Flight Planning Codes Demystified [+ Free Guide]

A flight plan is a critical part of a flight and it is essential to ensure that it’s properly prepared. Unfortunately,mistakes are often made when completing them, due to lack of knowledge or confusion about regulations. It’s important to ensure your flight plans are going to ATC with the right codes to help you avoid clearance changes and delays. Errors on sample flight plans are also a frequent reason why Letters of Authorization are either delayed or not approved.

Our experts have compiled a free Flight Planning Guide with equipment checklists for operators and their planning providers to make sure their flight plan meets ATC’s and the FAA’s expectations.


Download Your Free Guide with Checklists


Flight planning codes for LOA approval

When applying for a Letter of Authorization (LOA), there is a lot of paperwork to prepare and the FAA wants to make sure everything is in order. For applications for LOAs A056, Data Link Communications (CPDLC/ADS-C), and B036, Oceanic and Remote Operations (RNP-10/RNP-4/RNP-2), a sample flight plan is required.

Since you’re requesting Data Link and PBN authorization for the aircraft, the FAA will specifically be checking whether the flight planning codes listed in ICAO Items 10 and 18 are correct for the aircraft capabilities. 

Unfortunately, there are often errors in this section, which end up causing delays in the approval of LOAs. While flight planning codes may seem like just a bunch of letters and numbers on paper, errors can have real consequences when received by ATC, such as inadvertent flight penalties or the inability to receive an in-flight clearance. Operators and planning providers must share the responsibility in correctly filing flight planning codes. 

Your flight planning code checklist

We’ve put together a list of important form items operators can run through to check the most common Flight Plan Form errors.

For the full list of codes you need to consider, download the Flight Planning Guide

Item 10

List the navigation and communication equipment and capabilities of your aircraft.

Item 10a

  • Review your data link codes (J codes).
    These codes will include “J1” through “J7”
    Most DLC-capable aircraft are capable of VDL M2. If your aircraft is VDL M2 capable then you need to have the “J4” code listed.
    There has been some confusion regarding this code and TSO C-160/160a compliance. TSO compliance relates to determining domestic enroute capability which affects Item 18, but does not affect this item.
  • Determine if you should include the “P2” code.
    If the aircraft is PBCS capable, “P2” should be included. If the aircraft is not PBCS capable, do not include this code. (Note that if your aircraft has Honeywell FMSs that have not yet been updated with a proper latency timer fix, then you should NOT include “P2.”)
  • Check if you will list a COM/, NAV/, or DAT/ entry in item 18.
    If you will be listing an entry in item 18, then add a “Z” code here.
    You will always list an entry in item 18 and need a “Z” code if your aircraft is data link capable.

Item 10b

  • Ensure the transponder code is correct.
    For example, if the aircraft has 1090 MHz ADS-B installed, which is very common, one of the “extended squitter” codes should be used. The most common code is L, but your aircraft may differ.

Item 18

List additional technical equipment codes to clearly communicate your aircraft capabilities. There are a lot of codes and a specific order, so errors in this section are frequent. Depending on your flight planning provider and their system, you may only have to do this once, when you set up your aircraft profile.

  • Check the code sequence.
    Keep the codes in the preferred sequence as indicated in the FAA’s flight planning brochure to prevent truncation of your flight plan resulting in an incomplete flight plan.
  • Ensure applicable RNP-4 codes are listed.
    If the aircraft is RNP-4 capable, the PBN/ entry must include L1, in addition to “A1” for RNP-10.
  • All data link equipped aircraft must include a DAT/ entry.
    Aircraft capable of US domestic en route CPDLC, without any known “push-to-load” message errors, will typically use the code DAT/1FANSE2PDC.
    Aircraft capable of US domestic en route CPDLC, with known “push-to-load” message errors, will typically use the code DAT/1FANSER2PDC.
    Aircraft not capable of US domestic en route CPDLC, but FANS equipped, will typically use DAT/1FANS2PDC.
  • Make sure the SUR/ entry is correct.
    If ADS-B is installed, it should be SUR/260A or SUR/260B, depending on the equipment.
    If the aircraft is PBCS capable/authorized, make sure to add “RSP180” to this entry.
    If the aircraft is not PBCS capable/authorized, do not enter an RSP code.
  • Make sure there are REG/, SEL/, CODE/, and OPR/ entries.
    These are all operator/aircraft specific and reflect the aircraft registration, aircraft SELCAL code, aircraft hexadecimal Mode S code, and the operator’s name, respectively.

Item 19

Include items specific to survival equipment and information for search and rescue teams. This section of the form usually isn’t transmitted to air traffic control, but the FAA considers it mandatory for LOA approval.

Finally, although not related to flight planning codes, we have seen the FAA taking notice of the fuel information as well. Here are a few key items to check:


Equal Time Point (ETP)

  • Ensure these calculations are included in the flight plan
    The equal time point is a point along the route from which it takes the same amount of time to return to the departure point as it would to continue to the destination.

Fuel Block: This is a detailed breakdown of fuel usage.

  • Ensure fuel listed meets requirements.
    ICAO specifies seven different fuel blocks that are to be present on the flight plan.
  • Check that your naming conventions are correct.
    Keep in mind that there are different naming conventions. For best results, it is recommended that you keep your fuel block as closely matched to ICAO’s terminology as possible.
    If you name your reserve fuel “reserve” or “RESV”, rename it to “contingency”, or “CONT”.
  • Check your back up fuel.
    Authorities want to see how you plan on using your fuel and if there is enough fuel planned in the event you would need to fly to an alternate airport.
    • Be sure to add 30 minutes of holding/final reserve fuel.
    • Be sure to add 5% contingency fuel (5% of the trip fuel).

Don’t forget to download our free Flight Planning Guide

Looking for more detail on each of these items? Our International Operations and Procedures Manual has expanded information with charts explaining each code in the appendices.

Contact us for any LOA support, and check out our free LOA Guide for more information.  

AviationManuals updates international operations service to conform with new flight planning codes

At AviationManuals a primary element of our services is ensuring our clients have the most up-to-date information about regulations, compliance, and requirements.

This month we’re announcing updates we made to our international operations procedures service in response to the new planning code requirements that were released by the Federal Aviation Administration (FAA) in November 2022.

The FAA had identified potential gaps in the codes currently available in the international flight plan format that can result in ambiguity on specific advanced navigation capabilities. To improve understanding between operators and ATS, the FAA has introduced new codes for any aircraft that intends to use these capabilities.

For example, the new codes allow operators to indicate if an aircraft is fitted with advanced RNP and related capabilities such as Radius to Fix (RF) or Time of Arrival Control (TOAC), as well as RNP-2 in either continental or oceanic airspace.

These new codes will be required for any aircraft that intends to use these capabilities within FAA- controlled airspace and are effective immediately.

In response, we have updated our international operation procedures (IOP) services to reflect the new requirements and codes. Subscribed operators have received a Sky Brief update about the change and will see the new procedures updated in their manuals at their next annual revision. This is just one of the hundreds of requirements we monitor and review across multiple regulatory environments to ensure our clients always have the most relevant and timely information at their fingertips.

For those wanting more information, we have subscription services for international operators that keep your team up to date.

Updated EU Ramp Inspection Program (SAFA) Service Offerings

Our popular SAFA Inspection Manual Service has been updated to conform with the latest guidance released by the European Union Aviation Safety Agency (EASA). As the Ramp Inspection Program expands, more operators are concerned about being prepared for an inspection, leading to an increase in customers getting SAFA Inspection Manuals. In the first half of 2022 we prepared almost the same number of SAFA Inspection Manuals as we did in all of 2021.


The updated Ramp Inspection Manual (RIM) Issue 3.0 from EASA does not require you to make changes to your flight department operations. Rather, it expands the guidance for inspectors performing checks clarifying differences for general aviation operators vs commercial. Additionally, the revisions give more information about items to be reviewed and pre-described findings.

Staying up to date is a vital part of safety. We have incorporated these changes, which in this case, will benefit both operators and inspectors in ensuring ramp checks continue to go smoothly.

EU Ramp Inspection Program

The program is utilized inside and outside of the EU and regulates the SAFA and SACA Inspections performed on aircraft to help facilitate safety and compliance. This includes checks on items such as pilot licenses, procedures, safety equipment, and aircraft condition.

These inspections may be performed in any EU Member State. They may also be initiated in non-EU Member States that are participating in the program, including Canada, Singapore, and most recently Brazil.

Ramp inspectors may check a list of over 50 items. Having an easy-to-navigate digital “binder” that address each item with evidence makes it quick to identify and locate compliance items. Additionally, it can help you to identify any areas of non-compliance prior to traveling to a participating State.

Interested in our SAFA Inspection Manual service? Request a quote.

AviationManuals has been listed as a preferred vendor by the Bermuda Civil Aviation Authority (BCAA)

Safety is paramount in aviation. That’s why there are procedures included in manuals that allow or deny the operations of an aircraft. Two important manuals are crucial in maintaining safe aircraft operation: MELs and OTARs.

We’re pleased to announce that AviationManuals has been listed as a preferred vendor by the Bermuda Civil Aviation Authority (BCAA) to produce OTAR-compliant MELs. This achievement is the result of closely working with the BCAA to make sure operators remain safe while also expediting the approval OTAR-compliant MELs.

A Minimum Equipment List (MEL) is the maintenance, engineering, and logistics documents companies use to keep their aircraft compliant with regulations. MELs contain instructions for all sorts of aircraft operations, including when an airplane can or cannot fly due to maintenance issues or safety concerns.

An Overseas Territories Aviation Requirements (OTAR) describes how aircraft operators, aviation personnel, and service providers gain approvals, licenses, and certificates as well as the requirements needed to maintain them.

An OTAR-compliant MEL has been written according to the safety standards of both the MEL and the OTAR components.

“We have been busy working with the BCAA to develop specific processes and products that provide operators with the accurate manuals and documents to aide in getting approvals as fast as possible,” said Mark Baier, CEO of AviationManuals. “Our ability to produce OTAR compliant MELs will help to ensure operators in the area are following the correct procedures, which is one of the main goals for all of our clients and subscribers.”

As a preferred vendor, AviationManuals underwent an assessment by the BCAA, including the evaluation of a sample manual. Moving forward, operators utilizing AviationManuals to produce OTAR-compliant MELs will benefit from a reduced processing time. Operators using AviationManuals can see processing times reduced by as much as a third.

The BCAA expects this change to result in significant cost savings for operators utilizing their system.

“Being listed as one of the preferred vendors of the BCAA is another testament to how dedicated our team is to aviation safety,” said Mr. Baier.

EBACE 2022 Recap

This week, AviationManuals exhibited at EBACE 2022, organized by the European Business Aviation Association (EBAA). It is one of the most important aviation trade shows in Europe. The show was held in Geneva, Switzerland. EBACE brings together all members of this sector and other people interested in the support services sector of business aviation. EBACE was an excellent opportunity for us to showcase ARC and reach the most qualified audience of business aviation professionals. With visitors from over 30 countries and interest groups as diverse as Corporate, MRO, Airports, Airlines, and Industry Suppliers.

During the convention, Aviation Week Network interviewed Mark Baier, CEO of AviationManuals, about how his organization’s system can help aviation organizations operate more safely, keep up with industry developments and regulations, and create manuals with ease. He also outlined who might benefit from using the system.

We were able to show and explain at EBACE how ARC offers the capabilities you need to manage safety and your operation better. How the modules help you flag issues before they happen and manage risk with time to spare for other important tasks.

We hope you enjoyed EBACE as much as we did. If you have any questions about the conference, or anything else that was discussed there, please don’t hesitate to contact us.

How to take to the skies with the right LOA [+ Free LOA Guide]

The LOA development and application process may seem daunting, especially when you’re doing it alone. With our free LOA Guide (Download Here), we provide an overview of what LOAs are, when you need them, and how straightforward the application process can be.


Get Your LOA Guide


What is an FAA Letter of Authorization (LOA)?

A Letter of Authorization (LOA) in aviation is a formal document approved by the Federal Aviation Administration (FAA) for Part 91 operators (known as Operations Specifications (OpSpecs) for Part 135) authorizing them to engage in specific flight activity. For example, when an operator wishes to use data link when flying outside of the United States, they would need to apply for a Data Link Communications LOA – otherwise known as an LOA A056. Always check which LOAs are required when planning your trip, especially when flying abroad.

Here are a few useful LOA facts:

  • LOAs do not expire, unless under exceptional circumstances. You do not need to renew your LOA, unless significant operational information changes, since LOAs are tied to the aircraft and operator.
  • For an LOA to be in effect, the indicated operator should have operational control of the flight.
  • Once you receive your approved LOA, there’s not much else to do – no follow up is required with your Flight Standards District Office, unless you’re looking to add an authorization or revise the information on an LOA.

For an overview of all LOAs and when you need them, take a look at our LOA Guide.

Applying for an LOA

The FAA is responsible for issuing LOAs to the rightful operator, or the entity with operational control over the aircraft for a particular flight. However, the operator is not necessarily the manager or owner of the aircraft. Where multiple operators use the same aircraft, separate LOAs would be required for each operator. 

When applying for an LOA, there are a few steps to take to ensure you have all the required materials:

  1. Make sure you have the right manual for the right LOA ready and up-to-date. Prepare the necessary operations procedures by either creating a standalone manual, or adding an appendix to an existing one.
  2. Gather all supporting documentation required by the FAA, such as training certificates, or company procedures, as well as a cover letter, along with potential FAA checklists, forms, or job aids.
  3. Once you have all documentation in place and have looked over all FAA instructions, the final step is submitting the application. Each FSDO (Flight Standards District Office) is different though, so you can expect additional instructions or feedback. Be meticulous in preparing all documentation to avoid your application being delayed or even denied. Keep in mind that we can support you throughout the entire LOA application process.

Application turnaround times vary according to which LOA you’ve applied for. Since it can take anywhere from three weeks to six months, plan your LOA application well before you plan to take to the skies.

Download your free LOA guide now to learn more about the application process, which LOAs are required when, as well as application turnaround times. Reach out to us for any questions you may have. Our LOA experts are here to help!

NBAA BACE 2021 Recap

It was great getting to see everyone in person again at BACE 2021 for the first time since 2019. It’s been a long road, but it was a great show with lots of useful information. Here are a few topics that came up during the week that we think you will find uniquely interesting. 

International and Regulatory Updates 

LOA Streamline Process 

The FAA, OEMs, and industry stakeholders have been working together over the past year to simplify the LOA application process. Through this process an operator would receive three statements of compliance (SOCs): ASOC from the aircraft manufacturer, TSOC from their training provider, and PSOC from their procedures provider. The three statements of compliance along with a simple form constitute the application and could be used to apply for 10 different LOAs. Once submitted to the FSDO the inspector would not need to review any further documentation which should bring approval times down from months to days. 

The program is expected to incorporate the following LOAs: 

  • A056 
  • B036 
  • B039 
  • B046 
  • B054 
  • C048 
  • C052 
  • C063 
  • C073 
  • D095 

The FAA is currently working on draft guidance and is hoping to have something official in the first half of next year. They plan on initially rolling out the program to Part 91 operators who are applying for LOAs for brand new aircraft with approved ASOCs. 

North Atlantic Errors 

Errors related to large height deviations, lateral deviations, and coordination events were specifically mentioned during one of the sessions. As operators start making NAT crossings after such a long hiatus, it’s important to review your procedures again and familiarize yourself with requirements and best practices. This self-study should include your operations procedures manual and ICAO’s Oceanic Errors Safety Bulletin. Crews may want to also consider recurrent international procedures training prior their next oceanic crossing. 

Also, remember that best practices are often just as important as the required procedures. Though things like recording navigation readings or doing navigation sensor checks may not always be strictly required, they are still a good practice that can help prevent deviations. 

If you run into an issue that would be classified as an oceanic error, then be sure to consult your operations manual for error reporting procedures and, if necessary, incident reporting procedures. Additionally, you will want to submit a report to your SMS to record the issue and allow for appropriate mitigations to be put into place. 

Discontinuance of Oceanic Clearances 

In 2019 ICAO held a workshop with their NAT planning group to discuss priorities for upcoming mandates and airspace redesign. They set a 2030 Vision “To achieve an interoperable global air traffic management system, for all users during all phases of flight, that meets agreed levels of safety, provides for optimum economic operations, is environmentally sustainable and meets national security requirements.” 

Additionally, they set 2030 Vision Principles, seven sets of goals and objectives, and listed numerous potential improvement considerations. One of the items for improvement considerations was the discontinuance of oceanic clearances. ICAO is just starting work on this initiative and is expected to continue development through 2023. 

Although not specifically mentioned at BACE, additional improvement considerations of interest include: 

  •  SATVOICE permissibility and requirements for migration from HF to SATVOICE as a backup to FANS communication. 
  • RVSM expansion to include airspace above FL410. 
  • ADS-B ITP expansion. 
  • Expanding PBCS / PBN requirements. 

As far as we know, specifics on these topics are not yet available, but we are keeping an eye out for updates. 

MEL Updates 

Current Approval Process 

If you are currently waiting for approval of an MEL you are not alone. With the increase in operators requesting MELs and the complex nature of the manuals, reports at BACE were that on average D195 LOA approvals were between 4 days to 16 months. From our own experience we have seen most falling between 2-3 months, but with a notable amount in excess of 4 months. With increasing international pressure to operate with a customized MEL, it’s advised that operators submit for their MELs well in advance of any upcoming trips. 

Guidance Change Reminders 

The MEL guidance session picked out a few key regulatory reminders, including: 

  • AC 91-67
    This AC originally provided guidance on acceptable methods of operation with inoperative equipment. This was canceled on November 3, 2017 as the AC was no longer in compliance with ICAO standards. An updated version of this has been drafted and is pending final release. 
  • Policy Letter PL-25
    This PL was recently revised to Revision 22 and includes significant changes that clarify definitions and remove information about usage in an MEL from the definition itself. Operators using the MMEL as an MEL should download the most recent version and keep it onboard with their other required MMEL documents. Those with approved MELs can update the Policy Letter during their next MEL update. 

Upcoming Guidance Changes 

  • AC 91-67A. After the original version of this AC was canceled, AC 91-67A was drafted to bring the guidance in line with current ICAO standards. Although the final version of this AC has not been released yet, the most notable item in the AC is the discontinuance of LOA D095, use of an MMEL as an MEL, for Part 91 operators. It’s estimated that there are around 11,000 of these LOAs currently in use that would need to be migrated to a customized D195 MEL. Operators currently using the MMEL as an MEL are strongly encouraged to begin the development and submission process of a customized MEL as soon as possible. 

SMS Challenges 

As expected, SMS continued to be a hot topic at BACE. As many departments are recognizing the importance of SMS and starting to incorporate programs, there is much to write about. Here we will just mention some of the key questions that came up during the event but stay tuned for future posts with in-depth discussions about the issues and how to solve them. 

  • How to get everyone involved.
    SMS is most effective and easiest to execute when the entire organization is participating in the process. Getting everyone involved including pilots, HR, admin, maintenance, schedulers/dispatchers, accountants, etc. is challenging. Including all departments during the development and implementation of your SMS will help ease buy-in. 
  • How to maintain your SMS as personnel and roles change.
    Two major challenges operators are facing right now are turnover and shifting of roles within their organization. Ensuring the responsibility for your SMS is appropriately handed off to the next person while still continuing to participate in the program is difficult if succession and depth planning have not been established. Documenting your SMS procedures is a first step to making it easier for someone new to pick up and continue the program management. 
  • How change impacts your operation.
    The steps you need to take to manage change and the impact it can have on safety is a topic not discussed enough. Operators need a set process in place to identify the risks a change may have and determine ways to mitigate those risks so they have a clear path for managing and evaluating changes small and large. 
  • What does SMS look like for the single pilot, single aircraft operator?
    From small to large, SMS is necessary for every operator; however, the program should be tailored to fit the characteristics of a particular operator. While a single pilot, single aircraft operation doesn’t need complex approval flows, they will still need a process for recording safety and risk data, implementing mitigations, and analyzing effectiveness of mitigations. 

We hope that those who were able to attend BACE had a great time and that those who were not able to be there in person find our recap helpful in getting a taste of what was discussed. Of course, if you have any questions on these topics or other items you heard at BACE, feel free to reach out. 

AviationManuals Publishes Guide to Minimum Equipment Lists (MEL)

Washington, D.C., September 13, 2021 – AviationManuals, the leading provider of digital operations manuals, has published its revised complimentary guide to understanding Minimum Equipment List (MEL) requirements.

“An MEL is the best and most widely accepted way to determine the conditions under which a flight can be commenced with inoperative equipment,” said AviationManuals CEO Mark Baier. “This complimentary MEL guide helps flight departments understand where and when an MEL is required, and why they should consider getting one.”

The MEL Guide describes:

  • Differences between a Master Minimum Equipment List (MMEL) for aircraft types and a custom MEL for an operation’s actual aircraft.
  • Requirements for operators based on state of registry and area of operation.
  • Value of a Nonessential Equipment and Furnishings (NEF) program.

The new AviationManuals MEL Guide can be found here.

AviationManuals supports a client base that operates over 4,500 aircraft worldwide, including 62 Fortune 100 company flight departments. Based in the Washington, D.C. area, the company provides digital operations manuals with update services, as well as SMS software and iPad apps for fixed-wing, rotary-wing, drone operators, and FBOs worldwide. Founded in 1996, the company has produced thousands of manuals.

Products and services include SMS Software, FBO Manuals, Flight/Company Operations Manuals, International Operations and Procedures Manuals, Minimum Equipment Lists, Emergency Response Plans, and Internal Audit Programs, as well as Letters of Authorization (LOA) support for RVSM, Data Link (CPDLC / ADS-C), PBN (RNP-10 / -4, NAT HLA, B-/P-RNAV, and RNP-1), Enhanced Flight Vision Systems (EFVS), and EFBs.

AviationManuals is a member of the National Business Aviation Association (NBAA), International Business Aviation Council (IBAC), and the National Air Transportation Association (NATA). For more information on AviationManuals, go to www.aviationmanuals.com.

International Operations Proves to be a Key Topic of NBAA Webinar

NBAA Webinar Attended by over 900 Aviation Professionals as AviationManuals assembles robust panel to answer post-covid international operations’ questions.

On June 23rd, AviationManuals, the leading provider of manual development services and Safety Management System (SMS) software, hosted an exceptionally well attended webinar as part of the NBAA News Hour entitled “Flying Internationally in the New Norm Is Anything But Routine – Are you Prepared?

Coinciding with the NBAA’s Safety Month, the webinar featured information on what flight departments and pilots need to know about flying internationally today, as well as upcoming changes. The panel discussion included members of the FAA, Gulfstream, Scott IPC, and AviationManuals, and Q&A continued well beyond the end of the webinar.

“Operators really do need to be proactive in today’s operating environment,” said Kevin Honan, Senior Advisor of Operations Manuals. “As the world continues to reopen, this webinar hopefully addressed some of the lingering unknowns by providing up-to-date information for pilots, flight departments, and individuals responsible for safe operations.”

“The webinar was a great opportunity to get various industry partners together to provide operators with valuable insights on current and upcoming matters and requirements.” added Clément Meersseman, Senior Advisor, International Procedures. “By having different stakeholders together in one forum it provided an opportunity to cover essential topics during one value packed hour.”

A recording of the webinar is now available. For access, please visit https://bit.ly/36cv7Ro.

For more information on AviationManuals, please also visit www.aviationmanuals.com.

About AviationManuals 

Products and services include SMS Software, FBO Manuals, Flight/Company Operations Manuals, International Operations and Procedures Manuals, Minimum Equipment Lists, Emergency Response Plans, and Internal Audit Programs, as well as Letters of Authorization (LOA) support for RVSM, Data Link (CPDLC / ADS-C), PBN (RNP-10 / -4, NAT HLA, B-/P-RNAV, and RNP-1), Enhanced Flight Vision Systems (EFVS), Unmanned Aircraft Systems (UAS), and EFBs.

AviationManuals is a member of the National Business Aviation Association (NBAA), International Business Aviation Council (IBAC), and the National Air Transportation Association (NATA). For more information on AviationManuals, go to www.aviationmanuals.com.

AviationManuals’ sister company ARC Safety Management is a modular online and app solution for managing safety, communications and overall aviation operations. The company offers customizable web and mobile Safety Management Systems for aircraft operations, FBOs, and commercial drone operators to submit, store and analyze SMS data. For more info go to www.arcsky.com.

AviationManuals Launches Innovative Membership Service Integrating Manuals and SMS for Enhanced Aviation Safety

The new one-of-a-kind offering combines the company’s renowned content with its Safety Management System software creating a single platform for manuals, updates, and SMS.

AviationManuals, the leading provider of manual development services and Safety Management System (SMS) software, announces the launch of an entirely new and unique membership experience www.aviationmanuals.com.

The exciting new offering pairs AviationManuals’ valuable operations manual development and update services with an online tool that includes document hosting, verification, distribution, industry news, and ready access to safety metrics data.

The combination of ARC, AviationManuals’ SMS Software, with its coveted manuals provides a more wholistic approach to managing operational improvement and safety.

Moving forward, all manuals and LOA services will be paired with software, enabling the company to provide regular content updates as well as valuable industry and regulatory information, helping its 4,000-strong and growing customer base continually become better and safer. The goal is to create a central platform for business aviation operators and FBOs to manage the resources they need to operate safely.

The new package includes:

  • A single online location to manage all manuals, updates and distribution
  • Unlimited storage and file formats
  • Read and Initial Tracking
  • News, resources, updates, and member only content and expert topics
  • Real time safety metrics

Operators can save time and money by replacing paid document hosting and management tools with this all-in-one content and software solution. Operators can read and initial documents, automate notifications, develop customized file structures, get news and updates, and easily see the latest global safety metrics.

The company believes this improved approach helps bring together all the tools and information that aircraft operators and FBOs need to operate better and safer. “This isn’t just a tweak – but a fundamental change in how we will be delivering our content, our expertise, and software access to our customers moving forward.” said Mark Baier, CEO of AviationManuals.

“We now offer the most holistic continual improvement and safety system available anywhere on the market.” says Baier. “I’m truly excited about this, because SMS combined with continual operational improvement is the future of our industry, so the more we can help to get users to participate the better. As a company, we care about making it easy for every aviation operator to be better and safer. This really is a one-of-a-kind offering.”

About AviationManuals 

Products and services include SMS Software, FBO Manuals, Flight/Company Operations Manuals, International Operations and Procedures Manuals, Minimum Equipment Lists, Emergency Response Plans, and Internal Audit Programs, as well as Letters of Authorization (LOA) support for RVSM, Data Link (CPDLC / ADS-C), PBN (RNP-10 / -4, NAT HLA, B-/P-RNAV, and RNP-1), Enhanced Flight Vision Systems (EFVS), Unmanned Aircraft Systems (UAS), and EFBs.

AviationManuals is a member of the National Business Aviation Association (NBAA), International Business Aviation Council (IBAC), and the National Air Transportation Association (NATA). For more information on AviationManuals, go to www.aviationmanuals.com.

AviationManuals’ sister company ARC Safety Management is a modular online and app solution for managing safety, communications and overall aviation operations. The company offers customizable web and mobile Safety Management Systems for aircraft operations, FBOs, and commercial drone operators to submit, store and analyze SMS data. For more info go to www.arcsky.com.