AIM
4/3/14
5−1−8
Preflight
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
− Domestic 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.