时间：2011-04-18 00:50来源：蓝天飞行翻译 作者：航空 点击：次
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Preflight 5.1.15 FIG 5.1.2 FAA Flight Plan Form 7233.1 (8.82)U.S. DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION (FAA USE ONLY)(FAA USE ONLY) PILOT BRIEFINGPILOT BRIEFING VNRVNR STOPOVERSTOPOVER TIME STARTEDTIME STARTED SPECIALIST INITIALS SPECIALIST INITIALS 1. TYPE1. TYPE VFR IFRIFR DVFRDVFR 3. AIRCRAFT TYPE/ SPECIAL EQUIPMENT 3. AIRCRAFT TYPE/ SPECIAL EQUIPMENT 5. DEPARTURE POINT5. DEPARTURE POINT 6. DEPARTURE TIME6. DEPARTURE TIME PROPOSED (Z)PROPOSED (Z) ACTUAL (Z)ACTUAL (Z) 7. CRUISING ALTITUDE 7. CRUISING ALTITUDE 8. ROUTE OF FLIGHT8. ROUTE OF FLIGHT KTSKTS 9. DESTINATION (Name of airport and city) 9. DESTINATION (Name of airport and city) 10. EST. TIME ENROUTE10. EST. TIME ENROUTE HOURSHOURS HOURSHOURS MINUTESMINUTES MINUTESMINUTES 11. REMARKS11. REMARKS 12. FUEL ON BOARD12. FUEL ON BOARD 13. ALTERNATE AIRPORT(S)13. ALTERNATE AIRPORT(S) 14. PILOT’S NAME, ADDRESS & TELEPHONE NUMBER & AIRCRAFT HOME BASE14. PILOT’S NAME, ADDRESS & TELEPHONE NUMBER & AIRCRAFT HOME BASE 15. NUMBER ABOARD 15. NUMBER ABOARD 17. DESTINATION CONTACT/TELEPHONE (OPTIONAL)1 7. DESTINATION CONTACT/TELEPHONE (OPTIONAL) 16. COLOR OF AIRCRAFT16. COLOR OF AIRCRAFT FAA Form 7233-1FAA Form 7233-1 (8-82)(8-82) CLOSE VFR FLIGHT PLAN WITH _________________ FSS ON ARRIVALCLOSE VFR FLIGHT PLAN WITH _________________ FSS ON ARRIVAL FLIGHT PLANFLIGHT PLAN CIVIL AIRCRAFT PILOTS, FAR 91 requires you file an IFR flight plan to operate under instrument flight rules in controlled airspace. Failure to file could result in a civil penalty not to exceed $1,000 for each violation (Section 901 of the Federal Aviation Act of 1958, as amended). Filing of a VFR flight plan is recommended as a good operating practice. See also Part 99 for requirements concerning DVFR flight plans. AIRCRAFT IDENTIFICATION 2. AIRCRAFT IDENTIFICATION 4. TRUE AIRSPEED 4. TRUE AIRSPEED 4. Block 4. Enter your computed true airspeed (TAS). NOTE. If the average TAS changes plus or minus 5 percent or 10 knots, whichever is greater, advise ATC. 5. Block 5. Enter the departure airport identifi-er code (or the airport name, city and state, if the identifier is unknown). NOTE. Use of identifier codes will expedite the processing of your flight plan. 6.Block 6. Enter the proposed departure time in Coordinated Universal Time (UTC) (Z). If airborne, specify the actual or proposed departure time as appropriate. 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. Preflight 5.1.16 11. Block 11. Enter only those remarks perti-nent 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 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 AIM 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 4.1.19. 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. |
