IFR FLIGHTPLAN EQUIPMENT - IVAO · PDF fileGround-Based Augmentation System ... Flight Management Computer (FMC) ... IFR Flightplan Equipment Version 1.2 19 February 2018 Page 5

IFR FLIGHTPLAN EQUIPMENT

1. Introducton

When filing a flightplan, aircraft operators are required to submit the list of equipment aboard their aircraft for declaring:

Navigation capabilities dedicated to ATC management

Regulatory equipment depending on flight type, flight rules…

Type of advanced surveillance systems for airport and airspace infrastructures management.

In addition to this equipment which is instrument-related, operators are required to report about the surveillance equipment aboard their aircraft, otherwise called transponders.

In this particular documentation, the following subjects will be dealt with: Common general aviation equipment including descriptions and goals,

Required equipment for IFR flights as per regulations,

Methodology to establish present equipment in an aircraft based on several examples of IFR aircraft, more or less sophisticated.

IFR Flightplan Equipment Version 1.2 19 February 2018 Page 1

© IVAO HQ training department Training Documentation Manager Erwan L’hotellier

2. IFR fight equipment

2.1. Conventonal Radio and Navigaton

The table below regroups the radio and navigation equipment used for IFR flights.

Letter

Description

CLOng RAnge Navigation (LORAN) C is a terrestrial radio navigation system using low frequency radio transmitters to determine the location and speed of the receiver (i.e the aircraft in aviation context). This equipment is not compatible with our current flight simulators and now obsolete.

DDistance Measuring Equipment (DME) is a transponder-based radio navigation technology that measures distance between the equipment on ground and an aircraft by timing the propagation delay of VHF or UHF radio signals.

FAutomatic Direction Finder (ADF) is a radio-navigation instrument that automatically and continuously displays the relative bearing from the aircraft to a suitable radio station.

H High Frequency (HF) RadioTelephone (RTF). (Mainly used during oceanic flight)

IAn Inertial Navigation System (INS) or Inertial Reference System (IRS) or Inertial Reference Unit (IRU) is a navigation aid that uses a computer, motion sensors (accelerometers) and rotation sensors (gyroscopes) to continuously calculate the position, orientation, and velocity of a plane.

KMicrowave Landing System (MLS) is an aviation approach and landing system providing most accurate and reliable information for safe landings. This system overcomes the possible limitations of the ILS. This equipment is not compatible with our current flight simulators.

LInstrument Landing System (ILS) is a ground-based instrument approach system that provides precision guidance to an aircraft approaching and landing on a runway.

O

VHF Omni directional Range (VOR) is a type of radio navigation system for aircraft. The system relies on ground based transmitters which emit signals to a VOR receiver inside the aircraft. The navigation signal allows the aircraft receiving equipment to determine a magnetic bearing from the station to the aircraft.

SIt shall be specified if standard COM/NAV/approach aid equipment for the route to be flown is carried and serviceable. If the letter S is used, standard equipment is considered to be VHF RTF,VOR and ILS unless another combination is prescribed by the appropriate ATS authority.

TTactical Air Navigation (TACAN) is a navigation system in UHF, giving the air crew continuous information as to its range and bearing from a beacon. It is similar to VOR but in UHF instead of VHF. TACAN is primarily used by military aircraft.

UUltra High Frequency (UHF) Radio Telephone (RTF). Radio equipment onboard the aircraft used by military aircraft. This equipment is not compatible with our current flight simulators and

V Very High Frequency (VHF) Radio Telephone (RTF). Radio equipment onboard the aircraft.

WReduced Vertical Separation Minima (RVSM) of 300m (1000ft) separation between aircraft provides six additional cruising levels between FL 290 and FL 410.

X

Minimum Navigation Performance Specification (MNPS): a set of standards which require aircraft tohave a minimum navigation performance capability in order to operate in MNPS designated airspace. The airspace is vertically defined between FL285 and FL410 and horizontally includes thefollowing OCCs: REYKJAVIK, SHANWICK, GANDER, SANTA MARIA and part of NEW YORK.

YVery High Frequency (VHF) with 8.33 kHz spacing channel: it was decided in 1994 to introduce afurther channel split from 25 kHz to 8.33 kHz.

Rule: Standard (S) equipment regroups following equipment: VOR(O) + ILS(L) + VHF(V).

S = LOV

S equipment will replace LOV in the flight plan declaration; you may not declare LOV in combination with S.S equipment should be inserted as first letter in the flight plan equipment section.



2.2. Area Navigaton Capability (RNAV)

The table below regroups the appropriate possibilities for area navigation capability.

Letter

Description

A

Ground-Based Augmentation System (GBAS) is a safety-critical system that augments the GPS Standard Positioning Service (SPS) and provides enhanced levels of service. It supports all phasesof approach, landing, departure, and surface operations within its area of coverage. (Today, Flight simulator are not compatible with this capability)

B

Localizer Performance with Vertical guidance (LPV). APproach with Vertical guidance (APV-SBAS).Space/Satellite Based Augmentation System (SBAS). The purpose of LPV is to fly ILS look-alike procedures published as RNAV GNSS with LPV minima, by using SBAS. (Today, Flight simulator are not compatible with this capability)

GGlobal Navigation Satellite System (GNSS). The term GNSS encompasses all the satellite navigation systems such as GPS, GLONASS, GALILEO

R

R indicates the Performance Based Navigation (PBN) levels that can be met. It is used by ATC for clearance and routing purposes. The insertion of R in the field 10a requires PBN/ to be present in field 18. The PBN sub-field contains the RNAV and/or RNP certifications and operational approvals applicable for the flight.

Rule: PBN (R) demands additional information to be provided in field 18 with descriptor PBN/

Refer to the following documentation for more information about PBN: RNAV systems.

2.3. Additonal Communicaton Systems

2.3.1. Aircraft Communications Addressing Reporting System (ACARS)

The table below regroups the corresponding capability related to ACARS operations:

Letter

Description

E1

Flight Management Computer (FMC) WayPoint Reporting (WPR) Aircraft Communications Addressing Reporting System (ACARS). A number of airlines routinely receive ACARS position reports from their aircraft via satellite as part of their Airline Operational Control (AOC) flight monitoring. These position reports can be forwarded to an ATS provider and used to replace HF voice position reports. This method of delivery for aircraft position reports is known as FMC WPR.

E2Data link (D)-Flight Information Services (FIS) Aircraft Communications Addressing Reporting System (ACARS). The flight information services provided can be weather reports and operational data.

E3Pre-Departure Clearance (PDC) Aircraft Communications Addressing Reporting System (ACARS). Pre-departure clearance from ATC can be received in the cockpit via the ACARS.

ACARS is a digital datalink system for transmission of short, relatively simple messages between aircraft and ground stations via radio or satellite.



2.3.2. Controller-Pilot DataLink Communications (CPDLC)

The table below regroups the corresponding capability related to CPDLC operations:

Letter

Description

J1Controller Pilot Data Link Communications (CPDLC) Aeronautical Telecommunication Network (ATN) VHF DigitaL Mode 2 (VDL2). The ICAO VDL Mode 2 is the VDL version most commonly used and in this version use ground based communication network (ATN).

J2

Controller Pilot Data Link Communications (CPDLC Future Air Navigation Services (FANS) 1/A High Frequency Data Link (HFDL). FANS 1/A provides controller-pilot data link communications (CPDLC) and include air traffic control clearances, pilot requests and position reporting. FANS 1/A typically operates over satellite communications (SATCOM) and is mostly used in Oceanic airspace. FANS 1/A over HFDL provides air traffic control (ATC) communication coverage in the Polar region

J3

Controller Pilot Data Link Communications (CPDLC Future Air Navigation Services (FANS) 1/A VHF Data Link (VDL) Mode A. FANS 1/A provides controller-pilot data link communications (CPDLC) and include air traffic control clearances, pilot requests and position reporting. FANS 1/A typically operates over satellite communications (SATCOM) and is mostly used in Oceanic airspace. VDL Mode A is also known as POA (Plain Old ACARS).

J4

Controller Pilot Data Link Communications (CPDLC Future Air Navigation Services (FANS) 1/A VHF Data Link (VDL) Mode 2. FANS 1/A provides controller-pilot data link communications (CPDLC) and include air traffic control clearances, pilot requests and position reporting. FANS 1/A typically operates over satellite communications (SATCOM) and is mostly used in Oceanic airspace.

J5

Controller Pilot Data Link Communications (CPDLC Future Air Navigation Services (FANS) 1/A. FANS 1/A provides controller-pilot data link communications (CPDLC) and include include air trafficcontrol clearances, pilot requests and position reporting. FANS 1/A typically operates over satellite communications and is mostly used in Oceanic airspace via the INMARSAT satellite network.

J6

Controller Pilot Data Link Communications (CPDLC Future Air Navigation Services (FANS) 1/A. FANS 1/A provides controller-pilot data link communications (CPDLC) and include include air trafficcontrol clearances, pilot requests and position reporting. FANS 1/A typically operates over satellite communications and is mostly used in Oceanic airspace. This indicator specifies that the data is transiting via the MTSAT satellite network

J7

Controller Pilot Data Link Communications (CPDLC Future Air Navigation Services (FANS) 1/A. FANS 1/A provides controller-pilot data link communications (CPDLC) and includes air traffic control clearances, pilot requests and position reporting. FANS 1/A typically operates over satellite communications and is mostly used in Oceanic airspace. This indicator specifies that the data is transiting via the IRIDIUM satellite network. It allows worldwide voice and data communications including the poles, oceans and airways.

CPDLC system is designed to send more elaborate messages than ACARS in order to enhance communications in particular in remote airspaces.

The ICAO VDL Mode 2 is the VDL version most commonly used. It was chosen for the Eurocontrol Link 2000+ program and is specified as the primary link in the EU Single European Sky rule adopted in January 2009 requiring all new aircraft flying in Europe after January 1, 2014 to be equipped with CPDLC.



2.3.3. SATellite COMmunication (SATCOM)

The table below regroups the appropriate identifiers corresponding to SATCOM operations:

Letter

Description

M1Air Traffic Control (ATC) RadioTelephone (RTF) SATellite COMmunications (SATCOM) with data transiting via the INMARSAT satellite network.

M2Air Traffic Control (ATC) RadioTelephone (RTF) SATellite COMmunications (SATCOM) with data transiting via the MTSAT satellite network.

M3Air Traffic Control (ATC) RadioTelephone (RTF) SATellite COMmunications (SATCOM) with data transiting via the IRIDIUM satellite network.

Satellite communications are meant to enhance and improve communication quality over remote airspaces.The way to communicate (one after another, phraseology, readbacks…) shall be observed to prevent any misunderstanding from one of the listeners. (Not applicable for IVAO)

2.4. Other capability

Letter

Description

ZEvery equipment not recognized by a proper identifier must be added by remark in field 18 under designator NAV/ or COM/ or DAT/

The following remarks are common: NAV/SBAS ACAS GBAS: Indicate that the aircraft is equipped with SBAS/ACAS/GBAS receiver.

NAV/TCAS: Indicate that the aircraft is equipped with TCAS



2.5. Transponder type

2.5.1. Main types

The table below regroups different transponder types commonly found in IFR-dedicated aircraft.

Letter

Description

E Transponder Mode S, with aircraft identification, pressure altitude and ADS-BH Transponder Mode S, with aircraft identification, pressure altitude and enhanced surveillanceI Transponder Mode S, with aircraft identification but no pressure altitudeL Transponder Mode S, with aircraft identification, pressure altitude, enhanced surveillance and ADS-BP Transponder Mode S, including pressure-altitude, but no aircraft identification. S Transponder Mode S, including both pressure-altitude and aircraft identification. X Transponder Mode S, with neither pressure-altitude nor aircraft identification.

All IFR aircraft shall be equipped with at least a mode S transponder.

Mode S: Whilst traditional Secondary Surveillance Radar (SSR) stations interrogate all aircraft within their range, Mode S (Select) establishes selective and addressed interrogations with aircraft within its coverage. Such selective interrogation improves the quality and integrity of the detection, identification and altitude reporting.

2.5.2. ADS-B/ADS-C Options

The table below regroups all options associated with ADS-B and ADS-C.

Letter

Description

B1 ADS-B with dedicated out capabilityB2 ADS-B with dedicated in and out capabilityD1 ADS-C with FANS 1/A capabilitiesG1 ADS-C with ATN capabilitiesU1 ADS-B out capability using UATU2 ADS-B in and out capability using UATV1 ADS-B out capability using VDL Mode 4V2 ADS-B in and out capability using VDL Mode 4

ADS-B: Automatic Dependent Surveillance – Broadcast is a means for an aircraft to send its position and various flight parameters periodically to anyone equipped with a receiver. Receptors are Air Traffic Control stations and other aircraft with “in” capability. Broadcast frequency is usually once per second during approach phase, and up to once per ten seconds when en-route.

ADS-C: Automatic Dependent Surveillance – Contract is a private ADS-B since aircraft needs to be logged on the receiving station to transmit information. Usually this system relies on satellites which are very expensive, resulting in less periodical update, about once per 10 minutes; and concerns oceanic area.



3. IvAp Sofware Default EquipmentBy default, the IVAO Pilot Interface (IvAp) provides equipment that may be included automatically in your flight plan, independently of your cockpit instruments.

IvAp provides:

VHF receiver (2 channel) = letter V in the flight plan equipment section

VHF receiver possess 8.33kHz frequency spacing = letter Y in the flight plan equipment section

ACARS interface = METAR/ATIS request = letter E2 in the flight plan equipment section

Text interface = basic data link (CPDLC system) VHF DigitaL Mode 2 (VDL2) = letter J1 in the flight plan equipment section

TCAS = letter Z in the flight plan equipment section + NAV/TCAS in remark section

Mode S transponder = letter /S in the flight plan transponder section

If pilot performs an ocean track over Atlantic and Pacific:

Text interface = Text position report for overseas tracks = Letter E1 in the flight plan equipment section

Text interface = basic CPDLC system include air traffic control clearances, pilot requests and

position reporting = letter J4 or J5 or J6 or J7 in the flight plan equipment section (depending of the satellite network chosen)

If pilot performs a polar track: Text interface = basic CPDLC system include air traffic control clearances, pilot requests and

position reporting, High Frequency Data Link = letter J2

If pilot accepts to use advanced features that IVAO offers, you can include:

Text interface = Pre Departure Clearance ACARS = letter E3 in the flight plan equipment section

Caution: Please remain logical when selecting equipment! Adding CPDLC or ACARS support to a general aviation aircraft should make no sense. Refer to methodology part for more information.



VHF Receiver compatible with 8.33 kHz frequency spacing ACARSMenu

Transponder - ModeS

Text interface TCAS

4. IFR-Flight Regulatory Equipment

4.1. Radio and Navigaton

4.1.1. VOR (O)

Any IFR aircraft shall be equipped with one VOR instrument and pilot must insert equipment O in his flight plan.

4.1.2. Radio requirement (V)

Except when operating in uncontrolled airspace which is highly remote when operating under IFR clearance, aircraft are required to carry a serviceable VHF radio.

Thanks to IVAp, you must always include VHF radio aboard your aircraft as equipment letter V

4.1.3. 8.33kHz Frequency Spacing (Y)

For aircraft operating under instrument flight rules, the 8.33 kHz frequency spacing equipment is currently required above FL195, and when transiting through any class A, class B and class C airspace.

As the airspaces are crowded with aircraft, the need to switch some airspace using 8.33 kHz frequency spacing is increasing; this equipment becomes more and more mandatory!

Thanks to the IvAp interface, you are always equipped with 8.33 kHz VHF frequency spacing radio and you

must always include equipment Y in your flight plan.

4.1.4. Reduced Vertical Separation Minima (W)

All aircraft operating between FL285 and FL415 shall be RVSM since almost all airspaces are RVSM.

You must therefore include equipment letter W.

4.1.5. Minimum Navigation Performance Specification (X)

Whenever operating between FL285 and FL415 over North Atlantic and entering specified control areas, a

MNPS certificate is required for all flights. You must then include letter X



4.2. Area Navigaton (RNAV)

Some countries require basic RNAV capabilities at flight levels that may be used by basic IFR aircraft that do not use very sophisticated instruments such as airliners.

This basic RNAV capability requires to use Performance Based Navigation (PBN) = letter R

In function of aircraft equipment, you shall use the following additional equipment:

Basic GPS embarked = letter G Modern flight management computer = letter GI Vintage inertial system = letter I

Vintage inertial systems can be found on A300, B707, B741 or Concorde. For your information, the first version of the Airbus A320 was not including a GNSS receiver and primary means of navigation was based on inertial navigation (IRS).

Refer to the following documentation for more information about PBN: RNAV systems.

There is not a common flight level. Each country has defined its own limiting flight level. The following table will provide regulations for several countries in Europe:

Country PBN is required above Country PBN is required above

Austria FL95 Italy FL95Belgium FL95 Netherlands FL95France FL115 Spain FL150Germany FL95 Switzerland FL100Ireland FL95 UK GND

In IVAO, if you do not know the PBN regulation applicable to IFR flights, you can consider that above FL95,the PBN is required.

The RNAV capability to be inserted shall take the PBN codes presented in the table below:

All

sen

sors

GN

SS

DM

E/D

ME

VO

R/D

ME

DM

E/D

ME

/IR

U

(or

INS

/IR

S fo

r B

5)

LO

RA

N

Oceanic RNAV 10 A1RNP 4 L1

En-route RNAV 5 B1 B2 B3 B4 B5 B6RNAV 2 C1 C2 C3 C4RNAV 1 D1 D2 D3 D4

Terminal

RNAV D1 D2 D3 D4RNP 1 O1 O2 O3 O4

Final RNP APCH S1RNP APCH with BARO-VNAV

S2

RNP AR APCH with RF T1RNP AR APCH without RF T2



As aircraft requires PBN regulation, we will give you some examples of possibilities in function of your equipment embarked:

En-route Terminal FinalBasic GPS or basic FMC en-route only B2Basic GPS with STAR included B2C2 D2Vintage Inertial system (B707, concorde...) en-route only B5Vintage Inertial system (B707, concorde...) with STAR included B5C4 D4Modern FMC en-route only B1C1Modern FMC with STAR included B1C1 D1O1Modern FMC with STAR and LNAV Approach B1C1 D1O1 S1Modern FMC with STAR and LNAV+VNAV Approach B1C1 D1O1 S2

If the aircraft performs a flight with oceanic track:Oceanic

Basic GPS or basic FMC on oceanic track A1Vintage Inertial system (B707, Concorde...) on oceanic track A1Modern FMC on oceanic track A1L1

Example: PBN/B1C1D1O1S1; PBN/B2C2D2; PBN/B5C4D4

4.3. Controller-Pilot DataLink Communicatons (CPDLC)

Some countries (like in Europe) require all aircraft flying above FL245 to be operating with CPDLC based on ATN using VDL Mode 2.

Your flightplan must state when appropriate the equipment letter J1

4.4. Transponder requirement (/S)

Thanks to the IvAp interface, you are always equipped with a type S transponder.

Pilots shall fill the letter /S in transponder section of the flight plan or equivalent

Pilots may also file any higher mode S transponder like /LB1 or /H for example to simulate a real flight plan.

Aircraft with lower standards (transponder A or C) shall not plan their flight as IFR.



5. Methodology

5.1. Principle

The Pilot shall take into account his aircraft category and his carried equipment when inserting equipment in the flight plan.The simplest way to determine aircraft equipment is simply to recognize and list them by looking at the cockpit.For every flight on IVAO, you should consider that when using IvAp, as a pilot, you will carry the IvAp equipment listed above.

Warning: Do not forget Standard (S) equipment regroups following equipment: VOR(O) + ILS(L) + VHF(V).

Therefore, S shall replace LOV and cannot be used in combination with any of this group of equipment.

5.1.1. Difficulties

Some difficulties can occur:

Transponder type cannot be determined visually unless you can identify a specific model of transponder or typical aircraft transponder type to declare.

Sensor types of the flight management computer (FMC), GNSS system or inertial systems in order to decide the PBN remark content

Presence or not of specific satellite equipments (J4 to J7, M1 to M3)

5.1.2. Important notice (for normal flights and examination flights):

In real flight, the presence of CPDLC, ACARS, and ADS-B equipment are today not mounted inside general aviation aircraft.Using Ivap, you will carry some advanced equipment (E2, J1).

We let the pilot the responsibility to: Insert those as his aircraft carries this equipment for any IVAO flights.

Not Insert those as this equipment will never be found inside real life cockpits.

For examination flights, you should motivate your choice to your examiner by selecting one of the two options.



5.2. Mooney Bravo

This version of Mooney Bravo is equipped with conventional instruments and therefore no GPS

Flight plan equipment list is letter D (DME), F (ADF), L (ILS), O (VOR), V (VHF), /S (Mode S transponder).The equipment to be inserted into flight plan item 10 are: SDF/S.

Remember not to insert O, L & V with the use of letter S.

Flight plan forList of equipment to declare

Transponder to declare

Remarks to declare(item 18 in flight plan)

Real flight SDF /SIVAO flight using IvAp SDFYZ /S NAV/TCASIVAO flight using IvAp with advanced equipment

SDE2FJ1YZ /S NAV/TCAS

With this flight, no RNAV capability is required. Flight level shall be limited in function of the regulation.TCAS system shall be activated in the IvAp interface. By default, TCAS is OFF.

With IVAO, you will embark automatically the following possibilities:

E2 : weather information via ACARS

J1 : Basic CPDLC (text mode)

In real flight, you will not have this equipment. We let the possibility to the pilot to insert them or not.



VOR & ILSReceiver VHF Receiver – 25kHz spacing

DMETransponderADFVOR Receiver

5.3. Beechcraf Baron 58 w/ G1000

We will list together the equipment list of a Beechcraft Baron 58 equipped with Garmin G1000.

Flight plan equipment list is letter D (DME), G (GNSS), L (ILS), O (VOR), R (PBN), V (VHF), /S (Mode S transponder).The equipment to be inserted into flight plan item 10 are: SDGR/C.

Remember not to insert O, L & V with the use of letter S.




Real flight SDGR /SIVAO flight using IvAp SDGRYZ /S NAV/TCAS PBN/B2IVAO flight using IvAp with advanced equipment

SDE2GJ1RYZ /S NAV/TCAS PBN/B2

TCAS system shall be activated in the IvAp interface. By default, TCAS is OFF.

With IVAO, you will embark automatically the following possibilities:

E2 : weather information via ACARS

J1 : Basic CPDLC (text mode)

In real flight, you will not have this equipment. We let the possibility to the pilot to insert them or not.



DME VHF Receiver – 25kHz spacing

VOR & ILSReceiver Transponder GNSS Receiver

5.4. Airbus A320

We will list together the equipment list of a typical Airbus A320. (Not the first generation)

Flight plan equipment list is letter D (DME), E2E3 (ACARS), F (ADF), G (GNSS), I (INS), J1 (CPDLC), R (PBN), L (ILS), O(VOR), V(VHF), W (RVSM), Y (8.33 kHz), Z (TCAS) ;

/LB1 (Enhanced mode S transponder with ADS-B out ATN).

The equipment to be inserted into flight plan item 10 are: S(E2E3)DFGHIJ1RWYZ/LB1.




Real flight SDE2E3FGIJ1RWYZ /LB1 NAV/TCAS PBN/B1C1D1O1S2IVAO flight using IvAp SDE2(E3)FGIJ1RWYZ /S or /LB1 NAV/TCAS PBN/B1C1D1O1Sx

Remark: Sx can be replaced by S2 if your aircraft can perform LNAV/VNAV approach or S1 for LNAV only.TCAS system shall be activated in the IvAp interface. By default, TCAS is OFF.

5.5. Boeing B737



A/P with different altitudesources, altitude hold and

altitude deviation alertRVSM criteria

VOR, ILS, ADF, DME, Position Display, TCAS

CPDLC/ACARS Interface(Fictive)

Transponder with ADS-B out

TCAS

VHF Receiver 8,33kHz spacing

MCDU(FMC) will receive and compute information from GNSS, IRU, DME/DME, VOR/DME for positioning

We will list together the equipment list of a typical Boeing 737NG.

Flight plan equipment list is letter D (DME), E2E3 (ACARS), F (ADF), G (GNSS), I (INS), J1J4 (CPDLC), R (PBN), L (ILS), O(VOR), V(VHF), W (RVSM), Y (8.33 kHz), Z (TCAS) ;

/SB1 (Mode S transponder with ADS-B out ATN).

The equipment to be inserted into flight plan item 10 are: SD(E2E3)FGIRWYZ/SB1.




Real flight SDE2E3FGIJ1RWYZ /SB1 NAV/TCAS PBN/B1C1D1O1S2IVAO flight using IvAp SDE2(E3)FGIJ1RWYZ /S or /SB1 NAV/TCAS PBN/B1C1D1O1Sx

Remark: Sx can be replaced by S2 if your aircraft can perform LNAV/VNAV approach or S1 for LNAV only.TCAS system shall be activated in the IvAp interface. By default, TCAS is OFF.

5.6. Boeing 777

We will list together the equipment list of a typical Boeing 777.



A/P with different altitudesources, altitude hold and

altitude deviation alertRVSM criteria

CPDLC/ACARS Interface(Fictive)VOR, ILS, ADF, DME, Position Display

Transponder with ADS-B out

TCASVHF Receiver

8,33kHz spacingCDU will receive and compute information from

GNSS, IRU, DME/DME, VOR/DME for positioning

A/P with different altitude sources,altitude hold and altitude deviation

alert RVSM criteria

The equipment to be inserted into flight plan item 10 are: SD(E1E2E3)FGHI(J1J4)RWXYZ/LB1D1.Since this is a long hauler, you may add ADS-C (/D1), MNPS (X) certification and SATCOM (Mx).Since this aircraft can perform oceanic track, you may add HF(H), Text position report for overseas tracks (E1), air traffic control clearances, pilot requests in oceanic control (J4)




Real flightSDE1E2E3FGHIJ1J4RWXYZ /LB1D1

NAV/TCAS PBN/A1L1B1C1D1O1S2

IVAO flight using IvAp (continental)

SDE2(E3)FG(H)IJ1RWXYZ /S or /LB1D1 NAV/TCAS PBN/B1C1D1O1Sx

IVAO flight using IvAp (oceanic track)

SDE1E2(E3)FGHIJ1J4RWXYZ /S or /LB1D1NAV/TCAS PBN/A1L1B1C1D1O1Sx

Remark: Sx can be replaced by S2 if your aircraft can perform LNAV/VNAV approach or S1 for LNAV only.Text interface = basic CPDLC system include air traffic control clearances



VOR, ILS, ADF, DME, Position DisplayCPDLC/ACARS

Interface (Fictive)

Transponder with ADS-B/C out

TCAS

VHF/HF Receiver 8,33kHz spacing

CDU will receive and compute information from GNSS, IRU, DME/DME, VOR/DME for positioning

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IFR FLIGHTPLAN EQUIPMENT - IVAO · PDF fileGround-Based Augmentation System ... Flight Management Computer (FMC) ... IFR Flightplan Equipment Version 1.2 19 February 2018 Page 5