Flight Plan Understanding [PDF]
Contents
Introduction
ICAO Flight plan
This ICAO flight plan is presented like the figure below.
The Flight plan shall include all information relevant to that specific planned flight. This includes:
The picture below shows the layout used in the ICAO real flight plan.
IVAO flight plan
Insert in item 8 one of the following letters to denote the category of flight rules with which the pilot intends to comply:
Insert in item 8 one of the following letters to denote the type of flight when so required by the appropriate ATS authority:
Specify status of a flight following the indicator STS in Item 18, or when necessary denote other reasons for specific handling by ATS; indicate the reason following the indicator RMK in Item 18.
For each aircraft type, the wake turbulence category is determined by its MTOM = Maximum Take-Off Mass. The actual mass of an aircraft does not change its wake turbulence category.
Item 10 – Equipment and Capabilities
Equipment and capabilities comprise the following elements:
Insert in item 10 one or several letters as follows:
Remark: Alphanumeric characters not indicated in the table are reserved.
| Eq | Description |
|---|---|
| A | Ground-Based Augmentation System (GBAS) is a safety-critical system that augments the GPS Standard Positioning Service (SPS) and provides enhanced levels of service. It supports all phases of approach, landing, departure, and surface operations within its area of coverage. |
| B | Localizer Performance with Vertical guidance (LPV). APproach with Vertical guidance (APV-SBAS). Space Based Augmentation System (SBAS). The purpose of LPV is to fly ILS look-alike procedures published as RNAV GNSS with LPV minima, by using SBAS. These procedures with vertical guidance constitute a progress to approach safety. |
| C | LOng RAnge Navigation (LORAN) is a terrestrial radio navigation system using low frequency radio transmitters to determine the location and speed of the receiver (i.e the aircraft in aviation context). is a radio-navigation instrument that automatically and continuously displays the relative bearing from the aircraft to a suitable radio station. |
| G | Global Navigation Satellite System (GNSS). The term GNSS encompasses all the satellite navigation systems such as GPS, GLONASS, GALILEO |
| H | High Frequency (HF) RadioTelephone (RTF). (Mainly used during oceanic flight) |
| I | INS]]) or Inertial Reference System (IRS) or Inertial Reference Unit (IRU) is a navigation aid that uses a computer, motion sensors (accelerometers) and rotation sensors (gyroscopes) to continuously calculate the position, orientation, and velocity (direction and speed of movement) of a plane without the need for external references.. |
| J1 | Controller Pilot Data Link Communications (CPDLC) Aeronautical Telecommunication Network (ATN) VHF DigitaL Mode 2(VDL2). The ICAO VDL Mode 2 is the VDL version most commonly used. It was chosen for the Eurocontrol Link 2000+ program and is specified as the primary link in the EU Single European Sky rule adopted in January 2009 requiring all new aircraft flying in Europe after January 1, 2014 to be equipped with CPDLC. |
| J2 | Controller Pilot Data Link Communications (CPDLC Future Air Navigation Services (FANS) 1/A High Frequency Data Link (HFDL). FANS 1/A provides controller-pilot data link communications (CPDLC) and include include air traffic control clearances, pilot requests and position reporting. FANS 1/A typically operates over satellite communications (SATCOM) and is mostly used in Oceanic airspace. FANS 1/A over HFDL provides air traffic control (ATC) communication coverage in the Polar region |
| J3 | Controller Pilot Data Link Communications (CPDLC Future Air Navigation Services (FANS) 1/A VHF Data Link (VDL)Mode A. FANS 1/A provides controller-pilot data link communications (CPDLC) and include air traffic control clearances, pilot requests and position reporting. FANS 1/A typically operates over satellite communications (SATCOM) and is mostly used in Oceanic airspace. VDL Mode A is also known as POA (Plain Old ACARS). |
| J4 | Controller Pilot Data Link Communications (CPDLC Future Air Navigation Services (FANS) 1/A VHF Data Link (VDL)Mode 2. FANS 1/A provides controller-pilot data link communications (CPDLC) and include include air traffic control clearances, pilot requests and position reporting. FANS 1/A typically operates over satellite communications (SATCOM) and is mostly used in Oceanic airspace. The ICAO VDL Mode 2 is the VDL version most commonly used. It was chosen for the Eurocontrol Link 2000+ program and is specified as the primary link in the EU Single European Sky rule adopted in January 2009 requiring all new aircraft flying in Europe after January 1, 2014 to be equipped with CPDLC. |
| J5 | Controller Pilot Data Link Communications (CPDLC Future Air Navigation Services (FANS) 1/A. FANS 1/A provides controller-pilot data link communications (CPDLC) and include include air traffic control clearances, pilot requests and position reporting. FANS 1/A typically operates over satellite communications and is mostly used in Oceanic airspace. This indicator specifies that the data is transiting via the INMARSAT satellite network. |
| J6 | Controller Pilot Data Link Communications (CPDLC Future Air Navigation Services (FANS) 1/A. FANS 1/A provides controller-pilot data link communications (CPDLC) and include include air traffic control clearances, pilot requests and position reporting. FANS 1/A typically operates over satellite communications and is mostly used in Oceanic airspace. This indicator specifies that the data is transiting via the MTSAT satellite network. |
| J7 | Controller Pilot Data Link Communications (CPDLC Future Air Navigation Services (FANS) 1/A. FANS 1/A provides controller-pilot data link communications (CPDLC) and includes air traffic control clearances, pilot requests and position reporting. FANS 1/A typically operates over satellite communications and is mostly used in Oceanic airspace. This indicator specifies that the data is transiting via the Iridium satellite network. It allows worldwide voice and data communications including the poles, oceans and airways. |
| K | Microwave Landing System (MLS) is an aviation approach and landing system providing most accurate and reliable information for safe landings. This system overcomes the possible limitations of the ILS. |
| L | Instrument Landing System (ILS) is a ground-based instrument approach system that provides precision guidance to an aircraft approaching and landing on a runway. |
| M1 | Air Traffic Control (ATC) RadioTelephone (RTF) SATellite COMmunications (SATCOM) with data transiting via the INMARSAT satellite network. |
| M2 | Air Traffic Control (ATC) RadioTelephone (RTF) SATellite COMmunications (SATCOM) with data transiting via the MTSAT satellite network. |
| M3 | Air Traffic Control (ATC) RadioTelephone (RTF) SATellite COMmunications (SATCOM) with data transiting via the Iridium satellite network. |
| N | It shall be specified if no COM/NAV approach aid equipment for the route to be flown is carried, or the equipment is unserviceable. |
| O | VHF Omni directional Range (VOR) is a type of radio navigation system for aircraft. The system relies on ground based transmitters which emit signals to a VOR receiver inside the aircraft. The navigation signal allows the aircraft receiving equipment to determine a magnetic bearing from the station to the aircraft. |
| P1 | CPDLC RCP 400 transaction per second. REQUIRED COMMUNICATION PERFORMANCE type may be used to prescribe operational communication requirements for an airspace based on the ATM functions that an airspace planner or ATS provider needs to implement within that airspace. |
| P2 | CPDLC RCP 240 transaction per second. REQUIRED COMMUNICATION PERFORMANCE type may be used to prescribe operational communication requirements for an airspace based on the ATM functions that an airspace planner or ATS provider needs to implement within that airspace. |
| P3 | SATVOICE RCP 400 transaction per second REQUIRED COMMUNICATION PERFORMANCE type may be used to prescribe operational communication requirements for an airspace based on the ATM functions that an airspace planner or ATS provider needs to implement within that airspace. |
| P4- P9 | P4 to P9 is reserved for future Required Communication Performance (RCP). |
| R | R indicates the Perfomance Based Navigation (PBN) levels that can be met. It is used by ATC for clearance and routing purposes. The insertion of R in the field 10a requires PBN/ to be present in field 18. The PBN sub-field contains the RNAV and/or RNP certifications and operational approvals applicable for the flight. |
| S | It shall be specified if standard COM/NAV/approach aid equipment for the route to be flown is carried and serviceable. If the letter S is used, standard equipment is considered to be VHF RTF,VOR and ILS unless another combination is prescribed by the appropriate ATS authority. S= O+L+V |
| T | Tactical Air Navigation (TACAN) is a navigation system in UHF, giving the air crew continuous information as to its range and bearing from a beacon. It is similar to VOR but in UHF instead of VHF. TACAN is primarily used by military aircraft. |
| U | Ultra High Frequency (UHF) RadioTelephone (RTF). Radio equipment onboard the aircraft. |
| V | Very High Frequency (VHF) RadioTelephone (RTF). Radio equipment onboard the aircraft. |
| W | Reduced Vertical Separation Minima (RVSM) of 300m (1000ft) separation between aircraft was introduced on 24 January 2002 by 41 European and North African countries. RVSM provides six additional cruising levels between FL 290 and FL 410, resulting in substantial reductions in fuel costs and in-flight delays. |
| X | Minimum Navigation Performance Specification (MNPS) : a set of standards which require aircraft to have a minimum navigation performance capability in order to operate in MNPS designated airspace. The airspace is vertically defined between FL285 and FL410 and horizontally includes the following control areas: REYKJAVIK, SHANWICK, GANDER and SANTA MARIA OCEANIC plus the portion of NEW YORK OCEANIC which is North of 27N but excluding the area which is west of 60°W & south of 38°30’N. |
| Y | Very High Frequency (VHF) with 8.33 kHz spacing channel: it was decided in 1994 to introduce a further channel split from 25 to 8.33 kHz. Subsequently, 8.33 kHz was introduced above FL245 in the ICAO EUR Region from October 1999 and above FL195 from the 15 March 2007. At the time of writing Eurocontrol is working on the second phase of the mandate contained in the Commission Regulation (EC) No 1265/2007 which is the deployment of 8.33 kHz channel spacing to the airspace below FL195. The current date planned for the deployment in 2018. |
| Z | It indicates that other equipment or capabilities which are not specified in that Item, apply to that flight. These additional equipment or capabilities shall be specified in Item 18 preceded COM/, NAV/, DAT/ |
Mode S: Whilst traditional Secondary Surveillance Radar (SSR) stations interrogate all aircraft within their range, Mode S (Select) establishes selective and addressed interrogations with aircraft within its coverage. Such selective interrogation improves the quality and integrity of the detection, identification and altitude reporting.
Mode S: Whilst traditional Secondary Surveillance Radar (SSR) stations interrogate all aircraft within their range, Mode S (Select) establishes selective and addressed interrogations with aircraft within its coverage. Such selective interrogation improves the quality and integrity of the detection, identification and altitude reporting.
Mode S: Whilst traditional Secondary Surveillance Radar (SSR) stations interrogate all aircraft within their range, Mode S (Select) establishes selective and addressed interrogations with aircraft within its coverage. Such selective interrogation improves the quality and integrity of the detection, identification and altitude reporting.
For more information please read the IFR flight plan equipment and the IFR flight plan equipment methodology articles.
| Eq | Description |
|---|---|
| B1 | Automatic Dependent Surveillance-Broadcast (ADS). ADS-B makes use of GPS technology to determine and share precise aircraft location information, and streams additional flight information to the cockpits of properly equipped aircraft. ADS–B consists of two different services: ADS–B Out and ADS–B In. B1 has the «out» capability only. ADS–B Out periodically broadcasts information such as aircraft identification, current position, altitude, and velocity, through an onboard transmitter. ADS–B Out provides air traffic controllers with real-time position information that is, in most cases, more accurate than the information available with current radar-based systems. |
| B2 | Automatic Dependent Surveillance-Broadcast (ADS). ADS-B makes use of GPS technology to determine and share precise aircraft location information, and streams additional flight information to the cockpits of properly equipped aircraft. ADS–B consists of two different services: ADS–B Out and ADS–B In. B2 has both «in» and «out» capabilities. ADS–B Out periodically broadcasts information such as aircraft identification, current position, altitude, and velocity, through an onboard transmitter. ADS–B Out provides air traffic controllers with real-time position information that is, in most cases, more accurate than the information available with current radar-based systems. ADS-B In is the reception by aircraft of data which displays all aircraft in the area. Location information, and streams additional flight information to the cockpits of properly equipped aircraft. ADS–B consists of two different services: ADS–B Out and ADS–B In. B2 has both «in» and «out» capabilities. ADS–B Out periodically broadcasts information such as aircraft identification, current position, altitude, and velocity, through an onboard transmitter. ADS–B Out provides air traffic controllers with real-time position information that is, in most cases, more accurate than the information available with current radar-based systems. ADS-B In is the reception by aircraft of data which displays all aircraft in the area. |
| D1 | Automatic Dependent Surveillance-Broadcast (ADS) Future Air Navigation System (FANS). The basic concept of the ADS-C application is that the ground system will set up a contract with the aircraft such that the aircraft will automatically provide information obtained from its own on-board sensors, and pass this information to the ground system under specific circumstances dictated by the ground system (except in emergencies). Contracts are INITIATED BY THE GROUND (ATC or Airlines Centre) and CAN NOT be modified by the pilot.FANS are avionics system which provides direct data link communication between the pilot and the Air Traffic Controller. In the present use the communication is «position reporting». |
| G1 | Automatic Dependent Surveillance-Broadcast (ADS) Aeronautical Telecommunication Network (ATN). The basic concept of the ADS-C application is that the ground system will set up a contract with the aircraft such that the aircraft will automatically provide information obtained from its own on-board sensors, and pass this information to the ground system under specific circumstances dictated by the ground system (except in emergencies). Contracts are INITIATED BY THE GROUND (ATC or Airlines Centre) and CAN NOT be modified by the pilot. |
| U1 | Automatic Dependent Surveillance-Broadcast (ADS) Universal Access Transceiver (UAT). ADS-B makes use of GPS technology to determine and share precise aircraft location information, and streams additional flight information to the cockpits of properly equipped aircraft. ADS–B consists of two different services: ADS–B Out and ADS–B In. U1 has the «out» capability only. ADS–B Out periodically broadcasts information such as aircraft identification, current position, altitude, and velocity, through an onboard transmitter. ADS–B Out provides air traffic controllers with real-time position information that is, in most cases, more accurate than the information available with current radar-based systems. |
| U2 | Automatic Dependent Surveillance-Broadcast (ADS) Universal Access Transceiver (UAT). ADS-B makes use of GPS technology to determine and share precise aircraft location information, and streams additional flight information to the cockpits of properly equipped aircraft. ADS–B consists of two different services: ADS–B Out and ADS–B In. V2 has both «in» and «out» capabilities. ADS–B Out periodically broadcasts information such as aircraft identification, current position, altitude, and velocity, through an onboard transmitter. ADS–B Out provides air traffic controllers with real-time position information that is, in most cases, more accurate than the information available with current radar-based systems. ADS-B In is the reception by aircraft of data which displays all aircraft in the area. |
| V1 | Automatic Dependent Surveillance-Broadcast (ADS) VHF Data Link (VDL). ADS-B makes use of GPS technology to determine and share precise aircraft location information, and streams additional flight information to the cockpits of properly equipped aircraft. ADS–B consists of two different services: ADS–B Out and ADS–B In. V1 has the «out» capability only. ADS–B Out periodically broadcasts information such as aircraft identification, current position, altitude, and velocity, through an onboard transmitter. ADS–B When “ZZZZ” is inserted, you shall specify, in Item 18: After the ICAO 4-letter location indicator, insert in item 13 an UTC time which is: Item 15 – Route with cruising speed and levelMach number is only given for flights in those airspaces where ATC prescribes (big example: North Atlantic.) There is no Flight Level above which Mach must be filed. Insert the planned cruising level for the first or the whole portion of the route to be flown, in terms of: For flights operating predominantly in a north-south direction, define tracks by reference to significant points formed by the intersection of whole degrees of longitude with specified parallels of latitude which are spaced at 5 degrees. Insert DCT between successive points unless both points are defined by geographical coordinates or by bearing and distance. example: BEBLA DCT RIMET DCT BIRKA ATS route (2 to 7 characters)The coded designator assigned to the route or route segment including, where appropriate, the coded designator assigned to the standard departure or arrival route (e.g. BCN1, Bl, R14, UB10, KODAP2A) Significant point (2 to 11 characters)If no coded designator has been assigned, one of the following ways shall be used: Change of speed or level (maximum 21 characters)
Change of flight rules (maximum 3 characters)
Cruise climb (maximum 28 characters)
This item includes all other information needed for the flight which is not present in the other items. Insert in item 18 the character “0” (zero) if no other information, selected from those defined hereunder followed by an oblique stroke and the information to be recorded With 4 figures describing latitude in degrees and tens and units of minutes followed by “N” (North) or “S” (South), followed by 5 figures describing longitude in degrees and tens and units of minutes, followed by “E” (East) or “W” (West). Make up the correct number of figures, where necessary, by insertion of zeros, e.g. 4620N07805W (11 characters) or bearing and distance from the nearest significant point |
| DEST/ | Name and location of destination aerodrome, if ZZZZ is inserted in Item 16. For aerodromes not listed in the relevant Aeronautical Information Publication, indicate location in LAT/LONG or bearing and distance from the nearest significant point, as described under DEP/ above. |
| DOF/ | The date of flight departure in a six-figure format (YYMMDD, where YY equals the year, MM equals the month and DD equals the day). |
| REG/ | The nationality or common mark and registration mark of the aircraft, if different from the aircraft identification in Item 7. |
| EET/ | Significant points or FIR boundary designators and accumulated estimated elapsed times from take-off to such points or FIR boundaries, when so prescribed on the basis of regional air navigation agreements, or by the appropriate ATS authority. Examples: EET/CAP0745 XYZ0830; EET/EINN0204 |
| SEL/ | SELCAL Code, for aircraft so equipped |
| TYP/ | Type(s) of aircraft, preceded if necessary without a space by number(s) of aircraft and separated by one space, if ZZZZ is inserted in Item 9. Example: TYP/2F15 5F5 3B2 |
| CODE/ | Aircraft address (expressed in the form of an alphanumerical code of six hexadecimal characters) when required by the appropriate ATS authority. Example: “F00001” is the lowest aircraft address contained in the specific block administered by ICAO. |
| RVR/ | Runway Visual Range Requirement in Metres. Example: “RVR/200” is the lowest RVR at which aircraft and crew can operate. |
| DLE/ | En route delay or holding, insert the significant point(s) on the route where a delay is planned to occur, followed by the length of delay using four-figure time in hours and minutes (hhmm). |
| OPR/ | ICAO designator or name of the aircraft operating agency, if different from the aircraft identification in item 7. |
| ORGN/ | The originator’s 8 letter AFTN address or other appropriate contact details, in cases where the originator of the flight plan may not be readily identified, as required by the appropriate ATS authority. |
| PER/ | Aircraft performance data, indicated by a single letter as specified in the Procedures for Air Navigation Services — Aircraft Operations (PANS-OPS, Doc 8168), Volume I — Flight Procedures, if so prescribed by the appropriate ATS authority. |
| ALTN/ | Name of destination alternate aerodrome(s), if ZZZZ is inserted in Item 16. For aerodromes not listed in the relevant Aeronautical Information Publication, indicate location in LAT/LONG or bearing and distance from the nearest significant point, as described in DEP/ above. |
| RALT/ | ICAO four letter indicator(s) for en-route alternate(s), as specified in Doc 7910, Location Indicators, or name(s) of en-route alternate aerodrome(s), if no indicator is allocated. For aerodromes not listed in the relevant Aeronautical Information Publication, indicate location in LAT/LONG or bearing and distance from the nearest significant point, as described in DEP/ above. |
| TALT/ | ICAO four letter indicator(s) for take-off alternate, as specified in Doc 7910, Location Indicators, or name of take-off alternate aerodrome, if no indicator is allocated. For aerodromes not listed in the relevant Aeronautical Information Publication, indicate location in LAT/LONG or bearing and distance from the nearest significant point, as described in DEP/ above. |
| RIF/ | The route details to the revised destination aerodrome, followed by the ICAO four-letter location indicator of the aerodrome. The revised route is subject to re-clearance in flight. Examples: RIF/DTA HEC KLAX ; RIF/ESP G94 CLA YPPH |
| RMK/ | Any other plain-language remarks when required by the appropriate ATS authority or deemed necessary. |
If you have no FMC, please insert “RMK/NOFMC” IVAO recommended practices (NOT applicable for IVAO exams): If you are a Newbie in the IVAO network, please insert “RMK/IVAO Newbie” in this item.
If your call sign of your company is not well known to ATC, please insert “CS/company_radio_call”
This information is not filed with the flight plan, but is kept at the unit where the plan was filed. In case of emergency, the supplementary information will be transmitted to the appropriate rescue agencies.
In the real flight plan there are other items not used in the IVAO flight plan:
| Code | Description |
|---|---|
| R/ (RADIO) | CROSS OUT U if UHF on frequency 243.0 MHz is not available. CROSS OUT V if VHF on frequency 121.5 MHz is not available. CROSS OUT E if emergency locator transmitter (ELT) is not available. |
| S/ (SURVIVAL EQUIPMENT) | CROSS OUT all indicators if survival equipment is not carried. CROSS OUT P if polar survival equipment is not carried. CROSS OUT D if desert survival equipment is not carried. CROSS OUT M if maritime survival equipment is not carried. CROSS OUT J if jungle survival equipment is not carried. |
| J/ (JACKETS) | CROSS OUT all indicators if life jackets are not carried. CROSS OUT L if life jackets are not equipped with lights. CROSS OUT F if life jackets are not equipped with fluorescein. CROSS OUT U or V or both as in R/ above to indicate radio capability of jackets, if any. |
| D/ (DINGHIES) | CROSS OUT indicators D and C if no dinghies are carried, or INSERT number of dinghies carried; and INSERT total capacity, in persons, of all dinghies carried; and CROSS OUT indicator C if dinghies are not covered; and INSERT colour of dinghies if carried. |
| A/ (AIRCRAFT COLOUR AND MARKINGS | INSERT colour of aircraft and significant markings. |
| N/ (REMARKS) | CROSS OUT indicator N if no remarks, or INDICATE any other survival equipment carried and any other remarks regarding survival equipment. |
Example of flight plan
Flight AFR2063 with A321 from ESSA to LFPG
(FPL-AFR2063-IS
-A321/M-SDE2E3FGIRWY/H
-ESSA1325
-N0447F340 DCT DKR N872 SVD/N0446F360 N872 DEMIR UN872 EEL UP174 WOODY UN872 NIK UY131 MOPIL DCT
-LFPG0225 LFPO
-PBN/A1B1C1D1S2 DOF/121115 REG/FGTAD EET/EKDK0047 EDWW0104 EHAA0124 EBUR0145 LFFF0155 OPR/AFR)
Flight AFR006 with A388 from LFPG to KJFK
(FPL-AFR006-IS
-A388/H-SDE2E3GHIJ4J5M1RWXYZ/LB1D1
-LFPG1305
-N0484F380 DCT EVX UT300 SENLO UN502 JSY UN160 LIZAD/M085F380 UL739 GAPLI DCT SOMAX/M085F380 DCT 49N020W 46N030W/M085F390 44N040W 42N050W 42N060W/M085F400 DCT DOVEY/N0483F400 N18C SAILE DCT ACK DCT SEY PARCH1
-KJFK0737 KBDL
-PBN/A1B1C1D1S1 NAV/RNVD1E2A1 DOF/121115 REG/FHPJE EET/LFRR0020 EGTT0041 EISN0100 EGGX0135 020W0201 CZQX0256 LPPO0329 KZNY0355 050W0458 42N060W0559 KZBW0651 KZNY0727 SEL/CPHQ OPR/AFR RALT/KBGR RMK/NRP)
Flight AF156EK with A321 from LFPO to LFBO
(FPL-AF156EK-IS
-A321/M-SDE2E3FGIRWY/H
-LFPO1515
-N0447F350 DCT ERIXU UN860 VEGOB UN859 NARAK DCT
-LFBO0100 LFBP
-PBN/A1B1C1D1S2 DOF/121115 EET/LFBB0018 OPR/AFR RVR/075)
Flight AFR3583 with B77W from FMEE to LFPO
Flight AF513UJ with A319 from LFTH to LFPO
(FPL-AF513UJ-IS-A319/M
-SDE2E3FGIRWY/H
-LFTH0820
-N0435F320 JULEE DCT MRM UM976 PIBAT
-LFPO0110 LFQQ
-PBN/A1B1C1D1S2 DOF/121115 EET/LFFF0037 RVR/075 OPR/AFR ORGN/LFPGYEYX)
Flight AF506KO with CRJX from LFPO to LFTH
(FPL-AF506KO-IS
-CRJX/M-SDE2E3FGIRWY/H
-LFPO1255
-N0430F270 LATRA UM133 LERGA UY30 MTL/N0420F200 UY30 XATE
-LFTH0046
-PBN/B1D1 DOF/121115 RVR/200 OPR/BZH ORGN/RPL)
Flight REU974 with B77L from LFPG to FMEE
(FPL-REU974-IS
-B77L/H-SDE1E2E3GFHIJ4J5M1RWXYZ/LB1D1
-LFPG1845
-N0490F310 OKASI UL612 MILPA UM730 TOP UL50 ELB UL12 VELAD UM728 NERAR UP3 RCA/N0489F350 UR611 TIKAT UG300 MAV UM665G ITLOX UM665 UVESO/N0486F370 DCT DENLI UR780 MIDRI UR780G UVENA
-FMEE1036 FIMP
-PBN/A1D1L1S1 NAV/RNP10 DOF/121114 REG/FOLRA EET/LSAS0039 LFFF0039 LIMM0048 LIRR0111 LMMM0218 HLLL0237 HECC0343 HSSS0425 HAAA0545 HKNA0700 HCSM0701 FSSS0745 FMMM0900 SEL/CGFR ORGN/RUKOUU PER/C SRC/RQP RMK/ADSB ACARS EQUIPPED TCAS EQUIPPED)
Flight AFR3041 with A332 from DNMM to LFPG
(FPL-AFR3041-IS
-A332/H-SDE2E3FGHIJ3J5M1RWXY/LB1D1
-DNMM2240
-N0468F400 DCT LAG UR981 NY/N0461F410 UM608 TERAS/N0463F410 UM608 BAY/N0463F400 UA604 MOS UA34 HAMRA/N0462F400 UN608 GIROM UN863 AGN UL873 FOUCO UT181 POI/N0450F280 UT182 KEPER/N0448F270 DCT
-LFPG0600 LFPO
-PBN/A1B1C1D1S1 DOF/121115 REG/FGZCN EET/DGAC0025 DRRR0040 DAAA0156 LECB0411 LFBB0456 LFFF0530 SEL/JKAP OPR/AFR RALT/LFBO RMK/NIGERIA FIR EXIT UR981 TENTU)
Flight VFR from Calais to Kortrijk-Wevelgem with DR400
(FLP-FWBTS-VG
-DR40/L-S/S
-LFAC1600
-N0120VFR DCT LEQ DCT OKT DCT
-EBKT0120 LFQQ
— OPR/PVT REQ/1 TOUCH AND GO AT LFQQ RMK/TRAINING FLIGHT)