IFR FLIGHTPLAN EQUIPMENTS
1. Introduction
When filing a flightplan, aircraft operators are required to submit the list of equipment aboard their aircraft
for declaring:
 Navigation capabilities dedicated to ATC management
 Regulatory equipments depending on flight type, flight rules…
 Type of advanced surveillance systems for airport and airspace infrastructures management.
In addition to these equipments which are instrument-related, operators are required to inform of the
surveillance equipment aboard their aircraft, otherwise called transponders.
In this particular documentation, the following subjects will be dealt with:
 Common general aviation equipments including descriptions and goals,
 Required equipments for IFR flights as per regulations,
 Methodology to establish present equipments in an aircraft based on several examples of IFR
aircrafts, more or less sophisticated.
IFR Flightplan Equipment
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Training Documentation Manager Erwan L’hotellier
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2. IFR flight equipment
2.1.
Conventional Radio and Navigation
The table below regroups the radio and navigation equipments used for IFR flights.
Letter Description
C
D
F
H
I
K
L
O
S
T
U
V
W
X
Y
LOng RAnge Navigation (LORAN) C is a terrestrial radio navigation system using low frequency
radio transmitters to determine the location and speed of the receiver (i.e the aircraft in aviation
context). This equipment is not compatible with our current flight simulators and now obsolete.
Distance Measuring Equipment (DME) is a transponder-based radio navigation technology that
measures distance between the equipment on ground and an aircraft by timing the propagation
delay of VHF or UHF radio signals.
Automatic Direction Finder (ADF) is a radio-navigation instrument that automatically and
continuously displays the relative bearing from the aircraft to a suitable radio station.
High Frequency (HF) RadioTelephone (RTF). (Mainly used during oceanic flight)
An Inertial Navigation System (INS) or Inertial Reference System (IRS) or Inertial Reference Unit
(IRU) is a navigation aid that uses a computer, motion sensors (accelerometers) and rotation
sensors (gyroscopes) to continuously calculate the position, orientation, and velocity of a plane.
Microwave Landing System (MLS) is an aviation approach and landing system providing most
accurate and reliable information for safe landings. This system overcomes the possible limitations
of the ILS. This equipment is not compatible with our current flight simulators.
Instrument Landing System (ILS) is a ground-based instrument approach system that provides
precision guidance to an aircraft approaching and landing on a runway.
VHF Omni directional Range (VOR) is a type of radio navigation system for aircraft. The system
relies on ground based transmitters which emit signals to a VOR receiver inside the aircraft. The
navigation signal allows the aircraft receiving equipment to determine a magnetic bearing from the
station to the aircraft.
It shall be specified if standard COM/NAV/approach aid equipment for the route to be flown is
carried and serviceable. If the letter S is used, standard equipment is considered to be VHF RTF,
VOR and ILS unless another combination is prescribed by the appropriate ATS authority.
Tactical Air Navigation (TACAN) is a navigation system in UHF, giving the air crew continuous
information as to its range and bearing from a beacon. It is similar to VOR but in UHF instead of
VHF. TACAN is primarily used by military aircraft.
Ultra High Frequency (UHF) Radio Telephone (RTF). Radio equipment onboard the aircraft used
by military aircraft. This equipment is not compatible with our current flight simulators and
Very High Frequency (VHF) Radio Telephone (RTF). Radio equipment onboard the aircraft.
Reduced Vertical Separation Minima (RVSM) of 300m (1000ft) separation between aircraft
provides six additional cruising levels between FL 290 and FL 410.
Minimum Navigation Performance Specification (MNPS): a set of standards which require aircraft to
have a minimum navigation performance capability in order to operate in MNPS designated
airspace. The airspace is vertically defined between FL285 and FL410 and horizontally includes the
following OCCs: REYKJAVIK, SHANWICK, GANDER, SANTA MARIA and part of NEW YORK.
Very High Frequency (VHF) with 8.33 kHz spacing channel: it was decided in 1994 to introduce a
further channel split from 25 kHz to 8.33 kHz.
Rule: Standard (S) equipment regroups following equipment: VOR(O) + ILS(L) + VHF(V).
S = LOV
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S equipment will replace LOV in the flight plan declaration; you may not declare LOV with combination with
S. S equipment should be inserted as first letter in the flight plan equipment section.
2.2.
Area Navigation Capability (RNAV)
The table below regroups the appropriate possibilities for area navigation capability.
Letter Description
A
B
G
R
Ground-Based Augmentation System (GBAS) is a safety-critical system that augments the GPS
Standard Positioning Service (SPS) and provides enhanced levels of service. It supports all phases
of approach, landing, departure, and surface operations within its area of coverage. (Today, Flight
simulator are not compatible with this capability)
Localizer Performance with Vertical guidance (LPV). APproach with Vertical guidance (APV-SBAS).
Space/Satellite Based Augmentation System (SBAS). The purpose of LPV is to fly ILS look-alike
procedures published as RNAV GNSS with LPV minima, by using SBAS. (Today, Flight simulator
are not compatible with this capability)
Global Navigation Satellite System (GNSS). The term GNSS encompasses all the satellite
navigation systems such as GPS, GLONASS, GALILEO
R indicates the Performance Based Navigation (PBN) levels that can be met. It is used by ATC for
clearance and routing purposes. The insertion of R in the field 10a requires PBN/ to be present in
field 18. The PBN sub-field contains the RNAV and/or RNP certifications and operational approvals
applicable for the flight.
Rule: PBN (R) demands additional information to be provided in field 18 with descriptor PBN/
Refer to the following documentation for more information about PBN: RNAV systems.
2.3.
Additional Communication Systems
2.3.1. Aircraft Communications Addressing Reporting System (ACARS)
The table below regroups the corresponding capability related to ACARS operations:
Letter Description
E1
E2
E3
Flight Management Computer (FMC) WayPoint Reporting (WPR) Aircraft Communications
Addressing Reporting System (ACARS). A number of airlines routinely receive ACARS position
reports from their aircraft via satellite as part of their Airline Operational Control (AOC) flight
monitoring. These position reports can be forwarded to an ATS provider and used to replace HF
voice position reports. This method of delivery for aircraft position reports is known as FMC WPR.
Data link (D)-Flight Information Services (FIS) Aircraft Communications Addressing Reporting
System (ACARS). The flight information services provided can be weather reports and operational
data.
Pre-Departure Clearance (PDC) Aircraft Communications Addressing Reporting System (ACARS).
Pre-departure clearance from ATC can be received in the cockpit via the ACARS.
ACARS is a digital datalink system for transmission of short, relatively simple messages between aircraft
and ground stations via radio or satellite.
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Training Documentation Manager Erwan L’hotellier
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2.3.2. Controller-Pilot DataLink Communications (CPDLC)
The table below regroups the corresponding capability related to CPDLC operations:
Letter Description
J1
J2
J3
J4
J5
J6
J7
Controller Pilot Data Link Communications (CPDLC) Aeronautical Telecommunication Network
(ATN) VHF DigitaL Mode 2 (VDL2). The ICAO VDL Mode 2 is the VDL version most commonly
used and in this version use ground based communication network (ATN).
Controller Pilot Data Link Communications (CPDLC Future Air Navigation Services (FANS) 1/A
High Frequency Data Link (HFDL). FANS 1/A provides controller-pilot data link communications
(CPDLC) and include include air traffic control clearances, pilot requests and position reporting.
FANS 1/A typically operates over satellite communications (SATCOM) and is mostly used in
Oceanic airspace. FANS 1/A over HFDL provides air traffic control (ATC) communication
coverage in the Polar region
Controller Pilot Data Link Communications (CPDLC Future Air Navigation Services (FANS) 1/A
VHF Data Link (VDL) Mode A. FANS 1/A provides controller-pilot data link communications
(CPDLC) and include air traffic control clearances, pilot requests and position reporting. FANS 1/A
typically operates over satellite communications (SATCOM) and is mostly used in Oceanic
airspace. VDL Mode A is also known as POA (Plain Old ACARS).
Controller Pilot Data Link Communications (CPDLC Future Air Navigation Services (FANS) 1/A
VHF Data Link (VDL) Mode 2. FANS 1/A provides controller-pilot data link communications
(CPDLC) and include air traffic control clearances, pilot requests and position reporting. FANS 1/A
typically operates over satellite communications (SATCOM) and is mostly used in Oceanic
airspace.
Controller Pilot Data Link Communications (CPDLC Future Air Navigation Services (FANS) 1/A.
FANS 1/A provides controller-pilot data link communications (CPDLC) and include include air traffic
control clearances, pilot requests and position reporting. FANS 1/A typically operates over satellite
communications and is mostly used in Oceanic airspace via the INMARSAT satellite network.
Controller Pilot Data Link Communications (CPDLC Future Air Navigation Services (FANS) 1/A.
FANS 1/A provides controller-pilot data link communications (CPDLC) and include include air traffic
control clearances, pilot requests and position reporting. FANS 1/A typically operates over satellite
communications and is mostly used in Oceanic airspace. This indicator specifies that the data is
transiting via the MTSAT satellite network
Controller Pilot Data Link Communications (CPDLC Future Air Navigation Services (FANS) 1/A.
FANS 1/A provides controller-pilot data link communications (CPDLC) and includes air traffic
control clearances, pilot requests and position reporting. FANS 1/A typically operates over satellite
communications and is mostly used in Oceanic airspace. This indicator specifies that the data is
transiting via the IRIDIUM satellite network. It allows worldwide voice and data communications
including the poles, oceans and airways.
CPDLC system is designed to send more elaborate messages than ACARS in order to enhance
communications in particular in remote airspaces.
The ICAO VDL Mode 2 is the VDL version most commonly used. It was chosen for the Eurocontrol Link
2000+ program and is specified as the primary link in the EU Single European Sky rule adopted in January
2009 requiring all new aircraft flying in Europe after January 1, 2014 to be equipped with CPDLC.
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2.3.3. SATellite COMmunication (SATCOM)
The table below regroups the appropriate identifiers corresponding to SATCOM operations:
Letter Description
M1
M2
M3
Air Traffic Control (ATC) RadioTelephone (RTF) SATellite COMmunications (SATCOM) with data
transiting via the INMARSAT satellite network.
Air Traffic Control (ATC) RadioTelephone (RTF) SATellite COMmunications (SATCOM) with data
transiting via the MTSAT satellite network.
Air Traffic Control (ATC) RadioTelephone (RTF) SATellite COMmunications (SATCOM) with data
transiting via the IRIDIUM satellite network.
Satellite communications are meant to enhance and improve communication quality over remote airspaces.
The way to communicate (one after another, phraseology, readbacks…) shall be observed to prevent any
misunderstanding from one of the listener. (Not applicable for IVAO)
2.4.
Other capability
Letter Description
Z
Every equipment not recognized by a proper identifier must be added by remark in field 18 under
designator NAV/ or COM/ or DAT/
The following remarks are common:
 NAV/SBAS ACAS GBAS: Indicate that the aircraft is equipped with SBAS/ACAS/GBAS receiver.
 NAV/TCAS: Indicate that the aircraft is equipped with TCAS
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Training Documentation Manager Erwan L’hotellier
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2.5.
Transponder type
2.5.1. Main types
The table below regroups different transponder types commonly found in IFR-dedicated aircrafts.
Letter Description
E
H
I
L
P
S
X
Transponder Mode S, with aircraft identification, pressure altitude and ADS-B
Transponder Mode S, with aircraft identification, pressure altitude and enhanced surveillance
Transponder Mode S, with aircraft identification but no pressure altitude
Transponder Mode S, with aircraft identification, pressure altitude, enhanced surveillance and ADS-B
Transponder Mode S, including pressure-altitude, but no aircraft identification.
Transponder Mode S, including both pressure-altitude and aircraft identification.
Transponder Mode S, with neither pressure-altitude nor aircraft identification.
All IFR aircrafts shall be equipped with at least a mode S transponder.
Mode S: Whilst traditional Secondary Surveillance Radar (SSR) stations interrogate all aircraft within their
range, Mode S (Select) establishes selective and addressed interrogations with aircraft within its coverage.
Such selective interrogation improves the quality and integrity of the detection, identification and altitude
reporting.
2.5.2. ADS-B/ADS-C Options
The table below regroups all options associated with ADS-B and ADS-C.
Letter Description
B1
B2
D1
G1
U1
U2
V1
V2
ADS-B with dedicated out capability
ADS-B with dedicated in and out capability
ADS-C with FANS 1/A capabilities
ADS-C with ATN capabilities
ADS-B out capability using UAT
ADS-B in and out capability using UAT
ADS-B out capability using VDL Mode 4
ADS-B in and out capability using VDL Mode 4
ADS-B: Automatic Dependent Surveillance – Broadcast is a mean for an aircraft to send its position and
various flight parameters periodically to anyone equipped with a receiver. Receptors are Air Traffic Control
stations and others aircrafts with “in” capability. Broadcast frequency is usually once per second during
approach phase, and up to once per ten seconds when en-route.
ADS-C: Automatic Dependent Surveillance – Contract is a private ADS-B since aircraft needs to be logged
on the receiving station to transmit information. Usually this system relies on satellites which are very
expensive, resulting in less periodical update, about once per 10 minutes; and concerns oceanic area.
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3. IvAp Software Default Equipments
By default, IVAO Pilot Interface (IvAp) provides equipments that may be included automatically in your flight
plan, independently of your cockpit instruments.
ACARS
Menu
VHF Receiver compatible with 8.33 kHz frequency spacing
Text interface
TCAS
Transponder - Mode
S
IvAp provides:

VHF receiver (2 channel) = letter V in the flight plan equipment section

VHF receiver possess 8.33kHz frequency spacing = letter Y in the flight plan equipment section

ACARS interface = METAR/ATIS request = letter E2 in the flight plan equipment section

Text interface = basic data link (CPDLC system) VHF DigitaL Mode 2 (VDL2) = letter J1 in the
flight plan equipment section

TCAS = letter Z in the flight plan equipment section + NAV/TCAS in remark section

Mode S transponder = letter /S in the flight plan transponder section
If pilot performs an ocean track over Atlantic and Pacific:


Text interface = Text position report for overseas tracks = Letter E1 in the flight plan equipment
section
Text interface = basic CPDLC system include air traffic control clearances, pilot requests and
position reporting = letter J4 or
of the satellite network chosen)
J5 or J6 or J7
in the flight plan equipment section (depending
If pilot performs a polar track:
 Text interface = basic CPDLC system include air traffic control clearances, pilot requests and
position reporting, High Frequency Data Link = letter J2
If pilot accept to use advanced features that IVAO offers, you can include:

Text interface = Pre Departure Clearance ACARS = letter E3 in the flight plan equipment section
Caution: Please remain logical when selecting equipments! Adding CPDLC or ACARS support to a general
aviation aircraft should make no sense. Refer to methodology part for more information.
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Training Documentation Manager Erwan L’hotellier
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4. IFR-Flight Regulatory Equipments
4.1.
Radio and Navigation
4.1.1. VOR (O)
Any IFR aircraft shall be equipped with one VOR instrument and pilot must insert equipment O in your flight
plan.
4.1.2. Radio requirement (V)
Except when operating in uncontrolled airspace which is highly remote when operating under IFR
clearance, aircraft are required to carry a serviceable VHF radio.
Thanks to IVAp, you must always include VHF radio aboard your aircraft as equipment letter V
4.1.3. 8.33kHz Frequency Spacing (Y)
For aircraft operating under instrument flight rules, the 8.33 kHz frequency spacing equipment is currently
required above FL195, and when transiting through any class A, class B and class C airspace.
As the airspaces are crowded with aircraft, the need to switch some airspace using 8.33 kHz frequency
spacing is increasing; this equipment becomes more and more mandatory!
Thanks to IvAp interface, you are always equipped with 8.33 kHz VHF frequency spacing radio and you
must always include equipment Y in your flight plan.
4.1.4. Reduced Vertical Separation Minima (W)
All aircrafts operating between FL285 and FL415 shall be RVSM since almost all airspaces are RVSM.
You must therefore include equipment letter W.
4.1.5. Minimum Navigation Performance Specification (X)
Whenever operating between FL285 and FL415 over North Atlantic and entering specified control areas,
MNPS certificate is required for all flights. You must then include letter
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4.2.
Area Navigation (RNAV)
Some countries require basic RNAV capabilities at flight levels that may be used by basic IFR aircrafts that
do not use very sophisticated instruments such as airliners.
This basic RNAV capability requires to use Performance Based Navigation (PBN) = letter R
In function of aircraft equipment, you shall use the following additional equipments:

Basic GPS embarked = letter G

Modern flight management computer = letter GI

Vintage inertial system = letter I
Vintage inertial system can be found on A300, B707, B741 or Concorde. For your culture, the first version of the Airbus A320
was not including a GNSS receiver and primary mean of navigation was based on inertial navigation (IRS).
Refer to the following documentation for more information about PBN: RNAV systems.
There is not a common flight level. Each country has defined its own limiting flight level.
The following table will provide regulations for several countries in Europe:
Country
PBN is required above
Austria
Belgium
France
Germany
Ireland
FL95
FL95
FL115
FL95
FL95
Country
PBN is required above
Italy
Netherlands
Spain
Switzerland
UK
FL95
FL95
FL150
FL100
GND
In IVAO, if you do not know the PBN regulation applicable to IFR flights, you can consider that above FL95,
the PBN is required.
En-route
Terminal
Final
RNAV 10
RNP 4
RNAV 5
RNAV 2
RNAV 1
RNAV
RNP 1
RNP APCH
RNP APCH with BAROVNAV
RNP AR APCH with RF
IFR Flightplan Equipment
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A1
L1
B1
C1
D1
D1
O1
S1
S2
B3 B4 B5
C3
C4
D3
D4
D3
D4
O3
O4
LORAN
DME/DME/IRU
(or INS/IRS for B5)
B2
C2
D2
D2
O2
VOR/DME
DME/DME
Oceanic
GNSS
All sensors
The RNAV capability to be inserted shall take the PBN codes presented in the table below:
B6
T1
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RNP AR APCH without RF
T2
As aircraft requires PBN regulation, a table of some possibilities:
En-route
Basic GPS or basic FMC for cruise only
Terminal
B2
B2C2
B5
B5C4
B1C1
B1C1
B1C1
B1C1
Basic GPS with STAR included
Vintage Inertial system (B707, concorde...)
Vintage Inertial system (B707, concorde...) with STAR
Modern FMC for cruise only
Modern FMC with STAR
Modern FMC with STAR and LNAV Approach
Modern FMC with STAR and LNAV+VNAV Approach
Final
D2
D4
D1O1
D1O1
D1O1
S1
S2
If the aircraft performs a flight with oceanic track:
Oceanic
Basic GPS or basic FMC on oceanic track
A1
A1
A1L1
Vintage Inertial system (B707, concorde...) on oceanic track
Modern FMC on oceanic track
Example: PBN/B1C1D1O1S1 ; PBN/B2C2D2 : PBN/B5C4D4
4.3.
Controller-Pilot DataLink Communications (CPDLC)
Some countries (like in europe) requires all aircrafts flying above FL245 to be operating with CPDLC based
on ATN using VDL Mode 2.
Your flightplan must state when appropriate the equipment letter
4.4.
J1
Transponder requirement (/S)
Thanks to IvAp interface, you are always equipped with a type S transponder.
Pilot shall fill the letter /S in transponder section of the flight plan or equivalent
Pilot may also file any higher mode S transponder like /LB1 or /H for example to simulate real flight plan.
Aircraft with lower standards (transponder A or C) shall not plan their flight as IFR.
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5. Methodology
5.1.
Principle
Pilot shall take into account his aircraft category and his embarked equipments when inserting
equipments in the flight plan.
The simplest way to determine aircraft equipments is simply to recognize and list them by looking at the
cockpit.
For every flight on IVAO, you should consider that when using IvAp, as pilot, you will embark the IvAp
equipments listed above.
Warning: Do not forget Standard (S) equipment regroups following equipment: VOR(O) + ILS(L) + VHF(V).
Therefore, S shall replace
LOV and cannot be used in combination with any of this group of equipment.
5.1.1. Difficulties
Some difficulties can occur:



Transponder type cannot be determined visually unless you can identify a specific model of
transponder or typical aircraft transponder type to declare.
Sensor types of the flight management computer (FMC), GNSS system or inertial systems in order
to decide the PBN remark content
Presence or not of specific satellite equipments (J4 to J7, M1 to M3)
5.1.2. Important notice (for normal flights and examination flights):
In real flight, the presence of CPDLC, ACARS, and ADS-B equipments are today not mounted inside
general aviation aircrafts.
Using Ivap, you will embark some advanced equipment (E2, J1).
We let the pilot the responsibility to:
 Insert those as his aircraft carries those equipments for any IVAO flights.
 Not Insert those as those equipments will never be found inside real life cockpits.
For examination flights, you should motivate your choice to your examiner by selecting one of the two
options.
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5.2.
Mooney Bravo
This version of Mooney Bravo is equipped with conventional instruments and therefore no GPS
VOR & ILS
Receiver
VHF Receiver – 25kHz spacing
VOR Receiver
ADF
DME
Transponder
Flight plan equipment list is letter D (DME), F (ADF), L (ILS), O (VOR), V (VHF), /S (Mode S transponder).
The equipments to be inserted into flight plan item 10 are: SDF/S.
Remember not to insert O, L & V with the use of letter S.
Flight plan for
Real flight
IVAO flight using IvAp
IVAO flight using IvAp with
advanced equipments
List of equipment
to declare
Transponder
to declare
Remarks to declare
(item 18 in flight plan)
SDF
SDFYZ
SDE2FJ1YZ
/S
/S
/S
/RMK TCAS
/RMK TCAS
With this flight, no RNAV capability is required. Flight level shall be limited in function of the regulation.
TCAS system shall be activated in IvAp interface. By default, TCAS is OFF.
With IVAO, you will embark automatically the following possibilities:


E2 : weather information via ACARS
J1 : Basic CPDLC (text mode)
In real flight, you will not have those equipments. We let the possibility to the pilot insert them or not.
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5.3.
Beechcraft Baron 58 w/ G1000
We will list together the equipment list of a Beechcraft Baron 58 equipped with Garmin G1000.
VHF Receiver – 25kHz spacing
DME
VOR & ILS
Receiver
GNSS Receiver
Transponder
Flight plan equipment list is letter D (DME), G (GNSS), L (ILS), O (VOR), R (PBN), V (VHF), /S (Mode S
transponder).
The equipments to be inserted into flight plan item 10 are: SDGR/C.
Remember not to insert O, L & V with the use of letter S.
Flight plan for
Real flight
IVAO flight using IvAp
IVAO flight using IvAp with
advanced equipments
List of equipment
to declare
Transponder
to declare
Remarks to declare
(item 18 in flight plan)
SDGR
SDGRYZ
SDE2GJ1RYZ
/S
/S
/S
/RMK TCAS PBN/B2
/RMK TCAS PBN/B2
TCAS system shall be activated in IvAp interface. By default, TCAS is OFF.
With IVAO, you will embark automatically the following possibilities:


E2 : weather information via ACARS
J1 : Basic CPDLC (text mode)
In real flight, you will not have those equipments. We let the possibility to the pilot insert them or not.
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5.4.
Airbus A320
We will list together the equipment list of a typical Airbus A320. (Not the first generation)
VOR, ILS, ADF, DME,
Position Display, TCAS
A/P with different altitude
sources, altitude hold and
altitude deviation alert
RVSM criteria
CPDLC/ACARS Interface
(Fictious)
MCDU(FMC) will receive and compute information from
GNSS, IRU, DME/DME, VOR/DME for positioning
VHF Receiver
8,33kHz spacing
Transponder with
ADS-B out
TCAS
Flight plan equipment list is letter D (DME), E2E3 (ACARS), F (ADF), G (GNSS), I (INS), J1 (CPDLC), R
(PBN), L (ILS), O(VOR), V(VHF), W (RVSM), Y (8.33 kHz), Z (TCAS) ;
/LB1 (Enhanced mode S transponder with ADS-B out ATN).
The equipments to be inserted into flight plan item 10 are: S(E2E3)DFGHIJ1RWYZ/LB1.
Flight plan for
List of equipment
to declare
Transponder
to declare
Real flight
IVAO flight using IvAp
SDE2E3FGIJ1RWYZ
/LB1
SDE2(E3)FGIJ1RWYZ /S or /LB1
Remarks to declare
(item 18 in flight plan)
/RMK TCAS PBN/B1C1D1O1S2
/RMK TCAS PBN/B1C1D1O1Sx
Remark: Sx can be replaced by S2 if your aircraft can perform LNAV/VNAV approach or S1 for LNAV only.
TCAS system shall be activated in IvAp interface. By default, TCAS is OFF.
IFR Flightplan Equipment
© IVAO HQ training department
Version 1.0
18 December 2016
Page 14
Training Documentation Manager Erwan L’hotellier
This manual is dedicated only for IVAOTM Network activities. This document must not be used in real aviation or in other networks
5.5.
Boeing B737
We will list together the equipment list of a typical Boeing 737NG.
VOR, ILS, ADF, DME, Position Display
A/P with different altitude
sources, altitude hold and
altitude deviation alert
RVSM criteria
CPDLC/ACARS Interface
(Fictious)
CDU will receive and compute information from
GNSS, IRU, DME/DME, VOR/DME for positioning
VHF Receiver
8,33kHz spacing
Transponder with
ADS-B out
TCAS
Flight plan equipment list is letter D (DME), E2E3 (ACARS), F (ADF), G (GNSS), I (INS), J1J4 (CPDLC), R
(PBN), L (ILS), O(VOR), V(VHF), W (RVSM), Y (8.33 kHz), Z (TCAS) ;
/SB1 (Mode S transponder with ADS-B out ATN).
The equipments to be inserted into flight plan item 10 are: SD(E2E3)FGIRWYZ/SB1.
Flight plan for
List of equipment
to declare
Transponder
to declare
Real flight
IVAO flight using IvAp
SDE2E3FGIJ1RWYZ
/SB1
SDE2(E3)FGIJ1RWYZ /S or /SB1
Remarks to declare
(item 18 in flight plan)
/RMK TCAS PBN/B1C1D1O1S2
/RMK TCAS PBN/B1C1D1O1Sx
Remark: Sx can be replaced by S2 if your aircraft can perform LNAV/VNAV approach or S1 for LNAV only.
TCAS system shall be activated in IvAp interface. By default, TCAS is OFF.
IFR Flightplan Equipment
© IVAO HQ training department
Version 1.0
18 December 2016
Page 15
Training Documentation Manager Erwan L’hotellier
This manual is dedicated only for IVAOTM Network activities. This document must not be used in real aviation or in other networks
5.6.
Boeing 777
We will list together the equipment list of a typical Boeing 777.
VOR, ILS, ADF, DME, Position Display
A/P with different altitude
sources, altitude hold and
altitude deviation alert
RVSM criteria
CPDLC/ACARS Interface
(Fictious)
CDU will receive and compute information from
GNSS, IRU, DME/DME, VOR/DME for positioning
Transponder with
ADS-B/C out
TCAS
The equipments to be inserted into flight plan item 10 are: SD(E1E2E3)FGHI(J1J4)RWXYZ/LB1D1.
Since this is a long hauler, you may add ADS-C (/D1), MNPS (X) certification and SATCOM (Mx).
Since this aircraft can perform oceanic track, you may add HF(H), Text position report for overseas tracks
(E1), air traffic control clearances, pilot requests in oceanic control (J4)
Flight plan for
Real flight
IVAO flight using
IvAp (continental)
IVAO flight using
IvAp (oceanic track)
VHF/HF Receiver
8,33kHz spacing
List of equipment
to declare
Transponder
to declare
Remarks to declare
(item 18 in flight plan)
SDE1E2E3FGHIJ1J4RWXYZ
/LB1D1
/RMK TCAS
PBN/A1L1B1C1D1O1S2
SDE2(E3)FG(H)IJ1RWXYZ
/S or /LB1D1
/RMK TCAS PBN/B1C1D1O1Sx
SDE1E2(E3)FGHIJ1J4RWXYZ /S or /LB1D1
/RMK TCAS
PBN/A1L1B1C1D1O1Sx
Remark: Sx can be replaced by S2 if your aircraft can perform LNAV/VNAV approach or S1 for LNAV only.
Text interface = basic CPDLC system include air traffic control clearances
IFR Flightplan Equipment
© IVAO HQ training department
Version 1.0
18 December 2016
Page 16
Training Documentation Manager Erwan L’hotellier
This manual is dedicated only for IVAOTM Network activities. This document must not be used in real aviation or in other networks