Por indicação do nosso amigo Fábio Otero, compartilho com vocês a indicação dele do portal Fltplan, para a confecção de planos de voo realmente profissionais, e do tutorial que esse portal publicou recentemente sobre o preenchimento de planos no modelo ICAO, que entrou em vigor no final do ano passado, abaixo reproduzido:
ICAO 2012: Make sure you and ATC are speaking the same language
When talking to ATC about aircraft equipment it’s necessary to specify whether you’re referring to ICAO or Domestic formatting. With the advent of ICAO format flight plans for domestic flights, there have been many instances of “Who’s on first” in radio communication, when the topic is what type of equipment you have.
You’re flying your CL30 from KVNY to KTEB.
As you approach New York’s airspace, the controller needs to reroute you and wants to know if he can assign the JAIKE THREE Arrival (a STAR requiring RNAV 1 capabilities).
The controller asks you “what type equipment are you?”, and then the confusion begins. Why?
Look at the two flight plans below for the same flight.
Domestic Format as Displayed on NavLog
ICAO Format as Displayed on NavLog
In Domestic Format, the comfortable and simple CL30/Q was used, and this is what controllers are still using today when controlling you.
On the other hand, look at the ICAO 2012 format flight plan on the right that pilots are using. Depending on how you count, there are over 40 characters (some will have more) needed to describe your equipment capabilities.
Controllers are still using Domestic Format, but pilots are using ICAO Format (since pilots have been told they must file ICAO format for RNAV assignment).
See our previous article: http://flttrack.fltplan.com/fltbrief/june2009/fltbrief.htm
So here’s what happens: When queried by ATC about your equipment, you erroneously give him your aircraft type and wake turbulence category of CL30/M (M is for medium wake turbulence) from the ICAO Format flight plan. The controller, using “Domestic” format, hears CL30/M and uses this, which means in domestic format that you are a CL30 that has TACAN ONLY with NO TRANSPONDER (let alone no RVSM).
“Who’s on first? (And I Don’t Know’s flying at 37,000 feet.)”
Here’s what you need to know.
1.) When queried by ATC, know that their ‘native’ language is Domestic format. However, they can ‘speak’ ICAO format if you let them know that’s what you’re using. (They do have the means to translate.)
2.) Almost always a question about your equipment is brought upon by your ICAO data being incomplete or erroneous. When your ICAO data is translated into Domestic format by the ATC computers for the Controllers, something gets lost in the translation if you have entered bad data. (Please use the A/C ICAO data on the left side of the Main Menu page to enter/change your ICAO data.)
3.) Most queries or questions from a controlller concern:
a. RVSM. There should be a “W” in your equipment list (Equip: SDFGHRWXYZ/S) if you are RVSM capable.
b. RNAV 1 (required for RNAV SIDs and STARs): You need a D1 and A1 in NAV/RNVD1E2A1 (D is for departure and A for arrival) and at least one ‘D’ in PBN/A1B2C2C3D2D3O2S2 for being assigned a RNAV SID or STAR.
4.) If queried by ATC about your equipment, you can do a pre-emptive “we are RVSM and RNAV 1 capable”. The controller will most likely say “thanks” and the conversation will be over.
5.) If there is still a question about equipment type, tell the controller that you filed in ICAO Format.
6.) If you constantly get queried from different controllers about your equipment, that’s a certain sign that you have erroreous ICAO data in your A/C ICAO Data section.
7.) The change to ICAO formatting is part of a huge transition from the current system to the new ERAM (En Route Automation Modernization) system. Please don’t complain to us or the controllers. The world has changed and things are now done the “ICAO” way. FltPlan.com’s job is to make it easier for you to deal with the ‘new world’ and let you do your jobs out there with the least amount of confusion.