What happens to my flightplan?

[BackPacker]

Background: I'm a JAA (CAA) PPL, which I obtained in Florida. Never done a flightplan there (Flight Following was the way to go). I'm now flying (for over a year) out of EHRD (FPL mandatory) to controlled and uncontrolled fields. Depending on circumstances I submit the plan via the internet, from the EHRD briefing room or over the phone to the Amsterdam FIO. It all works fine but I still do not get the finer points of what happens with this plan. Could somebody (preferably from the EHAA FIR) enlighten me on the following:
- Okay, flightplan submitted and accepted. Where is it sent? Who all receive the flightplan? EHRD TWR for sure, but how about AMS INFO or Dutch MIL? My destination? Alternates? Or do they all have access to the same big database?
- If I depart from EHRD, I assume EHRD TWR opens the flightplan. What does this "opening" actually mean in practice? Do they toggle a bit in a database, or does it involve a call or message to somewhere?
- If I depart from an uncontrolled field, let's say EHTX, who opens my flight plan then?
- If I, on a whim, decide to ask for a sightseeing clearance into or through the EHAM CTR while flying from EHTX to EHRD, does EHAM TWR have access to a copy of my plan? If I knew I was going to ask for that clearance before I departed, would it have made sense to put that in my plan? If so, how? How about if I fly from an uncontrolled to another uncontrolled field (EHTX to EHMZ, for instance, no FPL mandatory), but want to fly through controlled airspace?
- Who closes my flightplan upon arrival on a controlled and on an uncontrolled field? Should I ask for this or is this done implicitly?
- How does communicating, opening and closing of a plan work on international VFR flights?
- The only route I have specified so far is the VFR departure from EHRD. Does it make sense for a VFR flight to put in a more elaborate route? If so, how do I do this if I "Follow Roads" instead of airways/VORs?
- I know that if I'm crossing a FIR boundary I need to put in an EET/ for the boundary. But the internet tool refuses multiple EET/ entries for a flight to, e.g., France. Is this a limitation of the tool or not?
- What happens when I'm overdue? Who is supposed to notice this, or is this flagged automatically somewhere? At what point in time can I expect a full-scale rescue operation to be mounted?
- I understand from various websites that the UK ATC system is a little "lax" (for lack of a better word; this is not meant as criticism) in closing flightplans, to the annoyance of FR/BE/NL controllers who are stuck with open flightplans of planes that have left for the UK, and whose plans are not being closed. Is this true? How do I make sure that my plan is indeed closed if I fly to the UK? Any other countries/places I should be aware of? Could someone from the UK comment on this whole "Responsible Person" thing?
- Anything else I need to know/do/should not do to make life of the professionals at the FIO and in the towers easier?
I have looked all over the internet and in my study books and there's not a lot of documentation on this stuff to be found. The best bit is the CAA document on FPLs but it only covers HOW to fill in an FPL form, not what happens afterwards.

[Chilli Monster]

Originally Posted by BackPacker

- I understand from various websites that the UK ATC system is a little "lax" (for lack of a better word; this is not meant as criticism) in closing flightplans, to the annoyance of FR/BE/NL controllers who are stuck with open flightplans of planes that have left for the UK, and whose plans are not being closed. Is this true?

This is the first I've ever heard of this, and I don't see where the problem is? It's not the responsibility of the departure airfield to initiate Search And Rescue operation, so they have no need to know whether you have arrived at your destination. IFR flights in the IFPS region don't have their FPL's closed - how many flights every day is that? (several thousand).

What if your arival is after the departure aerodrome has closed - are they going to sit there until you've arrived or are they going to shut at normal time? I think we both know the answer to this. I suspect what you have read is a little bit of an "urban myth" and would like to see something more substantial than "website chat" to back it up

How do I make sure that my plan is indeed closed if I fly to the UK? Any other countries/places I should be aware of?

I don't think it's necessary, as you've probably gathered from the above. However, in Fld 18 of the FPL you could put "RMK/ REQ ARR to EHRDZTZX" (for example). When you arrive at your destination the ATS unit at your destination will send an ARR (arrival) message to your departure aerodrome (Rotterdam in this case).

Could someone from the UK comment on this whole "Responsible Person" thing?

Rather than formally close your FPL you personally nominate a responsible person (maybe the people who you are visiting) to notify the authorities in the event that you do not turn up at your destination. Bear in mind that this is really aimed at internal, non FPL flights, or flights terminating at an airfield without any form of ATS unit.

If you are flying on a FPL (which if the flight is international you will) and a DEP message is sent (which, if the flight is VFR, it should be) the ATS unit at the destination aerodrome effectively becomes your "responsible person" (provided you've planned to arrive there during the hours they are open). If you want to make sure this happens - again, Field 18 if the FPL again - "RMK/REQ DEP TO ????ZTZX" (???? being the ICAO code of the destination aerodrome).

[BackPacker]

Closing FPL

I have seen an article about having to close a FPL after arriving in the UK in either Flyer or Today's Pilot - trustworthy magazines in my opinion. And I just found this on the internet, which states basically the same thing:
http://www.modernpilot.com/index.php...=124&Itemid=55
It seems to me that the UK is different from other EU countries in that they do not automatically send an ARR message/close a FPL upon arrival, where other countries do. But I asked my questions on this forum because I want to be sure... :-)

[Chilli Monster]

I've just read the modernpilot article - there are a few mistakes in there, effectively about the things you're talking about - I'll take them in order:

1) FPL's are NOT transmitted to your alternate unless you specifically ask them to be.

2) You CAN amend a filed FPL, the most common by asking the FBU that you filed the plan with to delay it using a DLA message. You can also change various fields of the FPL by using a CHG message. The only time you HAVE to cancel and re-file is if you are departing earlier than planned - but this is more relevant to IFR flights than VFR, or cancelling the flight completely (obvious I know).

3) Closing a FPL abroad - yes. Closing in the UK - not required (as explained in my previous post).

[BackPacker]

I checked my stack of magazines, and while I did not find the article that I was referring to, I did find a similar thing in Flyer, Nov. 2006, which deals with flying in Ireland.

"Now, unlike the UK, you must close flightplans in Ireland. If you land at a controlled airfield then the flightplan will be automatically closed. Ifyou land at an airfield with an AFIS, then they may be helpful and close it for you, but check it - it is your responsibility! If you land at an uncontrolled airfield, then either close the flightplan with Shannon or Dublin over the radio before landing, or call Shannon Low Level on [tel] after landing, and ask them to close it for you."

I've still got the feeling that the UK is the odd man out with regards to closing flightplans... As far as I know (but I'm here to verify!) the rest of Europe works identical to the Ireland situation as listed above.

[LH2]

As far as I know (but I'm here to verify!) the rest of Europe works identical to the Ireland situation as listed above

The French do, also the Spaniards. If you do not close your flightplan, you get an expensive SAR operation started. Flying to an uncontrolled airfield, you can close over the radio as described (at least in France), or you call a phone number (0-800-IFRVFR in France, IIRC).


What does ZTZX mean, btw?

[Defruiter]

It's the 4 letter facility code for the AFTN (Aeronautical Fixed Telecommunications Network)

ZTZX refers to "Tower" So in that example, EHRDZTZX is Rotterdam Tower

[BackPacker]

More information on AFTN on Wikipedia... http://en.wikipedia.org/wiki/AFTN

Important to note is that not every airstrip is connected to the AFTN network. I doubt whether EHTXZTZX works... :-)

[eastern wiseguy]

Now, unlike the UK, you must close flightplans in Ireland

In Northern Ireland we have this "close my flightplan" all the time from aircraft crossing into the UK FIR ....the answer is usually "roger"

[Chilli Monster]

Important to note is that not every airstrip is connected to the AFTN network. I doubt whether EHTXZTZX works... :-)

You'll probably find it does

Messages sent to units not connected to the AFTN will terminate at the parent AIS, FBU or FPRS. They will then be onward trasmitted to the intended recipient, normally by fax.

[BackPacker]

I just did a test FPL via the NL AIS internet tool. EHRD (controlled) DCT SPL (a VOR in the EHAM CTR) DCT EHTX (uncontrolled and in any case closed by now). The only addressee is EHAMZPZX. I assume this ends up at the Flight Information Office at Amsterdam? And they send it onwards to whoever needs the info?

From earlier plans did, I can see that the message is originating from EHWMYJYJ. Is that me personally or is that just a generic "coming from the internet" thing? :-)

[vintage ATCO]

There is no concept in the UK (with one important exception*) of 'closing a FPL'. Yes, we are different, the reasons lost in the mists of time. As Chilli says, I don't know why overseas departures get exercised over this as SAR is not their concern. When it became possible to land outside of a customs airport we regularly got requests to cancel FPLs. We tried to explain at first but then gave up and just said 'Roger'.

As for putting 'REQ ARR TO whatever' we wouldn't even see it at our place. Auto FPL processing, Electronic Strips . . . Oh dear.

*The exception is if you have to nominate an ATS unit as your 'Responsible Person' when landing out in the sticks. You must notify them within 30 mins of your arrival otherwise SAR could be commenced.

[BackPacker]

Thanks Chilli, ATCO, LH2, eastern. At least you confirmed my suspicion that the UK is different from mainland Europe & Ireland. I'll probably be asking London Info to close my flightplan anyway when coming from abroad despite the fact that I now know I get a meaningless "roger" back. Just to cover my ass if somebody outside the UK decides to launch a SAR anyway :-)

I had a few other questions in my original post. Among others, does it make sense to put an elaborate route in a VFR flightplan? Is anybody reading this in case of VFR? Does it increase my chances of getting a transition through controlled airspace en-route? And if so, how do I do this if I "Follow Roads"?

[Chilli Monster]

I had a few other questions in my original post. Among others, does it make sense to put an elaborate route in a VFR flightplan?

No - the route is really there for search and rescue action should anything happen en-route. Keep this in mind when filing it and file a route which is easy to follow for the reader but is close enough to what you will fly to be useful should the worst happen.

Does it increase my chances of getting a transition through controlled airspace en-route?

No - as these units don't get a copy of the FPL. Even if they did, having the details of all possible transiters to hand on a busy summers day would be physically impossible, and so they're not really interested until you call for transit.

[chiglet]

BackPacker
I am an ATSA at Manchester. We have a "Parent AFTN" responsibility.
This means.....
"You" Fax or Telephone a "Flightplan", We will transmit the FPL to the "Relevant Addressees"....
IFR The adds is EGZYIFPS aka "Eurocontrol Flight Plans" [simplistic, but near enough]
VFR, we have CAP551 to give the "relevant" adds.
IF you are IFR INTO the UK, you are "Monitored", so no ARR needs be sent. If however, you are VFR into the Uk, then a Phone call to the "Parent Unit" to close the FPL is in order. If you land at a different a/f than planned, then a Diversion Arrival MUST be sent.
When you "Depart", a "Responsible Person" ON THE GROUND may pass your airborne time to the nearest ATSU. Or YOU may contact the nearest ATSU/FIR and pass your ATD for onward transmission
Hope this helps
watp,iktch

[vintage ATCO]

If however, you are VFR into the Uk, then a Phone call to the "Parent Unit" to close the FPL is in order.

Surely, Chiglet, this only applies if you have nominated the Parent Unit as the 'Responsible Person' (ENR 1-10-3). If you best mate Bob is your responsible person then providing Bob knows you have arrived safely then no further action is necessary.

When you "Depart", a "Responsible Person" ON THE GROUND may pass your airborne time to the nearest ATSU.

In this case they should inform the Parent Unit (ENR 1-10-3 again)

[chiglet]

Sorry, vA..not [too] clear
The pilot {Commander of the a/c] may nominate a "Responsible Person" to pass an ATD to the Parent ATSU, or the Commander may elect to contact an en-route ATSU to pass details to the Parent ATSU.
At "most" uncontrolled airfields, either the pilot closes his FPL, or "someone in the clubhouse/other environs of the a/f ring us [resposible person? perhaps]
Being brutally honest, only about 30% tell us that they have "arrived", and 40-50% do NOT pass an airborne time
watp,iktch

[vintage ATCO]

Sorry to labour the point, chiglet, but I don't think that is entirely right, and this is the big difference with policy in the UK, and the reason for this thread. (I am only talking here about traffic INBOUND to the UK.)

If someone abroad files into his grass strip in the UK, and nominates his mate Bob as his 'Responsible Person' and tells him he is coming then the 'parent unit' is not involved. Do they indeed get the FPL?. The aircraft arrives safely, meets Bob, and they go down the pub. There is no requirement to close the FPL - there is no concept of this in the UK.

If Bob is on holiday so that thre is no one else to nominate as a 'Responsible Person' then the pilot rings his parent unit (or, I think, he can nominate any other unit) and says 'I am going arrive at Lower Snodgrass at time xxxx.' It is then incumbent upon him to ring his parent unit after landing to 'close his FPL' otherwise SAR springs into action and mountain rescue goats are mobilised, after the required time intervals. This is the only time in the UK a pilot is required to close his FPL.

The system in the UK isn't less safe than others, just different, It's a pity we are different as it would make life easy if we were all the same but it is just the way things have evolved I guess. There are a lot less 'wilderness areas' in the UK.

Departing traffic is different, and pilots need to understand if they don't get a departure time into the system, some how, then their SAR insurance isn't activated.

[Hippy]

- I know that if I'm crossing a FIR boundary I need to put in an EET/ for the boundary. But the internet tool refuses multiple EET/ entries for a flight to, e.g., France. Is this a limitation of the tool or not?

You should place all the estimates after a single EET/
Wrong: EET/EBBU0023 EET/EGTT0054
Correct: EET/EBBU0023 EGTT0054

[BackPacker]

Thanks gentlemen (women?) for all your comments. I'm going to see if I can write a summary tomorrow and maybe put it up on wikipedia or something. I cannot believe I'm the only PPL who doesn't understand this... Particularly the fact that I learned things the CAA way (Responsible Person etc.), thinking that that was, in fact, the JAA/European way, and then coming back into a totally different environment had me puzzled. Who was the norm, who was the exception? This has made things a lot clearer.