;
and Aspen−Pitkin Co./Sardy Field, Colorado). In the
case of these airports, it is possible for a pilot to elect,
on the basis of forecasts, not to carry sufficient fuel to
get to an alternate when the ceiling and/or visibility
is actually lower than that necessary to complete the
approach.
2. A small number of other airports in
mountainous terrain have MDAs which are slightly
(100 to 300 feet) below 2,000 feet AGL. In situations
where there is an option as to whether to plan for an
alternate, pilots should bear in mind that just a slight
worsening of the weather conditions from those
forecast could place the airport below the published
IFR landing minimums.
3. An IFR flight to an airport which requires
　
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