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scott967

IFR Flight Plan Knowledge

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Can anyone point me to a site where I can read about and learn the basics of reading and interpreting an IFR flight plan as well as creating an IFR flight plan? I'm already familiar with VFR flight plans but I would very much like to learn IFR flight planning since I've become so addicted to the PMDG747-400. Thank you.

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Start here:http://en.wikipedia.org/wiki/Flight_planThen go herehttp://flightaware.com/live/and use the "Airborne by Operator" viewing option to select an operator (or just click "view all"). When you get to the next page, select a flight in progress in the real world. It will bring up a graphical map view of the flight with it's real world flight plan (the "Route" shown) posted on the right. In most cases, you can see how the flight starts with a SID, then transitions along the route using waypoints, jetways, etc, then ends with a STAR to the arrival airport.You build your IFR flight plan the same way. I'm assuming you have a "basic" knowledge already, as you said you are already familiar with VFR planning. The "new" things you may have to become familiar with are SIDs and STARs. FalconAF

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Symbology in IFR flight plan is one thing, how you create a flight plan is a completely different beast. If you want to learn how pilots approach the subject, what goes into planning and then creating a flight plan I can only recommend some good textbook on IFR flying, for example Rod Machado's Instrument Pilot's Handbook - Rod devotes almost 40 pages to the subject. The subject is actually fairly complicated if you want to learn it with some depth.Michael J.http://img142.imageshack.us/img142/9320/apollo17vf7.jpg

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Agreed. But he asked for information about the "basics", so that's what I gave him. If he already knows about VFR flight plan (like he said), the links I provided will take him to the next level.Advanced IFR flight planning, as you said, will require more in-depth study with the type of references you listed.FalconAF

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Superfortress-I agree with Falcon. I also fly the PMDG 747 a lot, and have bookmarked this search at Flightaware: http://flightaware.com/live/aircrafttype/B...order=filed_ete It gives me a selection based on ETE of flight. Click on the flight you're interested in, and the flight plan is there.It is also simple to set up a search based on other parameters that may appeal to you.

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>Start here:>>http://en.wikipedia.org/wiki/Flight_plan>>Then go here>>http://flightaware.com/live/>>and use the "Airborne by Operator" viewing option to select an>operator (or just click "view all"). When you get to the next>page, select a flight in progress in the real world. It will>bring up a graphical map view of the flight with it's real>world flight plan (the "Route" shown) posted on the right. In>most cases, you can see how the flight starts with a SID, then>transitions along the route using waypoints, jetways, etc,>then ends with a STAR to the arrival airport.>>You build your IFR flight plan the same way. I'm assuming you>have a "basic" knowledge already, as you said you are already>familiar with VFR planning. The "new" things you may have to>become familiar with are SIDs and STARs. >>FalconAFThank you for the links. I've actually been using Flightaware for some time now to recreate real world routes in the PMDG747. Great site.

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All of the aspects if IFR flight would take a long time to teach anyone, even current VFR pilots. I've heard it said by ATP pilots that the IR is the hardest of all ratings to obtain, and my own experiences on getting the rating required a lot of discipline.Getting back to the specific question: One of the most obvious things about an IFR flight plan (vs. a VFR one) is that there are airways and/or fixes/ coordinates to plan to fly to, and you must follow your cleared flight plan (or subsequent clearances) to the letter. I would say particularly in altitude.Obe aspect that I was not aware of before doing the IR is the timing of the flight plan,. In VFR, where you don't have to file a flight plan, the duration of the flight is obviously important to determine endurance and whether you the range capabikity for a flight. But it's a rough measure where often if the duration is something like 4 hours, we call it 3 hours just to add some conservative factoring into the equation and have an additional hour up our sleeve.That

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The biggest thing for me about ifr flight plans (at least in my realm of GA flying) is you seldom get what you file, and that includes while in the air. I have now flown ifr in 49/50 states-and yesterday I flew all along the Washington adiz area.What I have found works for me (since ifr gps/g equipped) is I just file in my flight plan "direct". 70% of the time I get it-another 25% of the time I get a fix to fly to and then get direct, 5% of the time I get a full route clearance or a fix and another fix and then direct. However, often in the air things are amended by atc for other traffic, restricted moa areas getting hot or unhot, tfr's and traffic flow.When flying to Bridgeport Connecticut a month ago-over western Pennsylvania I got an ammended full route clearance at least 7 times before getting to Bridgeport-just enough time to enter it into the gps and then have it all changed again. Yesterday, flying from Martin, State Balitmore over to Rhode Island I actually filed a fix that kept me out of the restricted airspace that is over the Martin State departure-thinking it would be helpful and that would be I would probably get -they amended my clearance on the ground and gave me direct-go figure!So I have found no matter how carefully you plan-the chances of atc changing what you do is great, and since you really would prefer direct you might as well file it. Then the controller knows that is what you want, and if they can't do it they will try to get you going as soon as possible.As far as flight aware-I am not sure the info there is realiable.My flight yesterday from ptk to mtn shows n/a on the routing. I was cleared direct and made it -almost, until when close they told me to do a star (only the 7th or so time I have one in 19 years). I started the star-then they ammended it to go direct to a vor and a fix. I started that and then they told me to go direct to the fix. Before I got to the fix-they told me to go direct to the airport. It seems like a lot of changes but then when you look at the course they are helping you get there as quick as possible-while keeping you out of areas like Camp David/Adiz.So the biggest improvement for me fix fs atc-is to make it change-all the time-maybe at the worst moment! :-lol Flightaware track:http://flightaware.com/live/flight/N7345R/...1240Z/KPTK/KMTNGeofaMy blog:http://geofageofa.spaces.live.com/

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I have tried both but found direct just works better.For instance-coming into Detroit they either take you around the west side of the class B airspace or the east side-and you really don't know-but they do. So rather than guess I just let them tell.In my experience the last controller you contact will say "expect the x approach". At that time-I would just tell I want another.However, unless out practicing or I feel it is dangerous I always accept the one they want.GeofaMy blog:http://geofageofa.spaces.live.com/

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Geofa,I agree with your observation about FlightAware not being reliable when showing GA flight plans. I've seen that numerous times myself.But they seem reliable for the commercial carriers. At least the flight plans shown for them would be the initial flight plan filed by the carrier. The carrier would never usually submit a request for a "direct" route initially. I'm sure many of the commercial flights, depending on the time of day, get a "direct" clearance once airborne. This happens a lot of times on the late night "red eye" flights, when there isn't as much traffic in the ATC system. FedEx flights get this a lot after departure on their "night flights" between places like Memphis and Anchorage, etc.The commercial flight plans shown in FlightAware would normally be a "good route" for the original poster to use, in as much as he states he was going to be flying the PMDG B-747.FalconAF

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