VFR position reporting

I'm still not clear on the exact procedure for position reports if you
are flying VFR over long distances without flight following. To whom
do you report your position, and what information should it include?
Which positions do you report and how often?

--
Transpose mxsmanic and gmail to reach me by e-mail.

In article ,
Mxsmanic wrote:
I'm still not clear on the exact procedure for position reports if you
are flying VFR over long distances without flight following. To whom
do you report your position, and what information should it include?

I report our position to my wife and kids any time we're over something
cool. I'll sometimes dip a wing so they can see it. The wing dip isn't
strictly required by ATC, but it keeps the kid on the blind side of the
plane from whining so much.

You do realize that a radio isn't required for VFR flight, right? I
suppose when flying the Champ I could just yell out the window really
loud, "Hey ATC, I think I'm over Podunkville. Want me to drop down
and read the water tower to doublecheck?".

--
Scott Post

Scott Post writes:

You do realize that a radio isn't required for VFR flight, right?

Yes, just as you surely realize that making position reports aids S&R
if you should happen to go down for any reason (if you have not
requested flight following from ATC). You do make position reports
when flying over long distances, don't you?

--
Transpose mxsmanic and gmail to reach me by e-mail.

In article ,
Mxsmanic wrote:
Scott Post writes:

You do realize that a radio isn't required for VFR flight, right?

Yes, just as you surely realize that making position reports aids S&R
if you should happen to go down for any reason (if you have not
requested flight following from ATC). You do make position reports
when flying over long distances, don't you?

Surely you aren't planning to make position reports in your game?

--
Scott Post

Mxsmanic,

Yes, just as you surely realize that making position reports aids S&R
if you should happen to go down for any reason (if you have not
requested flight following from ATC).


And yet again, you know better than the real pilots. So tell us, how
and where did you get the idea above.

--
Thomas Borchert (EDDH)

Recently, Mxsmanic posted:

I'm still not clear on the exact procedure for position reports if you
are flying VFR over long distances without flight following. To whom
do you report your position, and what information should it include?
Which positions do you report and how often?

Why don't you just take a ground school course? It can be less expensive
than an intro flight, though not nearly as much fun, but it would answer
many of this type of question for you. You could even start arguing with
the instructor about what s/he doesn't know about aviation and get a real
interactive response.

As to this particular primitive question: there is no need to report your
position to anyone unless you are experiencing some problem, regardless of
whether you have flight following. This should be obvious, and easy to
understand by asking yourself, "Who would care to know this information?"

Neil

Yes, just as you surely realize that making position reports aids S&R
if you should happen to go down for any reason (if you have not
requested flight following from ATC). You do make position reports
when flying over long distances, don't you?

No.

Although many of us use "VFR Flight Following", which puts you in the
ATC system in a way that is similar to IFR flights. Since you're
identified on ATC radar with a discrete squawk code (that they assign
you, and that you dial into your transponder), they (in theory) know
where you are at all times.

The main purpose of flight following, from our end, is to receive
traffic reports, but it also (again, in theory) provides some search &
rescue advantages, should the need arise.

There is no requirement to use it, but (especially in busy airspace) we
use flight following religiously.
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

"Neil Gould" wrote in message news:Odh8h.27713
As to this particular primitive question: there is no need to report your
position to anyone unless you are experiencing some problem, regardless of
whether you have flight following. This should be obvious, and easy to
understand by asking yourself, "Who would care to know this information?"

The only time I've done position reporting is flying the Hudson River VFR
corridor.

Position reports are made to FSS radio, the same place VFR
flight plans are filed. The purpose is to reduce the size
of the area search and rescue would have to search should
you become lost or overdue.
If a VFR flight plan is filed and opened, for a 4 hour, 650
mile flight and you have made position reports, S&R will be
much faster to find you.

It is pretty simple... "Wichita Radio, Piper 12345 with a
position report on 122.2"
When they answer they will probably say. Piper 12345 go
ahead.

You say "Piper 12345 VFR from Ardmore to Lincoln, present
position over Hutchinson, 6500, at 1835, eta Lincoln revised
2130 hours, please advise Lincoln." You can add all kinds
of reports known as PIREPS and you can also request updates
on weather, NOTAMS and TFR.

From the AIM...
5-1-1. Preflight Preparation

a. Every pilot is urged to receive a preflight
briefing and to file a flight plan. This briefing should
consist of the latest or most current weather, airport, and
en route NAVAID information. Briefing service may be
obtained from an FSS either by telephone or interphone, by
radio when airborne, or by a personal visit to the station.
Pilots with a current medical certificate in the 48
contiguous States may access toll-free the Direct User
Access Terminal System (DUATS) through a personal computer.
DUATS will provide alpha-numeric preflight weather data and
allow pilots to file domestic VFR or IFR flight plans.

REFERENCE-
AIM, FAA Weather Services, Paragraph 7-1-2, lists
DUATS vendors.

NOTE-
Pilots filing flight plans via "fast file" who desire
to have their briefing recorded, should include a statement
at the end of the recording as to the source of their
weather briefing.

b. The information required by the FAA to process
flight plans is contained on FAA Form 7233-1, Flight Plan.
The forms are available at all flight service stations.
Additional copies will be provided on request.

REFERENCE-
AIM, Flight Plan- VFR Flights, Paragraph 5-1-4.
AIM, Flight Plan- IFR Flights, Paragraph 5-1-8.

c. Consult an FSS or a Weather Service Office (WSO)
for preflight weather briefing. Supplemental Weather Service
Locations (SWSLs) do not provide weather briefings.

d. FSSs are required to advise of pertinent NOTAMs if
a standard briefing is requested, but if they are
overlooked, don't hesitate to remind the specialist that you
have not received NOTAM information.

NOTE-
NOTAMs which are known in sufficient time for
publication and are of 7 days duration or longer are
normally incorporated into the Notices to Airmen Publication
and carried there until cancellation time. FDC NOTAMs, which
apply to instrument flight procedures, are also included in
the Notices to Airmen Publication up to and including the
number indicated in the FDC NOTAM legend. Printed NOTAMs are
not provided during a briefing unless specifically requested
by the pilot since the FSS specialist has no way of knowing
whether the pilot has already checked the Notices to Airmen
Publication prior to calling. Remember to ask for NOTAMs in
the Notices to Airmen Publication. This information is not
normally furnished during your briefing.

REFERENCE-
AIM, Notice to Airmen (NOTAM) System, Paragraph 5-1-3.

e. Pilots are urged to use only the latest issue of
aeronautical charts in planning and conducting flight
operations. Aeronautical charts are revised and reissued on
a regular scheduled basis to ensure that depicted data are
current and reliable. In the conterminous U.S., Sectional
Charts are updated every 6 months, IFR En Route Charts every
56 days, and amendments to civil IFR Approach Charts are
accomplished on a 56-day cycle with a change notice volume
issued on the 28-day midcycle. Charts that have been
superseded by those of a more recent date may contain
obsolete or incomplete flight information.

REFERENCE-
AIM, General Description of Each Chart Series,
Paragraph 9-1-4.

f. When requesting a preflight briefing, identify
yourself as a pilot and provide the following:

1. Type of flight planned; e.g., VFR or IFR.

2. Aircraft's number or pilot's name.

3. Aircraft type.

4. Departure Airport.

5. Route of flight.

6. Destination.

7. Flight altitude(s).

8. ETD and ETE.

g. Prior to conducting a briefing, briefers are
required to have the background information listed above so
that they may tailor the briefing to the needs of the
proposed flight. The objective is to communicate a "picture"
of meteorological and aeronautical information necessary for
the conduct of a safe and efficient flight. Briefers use all
available weather and aeronautical information to summarize
data applicable to the proposed flight. They do not read
weather reports and forecasts verbatim unless specifically
requested by the pilot. FSS briefers do not provide FDC
NOTAM information for special instrument approach procedures
unless specifically asked. Pilots authorized by the FAA to
use special instrument approach procedures must specifically
request FDC NOTAM information for these procedures. Pilots
who receive the information electronically will receive
NOTAMs for special IAPs automatically.

REFERENCE-
AIM, Preflight Briefings, Paragraph 7-1-4, contains
those items of a weather briefing that should be expected or
requested.

h. FAA by 14 CFR Part 93, Subpart K, has designated
High Density Traffic Airports (HDTAs) and has prescribed air
traffic rules and requirements for operating aircraft
(excluding helicopter operations) to and from these
airports.

REFERENCE-
Airport/Facility Directory, Special Notices Section.
AIM, Airport Reservation Operations and Special
Traffic Management Programs, Paragraph 4-1-21.

i. In addition to the filing of a flight plan, if the
flight will traverse or land in one or more foreign
countries, it is particularly important that pilots leave a
complete itinerary with someone directly concerned and keep
that person advised of the flight's progress. If serious
doubt arises as to the safety of the flight, that person
should first contact the FSS.

REFERENCE-
AIM, Flights Outside the U.S. and U.S. Territories,
Paragraph 5-1-10.

j. Pilots operating under provisions of 14 CFR Part
135 and not having an FAA assigned 3-letter designator, are
urged to prefix the normal registration (N) number with the
letter "T" on flight plan filing; e.g., TN1234B.

REFERENCE-
AIM, Aircraft Call Signs, Paragraph 4-2-4.

5-1-2. Follow IFR Procedures Even When Operating VFR

a. To maintain IFR proficiency, pilots are urged to
practice IFR procedures whenever possible, even when
operating VFR. Some suggested practices include:

1. Obtain a complete preflight and weather briefing.
Check the NOTAMs.

2. File a flight plan. This is an excellent low cost
insurance policy. The cost is the time it takes to fill it
out. The insurance includes the knowledge that someone will
be looking for you if you become overdue at your
destination.

3. Use current charts.

4. Use the navigation aids. Practice maintaining a
good course-keep the needle centered.

5. Maintain a constant altitude which is appropriate
for the direction of flight.

6. Estimate en route position times.

7. Make accurate and frequent position reports to the
FSSs along your route of flight.

b. Simulated IFR flight is recommended (under the
hood); however, pilots are cautioned to review and adhere to
the requirements specified in 14 CFR Section 91.109 before
and during such flight.

c. When flying VFR at night, in addition to the
altitude appropriate for the direction of flight, pilots
should maintain an altitude which is at or above the minimum
en route altitude as shown on charts. This is especially
true in mountainous terrain, where there is usually very
little ground reference. Do not depend on your eyes alone to
avoid rising unlighted terrain, or even lighted obstructions
such as TV towers.

5-1-3. Notice to Airmen (NOTAM) System

a. Time-critical aeronautical information which is of
either a temporary nature or not sufficiently known in
advance to permit publication on aeronautical charts or in
other operational publications receives immediate
dissemination via the National NOTAM System.

NOTE-
1. NOTAM information is that aeronautical information
that could affect a pilot's decision to make a flight. It
includes such information as airport or primary runway
closures, changes in the status of navigational aids, ILSs,
radar service availability, and other information essential
to planned en route, terminal, or landing operations.

2. NOTAM information is transmitted using standard
contractions to reduce transmission time. See TBL 5-1-1 for
a listing of the most commonly used contractions.

b. NOTAM information is classified into three
categories. These are NOTAM (D) or distant, NOTAM (L) or
local, and Flight Data Center (FDC) NOTAMs.

1. NOTAM (D) information is disseminated for all
navigational facilities that are part of the National
Airspace System (NAS), all public use airports, seaplane
bases, and heliports listed in the Airport/ Facility
Directory (A/FD). The complete file of all NOTAM (D)
information is maintained in a computer database at the
Weather Message Switching Center (WMSC), located in Atlanta,
Georgia. This category of information is distributed
automatically via Service A telecommunications system. Air
traffic facilities, primarily FSSs, with Service A
capability have access to the entire WMSC database of
NOTAMs. These NOTAMs remain available via Service A for the
duration of their validity or until published. Once
published, the NOTAM data is deleted from the system.

2. NOTAM (L)

(a) NOTAM (L) information includes such data as
taxiway closures, personnel and equipment near or crossing
runways, and airport lighting aids that do not affect
instrument approach criteria, such as VASI.

(b) NOTAM (L) information is distributed locally only
and is not attached to the hourly weather reports. A
separate file of local NOTAMs is maintained at each FSS for
facilities in their area only. NOTAM (L) information for
other FSS areas must be specifically requested directly from
the FSS that has responsibility for the airport concerned.

3. FDC NOTAMs

(a) On those occasions when it becomes necessary to
disseminate information which is regulatory in nature, the
National Flight Data Center (NFDC), in Washington, DC, will
issue an FDC NOTAM. FDC NOTAMs contain such things as
amendments to published IAPs and other current aeronautical
charts. They are also used to advertise temporary flight
restrictions caused by such things as natural disasters or
large-scale public events that may generate a congestion of
air traffic over a site.

(b) FDC NOTAMs are transmitted via Service A only once
and are kept on file at the FSS until published or canceled.
FSSs are responsible for maintaining a file of current,
unpublished FDC NOTAMs concerning conditions within 400
miles of their facilities. FDC information concerning
conditions that are more than 400 miles from the FSS, or
that is already published, is given to a pilot only on
request.

NOTE-
1. DUATS vendors will provide FDC NOTAMs only upon
site-specific requests using a location identifier.

2. NOTAM data may not always be current due to the
changeable nature of national airspace system components,
delays inherent in processing information, and occasional
temporary outages of the U.S. NOTAM system. While en route,
pilots should contact FSSs and obtain updated information
for their route of flight and destination.

c. An integral part of the NOTAM System is the Notices
to Airmen Publication (NTAP) published every four weeks.
Data is included in this publication to reduce congestion on
the telecommunications circuits and, therefore, is not
available via Service A. Once published, the information is
not provided during pilot weather briefings unless
specifically requested by the pilot. This publication
contains two sections.

1. The first section consists of notices that meet the
criteria for NOTAM (D) and are expected to remain in effect
for an extended period and FDC NOTAMs that are current at
the time of publication. Occasionally, some NOTAM (L) and
other unique information is included in this section when it
will contribute to flight safety.

2. The second section contains special notices that
are either too long or concern a wide or unspecified
geographic area and are not suitable for inclusion in the
first section. The content of these notices vary widely and
there are no specific criteria for their inclusion, other
than their enhancement of flight safety.

3. The number of the last FDC NOTAM included in the
publication is noted on the first page to aid the user in
updating the listing with any FDC NOTAMs which may have been
issued between the cut-off date and the date the publication
is received. All information contained will be carried until
the information expires, is canceled, or in the case of
permanent conditions, is published in other publications,
such as the A/FD.

4. All new notices entered, excluding FDC NOTAMs, will
be published only if the information is expected to remain
in effect for at least 7 days after the effective date of
the publication.

d. NOTAM information is not available from a
Supplemental Weather Service Locations (SWSL).

TBL 5-1-1

NOTAM CONTRACTIONS


A

AADC
Approach and Departure Control

ABV
Above

A/C
Approach Control

ACCUM
Accumulate

ACFT
Aircraft

ACR
Air Carrier

ACTV/ACTVT
Active/Activate

ADF
Automatic Direction Finder

ADJ
Adjacent

ADZ/ADZD
Advise/Advised

AFD
Airport/Facility Directory

AFSS
Automated Flight Service Station

ALS
Approach Light System

ALTM
Altimeter

ALTN/ALTNLY
Alternate/Alternately

ALSTG
Altimeter Setting

AMDT
Amendment

APCH
Approach

APL
Airport Lights

ARFF
Aircraft Rescue & Fire Fighting

ARPT
Airport

ARSR
Air Route Surveillance Radar

ASDE
Airport Surface Detection Equipment

ASOS
Automated Surface Observing System

ASPH
Asphalt

ASR
Airport Surveillance Radar

ATC
Air Traffic Control

ATCT
Airport Traffic Control Tower

ATIS
Automated Terminal Information Service

AVBL
Available

AWOS
Automatic Weather Observing System

AZM
Azimuth


B

BC
Back Course

BCN
Beacon

BERM
Snowbank/s Containing Earth/Gravel

BLO
Below

BND
Bound

BRAF
Braking Action Fair

BRAG
Braking Action Good

BRAN
Braking Action Nil

BRAP
Braking Action Poor

BYD
Beyond


C

CAAS
Class A Airspace

CAT
Category

CBAS
Class B Airspace

CBSA
Class B Surface Area

CCAS
Class C Airspace

CCLKWS
Counterclockwise

CCSA
Class C Surface Area

CD
Clearance Delivery

CDAS
Class D Airspace

CDSA
Class D Surface Area

CEAS
Class E Airspace

CESA
Class E Surface Area

CFA
Controlled Firing Area

CGAS
Class G Airspace

CHG
Change

CLKWS
Clockwise

CLNC
Clearance

CLSD
Closed

CMSN/CMSND
Commission/Commissioned

CNCL/CNCLD/CNL
Cancel/Canceled/Cancel

CNTRLN
Centerline

CONC
Concrete

CONT
Continue/Continuously

CRS
Course

CTAF
Common Traffic Advisory Frequency

CTLZ
Control Zone


D

DALGT
Daylight

DCMS/DCMSND
Decommission/Decommissioned

DCT
Direct

DEP
Depart/Departure

DEPT
Department

DH
Decision Height

DISABLD
Disabled

DLA/DLAD
Delay/Delayed

DLT/DLTD
Delete/Deleted

DLY
Daily

DME
Distance Measuring Equipment

DMSTN
Demonstration

DP
Instrument Departure Procedure

DPCR
Departure Procedure

DRCT
Direct

DRFT/DRFTD
Drift/Drifted Snowbank/s Caused By Wind Action

DSPLCD
Displaced

DSTC
Distance

DWPNT
Dew Point


E

E
East

EBND
Eastbound

EFAS
En Route Flight Advisory Service

EFF
Effective

ELEV
Elevate/Elevation

ENG
Engine

ENTR
Entire

EXCP
Except


F

FA
Final Approach

FAC
Facility

FAF
Final Approach Fix

FDC
Flight Data Center

FM
Fan Marker

FREQ
Frequency

FRH
Fly Runway Heading

FRZN
Frozen

FRNZ SLR
Frozen Slush on Runway/s

FSS
Flight Service Station


G

GC
Ground Control

GCA
Ground Controlled Approach

GOVT
Government

GP
Glide Path

GPS
Global Positioning System

GRVL
Gravel

GS
Glide Slope


H

HAA
Height Above Airport

HAT
Height Above Touchdown

HAZ
Hazard

HEL
Helicopter

HELI
Heliport

HF
High Frequency

HIRL
High Intensity Runway Lights

HIWAS
Hazardous Inflight Weather Advisory Service

HOL
Holiday

HP
Holding Pattern


I

IAP
Instrument Approach Procedure

IBND
Inbound

ID
Identification

IDENT
Identify/Identifier/Identification

IFR
Instrument Flight Rules

ILS
Instrument Landing System

IM
Inner Marker

IN
Inch/Inches

INDEFLY
Indefinitely

INOP
Inoperative

INST
Instrument

INT
Intersection

INTST
Intensity

IR
Ice On Runway/s


L

L
Left

LAA
Local Airport Advisory

LAT
Latitude

LAWRS
Limited Aviation Weather Reporting Station

LB
Pound/Pounds

LC
Local Control

LCL
Local

LCTD
Located

LDA
Localizer Type Directional Aid

LDIN
Lead In Lighting System

LGT/LGTD/LGTS
Light/Lighted/Lights

LIRL
Low Intensity Runway Edge Lights

LLWAS
Low Level Wind Shear Alert System

LMM
Compass Locator at ILS Middle Marker

LNDG
Landing

LOC
Localizer

LOM
Compass Locator at ILS Outer Marker

LONG
Longitude

LRN
LORAN

LSR
Loose Snow on Runway/s

LT
Left Turn After Take-off


M

MALS
Medium Intensity Approach Lighting System

MALSF
Medium Intensity Approach Lighting System with
Sequenced Flashers

MALSR
Medium Intensity Approach Lighting System with
Runway Alignment Indicator Lights

MAP
Missed Approach Point

MCA
Minimum Crossing Altitude

MDA
Minimum Descent Altitude

MEA
Minimum En Route Altitude

MED
Medium

MIN
Minute

MIRL
Medium Intensity Runway Edge Lights

MLS
Microwave Landing System

MM
Middle Marker

MNM
Minimum

MOCA
Minimum Obstruction Clearance Altitude

MONTR
Monitor

MSA
Minimum Safe Altitude/Minimum Sector Altitude

MSAW
Minimum Safe Altitude Warning

MSL
Mean Sea Level

MU
Designate a Friction Value Representing Runway
Surface Conditions

MUD
Mud

MUNI
Municipal


N

N
North

NA
Not Authorized

NBND
Northbound

NDB
Nondirectional Radio Beacon

NE
Northeast

NGT
Night

NM
Nautical Mile/s

NMR
Nautical Mile Radius

NOPT
No Procedure Turn Required

NTAP
Notice To Airmen Publication

NW
Northwest


O

OBSC
Obscured

OBSTN
Obstruction

OM
Outer Marker

OPER
Operate

OPN
Operation

ORIG
Original

OTS
Out of Service

OVR
Over


P

PAEW
Personnel and Equipment Working

PAJA
Parachute Jumping Activities

PAPI
Precision Approach Path Indicator

PAR
Precision Approach Radar

PARL
Parallel

PAT
Pattern

PCL
Pilot Controlled Lighting

PERM/PERMLY
Permanent/Permanently

PLA
Practice Low Approach

PLW
Plow/Plowed

PN
Prior Notice Required

PPR
Prior Permission Required

PREV
Previous

PRIRA
Primary Radar

PROC
Procedure

PROP
Propeller

PSGR
Passenger/s

PSR
Packed Snow on Runway/s

PT/PTN
Procedure Turn

PVT
Private


R

RAIL
Runway Alignment Indicator Lights

RCAG
Remote Communication Air/Ground Facility

RCL
Runway Centerline

RCLS
Runway Centerline Light System

RCO
Remote Communication Outlet

RCV/RCVR
Receive/Receiver

REF
Reference

REIL
Runway End Identifier Lights

RELCTD
Relocated

RMDR
Remainder

RNAV
Area Navigation

RPRT
Report

RQRD
Required

RRL
Runway Remaining Lights

RSVN
Reservation

RT
Right Turn after Take-off

RTE
Route

RTR
Remote Transmitter/Receiver

RTS
Return to Service

RUF
Rough

RVR
Runway Visual Range

RVRM
RVR Midpoint

RVRR
RVR Rollout

RVRT
RVR Touchdown

RVV
Runway Visibility Value

RY/RWY
Runway


S

S
South

SBND
Southbound

SDF
Simplified Directional Facility

SE
Southeast

SECRA
Secondary Radar

SFL
Sequenced Flashing Lights

SI
Straight-In Approach

SIR
Packed or Compacted Snow and Ice on Runway/s

SKED
Scheduled

SLR
Slush on Runway/s

SNBNK
Snowbank/s Caused by Plowing

SND
Sand/Sanded

SNGL
Single

SNW
Snow

SPD
Speed

SR
Sunrise

SS
Sunset

SSALF
Simplified Short Approach Lighting System with
Sequenced Flashers

SSALR
Simplified Short Approach Lighting System with
Runway Alignment Indicator Lights

SSALS
Simplified Short Approach Lighting System

STAR
Standard Terminal Arrival

SVC
Service

SW
Southwest

SWEPT
Swept or Broom/Broomed


T

TACAN
Tactical Air Navigational Aid

TDZ/TDZL
Touchdown Zone/Touchdown Zone Lights

TFC
Traffic

TFR
Temporary Flight Restriction

TGL
Touch and Go Landings

THN
Thin

THR
Threshold

THRU
Through

TIL
Until

TKOF
Takeoff

TMPRY
Temporary

TRML
Terminal

TRNG
Training

TRSA
Terminal Radar Service Area

TRSN
Transition

TSNT
Transient

TWEB
Transcribed Weather Broadcast

TWR
Tower

TWY
Taxiway


U

UNAVBL
Unavailable

UNLGTD
Unlighted

UNMKD
Unmarked

UNMON
Unmonitored

UNRELBL
Unreliable

UNUSBL
Unusable


V

VASI
Visual Approach Slope Indicator

VDP
Visual Descent Point

VFR
Visual Flight Rules

VIA
By Way Of

VICE
Instead/Versus

VIS/VSBY
Visibility

VMC
Visual Meteorological Conditions

VOL
Volume

VOLMET
Meteorlogical Information for Aircraft in Flight

VOR
VHF Omni-Directional Radio Range

VORTAC
VOR and TACAN (collocated)

VOT
VOR Test Signal


W

W
West

WBND
Westbound

WEA/WX
Weather

WI
Within

WKDAYS
Monday through Friday

WKEND
Saturday and Sunday

WND
Wind

WP
Waypoint

WSR
Wet Snow on Runway/s

WTR
Water on Runway/s

WX
Weather

/
And

+
In Addition/Also


5-1-4. Flight Plan - VFR Flights

a. Except for operations in or penetrating a Coastal
or Domestic ADIZ or DEWIZ a flight plan is not required for
VFR flight.

REFERENCE-
AIM, National Security, Paragraph 5-6-1.

b. It is strongly recommended that a flight plan (for
a VFR flight) be filed with an FAA FSS. This will ensure
that you receive VFR Search and Rescue Protection.

REFERENCE-
AIM, Search and Rescue, Paragraph 6-2-7 gives the
proper method of filing a VFR flight plan.

c. To obtain maximum benefits from the flight plan
program, flight plans should be filed directly with the
nearest FSS. For your convenience, FSSs provide aeronautical
and meteorological briefings while accepting flight plans.
Radio may be used to file if no other means are available.

NOTE-
Some states operate aeronautical communications
facilities which will accept and forward flight plans to the
FSS for further handling.

d. When a "stopover" flight is anticipated, it is
recommended that a separate flight plan be filed for each
"leg" when the stop is expected to be more than 1 hour
duration.

e. Pilots are encouraged to give their departure times
directly to the FSS serving the departure airport or as
otherwise indicated by the FSS when the flight plan is
filed. This will ensure more efficient flight plan service
and permit the FSS to advise you of significant changes in
aeronautical facilities or meteorological conditions. When a
VFR flight plan is filed, it will be held by the FSS until 1
hour after the proposed departure time unless:

1. The actual departure time is received.

2. A revised proposed departure time is received.

3. At a time of filing, the FSS is informed that the
proposed departure time will be met, but actual time cannot
be given because of inadequate communications (assumed
departures).

f. On pilot's request, at a location having an active
tower, the aircraft identification will be forwarded by the
tower to the FSS for reporting the actual departure time.
This procedure should be avoided at busy airports.

g. Although position reports are not required for VFR
flight plans, periodic reports to FAA FSSs along the route
are good practice. Such contacts permit significant
information to be passed to the transiting aircraft and also
serve to check the progress of the flight should it be
necessary for any reason to locate the aircraft.

EXAMPLE-
1. Bonanza 314K, over Kingfisher at (time), VFR flight
plan, Tulsa to Amarillo.

2. Cherokee 5133J, over Oklahoma City at (time),
Shreveport to Denver, no flight plan.

h. Pilots not operating on an IFR flight plan and when
in level cruising flight, are cautioned to conform with VFR
cruising altitudes appropriate to the direction of flight.

i. When filing VFR flight plans, indicate aircraft
equipment capabilities by appending the appropriate suffix
to aircraft type in the same manner as that prescribed for
IFR flight.

REFERENCE-
AIM, Flight Plan- IFR Flights, Paragraph 5-1-8.

j. Under some circumstances, ATC computer tapes can be
useful in constructing the radar history of a downed or
crashed aircraft. In each case, knowledge of the aircraft's
transponder equipment is necessary in determining whether or
not such computer tapes might prove effective.



If playing a game in a PC sim, a position report of,
VFR Cape Kennedy to the Moon with two lunatics aboard is
appropriate.








"Steve Foley" wrote in message
news:mmi8h.764$ki3.434@trndny01...
| "Neil Gould" wrote in message
news:Odh8h.27713
| As to this particular primitive question: there is no
need to report your
| position to anyone unless you are experiencing some
problem, regardless of
| whether you have flight following. This should be
obvious, and easy to
| understand by asking yourself, "Who would care to know
this information?"
|
| The only time I've done position reporting is flying the
Hudson River VFR
| corridor.
|
|

Somehow, I can't imagine the need to call for SAR while sitting in front of
my computer playing a game. Perhaps if I fell out of the chair and had a
head injury and became disoriented?

I also can't imagine making imaginary calls to ATC and having conversations
with the computer generated voices in MSFS- it reminds me of my son at the
age of four running around with a toy airplane making engine noises. It may
be normal for a child, but for an adult to talk to the computer and make
position reports.....?