Digging up §91.169,, you see that item (a)(2) says an IFR flight plan must have an alternate, unless both (b)(1)and(2) apply: An IAP to the destination airport, and weather at least as good as the 1-2- 3 rule (ceiling 2000 feet, visibility 3 SM at ETA, plus or minus one hour). It’s really a matter of satisfying a couple of requirements. Agreed?” After confirming H17 has a paved runway of adequate length (4/22, 3220 x 50) and lights (LIRL), you spend a rainy afternoon brushing up on how to get there with as much IFR as possible. But let’s wait ‘til weather improves enough to do this VFR stuff. Besides, there are fees, rental car costs, extra time…” You relent. “It’s right on the way and we can drive from there.” Your friend responds, “That’s no fun. “Let’s land at Springfield, Missouri,” you suggest. Spoiled by IFR (“I File Regardless”) even on short, blue-sky hops, you prefer landing somewhere with LPVs. Guess they still have those, despite the growing numbers of cost-efficient RNAV procedures. You notice right off that the destination, H17, has no tower and (gulp!) no approaches. It’s a perfect excuse to fire up the GPS-equipped fourseater and go somewhere new. You’ve agreed to fly a friend from home base at KADM (Ardmore, Oklahoma) to Buffalo, Missouri to check out a vintage airplane for sale. It’s not all that tricky just know which rules apply and where. You might find yourself heading to one, too. And while it’s not as common to file IFR to a destination with no instrument procedures, there are plenty of such airports scattered around, so it does happen. I would think that the people making the biggest hash of flight plans are those with a fresh instrument qualification who have been taught how to pass a test and don’t actually know very much about the infrastructure and workings of the system in reality.Unless you’re one of those lucky pilots who fly only from big, comfy airports with at least a part-time tower, copying and canceling IFR clearances while airborne are routine. There is some excuse for this for the IR(R) but that’s a separate matter. Far too much time is spent perfecting NDB holds or trying to fly a DME arc to tighter tolerances than required, and not enough time spent on how to actually plan and fly and IFR flight from A to B. I actually think it’s a real weakness in both the IMCr / IR(R) and the ‘full’ IR training that there is not enough ‘real world’ teaching in it. SD could offer non-autorouted IFR FP filing via the AFTN. Well, that’s that it did when I was involved with it. It used the same AFTN gateway (KBLIHAEX) as everybody else uses. It does IFPS for “I” FPs but AFTN+IFPS for Z and Y ones, and AFTN for V ones. Any FP filing service has to implement a “back channel”.ĪFAIK, Autorouter doesn’t even use AFTN but a separate B2B interface to the IFPS. I’ve had that, had a routing refused (years ago). Any unit enroute could send back a message. In principle, you could send an AFTN message to the IFPS, but then you have to be prepared to handle any responses from the IFPS. There are entirely different protocols for submitting IFR flight plans. You can “just turn up” but a FP is better in today’s climate. In theory, you can get IFR clearance to IAP without “filed FPL in the system” but yes surely having an FPL does entitle you to IAP in few places where flying IAP falls under “VIP treatment guarded by PPR” In the UK (SD’s primary market) an IFR FP binned by LTCC will go to dep and dest, and that’s it. Would any ATC (not London Info) receive this binned FPL ?
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