ENR 1.10  Flight planning

1.   FLIGHT PLAN

1.1   DEFINITION, PURPOSE AND TYPES OF THE FLIGHT PLAN
1.1.1   Definition and purpose of the flight plan
Specified information provided to air traffic services units, relative to an intended flight or portion of a flight of an aircraft, shall be in the form of a flight plan.
The purpose of a flight plan is to inform the competent ATS units enabling them to supervise the flight within the scope of air traffic control, as well as the flight information service and alerting service.
1.1.2   Types of flight plan
1.1.2.1   Individual flight plan
For each individual flight, for which the filling of a flight plan is mandatory or the pilot would like to file a flight plan, an individual flight plan (FPL) shall be filed.
Flights, in which several aircraft take part in a formation, as well as every separate stage of a flight for flights with intermediate stops, shall also be regarded as an individual flight.
1.1.2.2   Repetitive flight plan
For several, however, at least 10 (ten) IFR flights planned by the same aircraft operator, a repetitive flight plan may be filed provided that these flights are planned to be conducted regularly, in the same manner and at least once a weak.

2.   PROCEDURES FOR THE SUBMISSION OF A FLIGHT PLAN

A flight plan shall be submitted in accordance with ICAO Annex 2, Para 3.3.1 and ICAO Doc. 4444,
Appendix 2, prior to operating:
  1. any IFR flight;
  2. any VFR flight;
    • departing from or destined for an aerodrome within a control zone;
    • crossing BANJA LUKA TMA/CTR, MOSTAR TMA/CTR, SARAJEVO TMA/CTR, TUZLA TMA/CTR;
    • across the FIR boundary, i.e. international flights.
No flight plans shall be filed via the airspace of Sarajevo FIR deviating from the State restrictions defined within the Route Availability Document (RAD). This common European reference document contains all airspace utilization rules and availability Sarajevo FIR and any reference to them shall be made via https://www.nm.eurocontrol.int/RAD/index.html.
2.1   TIME OF SUBMISSION
Except for repetitive flight plans (see paragraph 4), a flight plan shall be submitted 120 hours or 5 days at earliest, and at least 60 minutes (1 hour) prior to EOBT (estimated off-block time) or 10 minutes if submitted during flight, except when Air Traffic Flow and Capacity Management (ATFCM) regulations are in force along the route to be flown (see ENR 1.9).
Flight plans for flights into areas for which ATFCM measures have been established, flight plans shall be submitted at least 3(three) hours before EOBT insofar as no repetitive flight plan exists.
Operators are strongly encouraged to always include the Date of Flight (DOF) in Item 18 of the flight plan. DOF should be inserted in Flight plan associated messages as well. It is mandatory to include DOF if the flight plan is filed more than 24 hours in advance of the EOBT.
2.2   PLACE OF SUBMISSION
2.2.1   IFR, IFR/VFR or VFR/IFR flight plan
Flight plans shall be submitted at the Air Traffic Services Reporting Office (ARO) at the departure aerodrome.
Aircraft operators may file their IFR, IFR/VFR or VFR/IFR (mixed) flights plans and associated messages (e.g. CHG, DLA, CNL) directly with the IFPS using an own AFTN or SITA access point.
Flight plans and flight plan associated messages filed directly with IFPS will be checked by IFPS as regards syntax, format and route structure. The route data out-side the IFPZ are not subject of verification.
The originator will be informed of the processing of flight plan and flight plan associated messages within IFPS through Operational Replay Messages (ORM):
  1. ACK - the message is correct and accepted by IFPS;
  2. REJ - the message is not correct and can not be amended, a correct version has to be sent;
  3. MAN - the message is not correct and will be amended manually.
If those means are not available, flight plan and associated messages may be communicated to the ATS Reporting Office (ARO) at the departure aerodrome.
2.2.2   VFR flight plan
  1. Flight plans shall be submitted at the ATS Reporting Office (ARO) at the departure aerodrome.
  2. In the absence of such an office at the departure aerodrome, a flight plan shall be submitted by Phone, fax or e-mail to the nearest ARO as list below:
OfficeHours of OperationPhone / FaxE-mailAFTN
ARO Banja LukaH24+387 51 337 537
+387 51 337 533
banjaluka.aro@bhansa.gov.baLQBKZPZX
ARO Sarajevosee NOTAM+387 33 779 150
+387 33 546 743
sarajevo.aro@bhansa.gov.baLQSAZPZX
ARO Mostarsee NOTAM+387 36 352 209
+387 36 352 069
mostar.aro@bhansa.gov.baLQMOZPZX
ARO Tuzlasee NOTAM+387 35 745 530
+387 35 745 532
tuzla.aro@bhansa.gov.baLQTZZPZX
2.2.2.1   VFR flight plan for alerting service only
An alerting service is, in principle, provided to flights for which a flight plan has been submitted.
2.2.3   Flight plan submission via Phone, fax or by mail
If the flight plan is submitted via fax or by mail it has to be confirmed by the pilot (submitter of the flight plan) immediately after transmission via Phone, otherwise it will not be processed.
The flight plan form of Bosnia and Herzegovina or a form produced by a computer shall be used for transmission.
The form has to be fully and legibly filled in.
A contact TEL/FAX number has to be given in the interest of the pilot-in-command.
When a flight plan is submitted by Phone or by mail, the ICAO sequence of items in the flight plan form shall be strictly followed.

3.   CONTENTS AND FORM OF THE FLIGHT PLAN

ICAO flight plan forms are available at AROs. The instructions for completing those forms shall be followed:
3.1   MESSAGE TYPE - ITEM 3
The identification group “FPL” shall be entered in the flight plan as message type.
This type has already been entered in the ICAO flight plan form.
3.2   AIRCRAFT IDENTIFICATION AND SSR MODE/SSR CODE - ITEM 7
The aircraft identification in message shall contain a minimum of 2 (two) and a maximum of 7 (seven) alphanumeric characters without hyphens or symbols.
The SSR mode and code may be included for those aircraft that wish to do so, it shall consist of the letter A and it shall be followed four numerics between the values of 0 and 7 and shall be separated from the aircraft identification by a slash “/”.
The maximum number of characters accepted by the IFPS in the aircraft identification and SSR mode and code, including the “/” shall be 13.
e.g. BON106
BON106/A4213
If several aircraft are involved, the aircraft identification of the leader of the formation shall be indicated. The registration marks of all aircraft participating in the formation shall be entered in Item 18, separated by a space and preceded by the identification group „REG/“.
3.3   FLIGHT RULES AND TYPE OF FLIGHT – ITEM 8
For the identification of flight rules and type of flight, a minimum/maximum 2 (two) letters is acceptable.
The following indications of flight rules may be used in Item 8a for a flight plan:
Ifor those flights that are to be conducted entirely under IFR conditions;
Vfor those flights that are to be conducted entirely under VFR conditions;
Yfor those flights that shall commence under IFR conditions and shall change to VFR conditions;
Zfor those flights that shall commence under VFR conditions and shall change to IFR conditions.
VFR flights at night shall be marked by the entry „RMK/NIGHT VFR” in Item 18.
The following types of flight may be used in Item 8b for a flight plan:
Sfor scheduled flights;
Nfor non-scheduled flights;
Gfor general aviation flights;
Mfor military flights;
Xfor other flights.
3.4   NUMBER AND TYPE OF AIRCRAFT AND WAKE TURBULANCE CATEGORY – ITEM 9
If more than 1(one) aircraft is involved, the number of aircraft shall be entered.The type of aircraft shall be indicated by the type designator assigned by ICAO in compliance with ICAO Doc.8643.
If no aircraft type designator has been assigned to an aircraft type by ICAO, the letter group “ZZZZ” shall be inserted and the aircraft type shall be specified in Item 18, preceded by the identification group „TYP/“.
Where a flight with different types of aircraft is involved, the letter group “ZZZZ” shall be indicated.
The types of all aircraft participating in the formation shall be entered in Item 18, preceded by the identification group „TYP/“.
The wake turbulence category of an aircraft shall be indicated by adding one of the following letters, separated by an oblique stroke from the aircraft type identification:
LShall be inserted for an aircraft with a maximum certified take off mass of 7000 KG or less;
MShall be inserted for an aircraft with a maximum certified take off mass of less than 136000 KG but more than 7000 KG;
HShall be inserted for an aircraft with a maximum certified take off mass of less than 560000 KG but more than 136000 KG;
JShall be inserted for an aircraft with a maximum certified take off mass of 560000 KG or more.
3.5   EQUIPMENT AND CAPABILITIES – ITEM 10
The radio communication equipment, radio navigation equipment, approach aid equipment and capabilities and surveillance equipment shall be indicated.
3.5.1   The radio communication, radio navigation, approach aid equipment and capabilities - Item 10a
The radio communication, radio navigation, approach aid equipment and capabilities in message shall contain appropriate designator letter or letter/number combination with a maximum of 64 (sixty four) characters without repetition, followed by a “/”.
Radio communication, radio navigation, approach aid equipment and capabilities shall be indicated:
S if standard equipment (VHF RTF, VOR and ILS) is carried and serviceable
N if no equipment is carried or the equipment is unserviceable
S and one or more of the following letters according to the equipment available and serviceable:
A - GBAS landing system;
B - LPV(APV with SBAS);
C - LORAN C;
D - DME;
E1 - FMC WPR ACARS;
E2 - D-FIS ACARS;
E3 - PDC ACARS;
F - ADF;
G - GNSS (See Note 1);
H - HF RTF;
I - Inertial Navigation;
J1 - CPDLC ATN VDL Mode 2 (See Note 2);
J2 - CPDLC FANS 1/A HFDL;
J3 - CPDLC FANS1/A VDL Mode 4;
J4 - CPDLC FANS 1/A VDL Mode 2;
J5 - CPDLC FANS 1/A SATCOM (INMARSAT);
J6 - CPDLC FANS 1/A SATCOM (MTSAT);
J7 - CPDLC FANS 1/A SATCOM (IRIDIUM);
K - MLS;
L - ILS;
M1 - ATC RTF SATCOM(INMARSAT);
M2 - ATC RTF (MTSAT);
M3 - ATC RTF (IRIDIUM);
O - VOR;
P1-P9 - Reserved for RCP;
R - PBN approved (see Note 3);
T - TACAN;
U - UHF RTF;
V - VHF RTF;
W - RVSM approved;
X - MNPS approved;
Y - VHF with 8.33 KHZ channel spacing capability;
Z - Other equipment carried or other capabilities (See Note 4).
Note 1: If the letter G is used, the types of external GNSS augmentation, if any, are specified in Item 18 following the indicator “NAV/” and separated by a space.
Note 2: See RTCA/EUROCAE Interoperability Requirements Standard for ATN Baseline 1 (ATN B1INTEROP Standard - Do-280B/ED-110B) for data link services air traffic control clearance and information/air traffic control communications management/air traffic control microphone check.
Note 3: If the letter R is used, the performance based navigation levels that can be met are specified in Item 18 following the indicator “PBN/”. Guidance material on the application of performance based navigation to a specific route segment, route or area is contained in the Performance-Based Navigation Manual (Doc 9613).
Operators of aircraft approved for basic area navigation (B-RNAV/RNAV 5) operations shall insert the designator “R” in Item 10a of the flight plan and “PBN/” in Item 18 followed by the appropriate capability of that flight. The PBN descriptors for B-RNAV are: B1, B2, B3, B4, B5.
Operators of aircraft approved for precision area navigation (P-RNAV) operations shall, in addition to the designator “R” in Item 10a, also insert “PBN/” in Item 18 followed by the appropriate capability of that flight. The descriptors for P-RNAV are: O1, O2, O3, O4, D1, D2, D3, D4. It is also possible to indicate the P-RNAV capability by inserting “Z” in item 10a and “NAV/P-RNAV” in item 18.
Note 4: If the letter Z is used, specify in Item 18 the other equipment carried or other capabilities, preceded by “”COM/”, “NAV/” and/or “DAT/”, as appropriate.
Exemptions for RNAV, CPDLC and 8.33 KHZ are to be indicated by inserting the letter Z in Item 10a and then inserting the appropriate descriptors in the following indicators in Item 18:
  1. insert EXM833 following “COM/“;
  2. insert RNAVX or RNAVINOP as appropriate following “NAV/“;
  3. insert CPDLCX following “DAT/”.
3.5.2   Surveillance Equipment and Capabilities – Item 10b
A minimum of 1 (one) and a maximum of 20 (twenty) characters shall be used to indicate the serviceable surveillance equipment in the equipment field of that flight plan.
To indicate the surveillance equipment and capabilities, insert:
N If no surveillance equipment for the route to be flown is carried, or the equipment is unserviceable or, one or more of the following descriptors:
SSR Modes A and C
A Transponder - Mode A (4 digits - 4 096 codes)
C Transponder - Mode A (4 digits - 4 096 codes) and Mode C
SSR Mode S
E Transponder - Mode S, including aircraft identification, pressure-altitude and extended squitter (ADS-B) capability
H Transponder - Mode S, including aircraft identification, pressure-altitude and enhanced surveillance capability
I Transponder - Mode S, including aircraft identification, but no pressure-altitude capability
L Transponder - Mode S, including aircraft identification, pressure-altitude, extended squitter (ADS-B) and enhanced surveillance capability
P Transponder - Mode S, including pressure-altitude, but no aircraft identification capability
S Transponder - Mode S, including both pressure altitude and aircraft identification capability
X Transponder - Mode S with neither aircraft identification nor pressure- altitude capability
B1 ADS-B with dedicated 1090 MHZ ADS-B “out” capability
B2 ADS-B with dedicated 1090 MHZ ADS-B “out” and “in” capability
U1 ADS-B “out” capability using UAT
U2 ADS-B “out” and “in” capability using UAT
V1 ADS-B “out” capability using VDL Mode 4
V2 ADS-B “out” and “in” capability using VDL Mode 4
D1 ADS-C with FANS 1/A capabilities
G1 ADS-C with ATN capabilities
Additional surveillance application should be listed in Item 18 following the indicator “SUR/“
3.6   AERODROME OF DEPARTURE (ADEP) AND ESTIMATED OFF-BLOCK TIME (EOBT) – ITEM 13
The departure aerodrome and estimated off-block time shall be indicated as follows:
To designate the departure aerodrome, the ICAO Location Indicator (ICAO Doc.7910) shall be used.
If no ICAO location indicator has been assigned to the departure aerodrome, the letter group “ZZZZ” and name of the departure aerodrome, if required, referring to the nearest locality depicted on the Aeronautical chart ICAO 1:500 000 shall be indicated in Item 18 preceded by the identification group “DEP/“.
If the flight plan is filed during the flight, the letter group “AFIL” shall be entered instead of indicating the departure aerodrome and air traffic control unit, from which the additional flight plan data may be requested, shall be indicated in Item 18 together with the identification group “DEP/“.
The estimated off-block time (EOBT) shall be indicated by four figure group following the designator of the departure aerodrome.
For those flights with the departure point given as ““, the associated time shall indicate the Estimated or Actual Time Over the first point given in the route. That ETO/ATO shall be given as UTC expressed as four digits.
3.7   ROUTE – ITEM 15
The data concerning the cruising speed the cruising level and the intended route shall be indicated in Item 15.
3.7.1   Cruising speed – Item 15a
Cruising speed may be indicated:
N followed by 4 (four) numeric – indication in knots
M followed by 3 (three) numeric – indication of the Mach number in hundreds
K followed by 4 (four) numeric – indication in kilometre/hour
The first or the second digits of the numeric expressing the speed shall be completed by the figure “0“, if necessary.
Changes of speed by 5% or more shall be indicated in the route.
3.7.2   Cruising level – Item 15b
The data concerning the cruising level requested shall be given without a space following the speed data. The first digits shall be completed by the figure “0“, if necessary.
Cruising level may be indicated in the following ways:
F followed by 3 (three) numeric – indication of the flight level
A followed by 3 (three) numeric – indication of the Altitude in hundreds of feet
S followed by 4 (four) numeric – indication of the metric flight level in tens of metres
M followed by 4 (four) numeric – indication of the metric altitude in tens of metres
VFR uncontrolled VFR flights, abbreviation “” shall be indicated instead of the cruising level, for flights subject to ATC, for VFR flights intended to be performed at define level.
3.7.3   Route (including changes of speed, level and/or flight rules) – Item 15c
The data concerning the route shall be entered in Item 15 of the flight plan.
For IFR approaches and departures (SID/STAR) and flights on ATS routes, the abbreviated designations (identifications) established for such routes shall be indicated.
In case a SID/STAR route has not been establish for an aerodrome, the identification group “” shall be entered as the first and/or the last route element.
Where a flight intends to fly on a route, the route given in the flight plan shall indicate the point at which the flight intends to join that route and the point at which the flight intends to leave that route.
For flights outside the published ATS routes, the identification group “DCT” (direct) shall be inserted between the specified points in order to indicate the direct route of flight between two points.
The use of a “DCT” shall be avoided wherever possible. Entry/exit from/to Sarajevo FIR on a DCT routing is not allowed.
For flights outside designated ATS routes outside Bosnia and Herzegovina, points normally not more than 30 minutes flying time or 200 NM (370 KM) apart shall be inserted.
For IFR flights within Bosnia and Herzegovina, the pilot shall especially consult the contents of the Integrated Aeronautical Information Package (IAIP) when planning routes. In addition, he may also refer to the contents of the Route Availability Documents ().
For VFR flights entering Bosnia and Herzegovina, the point of crossing the international border, related to the nearest larger locality depicted on the Aeronautical Chart ICAO1:500 000 or to a navigation aid, shall be indicated in Item 18 by the identification group “EET/“.
When conducting VFR flights at night the indicated route shall be the one closest to the published ATS routes.
The route shall be described using the following elements:
  1. ATS route - 2 to 7 characters;

    The coded designator assigned to the route or route including, where appropriate, the coded designator assigned to the standard departure or arrival route.
  2. Significant point - 2 to 11 characters;

    The coded designator (2 to 5 characters) assigned to the point or, if no coded designator has been assigned, in the following way:

    Degrees and minutes (11 characters): 4 figures describing latitude in degrees and tens and units of minutes followed by “N” (North) or “S” (South), followed by 5 figures describing longitude in degrees and tens and units of minutes, followed by “E” (East) or “W” (West). The first digits of the figure groups shall be completed by the figure “0”, if required;

    Bearing and distance from a navigation aid: the identification of the navigation aid (usually a VOR), in the form of 2 or 3 characters, the bearing from the aid in the form of 3 figures giving degrees magnetic, the distance from the aid in the form of 3 figures expressing nautical miles.The first digits of the figure groups shall be completed by the figure “0”, if required.
  3. Change of speed or cruising level - maximum 21 characters;

    The point at which a change of speed (5% TAS or 0.01 Mach or more) or a change of level is planned, followed by an oblique stroke and both the cruising speed and the cruising level, without space between them, even when only one of these values will be change.
  4. Change of flight rules - maximum 3 characters;

    The point at which the change of flight rules is planned, followed by a space and one of the following:
    - if from IFR to VFR
    - if from VFR to IFR
  5. Cruise climb – maximum 28 characters;

    For routes outside Bosnia and Herzegovina the cruise climb may be indicated as defined below:

    The letter “C” followed by an oblique stroke and the indication of the route point from where the cruise climb is intended. Separated by an oblique stroke, the speed during cruise climb will follow as well as either the two flight levels defining the airspace occupied during cruise climb, or the flight level at which the cruise climb is commenced, followed by the word “PLUS”.

    Example:
    C/48N050W/M082F290F350 or
    C/48N050W/M082F290PLUS or
    C/52N050W/M220F580F620
  6. The reporting point, at which the change to operational from military air traffic is completed, shall be indicated by the identification group “”. The change to non-operational military air traffic shall be indicated by the identification group “”.
  7. STAY Indicator

    The STAY Indicator specifies the location and time of a special flight activity which only takes place enroute (e.g. training flight, photo flight operation, calibration etc.).

    It shall only be used for individual flight plans if the entire flight is conducted completely within the IFPS zone.

    The point of entry into the area where special activities are planned (STAY Area) shall be followed by the identification group „STAY1...n/“, the duration of the planned flight activity as well as the point of exit from the STAY Area.

    e.g.: Point of entry and point of exit are the same
    BOSNA STAY1/0100 BOSNA

    e.g.: Point of entry and point of exit are not the same
    BOSNA STAY1/0030 VEBAR

    Every STAY Indicator shall be numbered. If there is only one STAY Indicator in Item 15, the number shall always be „1“. If a flight plan contains several STAY Indicators, they shall be numbered.

    e.g.: BOSNA STAY1/0030 MSR STAY2/0045 VRANA

    As way of explanation regarding the type of intended flight, an identification group “STAYINFO1...n” shall be entered in Item 18 for every STAY Indicator.

    The STAYINFO identification group shall be numbered analogous to the STAY Indicator in Item 15.
    e.g.: Item 15: KEB STAY1/0030
    Item 18: STAYINFO1/CALIBRATION OF KEB DVOR DME
3.8   DESTINATION AERODROME AND TOTAL ESTIMATED ELAPSED TIME (TOTAL EET), AND DESTINATION ALTERNATE AERODROME(S) – ITEM 16
The destination aerodrome, in the case of manned free balloons the estimated location of landing, the total EET and, at least one, maximum two destination alternate aerodromes shall be indicated as follows:
3.8.1   To designate the destination aerodrome and destination alternate aerodrome(s), the ICAO four-letter location indicator (ICAO Doc.7910) shall be used when the designator is known.
If no location indicators have been assigned, the letter group “ZZZZ” shall be indicated, and in Item 18 the name of the destination aerodrome or of the estimated location of landing preceded by the identification group “DEST/” and/or the name of the destination alternate aerodrome(s) preceded by the identification group “ALTN/” shall be indicated.
Only one entry of “ZZZZ” indicating an unknown destination alternate aerodrome shall be accepted.
If no estimated location of landing can be indicated in the case of flights of manned free balloons, the word “NEPOZNATO” (within Bosnia and Herzegovina) or “UNKNOWN” shall be indicated following the identification group “DEST/”.
The total EET is to be given as a 4-figure group following the designation of the destination aerodrome or following the identification group “ZZZZ”.
If a flight plan is filed during the flight (AFIL), the total EET related to the route point from where the flight plan is intended to apply, shall be indicated.
3.8.2   The Total estimated elapsed time (Total EET) signifies
  1. For IFR flights, the estimated time required from departure until arrival over the established point defined by reference to navigation aids, from which an instrument approach procedure is intended, or, if no navigation aid is associated with the destination aerodrome, until arrival over the destination aerodrome;
  2. For VFR flights, the estimated time required from departure until arrival over the destination aerodrome.
3.9   OTHER INFORMATION – ITEM 18
As far as supplementary information with regard to Items 7 to 16 or other additional information becomes necessary, it shall be indicated by using the following identification groups in Item 18.
If no other information, zero (“0“) shall be used.If no other information, zero (“0“) shall be used.
ALTN/ Name of destination alternate aerodrome(s) if the letter group “ZZZZ” is inserted in Item 16. For aerodromes not listed in the relevant Aeronautical Information Publication (AIP), indicate location in LAT/LONG or bearing and distance from nearest significant point as described in DEP/ below.
AWR/Rn Alternative flight plan on the basis of the Aircraft Operator “What-If” Re-route Function (AOWIR), whereby “n” designates the current number of the AOWIR alternative flight plan;
CODE/ Aircraft address (expressed in the form of an alphanumerical code of six hexadecimal characters) when required by the appropriate ATS authority. Example: “F00001” is the lowest aircraft address contained in the specific block administered by ICAO.
COM/ Indicate communications applications or capabilities not specified in Item 10. If appropriate, insert “EXM833” as detailed in IFPS User Manual.
DAT/ Indicate data applications or capabilities not specified in 10a. If appropriate, insert CPDLCX as detailed in the IFPS User Manual.
DEP/ Name and location of departure aerodrome, if ZZZZ is inserted in Item 13, or the ATS unit from which supplementary flight plan data can be obtained, if AFIL is inserted in Item 13.
For aerodromes not listed in the relevant Aeronautical Information Publication (AIP), indicate location as follows:
- With 4 figures describing latitude in degrees and tens and units of minutes followed by “N” (North) or “S” (South), followed by 5 figures describing longitude in degrees and tens and units of minutes, followed by “E” (East) or “W” (West). Make up the correct number of figures, where necessary, by insertion of zeros,

e.g. 4620N07805W (11 characters).
Bearing and distance from the nearest significant point, as follows:
The identification of the significant point followed by the bearing from the point in the form of 3 figures giving degrees magnetic, followed by the distance from the point in the form of 3 figures expressing nautical miles. In areas of high latitude where it is determined by the appropriate authority that reference to degrees magnetic is impractical, degrees true may be used.
Make up the correct number of figures, where necessary, by insertion of zeros, e.g. a point of 180° magnetic at a distance of 40 nautical miles from VOR “DER” should be expressed as DER180040.
The first point of the route (name or LAT/LONG) or the marker radio beacon, if the aircraft has not taken off from an aerodrome.
DEST/ Name and location of destination aerodrome, if ZZZZ is inserted in Item 16. For aerodromes not listed in the relevant Aeronautical Information Publication (AIP), indicate location in LAT/LONG or bearing and distance from the nearest significant point, as described under DEP/ above.
DLE/ Enroute delay or holding, insert the significant point(s) on the route where a delay is planned to occur, followed by the length of delay using four figure time in hours and minutes (hhmm).
DOF/ The date of flight departure in a six figure format (YYMMDD, where YY equals the year, MM equals the month and DD equals the day).
EET/ Significant points or FIR boundary designators and accumulated estimated elapsed times from take-off to such points or FIR boundaries, when so prescribed on the basis of regional air navigation agreements, or by the appropriate ATS authority.
EUR/PROTECTED The sub-field EUR/, followed by the word PROTECTED shall be used only for those flights for which the details should only be available to a restricted audience (e.g. security sensitive flights).
NAV/ Significant data related to navigation equipment, other than specified in PBN/, as required by the appropriate ATS authority. Indicate GNSS augmentation under this indicator, with a space between two or more methods of augmentation,

e.g. NAV/GBAS SBAS.
If appropriate, insert “RNAVX” or “RNAVINOP“, as detailed in the IFPS User Manual.
ORGN/ The originator’s 8 letter AFTN address or other appropriate contact details, in cases where the originator of the flight plan may not be readily identified, as required by the appropriate ATS authority.
OPR/ ICAOdesignator or name of the aircraft operating agency, if different from the aircraft identification in Item 7.
PBN/ Indication of RNAV and/or RNP capabilities.Include as many of describes below, as apply to the flight up to a maximum of 8 (eight) entries, i.e. a total of not more than 16 characters.
RNAV SPECIFICATIONS
A1 RNAV 10 (RNP 10)
B1 RNAV 5 all permitted sensors
B2 RNAV 5 GNSS
B3 RNAV 5 DME/DME
B4 RNAV 5 VOR/DME
B5 RNAV 5 INS or IRS
B6 RNAV 5 LORANC
C1 RNAV 2 all permitted sensors
C2 RNAV 2 GNSS
C3 RNAV 2 DME/DME
C4 RNAV 2 DME/DME/IRU
D1 RNAV 1 all permitted sensors
D2 RNAV 1 GNSS
D3 RNAV 1 DME/DME
D4 RNAV 1 DME/DME/IRU
RNP SPECIFICATIONS
L1 RNP 4
O1 Basic RNP 1 all permitted sensors
O2 Basic RNP 1 GNSS
O3 Basic RNP 1 DME/DME
O4 Basic RNP 1 DME/DME/IRU
S1 RNP APCH
S2 RNP APCH with BARO-VNAV
T1 RNP AR APCH with RF (special authorization required)
T2 RNP AR APCH without RF (special authorization required)
PER/ Aircraft performance data, indicated by a single letter as specified in the Procedures for Air Navigation Services - Aircraft Operations (PANS-OPS, Doc 8168), Volume I - Flight Procedures aircraft performance data.

e.g. rate of climb, ceiling
RALT/ ICAO four letter indicator(s) for en-route alternate(s), as specified in ICAO Doc 7910, Location Indicators, or name(s) of en-route alternate aerodrome(s), if no indicator is allocated. For aerodromes not listed in the relevant Aeronautical Information Publication (AIP), indicate location in LAT/LONG or bearing and distance from the nearest significant point, as described in DEP/ above.
REG/ The nationality or common mark and registration mark of the aircraft if different from the aircraft identification in Item type 7;
RFP/Qn followed by a digit (1-9) shall be used to indicate where a alternative routing is filed in a new flight plan during the pre-flight stage (within four hours of estimated off-blocks time).
Note: This provision is detailed in the European Regional Supplementary Procedures (EUR SUPPs, Doc.7030), Chapter 2.
RIF/ The route details to the revised destination aerodrome, following by the ICAO four-letter location indicator of the aerodrome.

The revised route is subject to re-clearance in flight.

Examples: RIF/DCT LQBK
RIF/VEBAR L5 KEB LQSA
RMK/ any other remark significant for the handling of the flight by ATS

e.g. “RMK/IFPS REROUTE ACCEPTED”
Due to possible restrictions in the availability of ATS routes, it may happen that the routing indicated in the flight plan cannot be included in the IFPS and thus changes will have to be made. By the remark “RMK/IFPS REROUTE ACCEPTED” in Item 18 of the flight plan for flights plans for IFR/GAT flights, an alternative routing will be entered.
The flight plan originator filing the flight plan will be informed of the planned route changes;
RVR/ The minimum RVR requirement of the flight (in metres);

Note: This provision is detailed in the European Regional Supplementary Procedures (EUR SUPPs, Doc.7030), Chapter 2.
SEL/ SELCAL code; for aircraft so equipped.
STAYINFOn/ describes the type of the special planned flight listed in Item 15 with a STAY Indicator, “n” being the sequence number 1 to 9 of the STAY Indicators;
STS/ Reasons for special handling by ATC. The following information only is permitted when making STS/ entries:

for a flight operated in accordance with an altitude reservation;
for a flight approved for exemption from ATFM measures by the appropriate ATS authority;
FFR fire-fighting;
flight check for calibration of navaids;
for a flight carrying hazardous material;
for a flight with Head of State status;
for a medical flight declared by medical authorities;
for a flight operating on a humanitarian mission;
for a flight for which a military entity assumes responsibility for separation of military aircraft;
MEDEVAC for a life critical medical emergency evacuation;
for a non-RVSM capable flight intending to operate in RVSM airspace;
SAR for a flight engaged in a search and rescue mission; and
STATE for a flight engaged in military, customs or police services.
Other reason for special handling by ATS shall be denoted under the designator RMK/.
Where multiple STS indicators are necessary it shall be specified under 1(one) STS/ header and separated by a space.

e.g. STS/STATE ATFMX
SUR/ Include surveillance applications or capabilities not specified in Item 10b.
TALT/ ICAO four letter indicator(s) for take-off alternate, as specified in Doc 7910,Location Indicators, or name of take-off alternate aerodrome, if no indicator is allocated. For aerodromes not listed in the relevant Aeronautical Information Publication (AIP), indicate location in LAT/LONG or bearing and distance from the nearest significant point, as described in DEP/ above.

TYP/ Type(s) of aircraft preceded if necessary without a space by number(s) of aircraft and separated by one space if “ZZZZ” is inserted in Item 9.
3.10   SUPPLEMENTARY INFORMATION – ITEM 19
Supplementary information shall be given as follows:
E/ the total fuel endurance expressed by a 4 (four)-figure group indicating hours and minutes
P/ the total number of persons on board (1 to 3 figure group) or TBN (to be notified) if the number of persons on board is not known at the time of filing the flight plan;
R/ the available emergency radio and survival equipment, whereby:
- U shall be crossed out if UHF frequency 243.0 MHZ is not available;
- V shall be crossed out if VHF frequency 121.5 MHZ is not available;
- E shall be crossed out if the emergency locator transmitter (ELT) is not carried in the aircraft.
S/ the type of survival equipment carried, whereby:
- P shall be crossed out if polar survival equipment is not carried;
- D shall be crossed out if desert survival equipment is not carried;
- M shall be crossed out if maritime survival equipment is not carried;
- J shall be crossed out if jungle survival equipment is not carried.
J/ the type of life jackets carried, whereby:
- L shall be crossed out if life jackets are not equipped with lights;
- F shall be crossed out if life jackets are not equipped with fluorescent;
- U or V or both shall be crossed out if life jackets are not equipped according to the criteria under “R/ “.
D/ the number, capacity, type and colour of the dinghies carried, whereby:
- D and C shall be crossed out if no dinghies are carried;
- insert number of dinghies carried;
- insert total capacity, in persons of all dinghies carried;
- C shall be crossed out if the dinghies are not covered;
- insert colour of dinghies if carried.
A/ the colour of the aircraft and significant markings, if existent;
N/ N shall be cross out no remarks, or INDICATE any other survival equipment carried and any other remarks regarding survival equipment.
C/ name of pilot-in-command.
Name of the Flight Plan Originator - The name of the flight plan originator shall be given.
Space reserved for additional requirements - The flight plan originator should ensure that he can be reached in case of further enquiries and additional information until shortly prior to taking off, preferably by indicating a Phone number.

4.   REPETITIVE FLIGHT PLAN SYSTEM (RPL)

EUROCONTROL/CFMU has the full responsibility for reception, processing and distribution of RPL data within the IFPS zone. Therefore, RPL lists (within the IFPS zone) need only to be submitted to EUROCONTROL/CFMU.
RPL lists relating to flights in and to flights overflying the Sarajevo FIR shall be submitted at least 14 days (two weeks) in advance, in duplicate, to the following address:

Postal address: EUROCONTROL CFMU
RPL Office
Rue de la Fusée 96
B - 1130 Brussels
Belgium
Phone: +32 2 729 98 47
Fax: +32 2 729 90 42
SITA: BRUER7X

5.   CHANGES TO THE SUBMITTED FLIGHT PLAN

All changes to a flight plan submitted for an IFR/VFR flight shall be reported as soon as possible to the appropriate ATS unit.
In the event of a delay in departure of 30 minutes or more for a flight for which a flight plan has been submitted, the flight plan shall be amended or a new flight plan shall be submitted after the old plan has been cancelled.
Note: If a delay in departure (or cancellation) of an uncontrolled VFR flight, for a which a flight plan has been submitted, is not properly reported, alerting or search and rescue action may be unnecessarily initiated when the flights fails to arrive at the destination aerodrome within 30 minutes after its current ETA (estimated time of arrival).
For flights subject to ATFCM regulations any delay of 15 minutes or more shall be immediately reported to the appropriate ATS unit.
Significant changes to a VFR flight for which a flight plan has been submitted include change of route, changes in endurance or in the total number of person on board, changes in time estimates of 30 minutes or more and delay of 60 minutes or more.
5.1   CANCELLATION OF A FLIGHT PLAN
If a flight, for which a flight plan has been submitted, is cancelled, the flight plan shall be cancelled to ATS.
5.2   ACCEPTANCE OF A FLIGHT PLAN
5.2.1   IFR – flight plan
  1. An IFR flight plan is not valid (approved) until it has been accepted by IFPS. ATS will advise the operator in case the flight plan is not accepted;
  2. A flight plan for a flight of a local nature is approved when accepted by the receiving ATS unit.
5.2.2   VFR – flight plan
A VFR flight plan is approved when accepted by the receiving unit.
5.3   ACTIVATING AND CLOSURE OF A FLIGHT PLAN
5.3.1   Activating a flight plan
In order to initiate alerting service for a flight, the flight plan must be activated. When departing from an aerodrome where ATS is in operation, the flight plan will be activated by ATS. If ATS is not in operation or if no ATS unit exists at the aerodrome of departure, the pilot-in-command shall activate the flight plan:
  1. by a radio message to the appropriate ACC or any other ATS unit as soon as practicable after departure, or
  2. immediately before taxiing for departure, by phone to the appropriate ACC, to any other ATS unit, or
  3. by stating, when submitting the flight plan, that the EOBTshall be regarded also as actual time of departure (ATD).
This method, however, should be applied only exceptionally. If the flight becomes delayed or cancelled, it is of the utmost importance that this be reported to ATS to prevent unnecessary search operations.
5.3.2   Closing a flight plan (arrival report)
  1. If ATS is in operation at the aerodrome at the time of arrival, the flight plan will be closed by ATS. In this case, no action by the pilot-in-command is required;
  2. After landing at an aerodrome which is not the destination aerodrome (diversionary landing), the local ATS unit shall be specifically informed accordingly;
  3. Where no ATS unit exists, or if ATS is not in operation at the time of arrival, the pilot-incommand shall close the flight plan by sending an arrival report. The arrival report shall be made by phone or by radio to the appropriate ACC or to any other ATS unit.

    Arrival reports shall contain the following elements of information:
    - aircraft identification;
    - departure aerodrome;
    - destination aerodrome;
    - time of arrival.

    In the case of diversion, insert the “arrival aerodrome” between “destination aerodrome” and “time of arrival”.

6.   EUR RVSM

The EUR RVSM flight planning requirements for the completion of the ICAO Flight Plan Form and the Repetitive Flight Plan (RPL) are contained in the ICAO EUR Regional Supplementary Procedures (Doc 7030/4 – EUR).
Furthermore, the following requirement is in addition to the flight planning requirements contained in the ICAO EUR Regional Supplementary Procedures (Doc 7030/4 – EUR).
In addition to military operations, operators of customs or police aircraft shall insert the letter M in Item 8 of the ICAO Flight Plan Form.

7.   FLIGHT PLANNING PROCEDURES WITHIN SECSI FRA AREA

7.1   FLIGHT PROCEDURES
7.1.1   General
All traffic, other than State aircraft, shall comply with:
  • the aircraft equipment requirements;
  • General Rules as published in ENR;
  • RAD and Letters of Agreement (LoA) between neighbouring ACCs.
For exemptions for State aircraft see the corresponding AIPs.
Within SESCI FRA airspace users may fly on user-preferred trajectories under conditions of structurally and capacity determined limitations by using FRA relevant points and geographical coordinates (LAT/LONG) under conditions stated in AIPs and RAD.
Within SESCI FRA relevant significant points are considered as FRA Horizontal Entry (E), FRA Horizontal Exit (X), FRA Intermediate (I), FRA Arrival Connecting (A) and FRA Departure Connecting (D) points, as published in ENR 4.1 / ENR 4.4 of relevant State AIPs.
The use of mandatory FRA Intermediate points (I) might be required due to safety, capacity or operational reasons.
7.1.2   Eligible flights for SESCI FRA
Eligible flights are all flights that are intending to operate within the vertical and horizontal limits of SESCI FRA as specified in ENR 2.2 and/or ENR 6, regardless of the phase of flight (overflights, arriving or departing from local airports or from airports situated in close proximity of SESCI FRA).
7.2   FLIGHT PLANNING
7.2.1   General
Within SESCI FRA airspace users are allowed to plan using relevant FRA significant points – en-route radio navigation aids and/or five-letter name-codes published in ENR 4.1 and ENR 4.4, respectively.
Filing as FRA Intermediate point (I) of unpublished point, defined by geographical coordinates (LAT/LONG) is allowed provide that LAT/LONG point is defined on the direct line between two published points. Filing bearing and distance within SESCI FRA is not allowed.
All eligible flights shall flight plan via FRA relevant points according to the table below:
FromToRemark
FRA Horizontal Entry Point (E)FRA Horizontal Exit Point (X)Flight plan direct or via one or several intermediate points.
FRA Arrival Connecting Point (A)
FRA Intermediate Point (I)
FRA Departure Connecting Point (D)FRA Horizontal Exit Point (X)
FRA Arrival Connecting Point (A)
FRA Intermediate Point (I)
FRA Intermediate Point (I)FRA Horizontal Exit Point (X)
FRA Arrival Connecting Point (A)
FRA Intermediate Point (I)
Route portions between significant points or geographical coordinates shall be indicated by means of “DCT” in accordance with ICAO Doc. 4444 Appendix 2 “Flight Plan, Item 15”.
Within SESCI FRA there is no limitation on the:
  • Number of FRA intermediate points used;
  • Maximum DCT distance.
When required, flight planning of mandatory FRA intermediate points (I) shall be in according with the RAD.
Flights shall not be planned closer than 3 NM to the published SESCI FRA border.
To manage the operationally sensitive areas, No Planning Zones (NPZ) are published. A NPZ is define airspace volume within which the planning of FRA DCT trajectories is either not allowed or allowed only for exceptions as described. Airspace users can avoid these areas by planning via appropriate SECSI FRA Intermediate Points (I) around the NPZ or according to described conditions. Planning a DCT through the published NPZ will cause a reject message by IFPS except where the set conditions are met. For complete NPZ source information see RAD.
For Y/Z flights changes of flight rules (IFR joining or cancelling) shall be indicated by reference to any FRA relevant point as published in ENR 4.1 and ENR 4.4 respectively
7.2.2   Cross Border Application
The crossing of FIR borders as well as the crossing of the common area of responsibility boundary between the involved ATS units is allowed without the usage of FRA intermediate points (I), along the respective common boundary.
Except for DCT segments defined in RAD Appendix 4, ATS routes and SIDs/STARs:
  • entry and exit to/from SESCI FRA shall be planned using the published FRA Horizontal Entry and FRA Horizontal Exit points only;
  • the planning of DCT segments across the SESCI FRA borders (cross border DCT) is not allowed;
  • the planning of DCT segments that are partially outside the lateral limits of SECSI FRA (re-entry segments) is only allowed by using FRA Horizontal Entry (E) and FRA Horizontal Exit Points (X).
7.2.3   Flight Level Orientation Scheme (FLOS)
The FLOS applicable within SESCI FRA corresponds to the Table of Cruising levels in accordance with ICAO Annex 2, Appendix 3, a) and ENR 1.7.
Information about required direction of cruising levels over FRA Horizontal entry (E) or FRA Horizontal exit (X) points are given in ENR 4.1 and ENR 4.4 column “Remarks”.
Instructions on how to flight plan in accordance with a rules connected to the FLOS are described in the table below.
FLs over FRA Horizontal Entry PointFLs over FRA Horizontal Exit PointFLs inside SECSI FRA
EVENEVENEVEN FLs for all DCT segments
ODDODDODD FLs for all DCT segments
EVENODDA change from EVEN to ODD FLs must be planned inside SECSI FRA
ODDEVENA change from ODD to EVEN FLs must be planned inside SECSI FRA
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 magnetic track between 180° and 359°, as described in the table of cruising levels in ENR-1.7.
Cruising levels must also be planned in accordance with the adjacent ATS route network and/or FRA Flight Level Orientation Scheme.
7.2.4   Use of geographical coordinates in FPL ITEM 15: ROUTE
Unpublished significant points defined by geographical coordinates shall in general only be inserted along the direct trajectory between two FRA relevant points (E/X/I/A/D) to indicate changes of level and speed.
7.2.5   Overflying Traffic
Overflying traffic are all flights whose aerodromes of departure and destination are located outside SESCI FRA area.
Overflying traffic may:plan directly from any Horizontal Entry point (E) to any FRA Horizontal Exit point (X) and via published FRA Intermediate points (I) as described above and in RAD;file mandatory Intermediate points (I) if and when required due to safety, capacity or operational reasons.
Overflying traffic via Sarajevo CTA (FL 205 - FL 660):
  • with planned flight level change from a flight level below FL 205 to a flight level above FL 205 must/may be planned:
    • below FL 205 along the ATS route network published in ENR 3;
    • above FL 205 according the FRA rules above.
  • with planned flight level change from a flight level above FL 205 to a flight level below FL 205 must/may be planned:
    • above FL 205 according the FRA rules above;
    • below FL 205 along the ATS route network published in ENR 3.
7.2.6   Access to FRA for Departing Traffic
Departing traffic are flights whose departure aerodrome is located inside the lateral limits of SESCI FRA area.
Depending on the aerodrome there are different requirements on flight planning for departing traffic. Free Route flight plan filing shall be started from:
  • a FRA Departure Connecting point (D) or;
  • a specific FRA Intermediate point (I) linked to an aerodrome according to the RAD, Appendix 5 or;
  • if no SID is available or there is no requirement for a connecting point, any FRA relevant point can be used.
In order to better integrate the departure traffic into the overflight flow and for capacity reasons use of mandatory FRA Intermediate points (I) might be required for flight planning.
7.2.7   Access to FRA for Arriving Traffic
Arriving traffic are flights whose aerodrome of destination is located inside the lateral limits of SESCI FRA area.
Depending on the aerodrome there are different requirements on flight planning for arriving traffic. FRA Arrival Points (A) can either be:
  • a FRA Arrival Connecting point (A) or;
  • a specific FRA Intermediate point (I) linked to an aerodrome according to the RAD, Appendix 5 or;
  • if no STAR is available or there is no requirement for a connecting point, any SESCI FRA significant point can be used.
In order to better manage the arrival traffic into the TMAs or airports from FRA operation airspace, the use of mandatory intermediate waypoints might be required for flight planning.
7.2.8   Airspace Reservation - Special Areas
Flights must be planned around active SAs within Sarajevo FIR, as published in AIP Bosnia and Herzegovina, ENR 5 using valid FRA Intermediate points (I).
Promulgation of route extension
In cases, where crossing of active Special areas is not possible, one of the following procedures applies:
  • A flight will be instructed tactically by ATC to proceed via FRA Intermediate points (I) published in ENR 4.1 and ENR 4.4 respectively;
  • Tactical radar vectoring by ATC;
The average extension to be considered by airspace users is approximately 5 NM.
7.2.9   ATS Route Network
The ATS route network within Sarajevo FIR, as published in AIP Bosnia and Herzegovina section ENR 3.3 is withdrawn above FL 205 within all airspace portions forming SESCI FRA.