1.2.1 Subject to the mandatory requirements of airspace classification shown in paragraph 1.3, a pilot may file a VFR or IFR Flight Plan for any flight. When flying in different types of airspace, a pilot may indicate if the aircraft will fly VFR first, then change to IFR; or vice versa.

1.2.2 There are three categories of FPL:

1. Full Flight Plans - the information filed on the FPL Form (CA48/RAF F2919);

2. Repetitive Flight Plans - see paragraph 3.7;

3. Abbreviated Flight Plans - the limited information required to obtain a clearance for a portion of flight, filed either by telephone prior to take-off or by radiotelephony (RTF) when airborne. See paragraph 1.4.

1.3.1 Information relative to an intended flight or portion of a flight, to be provided to air traffic services units, shall be in the form of a flight plan. The term ‘flight plan’ is used to mean variously full information on all items comprised in the flight plan description covering the whole route of a flight or limited information required, inter alia, when the purpose is to obtain a clearance for a minor portion of a flight such as to cross an airway or to take-off from/land at a controlled aerodrome.

1.3.2 A flight plan shall be submitted prior to operating:

1. any flight or portion thereof to be provided with an air traffic control service;

2. any IFR flight within advisory airspace;

3. any flight within or into areas, or along routes designated by the competent authority, to facilitate the provision of flight information, alerting and search and rescue services;

4. any flight within or into areas, or along routes designated by the competent authority to facilitate coordination with appropriate military units or with air traffic services units in adjacent States in order to avoid the possible need for interception for the purpose of identification;

5. any flight across international borders, unless otherwise prescribed by the States concerned. In the UK this requirement includes any flight that will cross the UK FIR boundary;

6. any flight planned to operate at night if leaving the vicinity of an aerodrome.

1.3.3 A flight plan shall be submitted before departure to an air traffic services reporting office or, during flight, transmitted to the appropriate air traffic services unit or air-ground control radio station unless arrangements have been made for the submission of repetitive flight plans.

1.3.4 Unless a shorter period of time has been prescribed by the Competent Authority for domestic VFR flights, a flight plan for any flight planned to operate across international borders or to be provided with an air traffic control service or an air traffic advisory service shall be submitted at least 60 minutes before departure or, if submitted during flight, at a time that will ensure its receipt by the appropriate air traffic services unit at least 10 minutes before the aircraft is intended to reach:

1. the intended point of entry into a control area or advisory area; or

2. the point of crossing an airway or advisory route.

1.3.5 It is advisable to submit a flight plan (VFR or IFR) if the flight involves flying:

1. Over the sea, more than 10 nm from the UK coastline;

2. over sparsely populated areas where search and rescue operations would be difficult;

3. into an area in which search and rescue operations are in progress. The flight plan should include the expected times of entering and leaving the area and the details must also be passed to the appropriate ACC. The ACC will notify the ARCC.

1.3.6 A flight plan may be submitted for any flight.

1.4.1 An Abbreviated Flight Plan is the limited information required to obtain a clearance for a portion of flight, filed either by telephone prior to take-off or by radiotelephony (RTF) when airborne. This might apply in the case of a required clearance to fly in a Control Zone (CTR) or crossing an Airway. No flight plan form is submitted and the destination aerodrome will not be informed. An abbreviated flight plan transmitted in the air by radiotelephony for the crossing of controlled airspace or any other areas or routes designated by the competent authority normally contains as a minimum: call sign, aircraft type, point of entry, point of exit and level.

1.4.2 In the case of a departure from an aerodrome within a CTR an Abbreviated FPL may be sufficient to obtain clearance to depart the aerodrome and route to the appropriate CTR/CTA boundary. However, some aerodromes require aircraft to follow designated noise preferential routes which may be identified as Standard Departure Routes (SDRs) depending on the outbound track of the flight.

1.4.3 A Full flight plan must be filed if the pilot requires the destination aerodrome to be notified of the flight.

1.5.1 The general ICAO requirement is that FPLs should be filed on the ground at least 60 minutes before clearance to start-up or taxi is requested. The ‘Estimated Off Block Time’ (EOBT) is used as the planned departure time in flight planning, not the planned airborne time. Exceptionally, in cases where it is impossible to meet this requirement, pilots or Aircraft Operators (AOs) should give as much notice as possible, but never less than 30 minutes.

1.5.2 In order to comply with the requirements of the Integrated Initial Flight Plan Processing System (IFPS), FPLs for IFR flights should be filed a minimum of 60 minutes before Estimated Off Block Time (EOBT) (see paragraph 3).

1.5.3 IFR flights on the North Atlantic and on routes subject to Air Traffic Flow Management, should be filed a minimum of 3 hours before EOBT (see paragraph 3).

1.5.4 The Date of Flight (DOF) must be included in Item 18 of the FPL for all flights planned for the following day or beyond.

1.5.5 An Abbreviated or Full FPL can be filed on RTF when airborne with any ATSU but normally with the appropriate FIR controller. If the FPL contains an intention to enter Controlled Airspace or certain Control Zones/Control Areas, at least 10 minutes prior warning of entry must be given. In all cases, the message should start with the words ‘I wish to file an airborne FPL’. However, the filing of Full FPLs on the RTF is to be discouraged due to the delay likely to be caused by controller workload and congestion on the frequency.

1.5.6 The requirements for the submission of a Repetitive FPL are detailed in paragraph 3.7.

1.6.1 NATS provides the AFTN within the UK and in addition, an internet based service called 'flightplanningonline'. This internet service uses an application called AFPEx, which provides a gateway via the internet into the AFTN and allows pilots, Airline Operators, Flight Handlers or small aerodromes access to file their own flight plans and other related messages anywhere within the UK or abroad.

1.6.2 The following categories describe the method which should be adopted by each group to file a FPL within the UK:

1. Airline Operators, Flight Handlers and Aerodromes must use the AFTN or ‘flightplanningonline’;

2. GA pilots should use ‘flightplanningonline’.

1.6.3 Foreign pilots and UK based GA pilots (who have no access to the internet) may Fax the FPL to the Parent AFTN Unit.

1.6.4 Applications for ‘flightplanningonline’ may be made via the website www.flightplanningonline.co.uk or through the following contacts. Approval is required from ‘flightplanningonline’ prior to connection to the AFPEx system.

AFPEx/Parent AFTN Unit	Telephone Number(s)	Fax/AFTN address/E-mail
24hr Helpdesk	01489-612792	01489-612793 EGGGYFAJ flightplanningonline@nats.co.uk

1.6.5  Submitting a FPL through the Departure Aerodrome ATSU

1.6.6  Submitting a FPL via ‘flightplanningonline’

1.6.7  Submitting a FPL via Parent AFTN Unit

1.7.1 Increasingly the responsibility for originating the FPL and its associated messages is being delegated by ATC to airlines and AOs. In such instances the responsibility for completing all parts of the form, including the addressing, rests with them. Although the ultimate responsibility for filing an accurate FPL rests with the pilot or operator, those who file through ‘flightplanningonline’ will be given assistance by the AFPEx Helpdesk. Those who submit FPL by fax to the Parent AFTN Unit will still be responsible for completing all parts of the form. However, if they do not know the correct addresses then as a minimum they should indicate which countries their intended flight will be operating through.

1.7.2 The UK is a participating State in the Integrated Initial Flight Plan Processing System (IFPS). IFPS is the only system for the distribution of IFR General Air Traffic (GAT) flight plans and associated messages to Air Traffic Service Units (ATSUs) within the participating European States - the IFPS Zone. The roles and responsibilities of IFPS, with regard to addressing FPL, are detailed in paragraph 3.

1.7.3 Additional VFR FPL addressing is detailed in paragraph 2.

1.7.4 Additional IFR FPL addressing is detailed in paragraph 3.

1.7.5 Further addressing information is available on the ‘flightplanningonline’ system, in UK AIP ENR 1.11, AFPEx Help Guide and in the ‘Random FPL AFTN Address Book’ available in electronic format at: www.nats.aero/ais (Links).

1.8.1 The Parent AFTN Unit based at Swanwick ACC will provide a Faxing service to visiting foreign pilots and UK pilots who have no access to the internet as detailed in paragraph 1.6.7.

1.8.2 Where there is no ATSU at the departure aerodrome, the pilot is responsible for ensuring that the departure time is passed to the Parent AFTN Unit or AFPEx Helpdesk, so as to activate the FPL and to enable the DEP message to be sent to the appropriate addressees. Arrangements should be made for a 'responsible person' on the ground to telephone the departure time to the Helpdesk. Failure to pass the departure time will result in the FPL remaining inactive. Consequently, this could result in the destination aerodrome not being aware that the aircraft is airborne and any necessary alerting action may not then be taken.

1.8.3 Exceptionally, the Flight Information Region (FIR) Controller at the ACC will accept departure times on RTF from pilots who have departed from aerodromes where there is no ATSU, or it is outside the hours of operation. The pilot is to request the Controller to pass the departure time to the AFPEx Helpdesk. However, controller workload may cause a delay in forwarding such departure messages.

1.9.1 If a pilot has filed a FPL to a destination that does not have an active ATSU, and is not connected to the AFTN, they are required to pass the ETA, prior to departure, to a ‘responsible person’ at the destination aerodrome. In the event of the aircraft failing to arrive at the destination aerodrome within 30 minutes of the notified ETA, the ‘responsible person’ must immediately advise the AFPEx Helpdesk in order that alerting action may be commenced by ATC.

1.9.2 The AFPEx Helpdesk will commence Overdue Action on behalf of a nominated 'responsible person', but will not act as the responsible person on behalf of the pilot. It is advisable to include contact details of the responsible person in Item 18 RMK/ of the FPL form for reference.

1.10.1  Introduction

1.10.2  Flight Planning and Alerting Action

1.11.1 Pilots undertaking Cross-Channel flights are reminded that a flight plan MUST be filed for all flights to or from the United Kingdom which will cross the United Kingdom/France FIR Boundary.

1.11.2 Specific FPL addressing requirements are detailed in paragraph 2 VFR Flight Planning.

1.11.3 For further details see ENR 1.1, paragraph 3.7.

1.12.1 If a pilot lands at an aerodrome other than the destination specified in the Full or Repetitive FPL, they must ensure that the ATSU at the original destination is informed within 30 minutes of the ETA (calculated from the Full FPL and departure time). This will avoid unnecessary search and rescue action being taken by the Alerting Services.

1.13.1  General

1.13.2  Delays

1.13.3  Departures

1.13.4  Modifications

1.13.5  Cancellations

1.14.1 If a pilot has begun a flight in Controlled Airspace under an IFR FPL he may decide on encountering VMC that he wishes to cancel his IFR FPL and fly under VFR. However, it must be stressed that a pilot cannot exercise this choice when operating a flight:

1. In Controlled Airspace which is notified as Class A Airspace.

2. Above FL 195 in Controlled Airspace which is notified as Class C Airspace.

3. Along an ATS Route which is notified as Class C Airspace.

In these circumstances all flights in all weather conditions are subject to IFR procedures.

1.14.2 In classes of Controlled Airspace where a choice of Flight Rules is possible in VMC, the pilot may cancel an IFR FPL by transmitting the following message to the ATSU:

‘(Identification) - Cancelling my IFR flight.’

1.14.3 ATC cannot approve or disapprove cancellation of an IFR FPL but, when in possession of information that IMC is likely to be encountered along the intended route of flight, will advise the pilot accordingly as follows:

‘IMC reported (or forecast) in the vicinity of........’

1.14.4 The fact that a pilot reports that he is flying in VMC does not in itself constitute cancellation of an IFR FPL. Unless cancellation action is taken, the flight will continue to be regulated in relation to other IFR traffic.

1.15.1 The number of persons on board a flight for which a FPL has been filed must be available to ATC for search and rescue purposes for the period up to the ETA at the destination aerodrome plus one hour. If this information has been sent to the AO' s handling agency at destination, no further action is required. Otherwise, the information is to be made available as follows:

1. Where the AO or handling agency at the departure aerodrome closes before the ETA plus one hour, the AO or handling agency must lodge the number on board with the ATSU serving the aerodrome of departure;

2. where the departure aerodrome ATSU closes down before the ETA plus one hour, that ATSU must lodge the number directly with the appropriate Area Control Centre (ACC);

3. at aerodromes without an ATSU, where the aerodrome closes before ETA at destination plus one hour, the aerodrome operator or handling agency must lodge the name and address of officials who have access to flight departure records with the appropriate ACC, so that they can be contacted as necessary, either direct or through the local police.

2.2.1 Highland and Island Airports Limited have highlighted the specific remoteness of some of their airports and the CAA considers it appropriate to emphasise the advice to pilots to file a flight plan when flying to or from the following HIAL aerodromes:

Barra (EGPR) Benbecula (EGPL) Campbeltown (EGEC) Inverness (EGPE) Islay (EGPI) Kirkwall (EGPA) Stornoway (EGPO) Sumburgh (EGPB) Tiree (EGPU) Wick (EGPC)

2.3.1 VFR flight plans should be submitted to the ATSU at the departure aerodrome at least 60 minutes before clearance to start up or taxi is requested. The local ATSU, if required, will assist in compiling the flight plan. If the departure aerodrome is not connected to the AFTN, and the pilot has no AFPEx account, the pilot is responsible for arranging the dispatch of the completed flight plan to the AFPEx Helpdesk/Parent AFTN Unit by Fax.

2.4.1 When addressing a VFR flight plan it is important to note that in addition to addressing the Destination Aerodrome, and when applicable the appropriate adjacent foreign FIR(s), it must also be addressed to the appropriate UK FIR(s), when entering or remaining within them, as listed below:

(a)	EGZYVFRP	Scottish FIR
(b)	EGZYVFRT	London FIR
(c)	EGGXZOZX	Shanwick/Oceanic FIR

2.4.2 For addressing Cross-Channel flight plans see paragraph 2.7.2.4.

2.4.3 Further addressing information is available on the ‘flightplanningonline’ system, in UK AIP ENR 1.11, AFPEx Help Guide and in the ‘Random FPL AFTN Address Book’ available in electronic format at: www.nats.aero/ais (Links).

2.5.1 IFPS is the only source for the distribution of IFR/General Air Traffic (GAT) flight plans and associated messages to ATSUs within the participating European States - the IFPS Zone. Although IFPS handles IFR flight plans, it will not process the VFR portions of any mixed VFR/IFR flight plan. Therefore, in order to ensure that all relevant ATSUs are included in the flight plan message distribution, pilots or Aircraft Operators should make certain that whenever a flight plan contains portions of the flight operated under VFR, in addition to IFR, the FPL must be addressed to:

1. IFPS (EGZYIFPS);

2. aerodrome of departure;

3. aerodrome of destination and alternate;

4. all FIRs that the flight will route through as VFR (in UK address to EGZYVFRP for Scottish FIR and/or EGZYVFRT for London FIR);

5. Shanwick/Oceanic FIR to EGGXZOZX (for VFR);

6. any additional addressees specifically required by State or Aerodrome Authorities.

2.6.1 The pilot is responsible for ensuring that the airborne time of the flight is passed to the ATSU with whom the flight plan has been filed. The ATSU will ensure that the departure (DEP) message is sent to the appropriate addressees. The pilot should try to arrange for a 'responsible person' on the ground to telephone the airborne time to the ATSU/AFPEx Helpdesk, as passing it over the RTF may, due to controller workload, lead to a delay in sending a departure message. Failure to pass the airborne time will result in the flight plan remaining inactive; consequently, this could result in the destination aerodrome not being aware that alerting action should be taken.

2.7.1  Introduction

2.7.2  Pilots' Responsibilities

2.7.3  Flight Plan Route - Flights to/from France

2.7.4  Flight Plan Route - Flights to/from Channel Islands

2.7.5  Return Flight Plans Filed from the UK

3.1.1 The UK is a participating State in the Integrated Initial Flight Plan Processing System (IFPS), which is an integral part of the Eurocontrol centralised Air Traffic Flow Management (ATFM) system.

3.1.2 IFPS is the sole source for the distribution of IFR /General Air Traffic (GAT) FPL information to ATSUs within the participating European States, which collectively comprise the IFPS Zone. A list of participating States is available in Section 13 of the IFPS Users Manual.

3.1.3 IFPS will not handle VFR flight plans or Military Operational Air Traffic (OAT) flights but will process the GAT portions of a mixed OAT/GAT FPL and the IFR portions of a VFR/IFR FPL.

3.2.1 IFPS comprises two Units (IFPU) sited within the Eurocontrol facilities at Haren, Brussels and at Bretigny, Paris. The IFPS Zone is divided into two separate geographical areas, each IFPU having a primary responsibility for one area and a secondary role, for contingency purposes, for the other. Consequently all IFR/GAT flight plans and associated messages must be addressed to both IFPUs (see paragraph 3.5). Following successful processing, the FPL will be delivered, at the appropriate time, to all the ATSU addressees on the flight-profiled route within the IFPS Zone.

3.2.2 As all IFR/GAT flight plans within the IFPS Zone are addressed to both IFPUs, the effect of one unit being out of action will be transparent to flight plan originators. The likelihood of a simultaneous outage of both IFPUs is considered to be extremely low. In such an event, flight plan originators will be alerted, by NOTAM, to reinstate the filing of messages, for flight plan and RPL operations, to all appropriate addresses, both within and outside the IFPS Zone.

3.3.1 Additionally, IFPS provides accurate flight data to the ATFM elements of the Network Management Directorate (NMD), located at Haren, Brussels. The day-to-day ATFM activities in the participating states are managed by the NMD, supported by the UK Flow Management Position (FMP) established at London Area Control (Swanwick), and Flight Data Operations (FDO). Overall authority for the provision of ATFM in the London and Scottish FIRs/UIRs is delegated to the Eurocontrol NMD.

3.3.2 NATS has provided an FMP at London Area Control (Swanwick) to liaise between the NMD, local AOs and ATS.

3.3.3 ATS is responsible for monitoring a flight's compliance with any Calculated Take-Off Time (CTOT) that may be issued by the NMD in response to the filing of a FPL on a route that is regulated. In accordance with agreed procedures, flights that cannot adhere to their CTOT will be denied start-up clearance. However, ATS will make all efforts to enable departing flights to comply with the CTOT and flights will not be prevented from departing due to small taxiing delays.

3.3.4 In some cases, due to specific restrictions in enroute airspace, or at aerodromes, flights will need to be stopped from departing. In this event, a Flight Suspension (FLS) message may be issued after a CTOT has been issued.

3.3.5 Where a flight departs from an aerodrome with an ATSU, the Aircraft Operator or pilot should obtain information, prior to start up from ATS as to whether a CTOT or FLS affects their flight.

3.3.6 Where a flight departs from an aerodrome without an ATSU, or when the FPL has been filed with a Parent AFTN Unit, it is the Aircraft Operator or pilot's responsibility to determine whether a CTOT or FLS affects their flight. In this case, the Aircraft Operator or pilot should contact the NMD or FMP before the aircraft departs.

3.3.7 For additional information see ENR 1.9.

3.4.1 FPLs should be filed a minimum of 3 hours before Estimated Off Block Time (EOBT) for North Atlantic flights and those subject to ATFM measures, and a minimum of 60 minutes before EOBT for all other flights.

3.4.2 IFPS always calculates the Date of Flight (DOF) if none is given in the FPL. In doing so it will assume the EOBT to be within the next 24 hours after the filing time. If a FPL is filed more than 24 hours in advance of the EOBT, the DOF must be indicated in Item 18 of the FPL.

3.4.3 IFPS will not accept flight plans submitted more than 120 hours in advance of the flight taking place.

3.5.1  Flights Wholly Within the IFPS Zone

3.5.2  Flights Entering or Overflying the IFPS Zone

3.5.3  Flights Departing from an Aerodrome Within, and then Exiting, the IFPS Zone

3.5.4  IFR Flight Plans with Portion(s) of Flight Operated as VFR

3.5.5  Oceanic Flights

3.6.1  Flight Plans

3.6.2  Associated Messages

3.6.3 To indicate the necessity for 'special handling', the appropriate Status Indicator (STS) should be inserted in Field 18 of the flight plan.

3.6.4  Supplementary Flight Plan Information

3.6.5  Replacement Flight Plan Procedure. If, within 4 hours of the EOBT, an alternative routing is selected between the same points of departure and destination, the procedure shall be as follows:

1. The original Flight Plan must be cancelled by submitting a CNL message using the DD priority indicator;

2. the replacement Flight Plan shall be filed not less than 5 minutes after the CNL message (It is recommended that the replacement Flight Plan is not submitted until the ACK for the CNL message has been received);

3. the replacement Flight Plan shall contain in Field 18 the indication RFP/Qn where:

   1. RFP/Q refers to the replacement Flight Plan; and

   2. n corresponds to the sequence number relating to the replacement Flight Plan.

   Example:	First replacement Flight Plan - ICAO Field 18 - RFP/Q1;
   	Second replacement Flight Plan - ICAO Field 18 - RFP/Q2.

3.7.1 As part of the continuing development of the NMD, Eurocontrol will assume full responsibility for the reception, processing and distribution of Repetitive Flight Plan (RPL) data within the IFPS Zone. Flights within the IFPS Zone shall be filed solely with Eurocontrol at the NMD, Brussels, in accordance with the requirements and procedures detailed below.

3.7.2 Operators who fly routes on a regular or scheduled basis within the IFPS Zone are able to file Repetitive Flight Plans on the Eurocontrol database. These plans are activated automatically at the appropriate time before each flight. RPLs for flights within the IFPS Zone, but which have a route portion outside the Zone, have to be filed to the National Authorities of those external states. All external states on the route must have agreed to the use of RPLs; a mixture of RPLs and FPLs is not permitted for an individual flight.

3.7.3 Details of the requirements for the submission and duration of RPLs can be found in the IFPS User Manual section of the Network Operations HANDBOOK. The IFPS Users Manual and the Network Operations HANDBOOK are available, free of charge, from:

3.8.1 The basic principles for the submission of Repetitive Flight Plans are contained in ICAO Docs 4444 and 7030. The following paragraphs detail the differences between the ICAO Standard and the Eurocontrol requirement, which permits a more flexible approach within the basic rules. Full details are contained in the IFPS User Manual section of the Network Operations HANDBOOK.

3.8.2 RPLs shall cover the entire flight from the departure aerodrome to the destination aerodrome. Therefore, an RPL shall be submitted by the flight plan originator for its entire route. A mixture of both RPL and FPL message shall not be permitted. RPL procedures shall be applied only when ALL ATS authorities concerned with the flights have agreed to accept RPLs. In this respect, all States of the IFPS Zone accept RPLs. It is the responsibility of the AO to ensure that RPLs for flights which are partly outside the Zone are properly co-ordinated and addressed to the relevant external ATS authorities.

3.8.3 To suspend an RPL the originator should send the information in the format as shown in the IFPS User Manual. However, originators should note that flights cannot be suspended for less than 3 days. If the suspension is for less than 3 days, individual daily cancellation messages must be sent by the originator to the IFPS in order not to waste ATC capacity by leaving 'ghost' flights in the NMD and ATC databases.

3.8.4 To cancel an RPL for a specific day, the originator need only send a normal ICAO CNL message to both of the IFPS units (EUCHZMFP and EUCBZMFP or BRUEP7X and PAREP7X) but not earlier than 20 hours before the EOBT of the flight. The same rule applies for a change (CHG) or delay (DLA) message since at 20 hours before EOBT the RPL is transferred to the IFPS and the RPL effectively becomes a FPL.

5.1.1 Many military and civil aircraft operate in Class G Airspace below 2000 FT AGL, where ground radio and radar coverage is not always available to assist pilots in avoiding collisions. Collision avoidance must necessarily, therefore, be based on the 'see and avoid' principle, assisted as far as possible by information on known activity. Whereas a variety of civil aviation activities take place within this airspace, military activity consists mainly of low flying training.

5.1.2 It is not practicable to obtain and disseminate traffic information on all civil flights below 2000 FT AGL, nor is it possible to disseminate details of military low-level flights within the UK Low Flying System (UKLFS) to civil operators. Nevertheless, the greatest conflict of interests occurs at or below 1000 FT AGL where the majority of military low-level operations take place and where civil aircraft may be engaged upon activities, as defined at paragraph 5.2.1, which might inhibit pilot look-out or reduce aircraft manoeuvrability. In addition, certain recreational and other civil flying activity, away from licensed aerodromes, needs to be considered.

5.1.3 A system exists to collect information on civil aerial activities for distribution to military operators to assist in flight planning. This system is known as the Low-Level Civil Aircraft Notification Procedure (CANP).

5.1.4 Before commencing any low flying sortie, military pilots receive a comprehensive brief on all factors likely to affect their flight, including relevant CANP details. Hence, maximum participation in CANP by those planning to conduct the qualifying activities is essential if full benefit is to be obtained from the procedure.

5.1.5 Pilots/operators, or their representatives, intending to embark upon aerial activities described below should notify details of the flights to the Military Airspace Management Cell (MAMC) - Low Flying Co-ord (LFC) at 78 Squadron Swanwick. For the purposes of CANP, direct-dial, Freephone and E-mail facilities are available as follows:

Monday to Thursday	0700-2000 (0600-1900);
Friday	0700-1500 (0600-1400).

5.1.6 E-mail notification is preferred for CANP requests as this allows LFC to E-mail or telephone confirmation of E-mail and issue a reference number to the aircraft operating authority. Contact details are as follows:

5.2.1 The following civil aerial activities at and below 1000 FT AGL with an expected duration in excess of 20 minutes at a specific location, should be notified to LFC:

1. Aerial crop spraying;

2. underslung aerial load lifting;

3. aerial photography and filming;

4. aerial survey/air surveillance.

5.2.2  Procedure

5.2.3  Pre-notification Required

5.2.4  Operating Area Boundaries

5.2.5  Cancellation and Re-submissions

5.2.6  Infringements of CANP Airspace

5.3.1  Recreational Aerial Activities

5.3.2  Other Aerial Activities

5.3.3  Procedure

5.3.4  Pre-notification is required as in paragraph 5.2.3.1

5.3.5  Operating Area Boundaries

5.3.6  Cancellation

5.4.1 Users are invited to forward comments on CANP, or recommend improvements to the procedure to:

6.1.1 Pipeline and powerline inspection aircraft that operate in the airspace below 1000 FT AGL are not normally able to predict their movements with sufficient accuracy to utilise the CANP system for advising military aircraft of their activities.

6.1.2 To reduce the potential for confliction between pipeline and powerline inspecting aircraft and low-flying aircraft, a number of measures were introduced in October 1993. The system is continually monitored and updated to allow for changes to inspection procedures and profiles.

6.2.1 The use of Centralised Aviation Data Service (CADS) enables users, in the route-planning stage of a sortie, to both identify potential conflicts with the routes of other CADS users and submit and assess low level booking information to LFC. It is very much an ‘early Situational Awareness (SA)’ tool, providing a prompt for further action to ensure that aviators reduce the risk of Mid Air Collision (MAC) as far as is reasonably practicable. It provides a detailed route summary to all users.

6.2.2 Before any flight, pipeline and powerline inspection operators are encouraged to input their route into CADS*. Training on the system and the detailed procedures for using CADS are available from MAMC LFC based at 78 Squadron, Swanwick. They can be contacted at SWK-MAMCLFCOORD@mod.gov.uk. Best endeavour is to be used to employ CADS on every sortie.

6.2.3 Users should submit routes as early as practicable to maximise visibility of their plan to other users. Route detail may be updated before flight if required. Users should ensure that their route on CADS is plotted as accurately as practicable; the accuracy of each waypoint’s position and the time of overflight should allow a subsequent user to gain SA of the plan and identify any potential conflict.

6.2.4 Crews should be aware that CADS only provides SA on flying activity planned by other CADS users. Furthermore, it does not allow for airborne route/timing changes due to weather or other constraints. Crews must ensure that effective lookout remains a fundamental discipline for avoiding MAC.

6.3.1 Pipeline/Powerline Inspection Notification System (PINS) allows for the collation of information on pipeline/powerline inspection programmes and its distribution by NOTAM.

6.3.2 Pipeline/powerline inspection aircraft pilots or their representatives should notify details of all inspection flights to LFC. For this purpose, the PINS E-mail and Freephone facilities are available during the following times:

Monday to Thursday 0700-2000 (0600-1900);
Friday 0700-1500 (0600-1400).

6.3.3 E-mail notification is preferred for PINS as this allows LFC to E-mail or telephone confirmation of E-mail to the aircraft operating authority. Operators are advised that, in the interests of safety and accuracy, all telephone calls to LFC are recorded. The contact details for LFC are as follows:

6.3.4 Details of planned inspection activity may be notified up to one month in advance. However, to ensure maximum effectiveness of the system, any changes to the pre-planned schedules should be passed to LFC by 1800 (1700) on the preceding weekday. Monday’s schedules should be passed by 1700 (1600) on the preceding Friday. These details will be promulgated to military crews during the evening preceding the day of activity by means of a NOTAM for each weekday. The NOTAM will include a consolidated list of all PINS activity by area for the day between 0800-1700 (0700-1600). The areas notified, shown at ENR 6-20, are coincident with the Low Flying Areas of the military UKLFS with LFAs 7, 11 and 14 each subdivided into 2 further areas, but exclude military low flying Avoidance Areas and Dedicated User Areas.

6.4.1 Aircraft engaged on pipeline inspection flights are likely to operate in the height band 500 FT to 700 FT AGL (typically 70-90 KT) where they will be above, and skylined to, the majority of military low flying aircraft that operate below 500 FT. Aircraft engaged on powerline inspection flights are likely to operate in the height band 50 FT to 200 FT AGL (typically <40 KT).

6.4.2 Since both inspection and military aircraft can be expected to operate outside of these height bands, pilots are not absolved from maintaining a good lookout and applying visual avoidance criteria. In particular, it should be noted that helicopters involved in inspections will continue, when required by the inspection, to descend in accordance with any permissions granted by the CAA in relation to the provisions of SERA.3105 Minimum Heights, SERA.5001 VMC Visibility and Distance from Cloud Minima and/or SERA.5005 Visual Flight Rules. Where circumstances dictate, helicopters may land to permit further investigation.

6.4.3 The nature of powerline inspections and the height at which they are flown is such that aircraft engaged on these duties are unlikely to conflict with the majority of low flying fast jet military aircraft except in certain specific areas shown at ENR 6-20. Inspection pilots intending to fly in these particular areas are reminded that military aircraft are authorised to fly down to 100 FT Minimum Separating Distance and that they should therefore plan their sortie accordingly. Military helicopter low flying traffic regularly conduct wires crossings at powerlines and therefore there is a requirement to notify and be vigilant, particularly in the areas shown at ENR 6-20 for helicopter activity.

6.4.4 Pipeline/Powerline inspection sorties which are able to operate within a limited area, may apply for warning status under CANP (ENR 1.10-13). This procedure is encouraged in known areas of conflict between military aircraft and inspection helicopters; 5 such areas have been specifically identified in paragraph 5. Any request for such protection should be made as far in advance as is possible through the E-mail or Freephone numbers shown at paragraph 6.3.3. The manager of the UKLFS, at LFC, 78 Squadron Swanwick, will consider requests of this nature on a case-by-case basis.

6.5.1 Discrete Radiotelephony (RTF) callsigns and a dedicated Secondary Surveillance Radar (SSR) code have been allocated to aircraft on power and pipeline inspection flights. Thus the nature of flight will be immediately apparent to the Air Traffic Service Unit and to other aircraft operating on the frequency as soon as the initial radio transmission using the dedicated callsign is made. The differing height profile (as per paragraph 6.4.1) and callsign should allow ATC units to understand and identify the likely inspection profile. Similarly, radar controllers will be able to detect the presence of an inspection aircraft which might not be in radio communication with that unit.

6.5.2  RTF Callsigns

6.5.3  SSR Operating Procedures

6.6.1 It must be emphasised that the procedures detailed herein are advisory and that the promulgation of the activities will be in the form of warnings not avoidances. Both CADS and PINS should be used to inform all low flying traffic of potential conflictions. Failure to make pre-flight booking, either through CADS or PINS will not prevent inspection sorties taking place. Similarly, deviation from the booking is at the discretion of the helicopter pilot. The only consequence would be the inability to provide greater clarity to military crews of inspection activity.

6.6.2 Users are invited to forward comments or recommended improvements on pipeline and powerline inspection procedures to:

7.1.1 The United Kingdom Military Low Flying System (UKLFS) is sponsored by the MoD. The Safety and Airspace Regulation Group and the MoD co-sponsor this section to inform civilian pilots about military low flying training operations in the UK in the interest of mutual flight safety.

7.1.2 Low flying training remains an essential element in the tactical inventory of an effective air force and regular training in a realistic environment is essential to maintain operational capabilities. Over the UK, low flying is carried out by the Royal Air Force, Royal Navy, Army Air Corps and the UK based 16th United States Air Force. To a much lesser degree, training is also conducted by other NATO air forces.

7.2.1 The UKLFS extends across the whole of the UK and surrounding overseas areas, from the surface to 2000 FT. This permits a wide distribution of activity, which contributes to flight safety and reduces the environmental impact of low flying. Military pilots are directed to avoid major conurbations, built up areas, Controlled Airspace (CAS), Aerodrome Traffic Zones (ATZ) and other sensitive locations. Inevitably, the protection given to these areas creates unavoidable concentrations of military low flying activity where corridors are formed between them. Where necessary, military pilots follow directional flows below 2000 FT to reduce the risk of confliction.

7.2.2 The UKLFS comprises the airspace vertically from surface to 2000 FT AGL/AMSL extending laterally to the FIR boundary. For ease of management the airspace is sub-divided into Low Flying Areas (LFA) by day and a different structure of Night LFAs/Sectors at night (see charts at ENR 6-20 and 6-21). Low Flying Co-ord (LFC) based at 78 Squadron Swanwick is responsible for the day-to-day management of the majority of the UKLFS. Certain LFAs, nominated as Dedicated User Areas (DUA), are allocated for special use (such as concentrated helicopter training) and are managed under local arrangements. Civil pilots should be aware that Unusual Air Activity (UAA) and night exercises are frequently conducted in DUAs including aircraft operating without, or with reduced lighting particularly when in formation. A limited amount of UAA is conducted in other areas of the UKLFS, which will usually be promulgated by AUS NOTAM.

7.2.3 In the North of Scotland, the Highlands Restricted Area (HRA) is used for special training, often in Instrument Meteorological Conditions (IMC). To ensure safety, entry by civilian and non-participating military aircraft is normally prohibited during the promulgated operating hours. The HRA is not permanently active. Activation times will be promulgated via NOTAM. See ENR 5.1.

7.2.4 UK Danger Areas are regularly used for weapons training. This can lead to an increased amount of low flying in the surrounding airspace. Details of Danger Areas can be found at ENR 5.1.

7.3.1 Military fixed wing aircraft (except light aircraft) are considered to be low flying when less than 2000 FT Minimum Separation Distance (MSD), which is the authorised minimum separation, in all directions, between an aircraft and the ground, water or any obstacle. The lowest height at which military aircraft normally fly is 250 FT MSD. However, in three specially designated areas, known as Tactical Training Areas (TTA), located in Mid-Wales, in the Borders of Scotland and in the North of Scotland, a small number of flights may be authorised to fly down to 100 FT MSD. Military light propeller aircraft and helicopters are considered to be low flying when operating below 500 FT MSD. In practice, most military low flying takes place between 250 FT and 500 FT MSD, decreasing in intensity up to 1000 FT MSD and reducing further in the 1000 FT to 2000 FT height band. Occasionally, however, military aircraft perform high-energy manoeuvres between 250 FT and 2000 FT, during which rapid changes in height, speed and direction of the aircraft will occur.

7.3.2 The vast majority of low flying training is conducted on weekdays between 0700-2300 (0600-2200), although a limited amount may take place outside these times or at weekends. Fast jet aircraft are normally limited to a cruising speed of 450 KT, although speeds of up to 500 KT can be authorised for short periods during simulated attacks and practice interceptions. Of course, light propeller aircraft and helicopters operate at much lower speeds.

7.3.3 Most low flying takes place in the UK Flight Information Regions (FIR), outside CAS, where ground radio and radar coverage is not adequate to provide a radar service to military aircraft flying at low level. It would be equally impractical for military jet aircraft to achieve deconfliction by contacting ATC units. Military low flying is only conducted in Visual Meteorological Conditions (VMC), where pilots not only fly with visual reference to the surface, but also apply the ‘see and avoid’ principle regarding other aircraft. The exception to this rule is low flying in the HRA, when active, which is regularly conducted in limited visibility using terrain following radar.

7.3.4 LFC based at 78 Squadron Swanwick disseminates information on hazards and restrictions, including Civil Aircraft Notification Procedure (CANP) and some recreational aviation activities, to military aircrews via a military NOTAM distribution network. It is also possible for some late warnings to be passed to aircrew by telephone before flight, but once airborne, because of high transit speeds, frequency distribution and terrain screening, there is a limit on the extent to which ground to air communications can be maintained.

7.4.1 Civilian pilots engaged in low level aerial work might be subject to aircraft manoeuvring limitations and/or restricted lookout. CANP exists to provide military aircrews with information on civil aircraft below 1000 FT AGL engaged in crop spraying, photography, surveys or helicopters carrying under-slung loads. Military aircraft flying at speeds in excess of 140 KT will avoid the notified CANP areas of operation either laterally or vertically, with a separation of not less than 500 FT. Recreational activities will not normally attract CANP avoidance areas, but military aircrew will take account of some specified activities when planning low flying sorties. Information on the use of CANP is published at ENR 1.10, paragraph 5.

7.4.2 To reduce the risk of confliction with low flying military aircraft, civilian pilots conducting transit flights under Visual Flight Rules (VFR) during the working week are recommended to fly above 2000 FT AGL if possible. In particular, they should avoid operating in the 250 FT to 1000 FT height band. When departing from aerodromes in the FIR, pilots should endeavour to reach 1000 FT as quickly as possible, and to delay descent below 1000 FT for as long as possible when approaching such aerodromes. Military pilots are directed to avoid ATZs. Where an ATZ is established, civilian pilots are recommended to fly circuits and procedures within the ATZ as far as they can. In the vicinity of aerodromes without an ATZ military pilots will apply the ‘see and avoid’ principle.

7.5.1 In UKLFS airspace, as elsewhere in the FIR, deconfliction depends on pilots seeing and avoiding other aircraft. Civilian pilots can make a considerable contribution to flight safety by flying above 1000 FT whenever possible and remaining aware that some military flying occurs in the 1000 FT to 2000 FT height band.