ENR 1.10  Flight planning

1.   Procedures for the submission of a flight plan

1.1   General procedures
1.1.1   Reference documents
1.1.1.1  The basic rules for the submission of a flight plan are contained in the following documents:

ICAO Annex 2, Chapter 3

ICAO Doc 4444 Chapter 4, Chapter 11, Chapter 16 and Appendix 2

ICAO Doc 7030/5 Regional Supplementary Procedures, Part EUR

Commission Regulation (EC) No.1033/2006

EUROCONTROL Specification for the Initial Flight Plan

1.1.2   Flight rules and categories of flight plans
1.1.2.1  Subject to the mandatory requirements of airspace classification, 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.
1.1.2.2  There are three categories of flight plans:
  1. Full Flight Plans;
  2. Repetitive Flight Plans;
  3. Abbreviated Flight Plans.

Note: The destination aerodrome will be advised of the flight only if the flight plan information covers the whole route of the flight.

1.1.3   Consistency of flight plans, repetitive flight plans and associated update messages
1.1.3.1  A centralised flight planning processing and distribution service has been established under the authority of the EUROCONTROL Network Manager. The service is provided by the Integrated Initial Flight Plan Processing System (IFPS) and covers that part of the ICAO EUR Region known as the IFPS Zone (IFPZ).
1.1.3.2  The area of applicability and detailed procedures pertaining to the IFPZ are contained in the IFPS Users Manual. The IFPS Users Manual may be downloaded from the Network Operations website at: www.eurocontrol.int/network-operations/library
1.1.3.3  IFPS is responsible for the reception, verification and distribution of flight plan data for all IFR/GAT flights within the IFPZ. Consequently, all flight plans and associated messages for IFR/GAT flights or parts thereof intending to operate within the IFPZ shall be submitted to the IFPS for processing.
1.1.3.4  Upon receipt of a flight plan, or a change thereto, IFPS will:
  1. check it for compliance with the format and data conventions;
  2. check it for completeness and, to the extent possible, for accuracy;
  3. take action, if necessary, to make it acceptable to the air traffic services; and
  4. indicate acceptance of the flight plan or changes thereto to the originator.
1.1.3.5  IFPS will communicate to all affected ATS units the accepted flight plan and any accepted pre-flight phase changes to the key items of the flight plan and associated update messages.
1.1.3.6  The originator, when not being the operator or the pilot, shall ensure that the conditions of acceptance of a flight plan and any necessary changes to these conditions as notified by IFPS are made available to the operator or pilot who has submitted the flight plan.
1.1.3.7  The operator shall ensure that the conditions of acceptance of a flight plan and any necessary changes thereto as notified by IFPS to the originator are incorporated into the planned flight operation and communicated to the pilot.
1.1.3.8  The operator shall ensure prior to operation of the flight that the content of the initial flight plan correctly reflects the operational intentions.
1.1.3.9  ATC units shall, during the pre-flight phase, make available through IFPS any necessary changes affecting the route or flight level key items of a flight plan that could affect the safe conduct of a flight, for flight plans and associated update messages previously received by them from IFPS. No other changes to, or cancellation of a flight plan shall be made by an ATC unit in the pre-flight phase without co-ordination with the operator.
1.1.4   Adherence to airspace utilization rules and availability
1.1.4.1  No flight plans shall be filed via the airspace of Tirana FIR or ACC or CTA deviating from the State restrictions defined within the Route Availability Document (RAD). This common European reference document contains all airspace utilisation rules and availability for Tirana FIR or ACC or CTA and any reference to them shall be made via https://www.nm.eurocontrol.int/RAD/index.html
1.1.4.2  The IFPS shall check all IFR/GAT flights or parts thereof operating within the IFPZ for compliance with any relevant RAD restrictions, including those military flights operating under GAT conditions.
1.1.4.3  The RAD shall be updated each AIRAC cycle to reflect periodical changes in the airspace of the IFPZ.
1.2   Submission of a flight plan
1.2.1  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.
1.2.2  A flight plan shall be submitted prior to operating:
  1. any flight or portion thereof to be provided with air traffic control service;
  2. any flight within or into designated areas, or along designated ATS routes, when so required by the appropriate ATS authority to facilitate the provision of flight information, alerting and search and rescue services;
  3. any flight within or into designated areas, or along designated ATS routes, when so required by the appropriate ATS 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;
  4. any flight across the Tirana FIR boundary.

Note: 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 flight, or limited information required when the purpose is to obtain a clearance for a minor portion of a flight such as to cross an airway, to take off from, or to land at a controlled aerodrome.

1.2.3  A flight plan shall be submitted, before departure, to the air traffic services reporting office (ARO) at the departure aerodrome or, during flight, transmitted to the appropriate air traffic services unit, unless arrangements have been made for submission of repetitive flight plans.
1.2.4  In cases where no air traffic services (ATS) reporting office has been established, the flight plan should be submitted to the ATS unit performing the functions of such an office, or via the internet.
1.2.5  Unless otherwise prescribed by the appropriate ATS authority, a flight plan for any flight planned to operate across international borders or to be provided with air traffic control service shall be submitted at least sixty minutes before departure, or, if submitted during flight, at a time which will ensure its receipt by the appropriate air traffic services unit at least ten minutes before the aircraft is estimated to reach:
  1. the intended point of entry into a control area; or
  2. the point of crossing an airway.
1.2.6  A flight plan may cover only part of a flight, as necessary, to describe that portion of the flight or those manoeuvres which are subject to air traffic control.
1.2.7  The term ‘submit a flight plan’ refers to the action by the pilot or the operator to provide ATS with flight plan information. The term ‘filed flight plan’ refers to the flight plan as received and accepted by ATS whereas ‘transmit a flight plan’ refers to the action by a pilot to submit the flight plan, or submit abbreviated flight plan by radiotelephony to the ATS unit concerned.
1.2.8  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.
1.2.9  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.
1.2.10  A Full Flight Plan must be filed if the pilot requires the destination aerodrome to be notified of the flight.
1.2.11  Flight plans shall not be submitted more than 120 hours before the estimated off-block time of a flight.
1.2.12  FPL messages should be transmitted immediately after the filing of the flight plan. If a flight plan is filed more than 24 hours in advance of the estimated off-block time of the flight to which it refers, the date of the flight departure shall be inserted in Item 18 of the flight plan.
1.2.13  In the event of a delay of 30 minutes in excess of the estimated off-block time for a controlled flight or a delay of one hour for an uncontrolled flight for which a flight plan has been submitted, the flight plan should be amended or a new flight plan submitted and the old flight plan cancelled, whichever is applicable.
1.2.14  In addition, an integrated web briefing system allows pilots or aircraft operators to file their own flight plans and other related messages anywhere within Albania or abroad. Applications for flight planning online should be made via the AIS website at: www.ais.albcontrol.al
1.2.15  A flight plan to be submitted during flight should normally be transmitted to the ATS unit in charge of the FIR or control area in or on which the aircraft is flying, or in or through which the aircraft wishes to fly. When this is not practicable, it should be transmitted to another ATS unit for retransmission as required to the appropriate air traffic services unit. However, the filing of flight plans on the RTF is to be discouraged due to the delay likely to be caused by controller workload and congestion on the frequency.
1.3   VFR Flight Plans
1.3.1   International operations
1.3.1.1  Pilots undertaking international flights are reminded that a flight plan must be filed for all VFR flights which will cross the Tirana FIR Boundary.
1.3.1.2  VFR flight plans shall be submitted to the ARO at the departure aerodrome at least 60 minutes before clearance to start up or taxi is requested. The ARO may assist with the compiling of flight plans and checking them. However, the ultimate responsibility for the filing of an accurate flight plan rests with the pilot or aircraft operator. A written FPL, which is filed through the ARO at the departure aerodrome, must be submitted on the ICAO FPL form.
1.3.1.3  A filed flight plan message shall be originated and addressed as follows by the ARO serving the departure aerodrome or, when applicable, by the ATS unit receiving a flight plan from an aircraft in flight:
  1. Tirana ACC or FIC;
  2. Tirana Aerodrome Control Tower;
  3. Aerodrome Control Tower and ARO at the destination aerodrome;
  4. All ACC or FIC in charge of each FIR along the route that the aircraft will fly through or land.
1.3.1.4  When filing the flight plan, pilots are to ensure that well defined, significant points are included in the FPL to indicate where the aircraft will cross the Tirana FIR Boundary. A position may also be shown as LAT/LONG, or as a bearing and distance from a navigation aid. This information shall be shown in Item 15 (Route) and Item 18 (Other Information) of the flight plan form.
1.3.1.5  Pilots should plan their flights, where possible, at such altitudes, which would enable radio contact to be maintained with the appropriate ATS Unit whilst the aircraft is crossing the FIR Boundary. Position reports are required when crossing the FIR Boundary.
1.3.1.6  In the case of a flight through intermediate stops, where flight plans for each stage of the flight are filed at the first departure aerodrome, the ARO at the first departure aerodrome shall:
  1. transmit an FPL message for the first stage of flight;
  2. transmit a separate FPL message for each subsequent stage of flight, addressed to the air traffic services reporting office at the appropriate subsequent departure aerodrome.
1.3.1.7  The air traffic services reporting office at each subsequent departure aerodrome shall take action on receipt of the FPL message as if the flight plan has been filed locally.
1.3.1.8  The pilot is responsible for ensuring that the airborne time of the flight is passed to the ARO with whom the flight plan has been filed. The ARO will ensure that the departure (DEP) message is sent to the appropriate addressees.
1.3.2   Domestic operations
1.3.2.1  Pilots undertaking domestic flights are reminded that a flight plan must be filed for all VFR flights when operated within or into controlled airspace Classes C and D, or passing through a restricted airspace, and when forming part of aerodrome traffic at controlled aerodromes.
1.3.2.2  Pilots may file a flight plan for any flight when operated in airspace Class G, but it is most advisable to file a FPL if flying over the sea, or over sparsely populated areas and mountainous areas where search and rescue operations may be difficult.
1.3.2.3  VFR flight plans shall be submitted to the ARO at the departure aerodrome at least 60 minutes before clearance to start up or taxi is requested. The ARO may, when appropriate, assist in the compilation of flight plans and interpreting the associated messages.
1.3.2.4  If there is no ARO at the departure aerodrome, or the ARO is not connected to the AFTN, the pilot must ensure that the FPL is passed to the Tirana ARO for transmission over AFTN.
1.3.2.5  If pilots send their FPLs by e-mail or by fax, they should assure themselves that the FPL has been accepted and transmitted by ARO on their behalf. A telephone call to the ARO receiving the FPL, or contact with the ATS Unit at the aerodrome of departure, will enable pilots to confirm that their FPL has been received, accepted and transmitted.

Note: The acceptance of FPL does not relieve the pilot of his/her responsibility for obtaining ATC clearance for the operation in controlled airspace or in controlled aerodromes as well as for correct pre-flight preparation.

1.3.2.6  Pilots submitting a FPL via e-mail or fax to the ARO will receive a copy of the transmitted FPL for checking. The checking for accuracy of the transmitted FPL is the responsibility of the pilot/aircraft operator.
1.3.2.7  Acceptance of the flight plan submitted online or changes thereto is indicated to the pilot from the integrated web briefing system. Responsibility for filing an accurate FPL still rests with the pilot.

Note: Acceptance of flight plans does not relieve the pilots of their responsibility to obtain an ATC clearance prior to entering the controlled airspace.

1.3.2.8  A filed flight plan message shall be originated and addressed as follows by the ARO serving the departure aerodrome or, when applicable, by the ATS unit receiving a flight plan from an aircraft in flight:
  1. Tirana ACC or FIC;
  2. Aerodrome Control Tower at the destination aerodrome;
  3. Tirana Aerodrome Control Tower, when applicable.
1.3.2.9  FPL messages for flights along specified routes or portions of routes in close proximity to FIR boundaries shall also be addressed to the ACC or FIC in charge of each FIR adjacent to such routes or portions of routes.
1.3.2.10  When filing the flight plan, pilots are to ensure that well defined, significant points are included in the FPL to indicate where the aircraft will cross the control zone/area boundary. A position may also be shown as LAT/LONG, or as a bearing and distance from a navigation aid. This information shall be shown in Item 15 and Item 18 of the flight plan form.
1.3.2.11  The pilot is responsible for ensuring that the airborne time of the flight is passed to the ARO with whom the flight plan has been filed. The ARO will ensure that the departure (DEP) message is sent to the appropriate addressees. 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.
1.3.3   Aerial activities
1.3.3.1  Pilots/operators, or their representatives, intending to embark upon civil aerial activities (crop spraying, photography and filming, and survey) should notify details of the flights to the Tirana FIC in the following format:
  1. Type of activity;
  2. Location(s);
  3. Area of operation(s);
  4. Date and time of intended operation(s);
  5. Maximum operating height(s);
  6. Number and type(s) of aircraft;
  7. Contact e-mail, fax and/or telephone number(s);
  8. Operating company and fax/telephone number(s) (if applicable).
1.3.3.2  Pre-notification of intended operations should be communicated, by e-mail or fax if possible, to the Tirana FIC not less than 4 hours before commencement of the activity.
1.3.3.3  Every reasonable attempt should be made to inform the Tirana FIC as soon as it becomes obvious that an activity previously notified will no longer take place, or that the activity has been completed.
1.4   IFR Flight Plans
1.4.1   Method of submission
1.4.1.1  For all IFR flights, including the IFR portions of mixed IFR/VFR flights, entering, overflying or departing the IFPZ, a flight plan shall be submitted to IFPS either directly or via the Air Traffic Services Reporting Office (ARO) serving the aerodrome of departure.
1.4.1.2  The method of submission of flight plans and associated messages is dependent upon the location of the aerodrome of departure.

Aerodrome of Departure (ADEP) within IFPZ

1.4.1.3  Flight plans and associated messages for IFR/GAT flights departing from an aerodrome within the IFPZ shall be submitted directly to the IFPS and not via the Air Traffic Services Reporting Office (ARO) at the departure aerodrome.
1.4.1.4  AOs who are unable (e.g. no AFTN or SITA terminal) to submit their flight plan or associated messages directly to the IFPS shall submit the flight plan messages to the ARO of the departure aerodrome.
1.4.1.5  It shall be the responsibility of the ARO to ensure submission to the IFPS for processing of any flight plans or associated messages relating to IFR/GAT flights or parts thereof intending to operate within the IFPZ submitted to that ARO by the relevant AOs or their representative.
1.4.1.6  AOs shall ensure that the flight plan or associated message is always submitted either directly to the IFPS or to the ARO at the departure aerodrome, but not both.

Aerodrome of Departure (ADEP) outside IFPZ

1.4.1.7  Flight plans and associated messages for IFR/GAT flights entering the IFPZ from a departure aerodrome outside the IFPZ shall be submitted in accordance with the procedures applicable within the State concerned.
1.4.1.8  It shall be the responsibility of the ARO to ensure submission and acceptance by the IFPS for processing of any flight plans or associated messages relating to IFR/GAT flights or parts thereof intending to operate within the IFPZ submitted to that ARO by the relevant AOs or their representative.
1.4.1.9  AOs shall ensure that, once submitted to the ARO, their flight plans and associated messages are acknowledged by IFPS before the operation of the flight and that any changes notified by IFPS are communicated to the pilot.
1.4.2   Time of submission
1.4.2.1  Flight plans for flights which may be subject to ATFCM shall be submitted to the IFPS at least 3 hours before the EOBT.
1.4.2.2  IFPS will not accept flight plans submitted more than 120 hours in advance of the EOBT. If an FPL is submitted more than 24 hours in advance of the EOBT, the date of flight (DOF) must be indicated in Item 18 of the FPL.
1.4.2.3  Any changes to the EOBT of more than 15 minutes for any IFR flight within the IFPZ shall be communicated to the IFPS.
1.4.3   Addressing IFR flight plans
1.4.3.1  Flight plans and associated messages for all IFR flights, including the IFR portions of mixed IFR/VFR flights, entering, overflying or departing the IFPZ, shall be addressed only to the two IFPS addresses for that portion of the flight within the IFPZ. The IFPS addresses to be included in flight plans and associated messages submitted by operators that intend to fly into or through the IFPZ are as follows:
IFPS Unit Addresses
NetworkIFPU 1
Haren, Belgium
IFPU 2
Bretigny, France
AFTNEUCHZMFPEUCBZMFP
SITABRUEP7XPAREP7X
1.4.3.2  IFPS will ensure distribution of the accepted flight plan to all relevant ATS units within their area of responsibility. Flight plan message originators filing to IFPS are responsible for ensuring that the flight plan and any modifications made thereto are addressed to all the relevant ATS units outside the IFPZ. In order to ensure consistency between the flight plan data distributed within the IFPZ and that distributed outside the IFPZ, the Network Manager has established a “re-addressing function”. The “re-addressing function” is intended primarily for flights originating within the IFPZ and proceeding outside the IFPZ.
1.4.3.3  That function shall not be undertaken by the IFPS unless those addresses are added under the re-addressing function to any message submitted to the IFPS for processing.
1.4.3.4  Although IFPS handles IFR flight plans, it will not process the VFR portions of any mixed VFR/IFR flight plan. IFPS will process the IFR portion of the flight (notifying appropriate ATS Units along the route), but it will not distribute the flight plan information to either the departure or destination aerodromes, as they are included in the VFR portion of the FPL.
1.4.3.5  It shall remain the responsibility of the message originator to ensure distribution of the flight plan and any associated messages for those parts of that flight operating under VFR conditions. That function shall not be undertaken by the IFPS unless those addresses are added under the re-addressing function to any message submitted to the IFPS for processing.
1.4.3.6  The IFPS shall not include any alternate aerodromes in the automatic addressing process.
1.4.3.7  Where the message originator requires a copy of the flight plan or associated message to be sent to the alternate aerodrome, it shall be the responsibility of the message originator to include any relevant addresses in the re-addressing function of that message.
1.4.4   IFPS Operational Reply Messages (ORM)
1.4.4.1  Certain FPL messages are exclusive to the IFPS process, and are named Operational Reply Messages (ORM). They are:
  1. The FPL Acceptance Acknowledgement Message (ACK).
  2. Referred for Manual Repair (MAN).
  3. FPL Message Rejected (REJ).
1.4.4.2  The ACK message will be automatically received from IFPS when the FPL has been automatically accepted into the system. Alternatively, a MAN message will indicate that the FPL has not been accepted and is awaiting manual intervention by an IFPS operator. Manual repair of a failed FPL is often carried out in conjunction with the FPL originator. Where FPLs are filed directly to IFPS, it is strongly advised that the originator's contact details be included in Item 18 where this is not obvious from the flight details. An ACK message will include the "repaired” message so that the changes can be checked by the originator, and it is essential that the flight crew are informed of the accepted FPL route.
1.4.4.3  Receipt of a REJ message will indicate that the FPL has not been accepted by IFPS. The REJ message will indicate the errors in the message which need to be resolved and will also include a copy of the message received by IFPS; this will enable the originator to determine if the message has been corrupted during transmission. If an FPL or associated message is rejected by IFPS, a corrected message must be sent without delay.
1.4.4.4  Until an ACK message has been received by the message originator, the requirement to submit a valid FPL for an IFR/GAT flight intending to operate within the IFPS Zone will not have been satisfied. In this case the flight details will not have been processed by IFPS and consequently the flight data will not have been distributed to the relevant ATSUs within the IFPS Zone.

Therefore, errors in the FPL or associated messages may result in the flight concerned being delayed.

1.5   Repetitive Flight Plans
1.5.1   General
1.5.1.1  RPLs shall not be used for flights other than IFR flights operated regularly on the same day(s) of consecutive weeks and on at least ten occasions or every day over a period of at least ten consecutive days. The elements of each flight plan shall have a high degree of stability.
1.5.1.2  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.
1.5.1.3  RPLs shall be submitted in the form of listings containing the required flight plan data using an RPL listing form specially designed for the purpose or by means of other media suitable for electronic data processing.
1.5.1.4  ATS messages relating to individual flights operating on an RPL shall be originated and addressed to ATS units concerned in a manner identical to that used for flights operating on individual flight plans.
1.5.1.5  The Repetitive Flight Plan (RPL) team was created by the EUROCONTROL Network Manager (NM) to rationalise the reception and processing of flight plan data for those flights intending to operate within the IFPZ using repetitive flight plans.
1.5.1.6  Conditions governing submission, notification of changes, or cancellation of RPLs shall be the subject of appropriate arrangements between operators and the RPL team.
1.5.2   Procedures for submission of RPLs by operators

Method of submission

1.5.2.1  RPLs shall be submitted to the RPL team for any repetitive flight plan intending to operate within the IFPZ under IFR/GAT conditions only.
1.5.2.2  RPLs may only be used when all ATSUs concerned by the flight, both inside and, where applicable, outside the IFPZ, permit the use of RPLs.
1.5.2.3  RPLs for flights entering or exiting the IFPZ shall be submitted in parallel to the RPL team and to the national authorities of those external States. The IFPS shall not be responsible for distributing RPLs outside the IFPZ. It is the responsibility of the AOs to ensure that RPLs for flights which are partly outside the IFPZ are properly coordinated and addressed to the relevant external ATS authorities.

Note: The re-addressing function cannot be used in RPL format.

1.5.2.4  Although the RPLs should have a high degree of stability and operate regularly, the RPL team may accept RPLs for flights with only one occurrence.
1.5.2.5  The RPL validity periods are split into 2 seasons: winter and summer. Each season is based on the European summer and winter times, with the summer season starting on the last Sunday of March each year, and the winter season starting on the last Sunday of October each year. Those RPLs submitted to the RPL team may normally cover one season only.
1.5.2.6  Details of the requirements for the submission and duration of RPLs can be found in the IFPS Users Manual.

Means of submission

1.5.2.7  RPLs shall be provided to the RPL team by e-mail. Any RPL shall be sent to the RPL team for processing and shall conform to the IFPS RPL format.
1.5.2.8  RPLs shall be submitted to the RPL team either as a New List (NLST) or Revised List (RLST):
  • An NLST shall contain only new ’+’ RPLs.
  • An RLST shall be submitted when the file contains minus ‘-’RPLs or a combination of ‘-’ and ’+’ RPLs (cancellations or changes to the existing RPLs).

Lead times

1.5.2.9  The lead-time is that time that is sufficient to allow the RPL team to receive, record, input and validate the data and give feedback when required about possible modifications of the RPLs to the originator.
1.5.2.10  RPL listings, both NLST and RLST, shall be sent to the RPL team not later than 4 working days before the first RPL in that file is to be generated to the IFPS, with the following exceptions:
  1. RPLs covering AIRAC changes must be received by the RPL team at least 8 days prior to the change becoming effective;
  2. Initial submission of RPLs and any subsequent seasonal resubmission of RPLs shall be made to the RPL team not earlier than the first day of October for the winter season, or the first day of March for the summer season, and not later than one week before the start of a new season.
1.5.2.11  In order to avoid a disproportionate workload on ATS units, RPLs will not be accepted for any flight conducted on 25 December. On this day, individual flight plans shall be filed for all flights.

2.   Contents of a flight plan

2.1   Items of a flight plan
A flight plan shall comprise information regarding such of the following items as are considered relevant by the appropriate ATS authority:
  • Aircraft identification
  • Flight rules and type of flight
  • Number and type(s) of aircraft and wake turbulence category
  • Equipment
  • Departure aerodrome or operating site
  • Estimated off-block time
  • Cruising speed(s)
  • Cruising level(s)
  • Route to be followed
  • Destination aerodrome or operating site and total estimated elapsed time
  • Alternate aerodrome(s) or operating site(s)
  • Fuel endurance
  • Total number of persons on board
  • Emergency and survival equipment
  • Other information.
2.1.1  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 appropriate ATS authority normally contains as a minimum: call sign, aircraft type, point of entry, point of exit and level.
2.1.2  For flight plans submitted during flight, the departure aerodrome or operating site provided shall be the location from which supplementary information concerning the flight may be obtained, if required. Additionally, the information to be provided in lieu of the estimated off-block time shall be the time over the first point of the route to which the flight plan relates.
2.2   Information about the operator in the flight plan in case of providing alerting service
2.2.1  The ATS unit shall, when practicable, inform the aircraft operator when an alerting service is provided to an aircraft. In order to facilitate quick and effective coordination, it is advisable to provide in the flight plan (item 18 ‘Other information’) information sufficient to enable the ATS unit to contact the on-duty staff of the aircraft operator if such information has not been provided to the ATS unit by other means.

3.   completion of the flight plan

3.1   General
3.1.1  A flight plan shall contain information, as applicable, on relevant items up to and including ‘Alternate aerodrome(s) or operating site(s)’ regarding the whole route or the portion thereof for which the flight plan is submitted. It shall, in addition, contain information, as applicable, on all other items when so prescribed by the appropriate ATS authority or when otherwise deemed necessary by the person submitting the flight plan.
3.1.2  An operator shall, prior to departure:
  1. ensure that, where the flight is intended to operate on a route or in an area where an RNP type is prescribed, the aircraft has an appropriate RNP approval, and that all conditions applying to that approval will be satisfied;
  2. ensure that, where operation in reduced vertical separation minimum (RVSM) airspace is planned, the aircraft has the required RVSM approval; and
  3. ensure that, where the flight is intended to operate where an RCP type is prescribed, the aircraft has an appropriate RCP approval, and that all conditions applying to that approval will be satisfied.
3.2   Completion of the flight plan form
3.2.1  A flight plan form based on the model in ICAO Doc 4444, Appendix 2 should be provided and should be used by operators and air traffic services units for the purpose of completing flight plans.
3.2.2  Operators and air traffic services units should comply with:
  1. the instructions for completion of the flight plan form given in ICAO Doc 4444, Appendix 2.
  2. any constraints identified in relevant Aeronautical Information Publications (AIPs).

Note: Failure to adhere to the provisions of Appendix 2 or any constraint identified in relevant AIPs may result in data being rejected, processed incorrectly or lost.

3.2.3  With extensive use of automatic data processing in flight planning it is most important that the FPL Form is correct in every detail before submission. Even minor mistakes, such as leaving a space where it is not called for, will result in a delay in processing the information, which can cause a delay to the flight.

Note 1: Item numbers on the form are not consecutive, as they correspond to Field Type numbers in ATS messages.

Note 2: Air traffic services data systems may impose communications or processing constraints on information in filed flight plans.

3.3   EUR flight planning requirements

The following flight planning requirements will apply to operators of aircraft intending to conduct flights within the EUR Region:

3.3.1   Date of flight
3.3.1.1  If a flight plan for a flight conducted wholly in the EUR Region is filed more than 24 hours in advance of the EOBT, it is mandatory to provide the date of flight. If the flight plan is filed less than 24 hours in advance of the EOBT, the date of flight may be optionally indicated. This information will be inserted in Item 18 of the flight plan in the form of a 3-letter indicator (DOF) followed by an oblique stroke and date of flight in a 6-figure group format:

DOF/ YYMMDD (YY=Year; MM=Month; DD=Day)

3.3.2   Route (including changes of speed, level and/or flight rules)

Flights along designated ATS routes

3.3.2.1  The route shall describe the intended route of the flight and shall be completed in accordance with ICAO Doc 4444 requirements.
3.3.2.2  If the departure or destination aerodrome is located on or connected to the ATS route, the last point of the SID or the first point of the STAR (or the IAF, where no STAR is available) shall be inserted in Item 15 of the FPL as the first or the last point of the route description followed or preceded by the designator of the ATS route, followed or preceded by each point at which either a change of speed or level, a change of ATS route, and/or a change of flight rules is planned.
3.3.2.3  If the departure or destination aerodrome is not located on or connected to the ATS route, the letters DCT shall be inserted in Item 15 of the FPL followed or preceded by the point of joining the first ATS route, followed or preceded by the designator of the ATS route.
3.3.2.4  The route of a FPL shall not contain SID or STAR designators.

Flights outside designated ATS routes

3.3.2.5  For flights operating outside designated ATS routes within the Tirana FIR below FL 115, the route shall be completed as required by the appropriate ATS authority. For flights crossing Tirana FIR boundary, the significant points shown in ENR 4.4 shall be inserted in the FPL to indicate where the aircraft will cross the Tirana FIR boundary. A position may also be shown as LAT/LONG, or as a bearing and distance from a route reporting point or navigation aid. This information shall be inserted in Item 15 (Route) and Item 18 (Other information).
3.3.3   Indication in the flight plan of special status flights (STS)
3.3.3.1  To indicate the necessity for special handling, the appropriate Special Status Indicator (STS) should be inserted in Field 18 of the flight plan. The indicators defined are as follows, and are listed in the order in which they are to be inserted, if used:
STSReason for special handling by ATS
ALTRVfor a flight operated in accordance with an altitude reservation
ATFMXfor a flight approved for exemption from ATFCM measures by the appropriate ATS authority
FFRfire-fighting
FLTCKflight check for calibration of navaids
HAZMATfor a flight carrying hazardous material
HEADa flight with Head of State status
HOSPfor a medical flight declared by medical authorities
HUMfor a flight operating on a humanitarian mission
MARSAfor a flight for which a military entity assumes responsibility for separation of military aircraft
MEDEVACfor a life critical medical emergency evacuation
NONRVSMfor a non-RVSM capable flight intending to operate in RVSM airspace
SARfor a flight engaged in a search and rescue mission
STATEfor a flight engaged in military, customs or police services
3.3.3.2  The following STS/indicators will be recognized by the EUROCONTROL NM and will be provided with automatic exemption from flow regulation:

STS/HEAD; STS/SAR; STS/FFR; STS/MEDEVAC and STS/ATFMX.

3.3.3.3  The following STS/indicators require approval for exemption from flow regulation from the CAA of Albania, in accordance with the requirements detailed in ATFCM Users Manual and ENR 1.9:

STS/STATE, STS/HUM and STS/HOSP.

3.3.3.4  In addition to military operations, operators of customs or police aircraft shall insert the letter M in Item 8 of the Flight Plan Form.
3.3.4   Indication in the flight plan of 8.33 kHz channel spacing capable radio equipment
3.3.4.1  For flights conducted wholly or partly in the ICAO EUR region, in addition to the letter S and/or any other letters, as appropriate, the letter Y shall be inserted in Item 10 of the flight plan for aircraft equipped with 8.33 kHz channel spacing capable radio equipment, regardless of the requested level.
3.3.4.2  The letter Y shall not be inserted in Item 10, the letter Z shall be inserted in Item 10a and the descriptor COM/ EXM833 in Item 18 of the flight plan for aircraft not equipped, but which have been granted exemption from the mandatory carriage equipment.
3.3.4.3  The letter M shall be inserted in Item 8, the letters U and Z in Item 10a and the descriptor COM/EXM833 in Item 18 of the flight plan for State aircraft not equipped with 8.33 kHz channel spacing capable radio equipment but equipped with UHF.
3.3.4.4  In case of a change in the 8.33 kHz capability status for a flight planned to operate in the ICAO EUR region, a modification message shall be sent with the appropriate indicator inserted in the relevant Item, as given in the IFPS Users Manual.
3.3.4.5  Medical flights and aircraft engaged in search and rescue actions are not exempted from the 8.33 kHz mandatory carriage equipment.
3.3.5   Indication in the flight plan of RVSM approval status

Flight planning for RVSM-approved aircraft and non-RVSM-approved State aircraft

3.3.5.1  The aircraft registration shall be inserted in Item 18 of the ICAO flight plan form.

Note: Insertion of the aircraft registration does not apply to submissions made using the repetitive flight plan (RPL) listing form.

3.3.5.2  Operators of RVSM-approved aircraft shall indicate the approval status by inserting the letter W in Item 10 of the ICAO flight plan form, regardless of the requested flight level.
3.3.5.3  Operators of formation flights of State aircraft shall not insert the letter W in Item 10 of the ICAO flight plan form, regardless of the RVSM approval status of the aircraft concerned. Operators of formation flights of State aircraft intending to operate within the EUR RVSM airspace as general air traffic (GAT) shall include STS/NONRVSM in Item 18 of the ICAO flight plan form.
3.3.5.4  Operators of RVSM-approved aircraft shall also include the letter W in Item Q of the RPL, regardless of the requested flight level. If a change of aircraft operated in accordance with an RPL results in a modification of the RVSM approval status as stated in Item Q, a modification message (CHG) shall be submitted by the operator.
3.3.5.5  Operators of RVSM-approved aircraft and non-RVSM-approved State aircraft intending to operate from non-RVSM airspace to adjacent RVSM airspace shall include, in Item 15 of the ICAO flight plan form, the entry point at the lateral limits of RVSM airspace and the requested flight level for that portion of the route commencing at the entry point.
3.3.5.6  Operators of RVSM-approved aircraft and non-RVSM-approved State aircraft intending to operate from RVSM airspace to adjacent non-RVSM airspace shall include, in Item 15 of the ICAO flight plan form, the exit point at the lateral limit of RVSM airspace and the requested flight level for that portion of the route commencing at the exit point.
3.3.5.7  Operators of non-RVSM-approved State aircraft with a requested cruising level of FL 290 or above shall insert STS/NONRVSM in Item 18 of the ICAO flight plan form.

Flight planning for non-RVSM-approved aircraft

3.3.5.8  Operators of non-RVSM-approved aircraft intending to operate from a departure aerodrome outside the lateral limits of RVSM airspace at a cruising level of FL 290 or above to a destination aerodrome within the lateral limits of RVSM airspace shall include the following in the Item 15 of the ICAO flight plan form:
  1. the entry point at the lateral limits of RVSM airspace; and
  2. the requested flight level below FL 290 for that portion of the route commencing at the entry point.
3.3.5.9  Operators of non-RVSM-approved aircraft intending to operate from a departure aerodrome to a destination aerodrome, both of which are within the lateral limits of RVSM airspace, shall include in Item 15 of the ICAO flight plan form, a requested cruising level below FL 290.
3.3.5.10  Operators of non-RVSM-approved aircraft intending to operate from a departure aerodrome within the lateral limits of RVSM airspace to a destination aerodrome outside the lateral limits of RVSM airspace at the cruising level of FL 290 or above shall include the following in Item 15 of the ICAO flight plan form:
  1. a requested flight level below FL 290 for that portion of the route within the lateral limits of RVSM airspace; and
  2. the exit point at the lateral limits of RVSM airspace and the requested flight level for that portion of the route commencing at the exit point.
3.3.5.11  Operators of non-RVSM-approved aircraft intending to operate at a cruising level between FL 290 to FL 410 inclusive from a departure aerodrome to a destination aerodrome, both of which are outside the lateral limits of RVSM airspace, with a portion of the route within the lateral limits of RVSM airspace, shall include the following in Item 15 of the ICAO flight plan form:
  1. the entry point at the lateral limits of RVSM airspace and a requested flight level below FL 290 or above FL 410 for that portion of the route commencing at the entry point; and
  2. the exit point at the lateral limits of RVSM airspace and the requested flight level for that portion of the route commencing at the exit point.
3.3.6   Indication in the flight plan of RNAV approval status
3.3.6.1  Operators of aircraft approved for B-RNAV shall indicate in the flight plan the availability of equipment and capabilities relevant to RNAV 5.

Note 1: RNAV 5 and B-RNAV approvals are equivalent approvals.

Note 2: It is not necessary, if the aircraft is approved for RNAV 5, to insert additional information in the flight plan to indicate the aircraft is approved for B-RNAV.

3.3.6.2  Operators of aircraft approved for P-RNAV, not relying solely on VOR/DME for determination of position, shall indicate in the flight plan the availability of equipment and capabilities relevant to RNAV 1.

Note 1: P-RNAV approvals, except those associated with aircraft relying solely on VOR/DME for determination of position, and RNAV 1 approvals are equivalent approvals.

Note 2: It is not necessary, if the aircraft is approved for RNAV 1, to insert additional information in the flight plan to indicate the aircraft is approved for P-RNAV.

3.3.6.3  Operators of aircraft approved for P-RNAV, relying solely on VOR/DME for determination of position, shall insert the letter Z in Item 10a of the flight plan and the descriptor EURPRNAV in Item 18 of the flight plan, following the NAV/ indicator.

Note: P-RNAV approvals relying solely on VOR/DME for determination of position and RNAV 1 approvals are not equivalent approvals.

3.4   Supplementary flight plan information
3.4.1  Information regarding supplementary flight plan data (information normally provided under Item 19 of the ICAO flight plan form) shall be kept readily available by the operator at the departure aerodrome or another agreed location, so that, on request by ATS units, it can be supplied without delay.
3.4.2  Where such information is supplied as part of a flight plan submission to IFPS it will be extracted and stored for later retrieval, if required, in the event of an emergency situation arising. Supplementary flight plan information will not be included in the normal flight plan distribution by IFPS.

Note: If the FPL has been filed via the integrated web briefing system, this information will be held by the system, but will not be transmitted.

3.4.3  ATS Authorities, or other relevant bodies, requiring supplementary flight plan information on a particular flight and for urgent operational reasons may contact the Supervisor at the appropriate IFPU; assistance will be provided by either:
  1. giving information on Field 19 where such information has been submitted to and stored by IFPS;
  2. giving advice on a contact name/address of the AO and/or originator of the flight plan, which may be stored in the database;
  3. giving any additional information which may be contained in Field 18.
3.4.4  A request supplementary flight plan (RQS) message shall be transmitted when an ATS unit wishes to obtain supplementary flight plan data. The message shall be transmitted to the air traffic services reporting office at the departure aerodrome or in the case of a flight plan submitted during flight, to the ATS unit specified in the flight plan message.

4.   Changes to a flight plan

4.1   Submission of changes to a flight plan
4.1.1  Subject to the provisions of ICAO Annex 2, 3.6.2, all changes to a flight plan submitted for an IFR flight, or a VFR flight operated as a controlled flight, shall be reported as soon as practicable to the appropriate air traffic services unit. For other VFR flights, significant changes to a flight plan shall be reported as soon as practicable to the appropriate air traffic services unit.
4.1.2  Information submitted prior to departure regarding fuel endurance or total number of persons carried on board, if incorrect at time of departure, constitutes a significant change to the flight plan and as such shall be reported.
4.1.3  Flight plan data may be updated with any time, level or route changes, and any other changes except key fields, as necessary.
4.1.4  Any changes to a previously submitted flight plan for an IFR/GAT flight or part thereof operating within the IFPZ shall be submitted to the IFPS for processing.
4.1.5  It shall not be possible to modify certain key fields within a flight plan, as these fields are used for message association purposes.
4.1.6  These non-modifiable key fields are:
  • Aircraft Identification.
  • Aerodrome of Departure.
  • Aerodrome of Destination.
  • Estimated Off-Block Date (as a direct modification to the DOF sub-field).
4.1.7  To change any of these items, it shall be necessary to cancel the original flight plan and refile a new flight plan containing the corrected data. The RFP procedure shall not be used for such changes.
4.1.8  Apart from the above key fields, flight plans may be modified by sending a modification message (CHG) or a delay message (DLA). The IFPS also accepts the modification of a flight plan by submitting another flight plan (with a different route for example) providing that the message originator is the same and that the key fields are identical. The second flight plan shall overwrite the original filed flight plan except for the estimated off-block time (EOBT). Modification of the EOBT shall only be possible by sending a DLA or CHG message.
4.2   Associated messages
4.2.1   Delay (DLA)
4.2.1.1  A DLA message shall be transmitted when the departure of an aircraft, for which basic flight plan data (FPL or RPL) has been sent, is delayed by more than 30 minutes after the estimated off-block time contained in the basic flight plan data. In the event of such delays it is important that the pilot advises the departure aerodrome ARO that a DLA message can be sent.
4.2.1.2  The DLA message shall be transmitted by the ARO serving the departure aerodrome to all recipients of basic flight plan data.
4.2.1.3  However, in order to meet the requirements of ATFCM, all IFR aircraft operating within the IFPZ must have any changes to their EOBT of more than 15 minutes notified to the IFPS.
4.2.1.4  The IFPS shall not accept a delay of more than 20 hours in advance of the current EOBT held for the flight.
4.2.2   Departure (DEP)
4.2.2.1  Unless otherwise prescribed on the basis of regional air navigation agreements, a DEP message shall be transmitted immediately after the departure of an aircraft for which basic flight plan data have been previously distributed.
4.2.2.2  The DEP message shall be transmitted by the ARO serving the departure aerodrome to all recipients of basic flight plan data.
4.2.2.3  A DEP message is not required if an IFR FPL has been filed with IFPS and the flight will operate solely within the IFPS Zone.
4.2.2.4  DEP messages must always be sent for VFR FPLs operating outside controlled airspace and for IFR FPLs operating outside the IFPS Zone.
4.2.2.5  It is also important that the DEP message is sent, as this activates the FPL. Failure to activate the FPL could result in the destination aerodrome not being aware that alerting action should be taken.
4.2.2.6  The IFPS shall accept a departure message for any existing flight plan provided the departure time indicated in the message is not in the future when compared to the system time at the time of processing. Where the departure time is indicated to be in the future, such messages shall be automatically rejected by the IFPS.
4.2.3   Modification (CHG)
4.2.3.1  A CHG message shall be transmitted when any change is to be made to basic flight plan data contained in previously transmitted FPL data. The CHG message shall be sent to those recipients of basic flight plan data which are affected by the change. Relevant revised basic flight plan data shall be provided to such affected entities not previously having received this.
4.2.3.2  In the case of FPLs filed with IFPS, and as long as the CHG message is sent to them, IFPS will do this automatically for the IFR portions of the FPL.
4.2.3.3  Other modifications to a filed FPL, such as a change in aircraft type, speed, level, route, etc., can be notified using a change (CHG) message.
4.2.3.4  It is also important that when any changes or modifications are made to the original FPL, that a change (CHG) message is transmitted to all the addressees that will be affected by the change or modification.
4.2.4   Cancellation (CNL)
4.2.4.1  A flight plan cancellation (CNL) message shall be transmitted when a flight, for which basic flight plan data has been previously distributed, has been cancelled. The ARO serving the departure aerodrome shall transmit the CNL message to ATS units which have received basic flight plan data.
4.2.4.2  Any changes to aircraft call sign, point of departure and/or destination will require the original FPL to be cancelled and a new FPL submitted.
4.2.4.3  Should the flight be cancelled, for any reason, it is equally important to ensure that a cancellation (CNL) message is transmitted to all the original FPL addressees. In the case of FPLs filed with IFPS, and as long as the CNL message is sent to them, IFPS will do this automatically for the IFR portion of the FPL.
4.2.5   Arrival (ARR)
4.2.5.1  When an arrival report is received by the ARO serving the arrival aerodrome, this unit shall transmit an ARR message:
  1. for a landing at the destination aerodrome:
    • to the ACC or FIC in whose area the arrival aerodrome is located, if required by that unit; and
    • to the ATS unit, at the departure aerodrome, which originated the flight plan message, if that message included a request for an ARR message;
  2. for a landing at an alternate or other aerodrome:
    • to the ACC or FIC in whose area the arrival aerodrome is located;
    • to the aerodrome control tower at the destination aerodrome;
    • to the air traffic services reporting office at the departure aerodrome; and
    • to the ACC or FIC in charge of each FIR or upper FIR through which the aircraft would have passed according to the flight plan, had it not diverted.
4.2.5.2  When a controlled flight which has experienced failure of two-way communication has landed, the aerodrome control tower at the arrival aerodrome shall transmit an ARR message:
  1. for a landing at the destination aerodrome:
    • to all ATS units concerned with the flight during the period of the communication failure; and
    • to all other ATS units which may have been alerted;
  2. for a landing at an aerodrome other than the destination aerodrome:
    • to the ARO serving the destination aerodrome; this unit shall then transmit an ARR message to other ATS units concerned or alerted as in a) above.
4.2.5.3  On processing an arrival message, the IFPS shall distribute that message to the aerodrome control tower, approach and ATS reporting office of the aerodrome of departure where that aerodrome has specified a requirement to receive such messages, and is located within the IFPZ. The IFPS shall also send a copy of that arrival message to any extra addresses included in the re-addressing function.
4.2.5.4  On processing a diversion arrival message, the IFPS shall distribute that message to all ATC units that have been calculated in the processing of the associated flight plan, also to any extra addresses included in the re-addressing function.
4.2.5.5  In addition, the IFPS shall also close the associated flight plan, at which point the flight plan data shall become inaccessible outside the IFPS.
4.2.5.6  If an ARR message or diversion arrival message submitted to the IFPS for processing does not contain the estimated off-block time (EOBT) after the aerodrome of departure, the IFPS shall not raise an error, but the EOBT will be automatically inserted in the output by IFPS.
4.3   Replacement Flight Plan (RFP)
4.3.1  When an individual flight plan (FPL) or a repetitive flight plan (RPL) has been filed but it is decided, within 4 hours of EOBT, to use an alternative routing between the same aerodromes of departure and destination, either a modification message (CHG) may be sent or alternatively:
  1. a cancellation message (CNL) shall be sent to IFPS;
  2. not less than 5 minutes after sending the CNL message, a replacement flight plan (RFP) in the form of an FPL with identical call sign shall be transmitted;
  3. the RFP shall contain, in Item 18, the indication “RFP/Qn”, where RFP signifies “Replacement Flight Plan” and “n” is “1” for the first replacement, “2” for the second replacement, and so on; and
  4. the last RFP shall be filed at least 30 minutes before EOBT.

Note: The submission of a replacement flight plan is normally accepted as fulfilling a State’s requirement for advance notification of flight (diplomatic clearance).

4.4   Changes to RPLs
4.4.1   Changes of a permanent nature
4.4.1.1  Changes of a permanent nature involving the inclusion of new flights and the deletion or modification of currently listed flights shall be submitted in the form of amendment listings.
4.4.1.2  All RPL changes shall be submitted in accordance with the instructions for preparation of RPL listings.
4.4.1.3  RPLs are maintained in a central database and are generated to the IFPS as an individual flight plan (FPL) 20 hours prior to the EOBT for each day of operation.
4.4.1.4  All operators filing RPLs shall include, in Item Q of the RPL, all equipment and capability information in conformity with Item 10 of the flight plan.
4.4.1.5  When there is a change of equipment or capability for a flight which is subject to an RPL, a modification message (CHG) for the day of operation shall be sent not earlier than 20 hours before the EOBT.
4.4.1.6  Similarly, other changes, delays, or cancellations for the day of operation shall be sent not earlier than 20 hours before the EOBT.
4.4.2   Changes of a temporary nature
4.4.2.1  Changes of a temporary, non-recurring nature relating to RPLs concerning aircraft type and wake turbulence category, speed and/or cruising level shall be notified for each individual flight as early as possible and not later than 30 minutes before departure to the ATS reporting office responsible for the departure aerodrome. A change of cruising level only may be notified by radiotelephony on initial contact with the ATS unit.
4.4.2.2  In case of an incidental change in the aircraft identification, the departure aerodrome, the route and/or the destination aerodrome, the RPL shall be cancelled for the day concerned and an individual flight plan shall be submitted.
4.4.2.3  Whenever it is expected by the operator that a specific flight, for which an RPL has been submitted, is likely to encounter a delay of 30 minutes or more in excess of the off-block time stated in that flight plan, the ATS unit responsible for the departure aerodrome shall be notified immediately.

Note: Because of the stringent requirements of flow control, failure by operators to comply with this procedure may result in the automatic cancellation of the RPL for that specific flight at one or more of the ATS units concerned.

4.4.2.4  Whenever it is known to the operator that any flight for which an RPL has been submitted is cancelled, the ATS unit responsible for the departure aerodrome shall be notified.
4.4.2.5  The operator shall ensure that the latest flight plan information, including permanent and incidental changes, pertaining to a particular flight and duly notified to the RPL team, is made available to the pilot-in-command.

5.   Closing a flight plan

5.1   Submission of an arrival report
5.1.1  An arrival report shall be made in person, by radiotelephony, or by telephone at the earliest possible moment after landing, to the appropriate air traffic services unit at the arrival aerodrome, by any flight for which a flight plan has been submitted covering the entire flight or the remaining portion of a flight to the destination aerodrome.
5.1.2  Submission of an arrival report is not required after landing on an aerodrome where air traffic services are provided on condition that radio communication or visual signals indicate that the landing has been observed.
5.1.3  When a flight plan has been submitted only in respect of a portion of a flight, other than the remaining portion of a flight to destination, it shall, when required, be closed by an appropriate report to the relevant air traffic services unit.
5.1.4  When no air traffic services unit exists at the arrival aerodrome or operating site, the arrival report, when required, shall be made as soon as practicable after landing and by the quickest means available to the nearest air traffic services unit.
5.1.5  When communication facilities at the arrival aerodrome or operating site are known to be inadequate and alternate arrangements for the handling of arrival reports on the ground are not available, the following action shall be taken. Immediately prior to landing the aircraft shall, if practicable, transmit to the appropriate air traffic services unit, a message comparable to an arrival report, where such a report is required. Normally, this transmission shall be made to the aeronautical station serving the air traffic services unit in charge of the flight information region in which the aircraft is operated.
5.2   Contents of an arrival report
5.2.1  Arrival reports made by aircraft shall contain the following elements of information:
  1. aircraft identification;
  2. departure aerodrome or operating site;
  3. destination aerodrome (only in the case of a diversionary landing);
  4. arrival aerodrome or operating site;
  5. time of arrival.

Note: Whenever an arrival report is required, failure to comply with these provisions may cause serious disruption in the air traffic services and incur great expense in carrying out unnecessary search and rescue operations.

6.   FRALB Flight Planning

6.1   General
6.1.1  All aircraft, other than State aircraft, operating within FRALB shall comply with the aircraft equipment requirements as published in GEN 1.5.
6.1.2  Within FRALB airspace, users will be able to plan user-preferred trajectories through the use of significant points and en-route radio navigation aids published in ENR 4.4 and ENR 4.1, respectively, and/or users’ defined waypoints in terms of geographical coordinates. Segments between the significant points shall be indicated by DCT in Item 15 of the flight plan.
6.1.3  Within FRALB, significant points are considered FRA Horizontal Entry (E), FRA Horizontal Exit (X), FRA Intermediate (I), FRA Arrival Connecting (A) and FRA Departure Connecting (D) Points, as described in ENR 4.4. All en-route radio navigation aids published in ENR 4.1 are considered as FRA Intermediate Points.
6.1.4  An Intermediate Point defined by geographical coordinates in Item 15 of the flight plan shall be used by aircraft operator as a point at which a change of speed or level, or a change of flight rules is planned.
6.1.5  The use of an Intermediate Point defined by bearing and distance in Item 15 of the flight plan is not allowed.
6.1.6  There is no restriction on the number of FRA Intermediate Points used within FRALB.
6.1.7  Within FRALB, there is no restriction on the maximum DCT distance.
6.1.8  Eligible flights may flight plan according to the table below:
FromToRemarks
FRA Horizontal Entry PointFRA Horizontal Exit PointFlight plan direct or via one or several Intermediate Points.

Intermediate Points can be published as waypoints or entered as FRA Arrival Connecting Points or as LAT/LONG coordinates (see paragraph 6.1.4).
FRA Arrival Connecting Point
FRA Intermediate Point
FRA Departure Connecting PointFRA Horizontal Exit Point
FRA Arrival Connecting Point
FRA Intermediate Point
FRA Intermediate PointFRA Horizontal Exit Point
FRA Arrival Connecting Point
FRA Intermediate Point
6.1.9  The planning of DCT segments closer than 3 NM of the FRALB boundary is not allowed.

Exceptions from the rule are made for the following DCT segments:

  1. RETRA DCT INLOT
  2. INLOT DCT RETRA
  3. TRN DCT RETRA
  4. DIMIS DCT RETRA
  5. RETRA DCT DIMIS
  6. VJOSA DCT RETRA
  7. OVVER DCT RETRA
6.2   Flight Level Orientation Scheme
6.2.1  Cruising levels must be planned in accordance with the information provided in ENR 4.4, column Remarks. The direction of cruising levels (EVEN or ODD) must be chosen depending on the direction of flight level required over the FRA Horizontal Entry and FRA Horizontal Exit Points as described in the following tables:
Direction of Cruising levels within FRALB - Overflights
FLs over FRA entry pointFLs over FRA exit pointFLs inside FRALB
EVENEVENEVEN FLs for all DCT segments
ODDODDODD FLs for all DCT segments
EVENODDA change from EVEN to ODD FLs must be planned inside FRALB
ODDEVENA change from ODD to EVEN FLs must be planned inside FRALB
Direction of Cruising levels within FRALB - Departures
FLs over FRA exit pointFLs inside FRALB
Departing from an airport within Tirana FIREVENEVEN FLs for all DCT segments
ODDODD FLs for all DCT segments
Direction of Cruising levels within FRALB - Arrivals
FLs over FRA entry pointFLs inside FRALB
EVENArriving at an airport within Tirana FIREVEN FLs for all DCT segments
ODDODD FLs for all DCT segments

Note: ODD is the direction of IFR cruising levels with a magnetic track between 000° and 179° while EVEN is the direction of IFR cruising levels with a magnetic track between 180° and 359° as described in the table of cruising levels in ENR 1.7.

6.2.2  Cruising levels must also be planned in accordance with Flight Level Orientation Scheme of adjacent ATS route network and/or FRA.
6.3   Overflying traffic
6.3.1  Overflights shall plan DCT between FRA Horizontal Entry and FRA Horizontal Exit Points. Use of published or unpublished FRA Intermediate Points is allowed.
6.3.2  Overflights proceeding inbound or outbound airports located in close vicinity of Tirana FIR shall plan in accordance with paragraph 6.3.1 above even if a portion of their flight is below the lower limit of FRA. Airports in close vicinity of Tirana FIR are considered to be: LYPG, LYTV, LWOH, LGKR, LGPZ and LGIO.
6.4   Access to/from terminal airspace
6.4.1  Flight departing from an airport located within Tirana FIR where SIDs are published may plan DCT from FRA Departure Connecting Point, which coincides with the last point of the SID, to FRA Horizontal Exit Point. Use of published or unpublished FRA Intermediate Points is allowed.
6.4.2  Flight arriving at an airport located within Tirana FIR where STARs are published may plan DCT from FRA Horizontal Entry Point to FRA Arrival Connecting Point, which coincides with the first point of the STAR/IAF. Use of published or unpublished FRA Intermediate Points is allowed.
6.4.3  If there are no SIDs/STARs published, flights departing from or arriving at an airport located within Tirana FIR may plan DCT from that airport to relevant FRA Horizontal Exit or FRA Horizontal Entry Point.
6.5   Airspace reservation
6.5.1  Flights shall be planned around active temporary reserved areas within FRALB by using the designated FRA Intermediate Points.
6.5.2  Occasionally, tactical radar vectoring might be applied in order to ensure an additional safety margin between active temporary reserved areas boundaries and aircraft trajectories. The expected route extension will be approximately 5 NM and in exceptional circumstances not more than 15 NM.
6.6   ATS route network
6.6.1  The ATS route network within FRALB is withdrawn.
6.6.2  Within FRALB, no reference shall be made in the flight plan to ATS route.
6.6.3  Traffic planning to operate below FRALB airspace must file the flight plan based on ATS route network published in ENR 3.3 and ENR 6.1.