General Part
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Table of Contents
General Information
1
2
3
Operation of ACFT (ICAO Annex 6)
ETOPS (ICAO)
Planning Principles (EUOPS)
1.1
Flight Preparation
10
1.1.1
Flight Planning Points
10
1.1.1.1
Point of Equal Time (PET / ETP)
10
1.1.1.2
Point of No Return (PNR)
10
1.2
Aerodrome Operating Minima (ICAO Annex 6)
10
1.3
Alternate Aerodromes (ICAO Annex 6)
20
1.3.1
Take-Off Alternate Selection
20
1.3.2
When a Destination Alternate is Required
20
1.3.3
When a Destination Alternate is not Required
20
2.1
General
30
2.2
ETOPS Definitions
30
2.2.1
Types of ETOPS En-Route Alternates
30
2.2.2
ETOPS Segment
40
2.2.3
Equal Time Point (ETP)
40
2.2.4
One Engine Inoperative (OEI) - Speed
40
2.2.5
Maximum Diversion Time
50
2.2.6
Maximum Diversion Distance
50
2.3
ETOPS En-Route Alternates
50
2.4
ETOPS Fuel Supply
50
2.4.1
Critical Fuel Reserve (CFR)
50
2.4.2
Critical Fuel Scenario
60
2.5 2.6
Planning Minima ETOPS En-Route Alternate Aerodromes Take-Off Alternate Selection ETOPS Flights
3.1
General
70
3.1.1
Routes and Areas of Operation (EU-OPS)
70
3.1.2
Common Types of Non-Standard Flight
70
3.2
Flight Preparation
80
3.3
Requirements fo for Al Alternate Ae Aerodrome Selection En-Route Multi-Engine Aircraft - 1 Engine Inoperative En-Route Multi Engine Aircraft - 2 Engines Inoperative
3.4 3.5
60 60
80 90 100
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Meteorological Co Conditions (EU-OPS)
Fuel Policy (EU-OPS)
6
Aviation Turbine Fuel Types
7
ICAO Notam (Annex 15)
F orm at
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4.1
General
1 00
4.2
Take-Off Minima
1 00
4.3
Take-Off Alternate Selection
1 10
4.4
Aerodrome Selection
1 10
4.5
Planning Minima for IFR Flights
1 10
4.5.1
Planning with one Destination Alternate
1 10
4.5.2
Planning with 2 Destination Alternates
1 20
4.5.3
Planning Minima Table for Alternates
1 20
4.5.4
Planning Minima ETOPS
1 30
4.6
3% ERA (3% En-Route Alternate) (EU-OPS)
1 30
5.1
Basic Procedure
1 40
5.1.1
Taxi Fuel
1 50
5.1.2
Trip Fuel
1 50
5.1.3
Contingency Fuel
1 50
5.1.4
Alternate Fuel
1 60
5.1.5
Final Reserve Fuel
1 60
5.1.6
Minimum Additional Fuel
1 60
5.1.7
Extra Fuel
1 70
5.2
Reduced Contingency Fuel Procedure (RCF)
1 70
5.2.1
RCF Case 1
1 70
5.2.2
RCF Case 2
1 80
5.3
Pre-Determined Point Procedure (PDP)
1 80
5.3.1
PDP Case 1
1 90
5.3.2
PDP Case 2
2 00
2 10
7.1
Decoding of Q-Group Second and Third Letter
2 30
7.2
Decoding of Q-Group Fourth and Fifth letter
2 80
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General Part II 4
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Meteorological Co Conditions (EU-OPS)
Fuel Policy (EU-OPS)
6
Aviation Turbine Fuel Types
7
ICAO Notam (Annex 15)
F orm at
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4.1
General
1 00
4.2
Take-Off Minima
1 00
4.3
Take-Off Alternate Selection
1 10
4.4
Aerodrome Selection
1 10
4.5
Planning Minima for IFR Flights
1 10
4.5.1
Planning with one Destination Alternate
1 10
4.5.2
Planning with 2 Destination Alternates
1 20
4.5.3
Planning Minima Table for Alternates
1 20
4.5.4
Planning Minima ETOPS
1 30
4.6
3% ERA (3% En-Route Alternate) (EU-OPS)
1 30
5.1
Basic Procedure
1 40
5.1.1
Taxi Fuel
1 50
5.1.2
Trip Fuel
1 50
5.1.3
Contingency Fuel
1 50
5.1.4
Alternate Fuel
1 60
5.1.5
Final Reserve Fuel
1 60
5.1.6
Minimum Additional Fuel
1 60
5.1.7
Extra Fuel
1 70
5.2
Reduced Contingency Fuel Procedure (RCF)
1 70
5.2.1
RCF Case 1
1 70
5.2.2
RCF Case 2
1 80
5.3
Pre-Determined Point Procedure (PDP)
1 80
5.3.1
PDP Case 1
1 90
5.3.2
PDP Case 2
2 00
2 10
7.1
Decoding of Q-Group Second and Third Letter
2 30
7.2
Decoding of Q-Group Fourth and Fifth letter
2 80
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1 Operation of ACFT (ICAO Annex 6) 1.1 Flight Preparation A flight shall not be commenced until flight preparation forms for ms have been completed certifying that t hat the pilot in command is satisfied that: •
thee airc th aircra raft ft is is airw airwor orth thy; y;
•
the instruments instruments and and equipment equipment for the particular particular type type of operation operation to be be undertaken, undertaken, are install installed ed and are sufficient for the flight;
•
a mainten maintenance ance relea release se has been been issued issued in respe respect ct of the aircr aircraft aft
•
the mass of the the aircraft aircraft and centre centre of gravity gravity location location are such such that the the flight can be conducted conducted safely, safely, taking into account the flight conditions expected;
•
any load load carrie carried d is properl properlyy distrib distribute uted d and safely safely secure secured; d;
•
check has has been completed completed indic indicating ating that that the aircraft aircraft performanc performancee operating operating limitation limitationss can be complied with for the flight to be undertaken;
•
the standards standards relatin relating g to operationa operationall flight flight planning planning have been been complied complied with. with.
Completed flight preparation forms shall be kept by an operator for a period of three month. 1.1.1 Flight Planning Points 1.1.1.1 Point of Equal Time (PET / ETP) State regulations require for flight planning calculations to take into account the possible failure(s) of one (or more) system(s), such as engine failure(s) and/or loss of cabin pressure (decompression). These calculations must assure the ability to reach an adequate aerodrome during all phases of flight. For this reason Pont of Equal Time (ETPs) must be calculated in advance. 1.1.1.2 Point of No Return (PNR) The Point of No Return is a point, from where, on a flight towards an isolated aerodrome where no suitable alternate is available , a flight (diversion) to another aerodrome (Departure or Intermediate Alternate) will not be possible anymore with the remaining fuel on board and the flight can only be continued to the isolated destination aerodrome.
1.2 Aerodrome Operating Minima (ICAO Annex 6) The state of the operator shall require that the aircraft operator establish aerodrome operating minima for each aerodrome to be used in operations, and shall approve the method of determination of such minima. Such minima shall not be lower than any that may be established for such aerodromes by the state in which the aerodrome is located, except when specifically approved by that state. The State of the Operator shall require that in establishing the aerodrome operating minima which will apply to any particular operation, full account shall be taken of: •
the type, performa performance nce and and handlin handling g characteri characteristics stics of the the aircraft aircraft
•
the compositi composition on of the flight flight crew, their compete competence nce and and experience; experience;
•
the dimensions dimensions and characteri characteristics stics of the runways which may be selected for use;
•
the adequacy adequacy and and performance performance of the availab available le visual visual and non-vis non-visual ual ground ground aids; aids;
•
the obstacles obstacles in the approach approach and missed approach approach areas areas and the the obstacle obstacle clearance clearance altitude/hei altitude/height ght for the instrument approach procedures
•
the means means used to determ determine ine and and report report meteorolo meteorologic gical al condit conditions ions;; and
•
the obstacl obstacles es in the climb climb-ou -outt areas and neces necessary sary cleara clearance nce margin margins. s.
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the equipment available on the aircraft for the purpose of navigation and/or control of the flight path during the approach to landing and the missed approach.
1.3 Alternate Aerodromes (ICAO Annex 6) 1.3.1 Take-Off Alternate Selection A Take-Off Alternate Aerodrome shall be selected and specified in the operational flight plan if the weather conditions at the aerodrome of departure are at or below the applicable aerodrome operating minima or it would not be possible to return to the aerodrome of departure for other reasons. For an aerodrome to be selected as a take-off alternate the available information shall indicate that, at the estimated time of use, the conditions will be at or above the aerodrome operating minima for that operation. A Take-off alternate aerodrome shall be located within the following distance from the aerodrome of departure: •
Aircraft having 2 engines: Not more than a distance equivalent to a flight time of 1 HR at the single-engine cruise speed; and
•
Aircraft having 3 or more engines: Not more than a distance equivalent to a flight time of 2 HRs at the one-engine inoperative cruise speed.
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3.3 Requirements for Alternate Aerodrome Selection
1.3.2 When a Destination Alternate is Required A flight shall not be commenced unless, taking into account both the meteorological conditions and any delays that are expected in flight, the aircraft carries sufficient fuel and oil to ensure that it can safely complete the flight. In addition, a reserve shall be carried to provide for contingencies. When a destination alternate aerodrome is required the following have to be fulfilled: Either to fly to the alternate aerodrome via any predetermined point and thereafter • for 30 MIN at 450m (1500ft) above the alternate aerodrome, due provision having been made for an additional amount of fuel sufficient to provide for the increased consumption on the occurrence of any of the potential contingencies specified by the operator to the satisfaction of the State of the Operator; • provided that fuel shall not be less than the amount of fuel required to fly to the aerodrome to which the flight is planned and thereafter for two HRs at normal cruise consumption.
to fly to and execute an approach, and a missed approach, at the aerodrome to which the flight is planned, and thereafter: • to fly to the alternate aerodrome specified in the operational and ATS flight plans; and then • to fly for 30 MIN at holding speed at 450m(1500ft) above the alternate aerodrome under standard temperature conditions, and approach and land; and • to have an additional amount of fuel sufficient to provide for the increased consumption on the occurrence of any of the potential contingencies specified by the operator to the satisfaction of the State of the Operator.
1.3.3 When a Destination Alternate is not Required
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A flight shall not be commenced unless, taking into account both the meteorological conditions and any delays that are expected in flight, the aircraft carries sufficient fuel and oil to ensure that it can safely complete the flight. In addition, a reserve shall be carried to provide for contingencies. When a destination alternate aerodrome not is required the following have to be fulfilled:
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Either
to fly to and execute an approach, and a missed approach, at the aerodrome to which the flight is planned, and thereafter:
to fly to the aerodrome the flight is planned and thereafter for a period of 2 HRs in normal cruise consumption
• to fly for 30 MIN at holding speed at 450m (1500ft) above the aerodrome to which the flight is planned under standard temperature conditions, and • to have an additional amount of fuel sufficient to provide for the increased consumption on the occurrence of any of the potential contingencies specified by the operator to the satisfaction of the State of the Operator.
2 ETOPS (ICAO) 2.1 General In order to maintain the required level of safety on routes where an aircraft with two power-units is permitted to operate beyond the threshold time, it is necessary that: • the airworthiness certification of the aircraft type specifically permits operations beyond the threshold time, taking into account the aircraft system design and reliability aspects; • the reliability of the propulsion system is such that the risk of double power-unit failure from independent causes is extremely remote; • any necessary special maintenance requirements are fulfilled; • specific flight dispatch requirements are met; • necessary in-flight operational procedures are established and specific operational authorization is granted by the state of the operator.
2.2 ETOPS Definitions 2.2.1 Types of ETOPS En-Route Alternates
A flight to be conducted in accordance with ETOPS procedures shall not be commenced unless, during the possible period of arrival, the required alternate aerodrome(s) will be available and the available information indicates that conditions at those aerodromes will be at or above the aerodrome operating minima approved by the authority for the type of operation. Adequate Alternate Aerodrome
An adequate alternate aerodrome is one at which the landing performance requirements can be met and which is expected to be available, if required, and which has the necessary facilities and services, such as air traffic control, lighting, communications, meteorological services, navigation aids, rescue and fire-fighting services and one suitable instrument approach procedure. Suitable Alternate Aerodrome
A suitable alternate aerodrome is an adequate aerodrome where, for the anticipated time of use, weather reports, or forecasts, or any combination thereof, indicate that the weather conditions will be at or above the required aerodrome operating minima, and the runway surface condition reports indicate that a safe landing will be possible. 0 1 0 2
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2.2.2 ETOPS Segment
An ETOPS segment is solely that portion of a flight when an aircraft is more than 60 MIN away from a suitable aerodrome based on standard condition in still air at One Engine Inoperative cruise speed (OEI-speed). This time is also known as ’threshold time’.
Legend:
ETOPS area O
ETOPS area entry point
EA
ETOPS Alternate With e.g. R = 180 MIN circle (OEI-speed) fulfilling ETOPS weather minima requirements
IA
Intermediate Alternate (IA), with r = 60 MIN circle (OEI-speed)
2.2.3 Equal Time Point (ETP)
An Equal Time Point is a point on the ETOPS route segment which is located at the same flying time (considering wind and temperature conditions) from t he two associated suitable en-route Alternates. The location of the ETPs is usually defined by the Operational Flight Plan (OFP) but can be also assessed by locating the mid-points (equal-distance points) on a plotting chart or orientation chart and by applying a wind correction (e.g. using the equal- time num ber method or a wind correction scale). For fuel calculation these points (ETPs and PTOs) are covered by the calculation tool of the OFP. ⇒
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5 Fuel Policy (EU-OPS)
2.2.4 One Engine Inoperative (OEI) - Speed
OEI-(cruise) speed is a fixed value and subject to approval by the authority and can be used for pre-flight planning. This speed is based on the following; • international standard atmosphere, • level flight, and • FL170 or maximum level with OEI according to the AOM/AFM or OM. Note 0 1 0 2
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As the critical fuel scenario according to international regulations must cover one engine out and decompression (i.e. uncontained engine failure causing structural damage), FL100 must
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be considered. Therefore the authority may approve an OEI which is higher than optimum at this level to guarantee maximum diversion distance.
This speed shall be used to determine the area of operation, any dispatch limitation, calculation of single engine fuel and oil supply and to establish the level off altitude. This level-off altitude (net performance) must clear any obstacle en-route by margins. In case of an actual OEI situation in-flight the manufacturer recommends to fly at optimum, weight dependant speed using AOM/OM tables or according to FMS calculation. 2.2.5 Maximum Diversion Time The required operational approval by the authority may be granted for different maximum diversion times (rule time), e.g. 120 or 180 MIN, depending on the engine-aircraft combination. As maximum diversion time is based on still air distance, actual diversion time calculated on Operational Flight Plan might be greater. 2.2.6 Maximum Diversion Distance Is the distance covered in still air and standard conditions based on the One Engine Inoperative (cruise) speed in the maximum diversion time.
2.3 ETOPS En-Route Alternates ETOPS en-route alternates are suitable and appropriate aerodromes at which an ACFT would be able to land after experiencing an engine shutdown or other abnormal or emergency condition while en-route in an ETOPS operation. Since ETOPS en-route alternate aerodromes serve a different purpose than the destination alternate aerodromes special attention should be paid to fulfill the following: c
•
The landing distances required as specified in the operator's OM (e.g. AFM/OM-B) taking into account wind and RWY surface conditions, permit the ACFT to be stopped within the LDA as declared by the aerodrome authorities.
•
The aerodrome services and facilities are adequate to permit an instrument approach procedure to the RWY expected to be used while complying with the applicable aerodrome operating minima.
Only approved aerodromes may be selected. The ETOPS en-route alternate aerodrome used for planning must be shown on the ATC FPL and on the OFP. A flight shall not be commenced unless, during the possible period of arrival, the required en-route alternate aerodrome(s) will be available and the available information indicates that conditions at those aerodromes will be at or above the aerodrome operating minima approved for the operation: •
Ceiling and Visibility requirements are equal to or exceed the planning minima according to the approved minima of the operator.
•
The forecast crosswind component including gusts for the intended RWY under anticipated RWY conditions shall be considered.
2.4 ETOPS Fuel Supply a
For releasing an aeroplane on an ETOPS flight, the operator should ensure that it carries sufficient fuel and oil to meet the applicable operational requirements and any additional fuel that may be determined in accordance with the following chapter. 2.4.1 Critical Fuel Reserve (CFR)
a
In establishing the CFR, the operator is to determine the fuel necessary to fly to the most critical point (at normal cruise speed and altitude, taking into account the anticipated meteorological conditions for the flight)
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a
and execute a diversion to an ETOPS en-route alternate under the conditions outlined in the Critical Fuel Scenario.
a
These CFR should be compared to the normal applicable operational requirements for the flight. If it is determined by this comparison that the fuel to complete the critical fuel scenario exceeds the fuel that would be on board at the most critical point, as determined by applicable operational requirements, additional fuel should be included to the extent necessary to safely complete the critical fuel scenario. When considering the potential diversion distance flown account should be taken of the anticipated routing and approach procedures, in particular any constraints caused by airspace restrictions or terrain. 2.4.2 Critical Fuel Scenario
a
The aeroplane is required to carry sufficient fuel taking into account the forecast wind and weather to fly to an ETOPS en-route alternate assuming the greater of:
a
a) A rapid decompression at the most critical point followed by a descent to 10000ft (FL100) or a higher altitude if sufficient oxygen is provided in accordance with the applicable operational requirements.
a
b) Flight at the approved OEI cruise speed assuming a rapid decompression and a simultaneous engine failure at the most critical point followed by a descent to 10000ft (FL100) or a higher altitude if sufficient oxygen is provided in accordance with the applicable operational requirements.
a
c) Flight at the approved OEI cruise speed assuming an engine failure at the most critical point followed by descent to the one-engine-inoperative cruise altitude.
a
Note: The most critical point is either the ETOPS entry point, or the last Point of Equal Time (PET) between ETOPS alternates (if more than one are being planned), or the ETOPS exit point.
a
Fuel Calculation for Critical Fuel Scenario
a a a
Trip fuel to the most critical point and diversion to ETOPS alternate
assuming the worst case scenario of a), b) or c) above
Wind speed factor/reserve for errors in wind data
increase actual forecast wind speed by 5% (increase in headwind or a decrease in tailwind); or add 5% of the greater of a), b) or c) above • airframe icing effect during 10% of the time during which icing is forecast (INCL fuel for engine & wing anti-ice during this period)
a
Icing - the greater of:
• engine & wing anti-ice for the entire time during which icing is forecast
a
Deterioration in cruise fuel burn performance
5% increment or the operator's demonstrated value
a
APU fuel consumption
if required as a power source; according to OM-B/AFM
a
MEL or CDL items
additional fuel consumption, when applicable
a
Holding fuel + Instrument approach and landing
15 MIN holding at 1500ft AAE above ETOPS alternate
2.5 Planning Minima ETOPS En-Route Alternate Aerodromes ⇒
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3 Planning Principles (EU-OPS) 3.1 General The following chapters explain in brief summary certain steps of verification which may occur during the preflight phase. Pre-flight phase covers the time period from the first submission of a flight plan until the first delivery of an air traffic control clearance. The method chosen shall help to visualize some of the various procedural steps a pre-flight phase consist of and is structured in chronological sequence as far as applicable. For legal aspects it is clearly stated that this chapter contains only parts of the legally binding regulations. For more details refer to the specific official documentation. Additional information is provided by cross-re ferences to the relevant chapters of Lido/RouteManual. The following chapters deal with the standard flight scenario which covers an operation within 60 MIN (all engines running at LRC in ISA conditions) for two engine aircraft or 90 MIN for three or more engine aircraft under same conditions). The principles described therein are only suitable for such operations. ⇒
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2 ETOPS (ICAO)
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4.5.4 Planning Minima ETOPS
3.1.1 Routes and Areas of Operation (EU-OPS) An operator shall ensure that operations are only conducted along such routes or within such areas, for which: •
Ground facilities and services, including meteorological services, are provided which are adequate for the planned operation;
•
The performance of the aircraft intended to be used is adequate to comply with minimum flight altitude requirements;
•
The equipment of the aircraft intended to be used meets the minimum requirements for the planned operation;
•
Appropriate maps and charts are available;
•
If two engine aircraft are used, adequate aerodromes are available within the time/distance limitations;
•
If single engine aircraft is used, surfaces are available which permit a safe forced landing to be executed.
An operator shall ensure that operations are conducted in accordance with any restriction on the routes or the areas of operation, imposed by the authority. 3.1.2 Common Types of Non-Standard Flight Whilst any definition of what is non-standard must be made by reference to what is standard for any particular operator, a number of generalized cases can be identified. Non-Standard Flight Operation Scenarios such as but not limited to the following can not be covered in this chapter. •
Positioning or ferry flights (both fully and conditionally released to service)
•
Pleasure, sightseeing or other “air experience” flights
•
Display or “exhibition” flying for the benefit of persons on the ground
•
Air-to-air photography
•
Function flights after maintenance input or in association with aircraft acceptance or hand back
•
Flights to develop operator-specific visual approach/departure procedures
•
Flights undertaken specifically and solely for crew training or familiarization purposes
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•
An exceptional freight-only flight made by an operator which does not normally undertake such flights
•
Airworthiness certification flights (unless flown by trained test pilots following their main occupation)
3.2 Flight Preparation An operator shall ensure that an oper ational flight plan is completed for each intended flight. The commander shall not commence a flight unless he/she is satisfied that: •
the aircraft is airworthy;
•
the load is properly distributed and safely secured;
•
the aircraft is not operated contrary to the provision of the Configuration Deviation List (CDL);
•
the instruments and equipment required for the flight to be conducted are available or may be inoperational as provided in accordance with the Minimum Equipment List (MEL);
•
those parts of the OM which are required for the conduct of the flight are available;
•
the documents, additional information and forms required for the planned flight are to be available: -
-
Documents to be carried: the certificate of registration; the certificate of airworthiness; the original or a copy of; the noise certificate; the original or a copy of the AOC; the aircraft radio license; Manuals to be carried: current version of the OM relevant for the duties of the crew; those parts of the OM which are required for the control of flight are easily;
accessible; the current Aircraft Flight Manual (AFM) •
current maps, charts and associated documentation or equivalent data are available to cover the intended operation of the aircraft including any diversion which may reasonably be expected This shall include any conversion tables necessary to support operations where metric heights, altitudes and flight levels must be used;
•
the provisions specified in the OM in respect of use; the -
fuel, oil and oxygen requirements,
-
aerodrome operating minima,
-
availability of alternate aerodromes, where required
can be complied with for the planned flight •
the mass of the aircraft, at the commencement of take-off roll will be such that the flight can be safely conducted.
3.3 Requirements for Alternate Aerodrome Selection An operator shall establish procedures for the selection of destination and/or alternate aerodromes which are authorized for use when planning a flight. The required selected aerodrome(s) shall be specified in the operational flight plan. Take-off Alternate Selection An operator must select a take-off alternate aerodrome if it would not be possible to return to the departure aerodrome for meteorological or performance reasons. The take-off alternate aerodrome, in relation to the departure aerodrome, shall be located within:
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a) For Aircraft having two engines, either: -
-
one hour flight time at a one-engine-inoperative cruising speed according to the Aircraft Flight Manual (AFM) in still air standard conditions based on the actual take-off mass; or At the operator’s approved ETOPS diversion time, subject to any Minimum Equipment List (MEL) restriction, up to a maximum of two hours, at the one-engine-inoperative cruising speed according to the AFM in still air standard conditions based on the actual take-off mass for aeroplanes and crews authorised for ETOPS
b) For Aircraft having three or more engines Two hours flight time at a One-Engine-Inoperative cruising speed according to the AFM in still air standard conditions based on the actual take-off mass for three and four-engine aircraft. If the AFM does not contain a one-engine-inoperative cruising speed, the speed to be used for calculation must be that which is achieved with the remaining engine(s) set at maximum continuous power. Destination Alternate Selection
An operator must select at least one destination alternate for each IFR flight unless: • The duration of the planned flight from take-off to landing or, in the event of in-flight re-planning in accordance with the authorized fuel policy, the remaining flying time to destination does not exceed six hours, and • two separate runways are available and usable at the destination aerodrome and the appropriate weather reports or forecasts for the destination aerodrome, or any combination thereof, indicate that for the period from one hour before until one hour after the expected time of arrival at the destination aerodrome, the ceiling will be at least 2000 ft or circling height + 500 ft, whichever is greater, and the visibility will be at least 5 km; or •
the destination aerodrome is isolated.
Selection of two Destination Alternates
An operator must select two destination alternate aerodromes when the appropriate weather reports or forecasts for the destination aerodrome, or any combination thereof, indicate that during a period commencing one hour before and ending one hour after the estimated time of arrival, the weather conditions will be below the applicable planning minima or no meteorological information is available.
3.4 En-Route Multi-Engine Aircraft - 1 Engine Inoperative An aircraft operator shall ensure: • The gradient must be positive at least 1000ft above all terrain and obstructions along the route within (9.3km / 5NM ) on either side of the intended track and a positive gradient at 1500ft above an acceptable aerodrome. or • The net flight path must permit the aircraft to continue flight from cruising altitude to an acceptable aerodrome clearing vertically by at least 2000ft all terrain and obstructions along the route within (9.3km / 5NM ) on either side of the intended track in accordance with: -
engine failure at most critical point of the route;
-
wind effect is taken;
-
fuel jettison permitted;
-
an acceptable aerodrome provided. 0 1 0 2
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3.5 En-Route Multi Engine Aircraft - 2 Engines Inoperative
Note
If the navigational accuracy does not meet the 95 % containment level, an operator must increase the width margin given above to 18,5km (10NM).
4 Meteorological Conditions (EU-OPS) 4.1 General An aerodrome weather minimum shall only be used during the flight planning stage in accordance with the specification determined in Airline Operation Manual (AOM).
4.2 Take-Off Minima
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Before taking off a commander must satisfy himself/herself that, according to the information available to him/her, the weather at the aerodrome and the condition of the RWY intended to be used should not prevent a safe take-off. The RVR/VIS in take-off direction has to be equal to or better the applicable minimum.
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4.3 Take-Off Alternate Selection
4.4 Aerodrome Selection
4.5 Planning Minima for IFR Flights 4.5.1 Planning with one Destination Alternate An operator must select one destination alternate for each IFR flight unless:
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Note
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The destination aerodrome is isolated when the fuel requirement from aerodrome of destination to destination alternate aerodrome exceed 2 HRs flying time.
4.5.2 Planning with 2 Destination Alternates An operator must select two destination alternates when: •
the appropriate weather reports or forecasts for the destination aerodrome, or any combination thereof, indicate that during a period commencing one hour before and ending one hour after the estimated time of arrival, the weather conditions will be below the applicable planning minima or
•
no meteorological information is available.
4.5.3 Planning Minima Table for Alternates The appropriate weather reports or forecasts for the destination aerodrome, or any combination thereof, indicate that during a period commencing one hour before and ending one hour after the estimated time of arrival, the weather conditions will be at or above the applicable planning minima as shown in the table below. The Table below is applicable for selection of the following types of aerodromes at planning stage:
d
•
destination alternate,
•
isolated aerodrome,
•
3% ERA aerodrome,
•
en-route alternate.
Planning minima EU-OPS Type of Approach
Planning minima
Cat 2 / 3
Cat 1 (Note 1)
Cat 1
Non-precision (Note 1) (Note 2)
Non-precision APCH
Non-precision (Note 1) (Note 2) plus + 200ft / 1000m
Circling
Circling
Note: Published OEI minima must only be considered if it is higher than the required normal minima. 1 1 0 2
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(Note 1) RVR (Note 2) The
ceiling must be at or above the MDH.
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4.5.4 Planning Minima ETOPS An operator shall only select an aerodrome as an ETOPS en-route alternate aerodrome when the appropriate weather reports or forecasts, or any combination thereof, indicate that, between the anticipated time of landing until one hour after the latest possible time of landing, conditions calculated by adding the values given in EU-OPS Table 2 below, will exist. Note
An operator shall include in the Operations Manual the method for determining the operating minima at the planned ETOPS en-route alternate aerodrome.
Planning Minima – ETOPS (EU-OPS Table 2) Approach facility
Alternate airfield ceiling
Weather minima Visibility/RVR
Precision approach procedure
Authorized DH/DA + an increment Authorized visibility + an of 200ft increment of 800m
Non-precision approach or circling approach
Authorized MDH/MDA + an increment of 400ft
Authorized visibility + an increment of 1500m
4.6 3% ERA (3% En-Route Alternate) (EU-OPS) Location of the 3% En-Route Alternate (3% ERA) aerodrome for the purposes of reducing contingency fuel to 3%. The 3% ERA aerodrome shall be located within a circle having a radius equal to 20% of the total flight plan distance, the centre of which lies on the planned route at a distance from the destination aerodrome of 25% of the total flight plan distance, or at least 20% of the total flight plan distance plus 50NM, whichever is greater, all distances are to be calculated in still air conditions (see figure below).
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5 Fuel Policy (EU-OPS) An operator must base the company fuel policy, including calculation of the amount of fuel to be on board for departure, on the planning criteria outlined in the following subparagraphs.
5.1 Basic Procedure The usable fuel to be on board for departure must be the amount of: 3 1 0 2
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•
Taxi Fuel
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Trip Fuel
•
Contingency Fuel
•
Alternate Fuel
•
Final Reserve Fuel
•
Minimum Additional Fuel
•
Extra Fuel
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5.1.1 Taxi Fuel Taxi fuel shall not be less than the amount, expected to be used prior to take-off. Local conditions at the departure aerodrome and APU consumption shall be taken into account. 5.1.2 Trip Fuel Trip fuel shall include Fuel: •
for take-off and climb from aerodrome elevation to initial cruising level/altitude, taking into account the expected departure routing,
•
from top of climb to top of descent, including any step climb/descent,
•
from top of descent to the point where the approach is initiated, taking into account the expected arrival procedure and
•
for approach and landing at the destination aerodrome.
5.1.3 Contingency Fuel The fuel required to for unseen factors which could have influence on the fuel consumption to the destination aerodrome. Such as deviation of an individual ACFT from the expected consumption data, deviation from meteorological conditions and deviation from planned routings, cruising levels or cruising altitudes.
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5.1.4 Alternate Fuel Alternate fuel shall include fuel for: •
a missed approach from the applicable Minimum Descent Altitude (MDA)/Decision Height (DH) at the Destination Aerodrome to missed approach altitude, taking into account the complete missed approach procedure,
•
climb from missed approach altitude to cruising level/altitude, taking into account the expected departure routing,
•
cruise from top of climb to top of descent, taking into account the expected routing,
•
descent from top of descent to the point where the approach is initiated, taking into account the expected arrival procedure and
•
executing an approach and landing at the destination alternate aerodrome.
5.1.5 Final Reserve Fuel Final reserve fuel shall be enough fuel to fly for 30 MIN at holding speed at 1500ft (450m) above aerodrome elevation in standard conditions, calculated with the estimated mass on arrival at the destination alternate aerodrome or the destination aerodrome, when no destination alternate aerodrome is required. 5.1.6 Minimum Additional Fuel
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The minimum additional fuel which shall permit the aircraft to descend as necessary and proceed to an adequate alternate aerodrome in the event of engine failure or loss of pressurization, whichever requires the greater amount of fuel based on the assumption that such a failure occurs at the most critical point along the route
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a) hold there for 15 MIN at 1500ft (450m) above airport elevation in standard conditions; and make an approach and landing; and b) Holding for 15 MIN at 1500ft (450m) above destination airport elevation in standard conditions, when a flight is operated without a destination alternate aerodrome. Note: Additional fuel is only required, if the minimum amount of fuel calculated for •
Trip fuel
•
Contingency fuel
•
Alternate fuel
•
Final reserve fuel
is not sufficient for such an event. 5.1.7 Extra Fuel Extra fuel is fuel which shall be on the discretion of the commander.
5.2 Reduced Contingency Fuel Procedure (RCF) c
c
If an operator’s fuel policy includes pre-flight planning to a destination 1 aerodrome (commercial destination) with a reduced contingency fuel procedure using a decision point along the route and a destination 2 aerodrome (optional refuel destination), the amount of usable fuel, on board for departure, shall be the greater of RCF case 1 or 2. For details, refer to the following subparagraphs "RCF Case 1" and "RCF Case 2". 5.2.1 RCF Case 1 RCF case 1 fuel shall be the sum of: Taxi fuel Trip fuel to destination 1 via the Decision Point (DP) Contingency fuel: not less than 5% of trip fuel from DP to destination 1 Alternate fuel or no alternate fuel if the DP is less than 6 HR from destination 1
(Note)
Final reserve fuel Additional fuel Extra fuel
a
Note: Aerodrome selection requirement: Two separate runways are available and usable at the destination aerodrome and the appropriate weather reports or forecasts for the destination aerodrome, or any combination thereof, indicate that for the period from one hour before until one hour after the expected time of arrival at the destination aerodrome, the ceiling will be at least 2000ft or circling height + 500ft, whichever is greater, and the visibility will be at least 5km.
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5.2.2 RCF Case 2 RCF case 2 fuel shall be the sum of: Taxi fuel Trip fuel to destination 2 via the decision point Alternate fuel (if a destination 2 alternate is required) Contingency Fuel from departure aerodrome to destination aerodrome 2 which shall be EITHER: 5% of the planned trip fuel or, in the event of in-flight re-planning, 5% of the trip fuel for the remainder of the flight Not less than 3% of the planned trip fuel or, in the event of in-flight replanning, 3% of the trip fuel for the remainder of the flight, provided that an en-route alternate aerodrome is available An amount of fuel sufficient for 20 MIN flying time based upon the planned trip fuel consumption provided that the operator has established a fuel consumption monitoring program for individual ACFT and uses valid data determined by means of such a program for fuel calculation An amount of fuel based on a statistical method approved by the Authority which ensures an appropriate statistical coverage of the deviation from the planned to the actual trip fuel. This method is used to monitor the fuel consumption on each city pair/ACFT combination and the operator uses this data for a statistical analysis to calculate contingency fuel for that city pair/ACFT combination. but AT LEAST
Fuel for 5 MIN at holding speed at 1500ft (450m) above the destination aerodrome in standard conditions.
Final reserve fuel Additional fuel Extra fuel
5.3 Pre-Determined Point Procedure (PDP)
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If an operator’s fuel policy includes planning to a destination alternate aerodrome where the distance between the destination aerodrome and the destination alternate aerodrome is such that a flight can only be routed via a predetermined point to one of these aerodromes, the amount of usable fuel, on board for departure, shall be the greater of PDP case 1 or 2 (for details refer to following subparagraphs "PDP Case 1" and "PDP Case 2").
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5.3.1 PDP Case 1
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6 Aviation Turbine Fuel Types Aviation turbine fuels are used for jet and turbo-prop engine aircraft. JET-A1 and JET-A are currently the two main grades of turbine fuel in use in civil commercial aviation. Jet -A1 is produced to a stringent internationally agreed standard with a flashpoint of above 38°C (100°F) and a freeze point maximum of -47°C. JET-A fuel, normally available only within the USA, has the same flash point as Jet- A1 but a higher freeze point of maximum (-40°C). Rarely used is Jet-B fuel, which is a wide cut kerosene consisting as a blend of gasoline and kerosene to cover demands caused by very cold climates. These standards are set by the Aviation Fuel Quality Requirements for Jointly Operating System (AFQRJOS) and based on a test method published by the British Ministry of Defence. In some countries JET-A1 fuel may be delivered under a different label but still meets the agreed standards. For details refer to the following CRARs: • Australia • China • Russia Aviation Turbine Fuel Additives
Aviation fuel additives are compounds added to the fuel to provide special or improved qualities. A few additives in common use are as follows: • Anti-knock additives reduce the tendency of gasoline to detonate. Tetra-ethyl lead (TEL) is the only approved anti-knock additive for aviation use and has been used in motor and aviation gasolines since the early 1930s • Anti-oxidants prevent the formation of gum deposits on fuel system components caused by oxidation of the fuel in storage and also inhibit the formation of peroxide compounds in certain jet fuels. • Static dissipater additives reduce the hazardous effects of static electricity generated by movement of fuel through modern high flow-rate fuel transfer systems. Static dissipater additives do not reduce the need for `bonding' to ensure electrical continuity between m etal components (e.g. aircraft and fuelling equipment) nor do they influence hazards from lightning strikes. • Corrosion inhibitors protect ferrous metals in fuel handling systems, such as pipelines and fuel storage tanks, from corrosion. Some corrosion inhibitors also improve the lubricating properties (lubricity) of certain jet fuels. • Fuel System Icing Inhibitors (Anti-icing additives) reduce the freezing point of water precipitated from jet fuels due to cooling at high altitudes and prevent the formation of ice crystals which restrict the flow of fuel to the engine. This type of additive does not affect the freezing point of the fuel itself. Antiicing additives can also provide some protection against microbiological growth in jet fuel. • Metal de-activators suppress the catalytic effect which some metals, particularly copper, have on fuel oxidation. • Biocide additives are sometimes used to combat microbiological growths in jet fuel, often by direct addition to aircraft tanks; as indicated above some anti-icing additives appear to possess biocidal properties • Thermal Stability Improver additives are sometimes used in military JP-8 fuel, to produce a grade referred to as JP-8+100, to inhibit deposit formation in the high temperature areas of the aircraft fuel system. Military Fuel types
The military equivalent to civil fuel grade Jet-A1 is JP-8 or NATO Code F-34 / F-35. For Jet-B , JP-4 or NATO Code F-40. JP-5 is a high flash point kerosene meeting US military standards, NATO Code F-44.
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7 ICAO Notam Format (Annex 15) Sample NOTAM
A1470/10 NOTAMN Q)EGTT/QMRXX/IV/NBO/A/000/999/5129N00028W005 A)EGLL B)1004282000 C)1006300800 EST E)RWY09327L DUE WIP NO CENTERLINE AND TDZ LIGHTS AVBL Decoding Sample NOTAM
A1470/10 NOTAMN
A1470/10
one letter to indicate the Series, a 4-digit NOTAM number followed by a stroke and two digits to indicate the year.
NOTAMN
Suffix N Indicates this is a new NOTAM. Other options are R for NOTAM replacing another or C for one cancelling another
Q)EGTT/QMRXX/IV/NBO/A/000/999/5129N00028W005 Q)
This is the "Q" or qualifier line, it always starts Q) and contains the following fields, each separated by a stroke.
EGTT
FIR (here EGTT, London FIR)
QMRXX
Q Group second and third letters - it conserns a runway
QMRXX
Q Group remaining details in plain language
IV
Indicates that this is significant for IFR and VFR traffic
NBO
Indicates for immediate attention of aircraft operators, for inclusion in Prefflight Information Bulletins (PIBs) and Operationally significant for IFR flights.
A
Indicates scope, here Aerodrome, others are E (enroute) or W (nav warning)
000/999
lower and upper limits expressed as a flight level. In this case it has been left as the default as it is not applicable.
5129N00028W005
Indicates the geographical center and radius of influence, always this number of digits. In this case the radius is 5 n.m.
A)EGLL
ICAO indicator of the aerodrome or FIR (London Heathrow) can include more than one FIR
B)1004282000
Date/time group (UTC) when this NOTAM becomes effective
C)1006300800 EST
Date/time group (UTC) when the NOTAM ceases to be effective. All NOTAM with EST remain in force until cancelled or replaced.
E)RWY09327L DUE WIP NO CENTERLINE AND TDZ LIGHTS AVBL
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NOTAM text using ICAO abbreviations
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7.1 Decoding of Q-Group Second and Third Letter Second and Third Letter AGA Lighting Facilities (L) Code
Signification
Abbreviated Phraseology
LA
Approach lighting system (specify runway and type)
apch lgt
LB
Aerodrome beacon
abn
LC
Runway center line lights (specify runway)
rwy centerline lgt
LD
Landing direction indicator lights
ldi lgt
LE
Runway edge lights (specify runway)
rwy edge lgt
LF
Sequenced flashing lights (specify runway)
sequenced flg lgt
LH
High intensity runway lights (specify runway)
high intst rwy lgt
LI
Runway end identifier lights (specify runway)
rwy end id lgt
LJ
Runway alignment indicator lights (specify runway)
rwy alignment indicator lgt
LK
Category II components of approach lighting system (specify runway)
category II components apch lgt
LL
Low intensity runway lights (specify runway)
low intst rwy lgt
LM
Medium intensity runway lights (specify runway)
medium intst rwy lgt
LP
Precision approach path indicator (PAPI) (specify runway)
papi
LR
All landing area lighting facilities
ldg area lgt fac
LS
Stopway lights (specify runway)
swy lgt
LT
Threshold lights (specify runway)
thr lgt
LV
Visual approach slope indicator system (specify type and runway)
vasis
LW
Heliport lighting
heliport lgt
LX
Taxiway center line lights (specify taxiway)
twy centerline lgt
LY
Taxiway edge lights (specify taxiway)
twy edge lgt
LZ
Runway touchdown zone lights (specify runway)
rwy tdz lgt
Second and Third Letter AGA Movement and Landing Area (M) Code
Signification
Abbreviated Phraseology
MA
Movement area
mov area
MB
Bearing strength (specify part of landing area or movement area)
bearing strength
MC
Clearway (specify runway)
cwy
MD
Declared distances (specify runway)
declared dist
MG
Taxiing guidance system
tax guidance system
MH
Runway arresting gear (specify runway)
rwy arst gear
MK
Parking area
prkg area
MM
Daylight markings (specify threshold, center line, etc.)
day markings
MN
Apron
apron
MP
Aircraft stands (specify)
acft stand
MR
Runway (specify runway)
rwy
MS
Stopway (specify runway)
swy
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Second and Third Letter AGA Movement and Landing Area (M) Code
Signification
Abbreviated Phraseology
MT
Threshold (specify runway)
thr
MU
Runway turning bay (specify runway)
rwy turning bay
MW
Strip (specify runway)
strip
MX
Taxiway(s) (specify)
twy
Second and Third Letter AGA Facilities and Services (F) Code
Signification
Abbreviated Phraseology
FA
Aerodrome
ad
FB
Braking action measurement equipment (specify type)
ba measurement eqpt
FC
Ceiling measurement equipment
ceiling measurement eqpt
FD
Docking system (specify AGNIS, BOLDS, etc.)
dckg system
FF
Fire fighting and rescue
fire and rescue
FG
Ground movement control
gnd mov ctl
FH
Helicopter alighting area/platform
hel alighting area
FL
Landing direction indicator
ldi
FM
Meteorological service (specify type)
met
FO
Fog dispersal system
fog dispersal
FP
Heliport
heliport
FS
Snow removal equipment
snow removal eqpt
FT
Transmissometer (specify runway)
transmissometer
FU
Fuel availability
fuel avbl
FW
Wind direction indicator
wdi
FZ
Customs
cust
Second and Third Letter COM Communications and Radar Facilities (C) Code
Signification
Abbreviated Phraseology
CA
Air/ground (specify service and frequency)
a/g fac
CE
En route surveillance radar
rsr
CG
Ground controlled approach system (GCA)
gca
CL
Selective calling system (SELCAL)
selcal
CM
Surface movement radar
smr
CP
Precision approach radar (PAR) (specify runway)
par
CR
Surveillance radar element of precision approach radar system (specify wavelength)
sre
CS
Secondary surveillance radar (SSR)
ssr
CT
Terminal area surveillance radar (TAR)
tar
Second and Third Letter COM Instrument and Microwave Landing System (I) 2 1 0 2
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Code
Signification
Abbreviated Phraseology
ID
DME associated with ILS
ils dme
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Second and Third Letter COM Instrument and Microwave Landing System (I) Code
Signification
Abbreviated Phraseology
IG
Glide path (ILS) (specify runway)
ils gp
II
Inner marker (ILS) (specify runway)
ils im
IL
Localizer (ILS) (specify runway)
selcal
IM
Middle marker (ILS) (specify runway)
ils mm
IO
Outer marker (ILS) (specify runway)
ils liz
IS
ILS Category I (specify runway)
ils I
IT
ILS Category II (specify runway)
ils II
IU
ILS Category III (specify runway)
ils III
IW
Microwave landing system (MLS) (specify runway)
mls
IX
Locator, outer (ILS) (specify runway)
ils lo
IY
Locator, middle (ILS) (specify runway)
ils lm
Second and Third Letter COM Terminal and En Route Navigation Facilities (N) Code
Signification
Abbreviated Phraseology
NA
All radio navigation facilities (except...)
all rdo nav fac
NB
Nondirectional radio beacon
ndb
NC
DECCA
decca
ND
Distance measuring equipment (DME)
dme
NF
Fan marker
fan mkr
NL
Locator (specify identification)
l
NM
VOR/DME
vor/dme
NN
TACAN
tacan
NO
OMEGA
omega
NT
VORTAC
vortac
NV
VOR
vor
NX
Direction finding station (specify type and frequency)
df
Second and Third Letter RAC Airspace Organization (A) Code
Signification
Abbreviated Phraseology
AA
Minimum altitude (specify en route/crossing/safe)
mnm alt
AC
Class B, C, D, or E Surface Area
ctr
AD
Air defense identification zone (ADIZ)
adiz
AE
Control area (CTA)
cta
AF
Flight information region (FIR)
fir
AH
Upper control area (UTA)
uta
AL
Minimum usable flight level
mnm usable fl
AN
Area navigation route
rnav route
AO
Oceanic control area (OCA)
oca
AP
Reporting point (specify name or Coded designator)
rep
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Second and Third Letter RAC Airspace Organization (A) Code
Signification
Abbreviated Phraseology
AR
ATS route (specify)
ats route
AT
Class B Airspace
tma
AU
Upper flight information region (UIR)
uir
AV
Upper advisory area (UDA)
uda
AX
Intersection (INT)
int
AZ
Aerodrome traffic zone (ATZ)
atz
Second and Third Letter RAC Air Traffic and VOLMET Services (S) Code
Signification
Abbreviated Phraseology
SA
Automatic terminal information service (ATIS)
atis
SB
ATS reporting office
aro
SC
Area control center (ACC)
acc
SE
Flight information service (FIS)
fis
SF
Aerodrome flight information service (AFIS)
afis
SL
Flow control center
flow ctl center
SO
Oceanic area control center (OAC)
oac
SP
Approach control service (APP)
app
SS
Flight service station (FSS)
fss
ST
Aerodrome control tower (TWR)
twr
SU
Upper area control center (UAC)
uac
SV
VOLMET broadcast
volmet
SY
Upper advisory service (specify)
advisory ser
Second and Third Letter RAC Air Traffic Procedures (P)
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Code
Signification
Abbreviated Phraseology
PA
Standard instrument arrival (STAR) (specify route designator)
star
PD
Standard instrument departure (SID) (specify route designator)
sid
PF
Flow control procedure
flow ctl proc
PH
Holding procedure
hldg proc
PI
Instrument approach procedure (specify type and runway)
inst apch proc
PL
Obstacle clearance limit (specify procedure)
ocl
PM
Aerodrome operating minima (specify procedure and amended minimum)
opr minima
PO
Obstacle clearance altitude
oca
PP
Obstacle clearance height
och
PR
Radio failure procedure
radio failure proc
PT
Transition altitude
transition alt
PU
Missed approach procedure (specify runway)
missed apch proc
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Second and Third Letter RAC Air Traffic Procedures (P) Code
Signification
Abbreviated Phraseology
PX
Minimum holding altitude (specify fix)
mnm hldg alt
PZ
ADIZ procedure
adiz proc
Second and Third Letter Navigation Warnings: Airspace Restrictions (R) Code
Signification
Abbreviated Phraseology
RA
Airspace reservation (specify)
airspace reservation
RD
Danger area (specify national prefix and number)
..d..
RO
Overflying of ... (specify)
overflying
RP
Prohibited area (specify national prefix and number)
..p..
RR
Restricted area (specify national prefix and number)
..r..
RT
Temporary restricted area
tempo restricted
Second and Third Letter Navigation Warnings: Warnings (W) Code
Signification
Abbreviated Phraseology
WA
Air display
air display
WB
Aerobatics
aerobatics
WC
Captive balloon or kite
captive balloon or kite
WD
Demolition of explosives
demolition of explosives
WE
Exercises (specify)
exer
WF
Air refueling
air refueling
WG
Glider flying
glider flying
WJ
Banner/target towing
banner/target towing
WL
Ascent of free balloon
ascent of free balloon
WM
Missile, gun or rocket firing
frng
WP
Parachute jumping exercise (PJE)
pje
WS
Burning or blowing gas
burning or blowing gas
WT
Mass movement of aircraft
mass mov of acft
WV
Formation flight
formation flt
WZ
model flying
model flying
Second and Third Letter Other Information (O) Code
Signification
Abbreviated Phraseology
OA
Aeronautical information service
ais
OB
Obstacle (specify details)
obst
OE
Aircraft entry requirements
acft entry rqmnts
OL
Obstacle lights on ... (specify)
obst lgt
OR
Rescue coordination center
rcc
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7.2 Decoding of Q-Group Fourth and Fifth letter Fourth and Fifth Letter Availability (A) Code
Signification
Abbreviated Phraseology
AC
Withdrawn for maintenance
withdrawn maint
AD
Available for daylight operation
avbl day ops
AF
Flight checked and found reliable
fltck okay
AG
Operating but ground checked only, awaiting flight check
opr awaiting fltck
AH
Hours of service are now
hr ser
AK
Resumed normal operations
okay
AM
Military operations only
mil ops only
AN
Available for night operation
avbl night ops
AO
Operational
opr
AP
Available, prior permission required
avbl ppr
AR
Available on request
avbl o/r
AS
Unserviceable
u/s
AU
Not available (specify reason if appropriate)
not avbl
AW
Completely withdrawn
withdrawn
AX
Previously promulgated shutdown has been cancelled
promulgated shutdown cnl
Fourth and Fifth Letter Changes (C) Code
Signification
Abbreviated Phraseology
CA
Activated
act
CC
Completed
cmpl
CD
Deactivated
deactivated
CE
Erected
erected
CF
Operating frequency(ies) changed to
freq change
CG
Downgraded to
downgraded to
CH
Changed
changed
CI
Identification or radio call sign changed to
ident change
CL
Realigned
realigned
CM
Displaced
displaced
CO
Operating
opr
CP
Operating on reduced power
opr reduced pwr
CR
Temporarily replaced by
tempo rplcd by
Fourth and Fifth Letter Hazard Conditions (H)
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Code
Signification
Abbreviated Phraseology
HA
Braking action is ...
ba is
HB
Braking coefficient is ... (specify measurement device used)
brkg coefficient is
HC
Covered by compacted snow to depth of
cov compacted snow depth
HD
Covered by dry snow to a depth of
cov dry snow depth
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Fourth and Fifth Letter Hazard Conditions (H) Code
Signification
Abbreviated Phraseology
HE
Covered by water to a depth of
cov water depth
HF
Totally free of snow and ice
free of snow and ice
HG
Grass cutting in progress
grass cutting
HH
Hazard due to (specify)
hazard due
HI
Covered by ice
cov ice
HJ
Launch planned ... (specify balloon flight identification or project Code name, launch site, planned period of launch(es)_date/time, expected climb direction, estimate time to pass 18,000 m (60,000 ft), together with estimated location)
launch plan
HK
Migration in progress
migration inpr
HL
Snow clearance completed
snow clr cmpl
HM
Marked by
marked by
HN
Covered by wet snow or slush to a depth of
cov wet snow depth
HO
Obscured by snow
obscured by snow
HP
Snow clearance in progress
snow clr inpr
HQ
Operation cancelled ... (specify balloon flight identification or project Code name)
opr cnl
HR
Standing water
standing water
HS
Sanding in progress
sanding
HT
Approach according to signal area only
apch according signal area only
HU
Launch in progress ... (specify balloon flight identification launch inpr or project Code name, launch site, date/time of launch(es), estimated time passing 18,000 m (60,000 ft), or reaching cruising level if at or below 18,000 m (60,000 ft), together with estimated location, estimated date/time of termination of the flight, and planned location of ground contact when applicable)
HV
Work completed
work cmpl
HW
Work in progress
wip
HX
Concentration of birds
bird concentration
HY
Snow banks exist (specify height)
snow banks hgt
HZ
Covered by frozen ruts and ridges
cov frozen ruts and ridges
Fourth and Fifth Letter Limitations (L) Code
Signification
Abbreviated Phraseology
LA
Operating on auxiliary power supply
opr aux pwr
LB
Reserved for aircraft based therein
reserved for acft based therein
LC
Closed
clsd
LD
Unsafe
unsafe
LE
Operating without auxiliary power supply
opr without aux pwr
LF
Interference from
interference from
2 1 0 2
o d i L ©
