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I think this is a simple question... but maybe there is no such thing on this forum. :)

I have usually filled my flight plans as /G. The last time I called FSS I asked if this was correct. I was told that they usually recommend leaving the type blank and noting in the comments that the plane is VFR GPS equipped.

How do you file?

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File?

 

Gbigs: "The FAA, DHS, and FBI are taking down planes randomly, holding pilots and passengers at gun point until the DHS arrives. Then they search planes without warrant. Dont believe it? Flying Magazine covered the issue:"

 

If you file they don't have to follow you closely in the Caravan, they already know where you are going to land.

 

As soon as I sense the 208 following me I will slow to 50kts :D

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http://www.flyingmag...=MjE3MDE2MzgxS0

 

Jim,

 

I don't want the federal government opening my mail, or chasing me down to hold me at gunpoint with no probable cause. I don't want to be penalized because I support a smaller less expensive, less intrusive government (Tea Party supporter).

 

I'm forced to assume that If my side is targeted by the IRS that I may also be targeted by TSA and if I file a flight plan I'm just giving them info to abuse.

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The latest is that liberal groups got the same treatment by the IRS. I don't believe there is a connection to the airplane stops which seem inexcusable and, with the knowledge we currently have, a violation of constitutional rights.

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The latest is that liberal groups got the same treatment by the IRS...

 

The conservative groups got nothing but grief and now have to self-certify where the progressives were given back dated approval. The latest is that the word progressive is on a 'BOLO' list. That's not the same treatment its just a little CYA

 

 

"In response to Levin's statement, House Ways and Means Committee Chairman Rep. Dave Camp said the inclusion of "progressives" on a BOLO list did not prove that liberal groups underwent the same extra scrutiny of conservative groups cited in the inspector general's report."

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This is actually one of the primary reasons I went with a Sport Pilot certificate over a Private. I wanted to minimize my exposure to the Fedcoats and their bureaucracy.

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Depending on where you are, you have until 2020 to remain anonymous(ads-b out mandate).

 

Yeah. :(

 

So what will happen after the date if you fly without the gear? F16 intercept, forced landing, all of the government goes into panicked hiding?

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Yeah. :(

 

So what will happen after the date if you fly without the gear? F16 intercept, forced landing, all of the government goes into panicked hiding?

 

You will have to buy my new stealth light sport design

6803d1275212918-slow-delta-wings-1-revised-plane-trial-spars.jpg

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"

I think this is a simple question... but maybe there is no such thing on this forum. :)

I have usually filled my flight plans as /G. The last time I called FSS I asked if this was correct. I was told that they usually recommend leaving the type blank and noting in the comments that the plane is VFR GPS equipped.

How do you file?

 

You'd file /G if you are IFR capable. The AIM says:

 

If you are filing VFR:

"3. Block 3. Enter the designator for the aircraft, or if unknown, consult an FSS briefer." It doesn't say anything about adding the equipment suffix. - correction - see post further down, it says use same as IFR equipment.

 

If you are IFR:

 

"4. It is recommended that pilots file the maximum transponder or navigation capability of their aircraft in the equipment suffix. This will provide ATC with the necessary information to utilize all facets of navigational equipment and transponder capabilities available."

 

"/G Global Navigation Satellite System (GNSS), including GPS or Wide Area Augmentation System (WAAS), with en route and terminal capability."

 

Note the /G says you can fly an IFR approach (terminal capability). That means it is a panel mounted, IFR certified GPS receiver. Most of us in LSA don't have that, though those with Garmin 430s do.

 

Actually, AIM doesn't really support putting your GPS in the remarks section, though I know it is common to do so.

 

"11. Block 11. Enter only those remarks that may aid in VFR search and rescue, such as planned stops en route or student cross country, or remarks pertinent to the clarification of other flight plan information, such as the radiotelephony (call sign) associated with a designator filed in Block 2, if the radiotelephony is new, has changed within the last 60 days, or is a special FAA-assigned temporary radiotelephony. Items of a personal nature are not accepted."

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That is why I questioned the /G in the first place even though that is what my instructor had me use. So, do you leave it blank, or designate Mode C?

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I'll admit I'm not the expert on VFR flight plans. From the AIM, I would use the same code as for IFR flight. For most LSA, that is likely /U. It is very unlikely that it is /G.

 

Edited to correct information.

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I've always used /U

I can't help but feel it's meaningless... kinda like the designator thing. If they don't know how big I am, or how fast I fly, or how heavy, high-wing or low-wing... what good is all that goofy equipment stuff?

tim

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On closer examination, I found the following which corrects/clarifies something I posted above.

 

"i. When filing VFR flight plans, indicate aircraft equipment capabilities by appending the appropriate suffix to aircraft type in the same manner as that prescribed for IFR flight."

 

http://www.faa.gov/air_traffic/publications/atpubs/aim/aim0501.html

 

/U would be good for many of us. Thanks for prodding to get me to double check this. I'll edit my earlier post to clear it up.

 

Here is the list:

 

Aircraft Suffixes

Suffix

Equipment Capability

 

 

NO DME

 

/X

No transponder

 

/T

Transponder with no Mode C

 

/U

Transponder with Mode C

 

 

DME

 

/D

No transponder

 

/B

Transponder with no Mode C

 

/A

Transponder with Mode C

 

 

TACAN ONLY

 

/M

No transponder

 

/N

Transponder with no Mode C

 

/P

Transponder with Mode C

 

 

AREA NAVIGATION (RNAV)

 

/Y

VOR/DME, or INS with no transponder

 

/C

VOR/DME, or INS, transponder with no Mode C

 

/I

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.)

 

/E

Flight Management System (FMS) with DME/DME and IRU position updating

 

/F

FMS with DME/DME position updating

 

/G

Global Navigation Satellite System (GNSS), including GPS or Wide Area Augmentation System (WAAS), with en route and terminal capability.

 

/R

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.

 

/J

/E with RVSM

 

/K

/F with RVSM

 

/L

/G with RVSM

 

/Q

/R with RVSM

 

/W

RVSM

Aircraft Suffixes

Suffix

Equipment Capability

 

 

NO DME

 

/X

No transponder

 

/T

Transponder with no Mode C

 

/U

Transponder with Mode C

 

 

DME

 

/D

No transponder

 

/B

Transponder with no Mode C

 

/A

Transponder with Mode C

 

 

TACAN ONLY

 

/M

No transponder

 

/N

Transponder with no Mode C

 

/P

Transponder with Mode C

 

 

AREA NAVIGATION (RNAV)

 

/Y

VOR/DME, or INS with no transponder

 

/C

VOR/DME, or INS, transponder with no Mode C

 

/I

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.)

 

/E

Flight Management System (FMS) with DME/DME and IRU position updating

 

/F

FMS with DME/DME position updating

 

/G

Global Navigation Satellite System (GNSS), including GPS or Wide Area Augmentation System (WAAS), with en route and terminal capability.

 

/R

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.

 

/J

/E with RVSM

 

/K

/F with RVSM

 

/L

/G with RVSM

 

/Q

/R with RVSM

 

/W

RVSM

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Good afternoon,

 

I was told by ATC to use "A". (DME, Transponder with mode C.

 

I guess it's due to the fact that the GPS is in fact a type of DME which gives you your distance to any fix you'd like.

 

Rich

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Please. We have one internet forum for our airplanes. The number of internet outlets for our political views are nearly uncountable. I much prefer that we don't make this site so politically polarized that it looses all value.

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Charlie,

 

When new,I listed my aircraft profile with the briefer and was told to use "A". This came under the heading of DME equipped aircraft.

 

Under that heading I have a transponder with mode C, (actually I have a mode S.)

 

At that time I told the briefer that I also had a GPS, so, he knew my equipment. I can only presume that he figured the GPS as DME capable equipment.

 

I'm going to call now for clarification, stay tuned.............

 

Just got off the phone with the briefer. He said "A" is correct due to the fact that the GPS can be used for distance measuring, so, if you have a GPS capable of measuring from your position to a fix, that is considered a DME equipped aircraft and along with a mode C or S transponder your to use Suffix "A".

 

I asked for those using suffix "U", no DME with a mode C transponder and his reply was that it was incorrect if they had a GPS.

The GPS can be certified or not, it doesn't matter.

 

Rich

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Rich, I'd like to see his references for his advice. I've seen commentary supporting IFR approved GPS but haven't seen anything support non-approved devices.

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I, too, would like to see a reference.

 

A DME is a specific type of navigational device.

 

A GPS may be a device capable of measuring distance, as are some other devices, but that does not make them DME's.

 

There are times when GPS may be substituted for DME - overlay approaches and determining fixes, for example, but in all cases it must be an approved installation.

 

Years ago I would have a controller assign me a heading, and tell me to then proceed to XYZ VOR when able. I would advise them that I could proceed from present position direct via unapproved handheld GPS, and it would be approved as long as I was in radar coverage. Other than that, a handheld GPS or other unapproved installation is really there for situational awareness only.

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Good morning,

 

Last evening when I called there were two briefers with the input that I posted. They stated that the hand held GPS could be used as a DME as long as it's not used for coupled approaches, that would take a cert. GPS.

 

I'm by no means an expert on this subject, just the messenger.

 

Three briefers all had the same answer, Suffix "A." I've been using it since the aircraft was new. It makes sense to me. Before GPS, DME equipment was specific. Now with the magic of GPS, many things are possible. It could be the FAA is thinking along those lines.

 

I believe that the equipment suffix list needs to be updated to reflect new technology.

 

A call to 1-800-wx-brief will get you to a briefer for the information your requesting. May be some FAA specialist have different interpretations. I'd be interested to see what you learn, if different than what I posted.

 

Rich

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