Figure 1-28. Flight plan equipment codes (continued on next page).
P1 - P9
GBAS landing system
LPV (APV with SBAS)
LORAN C
DME
FMC WPR ACARS
D-FIS ACARS
PDC ACARS
ADF
GNSS (See Note 2)
HF RTF
Intertial Navigation
CPDLC ATN VDL Mode 2 (See Note 3)
CPDLC FANS 1/A HFDL
CPDLC FANS 1/A VDL Mode 4
CPDLC FANS 1/A VDL Mode 2
CPDLC FANS 1/A SATCOM (INMARSAT)
CPDLC FANS 1/A SATCOM (MTSAT)
CPDLC FANS 1/A SATCOM (Iridium)
MLS
ILS
OmegaATC RTF SATCOM
ATC RTF (MTSAT)
ATC RTF (Iridium)
VOR
Reserved for RCP
PBN approved (see Note 4)
TACAN
UHF RTF
VHF RTF
RVSM approved
MNPS approved
VHF with 8.33 kHz channel spacing capability
Other equipment carried or other capabilities
(see Note 5)
ICAO Flight Plan Equipment Codes
Suffix
/X
/T
/U
/D
/B
/A
/M
/N
/P
/Y
/C
/I
/E
/F
/G
/R
/J
/K
/L
/Q
/W
Equipment Capability
NO DME
No transponder
Transponder with no Mode C
Transponder with Mode C
DME
No transponder
Transponder with no Mode C
Transponder with Mode C
TACAN ONLY
No transponder
Transponder with no Mode C
Transponder with Mode C
AREA NAVIGATION (RNAV)
LORAN, VOR/DME, or INS with no transponder
LORAN, VOR/DME, or INS, transponder with no
Mode C
LORAN, VOR/DME, or INS, transponder with
Mode C
ADVANCED RNAV WITH TRANSPONDER AND
MODE C (If an aircraft is unable to operate with a
transponder and/or Mode C, it will revert to the
appropriate code listed above under Area
Navigation.)
Flight Management System (FMS) with DME/DME
and IRU position updating
Flight Management System (FMS) with DME/DME
position updating
Global Navigation Satellite System (GNSS),
including GPS or WAAS, with en route and
terminal capability.
Required Navigational Performance (RNP). The
aircraft meets the RNP type prescribed for the
route segment(s), route(s), and/or area concerned.
Reduced Vertical Separation Minimum (RVSM).
Prior to conducting RVSM operations within the
U.S., the operator must obtain authorization from
the FAA or from the responsible authority, as
appropriate.
/E with RVSM
/F with RVSM
/G with RVSM
/R with RVSM
RVSM
FAA Flight Plan Aircraft Suffixes
Radio communication, navigation and approach
aid equipment and capabilities
“N” if no COM/NAV/approach aid equipment for the route to be
flown is carried, or the equipment is unserviceable, OR “S” if standard
COM/NAV/ approach aid equipment for the route to be flown is
carried and serviceable (see note 1), AND/OR INSERT one or more of
the following letters to indicate the serviceable COM/NAV/approach
aid equipment and capabilities available:
Any alphanumeric characters not indicated above are reserved.
Effective September 1, 2005.
Transponder - Mode A (4 digits - 4,096 codes)
Transponder - Mode A (4 digits - 4,096 codes) and
Mode C
Transponder—Mode S, including aircraft identification,
pressure-altitude and extended squitter (ADS-B)
capability
Transponder—Mode S, including aircraft identification,
pressure-altitude and enhanced surveillance capability
Transponder—Mode S, including aircraft identification,
but no pressure-altitude capability
Transponder—Mode S, including aircraft identification,
pressure-altitude, extended squitter (ADS-B) and
enhanced surveillance capability
Transponder—Mode S, including pressure-altitude, but
no aircraft identification capability
Transponder—Mode S, including both pressure altitude
and aircraft identification capability
Transponder — Mode S with neither aircraft
identification nor pressure-altitude capability
ADS-B with dedicated 1090 MHz ADS-B “out” capability
ADS-B with dedicated 1090 MHz ADS-B “out” and “in”
capability
ADS-B “out” capability using UAT
ADS-B “out” and “in” capability using UAT
ADS-B “out” capability using VDL Mode 4
ADS-B “out” and “in” capability using VDL Mode 4
ICAO Flight Plan Equipment Codes
Surveillance equipment and capabilities
SSR Modes A and C
SSR Modes S
ADS-B
INSERT N if no surveillance equipment for the route to be flown
is carried, or the equipment is unserviceable, OR INSERT one or
more of the following descriptors, to a maximum of 20 characters,
to describe the serviceable surveillance equipment carried and/or
capabilities on board:
Note: Enhanced surveillance capability is the ability of the aircraft
to down-link aircraft derived data via a Mode S transponder.
Note 1
Note 2
Note 3
Note 4
Note 5
Note 6
Note 7
Note 8
Note 9
Note 10
Note 11
If the letter S is used, standard equipment is considered
to be VHF RTF, VOR and ILS, unless another combina
tion is prescribed by the appropriate ATS authority.
If the letter G is used, the types of external GNSS
augmentation, if any, are specified in Item 18 following
the indicator NAV/ and separated by a space.
See RTCA/EUROCAE Interoperability Requirements
Standard For ATN Baseline 1 (ATN B1 INTEROP Standard
DO-280B/ED-110B) for data link services air traffic
control clearance and information/air traffic control
communications management/air traffic control
microphone check.
Information on navigation capability is provided to
ATC for clearance and routing purposes.
If the letter Z is used, specify in Item 18 the other
equipment carried or other capabilities, preceded
by COM/, NAV/ and/or DAT, as appropriate.
If the letter R is used, the performance based naviga
tion levels that can be met are specified in Item 18
following the indicator PBN/. Guidance material on the
application of performance based navigation to a
specific route segment, route or area is contained in
the Performance-Based Navigation Manual (Doc 9613).
RNAV- equipped aircraft capable of flying RNAV SIDs,
putting “NO SID” in the remarks section will not always
result in a clearance via a Preferential Departure Route
(PDR). The Pilot/Dispatcher must amend Field 18 NAV
from D1 to D0 and remove PBRN RNAV1 Code (D1-D4).
If a RNAV DP is filed, an ICAO flight plan must be used.
In Field 18, Pilots/Dispatchers must file a D1 or D2
depending on the RNAV DP . Additionally, Field 18
should include PBN/D1-D4 depending on the naviga
tion update source. See AIM/PANS ATM 4444 for ICAO
filing procedures.
RNAV Q-routes require en route RNAV 2, corresponding
NAV/E2 code and PBN/C1-C4 based on navigation
system update source.
If an aircraft does not meet the requirements for RVSM,
then the W filed in ICAO flight plan Field 10A must be
removed and STS/NONRVSM must be annotated in
Field 18.
Filing requirements for RNAV STARS. Field 18 of the
ICAO flight plan must have a NAV/A1 or A2 assigned to
the RNAV STAR. Additionally, PBN/D1-D4 for RNAV1 or
C1-C4 for RNAV2 should be filed. If unable to accept the
RNAV STAR, the flight plan must be amended to change
the NAV/A1 or A2 to A0.
D1 ADS-C with FANS 1/A capabilities
G1 ADS-C with ATN capabilities
Alphanumeric characters not indicated above are reserved.
Example: ADE3RV/HB2U2V2G1
Note: Additional surveillance application should be listed in
Item 18 following the indicator SUR/ .
NOTE
Figure 1-28. Flight plan equipment codes (continued).
interdependent, capacity diminishing routes. RNAV is a
method of navigation that permits aircraft operation on
any desired flight path within the coverage of ground- or
spaced- based NAVAIDs or within the limits of the capability
of self-contained aids or a combination of these. In the
future, there will be an increased dependence on the
use of RNAV in lieu of routes defined by ground-based
NAVAIDs. As a part of the evolving RNAV structure, the
FAA has developed departure procedures for pilots flying
aircraft equipped with some type of RNAV technology.
RNAV allows for the creation of new departure routes
that are independent of present fixes and NAVAIDs. RNAV
routing is part of the National Airspace Redesign (NAR) and
is expected to reduce complexity and increase efficiency
of terminal airspace.
When new RNAV departure procedures are designed,
they will require minimal vectoring and communications
between pilots and ATC. Usually, each departure procedure
includes position, time, and altitude, which increase
the ability to predict what the pilot will actually do.
RNAV departure procedures have the ability to increase
the capacity of terminal airspace by increasing on-
time departures, airspace utilization, and improved
predictability.
All public RNAV SIDs and graphic ODPs are RNAV 1. These
procedures generally start with an initial RNAV or heading
leg near the departure end runway. In addition, these
procedures require system performance currently met
by GPS, DME/DME/Inertial Reference Unit (IRU) RNAV
systems that satisfy the criteria discussed in AC 90-100, U.S.
Terminal and En Route Area Navigation (RNAV) Operations.
RNAV departures are identifiable by the inclusion of the
term RNAV in the title of the departure. From a required
navigation performance (RNP) standpoint, RNAV departure
routes are designed with 1 or 2 NM performance standards
as listed below. This means you as the pilot and your aircraft
equipment must be able to maintain the aircraft within 1
or 2 NM either side of route centerline. [Figure 1-27]
• RNAV 1 procedures require that the aircraft’s total
system error remain bounded by ±1 NM for 95
percent of the total flight time.
• RNAV 2 requires a total system error of not more
than 2 NM for 95 percent of the total flight time.
RNP is RNAV with on-board monitoring and alerting; RNP is
also a statement of navigation performance necessary for
operation within defined airspace. RNP 1 (in-lieu-of RNAV
1) is used when a DP that contains a constant radius to a
fix (RF) leg or when surveillance (radar) monitoring is not
desired for when DME/DME/IRU is used. These procedures
are annotated with a standard note: “RNP 1. ”
If unable to comply with the requirements of an RNAV
or RNP procedure, pilots need to advise ATC as soon as
possible. For example, “N1234, failure of GPS system,
unable RNAV, request amended clearance. ” Pilots are not
authorized to fly a published RNAV or RNP procedure unless
it is retrievable by the procedure name from the navigation
database and conforms to the charted procedure. No other
modification of database waypoints or creation of user-
defined waypoints on published RNAV or RNP procedures
is permitted, except to change altitude and/or airspeed
waypoint constraints to comply with an ATC clearance/
instruction, or to insert a waypoint along the published
route to assist in complying with an ATC instruction. For
example, “Climb via the WILIT departure except cross 30
north of CHUCK at/ or above FL 210. ” This is limited only
to systems that allow along track waypoint construction.
Pilots of aircraft utilizing DME/DME for primary navigation
updating should ensure any required DME stations are in
service as determined by NOTAM, ATIS, or ATC advisory.
DME/DME navigation system updating may require specific
DME facilities to meet performance standards. Based on
DME availability evaluations at the time of publication,
current DME coverage is not sufficient to support DME/DME
RNAV operations everywhere without IRU augmentation or
use of GPS. [Figure 1-28] DP chart notes may also include
operational information for certain types of equipment,
systems, and performance requirements, in addition to
the type of RNAV departure procedure.
While operating on RNAV segments, pilots are encouraged
to use the flight director in lateral navigation mode. RNAV
terminal procedures may be amended by ATC issuing radar
vectors and/or clearances direct to a waypoint. Pilots should
avoid premature manual deletion of waypoints from their
active “legs” page to allow for rejoining procedures. While
operating on RNAV segments, pilots operating /R aircraft
should adhere to any flight manual limitation or operating
procedure required to maintain the RNP value specified for
the procedure. In 2008, the FAA implemented the use of
en route host automation ICAO flight plan (FP) processing
for requesting assignment of RNAV SID, Standard Terminal
Arrivals (STARs), or RNAV routes U.S. domestic airspace.
This is part of a risk reduction strategy for introduction of
the En Route Automation Modernization (ERAM) system in
October 2008. ERAM also will use ICAO FP processing and as
a result aircrews should be aware that as the FAA updates to
ERAM the standard FAA flight plan equipment suffix codes
will change to the ICAO flight plan equipment suffix codes.
For procedures requiring GPS and/or aircraft approvals
requiring GPS, if the navigation system does not
automatically alert the flight crew of a loss of GPS, aircraft
operators must develop procedures to verify correct GPS
Figure 1-29. Examples of RNAV SID.
Figure 1-30. Examples of RNAV ODP .
NOT FOR NAVIGATION
A fly-over (FO) waypoint precludes any turn until the waypoint is overflown.
A fly-by (FB) waypoint requires the use of turn
anticipation to avoid overshooting the next segment.
Figure 1-31. Fly-over and fly-by waypoints.
operation. If not equipped with GPS, or for multi-sensor
systems with GPS that do not alert upon loss of GPS, aircraft
must be capable of navigation system updating using DME/
DME or DME/DME/ IRU for type 1 and 2 procedures. AC 90
100 may be used as operational guidance for RNAV ODPs.
Pilots of FMS-equipped aircraft who are assigned an RNAV
DP procedure and subsequently receive a change of runway,
transition, or procedure, must verify that the appropriate
changes are loaded and available for navigation. [Figures
1-29 and 1-30]
Additionally, new waypoint symbols are used in conjunction
with RNAV charts. There are two types of waypoints
currently in use: fly-by (FB) and fly-over (FO). A FB waypoint
typically is used in a position at which a change in the course
of procedure occurs. Charts represent them with four-
pointed stars. This type of waypoint is designed to allow
you to anticipate and begin your turn prior to reaching the
waypoint, thus providing smoother transitions. Conversely,
RNAV charts show a FO waypoint as a four-pointed star
enclosed in a circle. This type of waypoint is used to denote
a missed approach point, a missed approach holding
point, or other specific points in space that must be flown
over. [Figure 1-31] Pilots should not change any database
waypoint type from a FB to FO, or vice versa.
There are specific requirements; however, that must be met
before using RNAV procedures. Every RNAV departure chart
lists general notes and may include specific equipment and
performance requirements, as well as the type of RNAV
departure procedure in the chart plan view. New aircraft
equipment suffix codes are used to denote capabilities for
advanced RNAV navigation for flight plan filing purposes.
[Figure 1-32]
SID Altitudes
SID altitudes can be charted in four different ways. The
first are mandatory altitudes, the second, minimum
altitudes, the third, maximum altitudes and the fourth is a
combination of minimum and maximum altitudes or also
referred to as block altitudes. Below are examples of how
each will be shown on a SID chart.
• Mandatory altitudes – 5500
• Minimum altitudes – 2300
• Maximum altitudes – 3300
NOT FOR NAVIGATION
Aircraft system operation requirements
Figure 1-32. Operation requirements for RNAV.
• Combination of minimum and maximum – 7000
Some SIDs may still have “(ATC)” adjacent to a crossing
altitude as shown in Figure 1-33 which implies that the
crossing altitude is there to support an ATC requirement.
A new charting standard has begun a process to remove,
over a period of time, the ATC annotation. The Cowboy
Four Departure (RNAV) shown in Figure 1-34 depicts the
new charting standard without ATC annotations. When
necessary, ATC may amend or delete SID crossing altitude
restrictions; when doing so, ATC assumes responsibility
for obstacle clearance until the aircraft is re-established
laterally and vertically on the published SID route.
Pilot Responsibility for Use of RNAV Departures
RNAV usage brings with it multitudes of complications
as it is being implemented. It takes time to transition,
to disseminate information, and to educate current
and potential users. As a current pilot using the NAS,
you need to have a clear understanding of the aircraft
equipment requirements for operating in a given RNP
environment. You must understand the type of navigation
system installed in your aircraft, and furthermore, you
must know how your system operates to ensure that
you can comply with all RNAV requirements. Operational
information should be included in your AFM or its
supplements. Additional information concerning how
to use your equipment to its fullest capacity, including
“how to” training, may be gathered from your avionics
manufacturer. If you are in doubt about the operation of
your avionics system and its ability to comply with RNAV
requirements, contact the FAA directly through your local
Flight Standards District Office (FSDO). RNAV departure
procedures are being developed at a rapid pace to provide
RNAV capabilities at all airports. With every chart revision
cycle, new RNAV departures are being added for small
and large airports. These departures are flown in the same
manner as traditional navigation-based departures; pilots
are provided headings, altitudes, navigation waypoint,
and departure descriptions. RNAV SIDs are found in the
TPP with traditional departure procedures.