JAA ATPL BOOK 07- Oxford Aviation.jeppesen-- Flight Planning and Monitoring

JOINT AVIATION. AIRLINE TRANSPORT

-3 LICENCE a-

O Oxford Aviation Services Limited 2001 All Rights Reserved

This text book is to be used only for the purpose of private study by individuals and may not be reproduced in any form or medium, copied, stored in a retrieval system, lent, hired, rented, transmitted or adapted in whole or in part without the prior written consent of Oxford Aviation Services Limited.

Copyright in all documents and materials bound within these covers or attached hereto, excluding that material which is reproduced by the kind permission of third parties and acknowledged as such, belongs exclusively to Oxford Aviation Services Limited. Certain copyright material is reproduced with the permission of the International Civil Aviation Organisation, the United Kingdom Civil Aviation Authority and the Joint Aviation Authorities (JAA).

This text book has been written and published as a reference work to assist students enrolled on an approved JAA Air Transport Pilot Licence (ATPL) course to prepare themselves for the JAA ATPL theoretical knowledge examinations. Nothing in the content of this book is to be interpreted as constituting instruction or advice relating to practical flying. Whilst every effort has been made to ensure the accuracy of the information contained within this book, neither Oxford Aviation Services Limited nor the publisher gives any warranty as to its accuracy or otherwise. Students preparing for the JAA ATPL theoretical knowledge examinations should not regard this book as a substitute for the JAA ATPL theoretical knowledge training svllabus published in the current edition of 'JAR-FCL 1 Flight Crew Licensing (Aeroplanes)' (the Syllabus). The Syllabus constitutes the sole authoritative definition of the subject matter to be studied in a JAA ATPL theoretical knowledge training programme. If you elect to subscribe to the amendment service offered with this book please note that there will be a delay between the introduction of changes to the Syllabus and your receipt of the relevant updates. No student should prepare for, or is currently entitled to enter himselflherself for, the JAA ATPL theoretical knowledge examinations without first being enrolled in a training school which has been granted approval by a JAA-authorised national aviation authority to deliver JAA ATPL training. Oxford Aviation Services Limited excludes all liability for any loss or damage incurred or suffered as a result of any reliance on all or part of this book except for any liability for death or personal injury resulting from Oxford Aviation Services Limited's negligence or any other liability which may not legally be excluded.

Cover picture by courtesy of the Boeing Company

Published by: Jeppesen GmbH, Frankfurt, Germany Contact Details: Pilot Ground Training Department Oxford Aviation Training Oxford Airport Kidlington Oxford OX5 IRA England

Sales and Service Department Jeppesen GmbH Frankfurter Strasse 233 63263 Neu-Isenburg Germany

Tel: ++44 (0) 1865 844290 E-mail: [email protected]

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FOREWORD Joint Aviation Authorities (JAA) pilot licences were first introduced in 1999. By the end of 2002, all 33 JAA member states will have adopted the new, pan-European licensing system. Many other countries world-wide have already expressed interest in aligning their training with the syllabi for the various JAA licences. These syllabi and the regulations governing the award and the renewal of licences are defined by the JAA's licensing agency, known as "Joint Aviation Requirements-Flight Crew Licensing", or JARFCL. The introduction of JAA licences is, naturally, accompanied by associated JAR-FCL practical skill tests (tests of flying ability) and theoretical knowledge examinations corresponding to each level of licence: Private Pilot Licence (PPL), Commercial Pilot Licence (CPL), CPL with Instrument Rating and Air Transport Pilot Licence (ATPL). The JAR-FCL skill tests and the ground examinations, though similar in content and scope to those conducted by many national authorities, are inevitably different in detail from the tests and examinations set by any individual JAA member state under its own national scheme. Consequently, students who wish to train for JAA licences need access to study material which has been specifically designed to meet the requirements of the new licensing system. As far as the JAA ATPL ground examinations are concerned, the subject matter to be tested is set out in the ATPL training syllabus contained in the JAA publication, 'JAR-FCL 1 (Aeroplanes)'. Inevitably, this syllabus represents a compromise between the differing academic contents of the national ATPL training syllabi it replaces. Thus, it follows that the advent of the new examinations has created a need for completely new reference texts to cover the requirements of the new syllabus. This series of manuals, prepared by Oxford Aviation Training and published by Jeppesen, aims to cover those requirements and to help student pilots prepare for the JAA ATPL theoretical knowledge examinations. Oxford Aviation Training (OAT) is one of the world's leading professional pilot schools. It has been in operation for over thirty years and has trained more than 12,000 professional pilots for over 80 airlines, world-wide. OAT was the first pilot school in the United Kingdom to be granted approval to train for the JAA ATPL. As one of the most active members of the European Association of Airline Pilot Schools, OAT has been a leading player in the pan-European project to define, in objective terms, the depth and scope of the academic content of JAA ATPL ground training as outlined in 'JAR-FCL 1 (Aeroplanes)'. OAT led and coordinated this joint-European effort to produce the JAA ATPL Learning Objectives which are now published by the JAA itself as a guide to the theoretical knowledge requirements of ATPL training. In less than two years since beginning JAA ATPL training, and despite the inevitable teething problems that national aviation authorities have experienced in introducing the new examination system, OAT has achieved an unsurpassed success rate in terms of the pa'sses its students have gained in the JAA ATPL examinations. This achievement is the result of OAT's whole-hearted commitment to the introduction of the new JAA licensing system and of its willingness to invest heavily in the research and development required to make the new system work for its students. OAT has not only been at the forefront of the effort made to document JAA ATPL theoretical knowledge requirements, but it has also produced associated academic notes of the highest quality and created computer-generated and web-based ATPL lessons which ensure that its students are as well-prepared as possible to succeed in the ground examinations. OAT's experience and expertise in the production of JAA ATPL training material make this series of manuals the best learning material available to students who aspire to hold a JAA ATPL. continued....

Jeppesen, established in 1934, is acknowledged as the world's leading supplier of flight information services, and provides a full range ofprint and electronic flight information services, including navigation data, computerised flight planning, aviation software products, aviation weather services, maintenance information, and pilot training systems and supplies. Jeppesen counts among its customer base all US airlines and the majority of international airlines world-wide. It also serves the large general and business aviation markets. The combination of Jeppesen and OAT expertise embodied in these manuals means that students aiming to gain a JAA ATPL now have access to top-quality, up-to-date study material at an affordable cost. Manuals are not, of course, the complete answer to becoming an airline pilot. For instance, they cannot teach you to fly. Neither may you enter for the new JAA ATPL theoretical knowledge examinations as a "self-improver" student. The new regulations specifi that all those who wish to obtain a JAA ATPL must be enrolled with a flying training organisation (FTO) which has been granted approval by a JAAauthorised national aviation authority to deliver JAA ATPL training. The formal responsibility to prepare you for both the flying tests (now known as "skill tests") and the ground examinations lies with your FTO. However, these OATIJeppesen manuals represent a solid foundation on which your formal training can rest. For those aspirant airline pilots who are not yet able to begin formal training with an FTO, but intend to do so in the future, this series of manuals will provide high-quality study material to help them prepare themselves thoroughly for their formal training. The manuals also make excellent reading for general aviation pilots or for aviation enthusiasts who wish to further their knowledge of aeronautical subjects to the standard required of airline pilots. At present, the JAA ATPL theoretical knowledge examinations are in their infancy. The examinations will inevitably evolve over the coming years. The manuals are supported by a free on-line amendment service which aims to correct any errors and/or omissions, and to provide guidance to readers on any changes to the published JAA ATPL Learning Objectives. The amendment service is accessible at http://www.oxfordaviation.net/shop/notes.htm OAT7sknowledge of and involvement in JAR-FCL developments are second to none. You will benefit from OAT'S expertise both in your initial purchase of this text book series and from the free amendment service. OAT and Jeppesen have published what they believe to be the highest quality JAA ATPL theoretical knowledge manuals currently available. The content of these manuals enables you to draw on the vast experience of two world-class organisations, each of which is an acknowledged expert in its field of the provision of pilot training and the publication of pilot training material, respectively. We trust that your study of these manuals will not only be enjoyable but, for those of you undergoing training as airline pilots, will also lead to success in the JAA ATPL ground examinations. Whatever your aviation ambitions, we wish you every success and, above all, happy landings. Oxford, England. January 2002

PREFACE TO EDITION TWO, FIRST IMPRESSION

Edition Two of this work has been recompiled to give a higher quality of print and diagram. The opportunity has also been taken to update the contents in line with Oxford Aviation Training's experience of the developing JAA ATPL Theoretical Knowledge Examinations.

Oxford, England. September 2002

Textbook Series

Book

Title

1

010 Air Law

2

020 Aircraft General Knowledge 1

3

4

5




JAR Ref. No.

Subiect

021 01

Airframes & Systems

021 01 01/04 021 01 07 021 01 05 021 01 06 021 01 08/09 021 01 09/10 021 04 00 021 01 11

Fuselage, Wings & Stabilising Surfaces Hydraulics Landing Gear Flight Controls Air Systems & Air Conditioning Anti-icing & De-icing Emergency Equipment Fuel Systems

021 02

Electrics - Electronics

021 02 01 021 02 02 021 02 05

Direct Current Alternating Current Basic Radio Propagation.

021 00

Powerplant

021 03 01 021 03 02

Piston Engines Gas Turbines

22

Instrumentation

022 01 022 03 022 02 022 04

Flight lnstruments Warning & Recording Automatic Flight Control Power Plant & System Monitoring lnstruments

6

030 Flight Performance & Planning 1

03 1 032

Mass & Balance Performance

7

030 Flight Performance & Planning 2

033

Flight Planning & Monitoring

8

040 Human Performance & Limitations

9

050 Meteorology

10

060 Navigation 1

06 1

General Navigation

11

060 Navigation 2

062

Radio Navigation

12

070 Operational Procedures

13

080 Principles of Flight

14

090 Communications

15

- Reference Material

FLIGHT PLANNING AND MONITORING

CONTENTS

Chapter 1 Chapter 2 Chapter 3 Chapter 4 Chapter 5 Chapter 6 Chapter 7 Chapter 8 Chapter 9 Chapter 10 Chapter 11 Chapter 12 Chapter 13 Chapter 14 Chapter 15 Chapter 16 Chapter 17 Chapter 18

Introduction Air Information Publications Topographical Chart Single - Engine Piston (SEP) Aircraft Multi - Engine Piston (MEP) Aircraft Medium Range Jet Transport (MRJT) - Fuel Planning MRJT - Additional Procedures Weather Charts Point of No (Safe) Return (PNWPSR) Critical Point (CP) - Equal Time Point Airways Airways - Miscellaneous Charts ATC Flight Plan (CA48) Abbreviations Abbreviations (JAR-FCL) - Definitions - Conversions Multi-choice SEP and MEP Multi-choice MRJT JAR-OPS 1 Subpart D, Operational Procedures

CHAPTER ONE - INTRODUCTION

Contents

Page

1.1

BACKGROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.2

EXAMINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 1

1.3

SAMPLE QUESTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 2

INTRODUCTION


1.1

BACKGROUND Over the years the aviation structures and requirements of individual European States have increasingly diverged. Therefore, to provide a common approach to licensing, type certification, maintenance, and export and import, agreement has been reached on detailed aviation requirements - Joint Aviation Requirements (JAR). The Joint Aviation Requirements for Flight Crew Licensing (JAR-FCL) are designed to permit use of licences and ratings without further formality in any participating state.

1.2

EXAMINATION The examination, Flight Planning and Monitoring (paper 6), lasts three hours and comprises one hundred un-connected questions. Suitable charts, maps and data sheets, will be provided by the Authority, together with a four function, plus memory, electronic calculator. The hundred disparate questions are allocated as follows: a)

13 to cross-country flight plans. 5 to practical flight planning. 10 to the Air Traffic Flight Plan. 26 to IFR (Airways) Flight Planning.

6 to Jet Aeroplane Flight Planning. 10 on practical completion of a Flight Plan for a jet and computation of Critical Time Point (Equal Time Point) and Point of No Return. The cross-country and practical flight planning is based upon nominal single and twin pistonengined aircraft such as a Beechcraft Bonanza and PA 34-220T (Seneca 111); the commercial jet is a nominal twin engined aircraft such as a 737-400. The remaining 30 questions will be chosen at random, and may include questions on graphs, tables and appendices of other aircraft types, such as the Airbus. The stand-alone question format of the examination necessitates a large number df appendices, and 100 questions in 180 minutes equates to just under 2 minutes per question! To date the examination question s have numbered roughly 75 per paper. For example, the mark break-down of a 73 question paper might be: 52 x 1 mark; 16 x 2 marks; 4

x

3 marks; 1 x 4 marks.

O Oxford Aviation Services Limited


1.3

INTRODUCTION

SAMPLE QUESTIONS Question No.31 The forecast wind velocity and outside air temperature at FL80 is 320°/35kt. and 10°C. An aircraft at FL80 is maintaining a magnetic track of 080" at a corrected airspeed (CAS) of 135kt; variation is 7 "W. Its groundspeed and true heading are:

Question No. 32 A Fokker F-27 flight planning chart states that the time to reach f1190 at a given gross mass is 22 minutes with a still air distance of 66nm. The ground distance travelled when the average headwind component is 35kt will be;

Answer a) in each case.


CHAPTER TWO .AIR INFORMATION PUBLICATIONS

Contents

Page INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 1 DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 1 FORMAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 2 ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 2 AIP GEN-LOCATION INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 3 AIP GEN-NOTAMS (Notices to Airmen) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 4 AIP GEN-AERODROME FLIGHT INFORMATION SERVICE (AFIS) and AERODROME TRAFFIC INFORMATION SERVICE (ATIS) . . . . . . . . . . 2 - 5 AIP GEN-METEOROLOGICAL CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 7 AIP GEN-METEOROLOGICAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . 2 - 8 AIP ENR-NAVIGATION AIDS EN-ROUTE . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 11 AIP ENR-CODENAMES FOR SIGNIFICANT POINTS . . . . . . . . . . . . . . . . . . 2 - 12 2.12

AIP ENR-NAVIGATION WARNINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 .13

2.13

AIP AD-AERODROME CATEGORISATION . . . . . . . . . . . . . . . . . . . . . . . . . 2 .17

2.14

AERODROME COMMUNICATION FACILITIES . . . . . . . . . . . . . . . . . . . . . 2 .17

2.15

AERODROME RADIO NAVIGATION AND LANDING AIDS . . . . . . . . . . . 2 .18

2.16

OTHER SOURCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 .19

2.17

SEARCHANDRESCUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 1 9

.



2.1

AIR INFORMATION PUBLICATIONS

INTRODUCTION The JAR syllabus requires the extraction of information appertaining to Radio Communications, Navigation AidsIDesignated Reporting Points, Navigation Warnings/Obstructionsand Airfield Services from a relevant Air Information Publication (AIP) and notices to airmen - NOTAMs. The student will be required to extract details of: a)

Air Traffic Control procedures regarding departure, en-route, destination and alternate airfields.

b)

frequencies of communication and navigation aids (navaids) en-route and at airfields.

c)

radio navigation and approach aids.

d)

Aerodrome Flight Information Service (AFIS), Automatic Terminal Information Service (ATIS) and in-flight weather services.

e)

Danger, Restricted and Prohibited Areas; Military training areas, Air Navigation Obstacles and Aerial Sporting and Recreational Activities.

The bulk of the four books of the UK AIP restrict its use to OperationIFlight Planning cells. The same information will also be found, variously, in such representative publications as Aerad and Jeppesen Flight Guides, High and Low Altitude Airways charts, Topographical charts, Standard Instrument Departure (S1D)lInstrument Arrival (STAR) and Airfield Approach Charts etc.

2.2

DEFINITIONS Air Information Publication (AIP). A publication issued by or with the authority of a State and containing aeronautical information of a lasting character essential to air navigation. The United Kingdom Air Information Publication is an example.

AIP Supplements. Temporary changes to the information contained in the AIP which are published by means of special pages. In the UK these are printed on yellow paper and filed in the AIP SUPPLEMENT SECTION of the UK AIP, GENERAL (GEN) volume. NOTAM. A notice distributed by means of telecommunications containing information concerning the establishment, condition or change in any aeronautical facility, service,procedure or hazard, the timely knowledge of which is essential to personnel concerned with flight operations.




A NOTAM is originated and issued promptly whenever information to be distributed is of a temporary nature and short duration or when operationally significant permanent changes of long duration are made at short notice. They are displayed in, or issued by, operations and flight planning centres. 2.3

FORMAT

The format of an AIP produced by an ICAO contracting state conforms to a common standard in accordance with the Standards and Recommended Practices (SARP) of Annex 15 to the Convention on International Civil Aviation and with the Aeronautical Information services Manual (ICAO Doc 8 126). Thus the Air Information Publication United Kingdom is a typical reference document. It is divided into:

2.4

a)

VOLUME I - AIP PART 1, GENERAL (GEN) and AIP SUPPLEMENTS (AIP SUP).

b)

VOLUME I1 - AIP PART 2, EN - ROUTE (ENR).

C)

VOLUME I11 - AIP PART 3, AERODROMES (AD).

ABBREVIATIONS

Refer to Appendix 1 at the end of this book for the abbreviations incorporated in the UK AIP, which are also contained in ICAO DOC'S 8400, 8 168 and 9569. Refer to Appendix 2 for the abbreviations, incorporated in JAR-FCL 1 Subpart J, to be used for the European Question Bank (EQB)



2.5


AIP GEN-LOCATION INDICATORS (UK AIP GEN 2.4)

I Location

Indicator

I Location

Location

Indicator

Indicator

Aberdeen

EGPD

Culdrose

EGDR

Hucknall

EGNA

Aberporth

EGUC

Cumbernauld

EGPG

Humberside

EGNJ

Alderney

EGJA

Figure 2.1 Location Indicators Location Indicators are allocated mainly to licensed aerodromes, Air Control Centres and Flight Information Centres. An indicator comprises four letters; the first two denote the country and the last two the airfield or centre. Thus: UNITED KINGDOM 97

77

LondonlHeathrow London ATCC(ACC FIC)

FRANCE 79

ED ET EDD EDM

ParislCharles De Gaulle

FEDERAL REPUBLIC OF GERMANY 77 77 77

- civil airfields - military airfields - international aerodromes Munich

ITALY 77

RomelCiampino

79

MadddlBarajas

SPAIN

KA to KZ CY and CZ

UNITED STATES CANADA

Agency Designator, three letters, and Office Designator, one letter, may be added after the Location Indicator. This allows messages to be directed to an agency andlor an office at a particular location.




For example the Agency Designators for an Air Traffic Control Unit and a Flight Information Centre, at any location, are ZAZ and ZIZ; the Office Designators at any location for Freight and Cargo and Passenger Handling are F and P. Normally, for day to day operations, pilots need to be aware only of the significance of the Location Indicator, particularly when filing a Flight Plan (CA48), where the entries for departure, destination and diversion airfields, and FIRKJIR boundaries, are represented by a particular four letter code.

2.6

AIP GEN-NOTAMS (Notices to Airmen) (Ref. UK AIP GEN 3.1) All operationally significant information not covered by AIP amendment or AIP Supplement will be issued as a NOTAM. All operationally significant changes issued as Aeronautical Regulation and Control (AIRAC) AIP Amendments, AIP Supplements or Aviation Information Circulars (AIC) will be additionally announced by "Trigger" NOTAMS, which remain valid for 15 days after a permanent change and for the complete duration of any temporary change or condition. Three categories of NOTAMS are disseminated by the Aeronautical Fixed Service (AFS): a)

NOTAMN, which contains new information.

b)

NOTAMR, which replaces a previous one.

c)

NOTAMC, which cancels a previous one.

UK NOTAMS are divided into two categories: a)

Those containing information on UK International Airports and en-route information of interest to both International and Domestic recipients. (A to H, J and exceptionally X).

b)

Those containing information on domestic aerodromes and information to Domestic recipients only. (L to N, R and exceptionally X).

Edited example NOTAMS: a)

Series A (A0012199 NOTAMN) E) MIDHURST DVOR 'MID' 114.000MHZ UIS )

b)

Series E (EOOlll99 NOTAMR) E) NO STOPWAY LIGHTS ON RWY 09 DUE WIP RESITING )

2-4



c)


Series L (LO018199) E) NDB 'GST' NOT AVBL DUE MAINT. )

(A decode of the series lettering is at table 3.1.1., UK AIP GEN 3- 1-5)

2.7

AIP GEN-AERODROME FLIGHT INFORMATION SERVICE (AFIS) AERODROME TRAFFIC INFORMATION SERVICE (ATIS) (Ref. UK AIP GEN 3.3.3)

and

OXFORD KIDLINGTON

I I

Sevice Designation AFIS ATIS

Frequency (MHz)

Callsign

1

I

1

Oxford Information Oxford Departure Information

1

8'875

121'750

Hours of Operation

1 1

Sat, Sun & PH 0830 -1700 (Winter) Sat, Sun & PH 0730-1600 (Summer) Sat, Sun & PH 0830-1700 (Winter) Sat, Sun & PH 0730-1600 (Summer)

Remarks

I I

I I

Fig. 2.2 Extract from AD 2 UK AIP The Flight Information Service (FIS) (Fig.2.2) is provided at aerodromes to give information useful for the safe and efficient conduct of flights in the in the Aerodrome Traffic Zone (ATZ). From the information received pilots will be able to decide the appropriate course of action to be taken to ensure the safety of the flight. FIS is available during the aerodrome's operation hours. The Flight Information Service officer is responsible for: a)

issuing information to aircraft in the ATZ to assist pilots in preventing collisions.

b)

issuing information to aircraft on the manoeuvring area to assist pilots in preventing collisions between aircraft and vehicles/obstructions on the manoeuvring area, or between aircraft moving on the apron. ,

c)

informing aircraft of essential aerodrome information (ie. the state of the aerodrome and its facilities).

d)

alerting the safety services.

el

initiating overdue action.




At busy airfields to alleviate Radio Telephony (RTF) loading on the operational channels, Automatic terminal Information Service (ATIS) (Fig.2.2) broadcast messages are used to pass routine arrivalldeparture information on a discrete RTF frequency or on an appropriate VOR. Pilots of aircraft inbound to these airports are required on first contact with the aerodrome ATS Unit to acknowledge receipt of current information by quoting the code letter of the broadcast. Pilots of outbound aircraft are not normally required to acknowledge receipt of departure ATIS but are requested to ensure that they are in possession of up-to-date information. (See ICAO Doc 7030 for further information on ATIS). EXAMPLE OF A TYPICAL ATlS AT OXFORDIKIDLINGTON: "ATIS B: Runway 02 right hand; Helicopter Area I Left; Surface WIV 330110; QNHI 018, QFE 1008; Temperature -1 C, Dewpoint -3 C. Contact tower on 121.95MHz."



2.8


AIP GEN-METEOROLOGICAL CHARTS (Ref.UK AIP GEN 3.5) The UK AIP Volume I General(GEN) Table 3.5.4.1. details the available Meteorological Charts, (Fig 2.2A) their coverage and validity times. The charts required for the JAR syllabus are explained fblly in the meteorological lessons. Students will be required to extract the appropriate information from the relevant charts in order to complete NavigationIFuel Plans. TABLE 3.5.4.1

Area

Chart

Weather

Levels

Surface - 15000 ft amsl

Coverage

Projection

Issue Times

Validity Times

British illes and near Continent

Spot Wind1 Temperature

Sig Wx/ TropopauseIMax Wind

FLIOO - FL450

Polar Stereographic

Windnemperature

North Atlantic (NAT)

Sig Wx/ TropopauseIMax Wind

N24 E056 NO2 WOO4 NO3 W083 N28 W I 4 8

Polar Stereographic

Windnemperature

Isobaric and frontal analysis (ASW

Surface

N37 E050 N68 W 105 N34 W055 N20 EOlO

Polar Stereographic

0315 & approx every 6 hours

1200 and every 6 hours

0410 1630 I635 0400

0000 0600 1200 1800

0215 and approx every 6 hours

1200 and every 6 hours

0410 1630 1635 0400

0000 0600 1200 1800

0415 0950 1615 2140

0000 0600 1200 1800

full details. Etc.

See latest Table for

Fig. 2.2A Meteorological Charts - Coverage and Validity Times

63 Oxford Aviation Services Limited


2.9


AIP GEN-METEOROLOGICAL INFORMATION (Ref. LJK AIP GEN 3.5.) Aviation Routine Weather Reports-METAR/(Actuals), Aerodrome Forecasts-TAP, information concerning en-route weather phenomena which may effect the safety of aircraft operations-SIGMET (including volcanic activity), and selected special weather reportsSPECI, are broadcast by teleprinter and/or radio throughout the UK and internationally in text form. Students are required to decode METARs(Actua1s)-Figure 2.3, and TAFs-Figure 2.4. Decode the following METAR and TAF with reference to pages 7-41/42; answers at end of this chapter.

Report Type

Location Indicator

METAR

EGSS

Visibility

Wind

Datemime

RVR

31015G30KT280V350

I

R24lP1500

Present WX

Cloud

TemplDew

QNH

Recent WX

Windshear

TREND

Rwy State

SHRA

FEW005 SCTOIOCB BKN025

10103

(20995

RETS

WS RWY23

NOSlG

88290592

Fig. 2.3 METAR London Stansted (EGSS) TAFs describe the forecast prevailing conditions at an aerodrome and usually cover a period of 9 to 24 hours. Location Identifier

Report Type

I

I

TAF

DateITime of Origin

1

EGKK

1306002

I

Cloud

Variant

I FEW005 SCT018CB BKN025 I

TEMPO

Visibility 4000

1

Wind

Validity Time

Visibility

Weather

130716

-SHRA

,

Validity Times

I

I

1116

Weather

Cloud

Probability

+SHRA

I BKNOIOCB I

PROBJO

1

Validity Time

I

1416

Weather

I

TSRA

I

Fig. 2.4 TAF London Gatwick (EGKK)




The Meteorological Watch Offices (MWOs) are responsible for preparing and disseminating SIGMETS to the appropriate ACCIFIC within their own and agreed adjacent FIRS. Aircraft in flight should be warned of the occurrence or expected occurrence of a SIGMET phenomenon for the route ahead for up to 500nm or 2 hours flying time. SIGMET examples are: a)

At subsonic levels-. Freezing Rain Severe Mountain Wave Volcanic Ash Cloud At transonic and supersonic levels (FL250-600)Hail Volcanic Ash Cloud Moderate or Severe Turbulence

Information to aircraft in flight is usually supplied in accordance with area Meteorological Watch procedures, supplemented when necessary by an En-route Forecast Service. Information is also available from the appropriate ATS Unit at the commander's request, or from meteorological broadcasts. Aircraft can obtain aerodrome weather information from any of the following: a)

VOLMET broadcasts. ( See Table Figure 2.5)

b)

ATIS broadcasts

c)

by request to an ATS Unit but whenever possible only if the information required is not available from a broadcast.




METEOROLOGICAL RADIO BROADCASTS (VOLMETS) Call SignllD

Frequency MHz

1

3

London Volmet (Main)

Operating Hours 4

H24 continuous

Stations

H24 continuous

Birmingham Bournemouth Bristol Cardiff Jersey London Luton Norwich Southampton Southend

London Volmet (North) (Note 1)

H24 continuous

Blackpool East Midlands Isle of Man Leeds Bradford Liverpool London Gatwick Manchester Newcastle Teesside

Note 1: Note 2:

H24 continuous

7

5 Amsterdam Brussels Dublin Glasgow London Gatwick London Heathrow London Stansted Manchester ParislCDG

London Volmet (South

Scottish Volmet

Remarks

Contents

AberdeenlDyce BelfastIAldergrove Edinburgh Glasgow lnverness LondonlHeathrow Prestwick Stornoway Sumburgh

1 Half hourly reports (METAR) 2 The elements of each report broadcast in the following order: (a) Surface wind (b) Visibility (or CAVOK) (c) RVR if applicable (d) Weather (e) Cloud (or CAVOK) (f) Temperature (g) Dewpoint (h) QNH (i) Recent weather if applicable (j) Windshear if applicable (k) Trend if applicable (1)Runway contamination warning if applicable

The spoken word 'SNOCLO' will be added to the end of the aerodrome report when that aerodrome is unusable for takeoffs and landings due to heavy snow on runways or runway snow clearance

3 Non-essential words such as 'surface wind', 'visibility' etc are not spoken. 4 Except for 'SNOCLO' The Runway State Group is not broadcast 5 All broadcasts are in English.

Broadcasting range extended to cover Southeast England and English Channel An HF VOLMET broadcast for North Atlantic flights (Shannon VOLMET) is operated by the Republic

Ireland

Figure 2.5 Volmet Broadcasts.



2.10


AIP ENR-NAVIGATION AIDS EN-ROUTE (Ref. UK AIP ENR 4.1)

Name of Sation (VOR set Variation)

IDENT

Saint Abbs VOWDME (5.5"W 1995 )

112.50 MHz (Ch 72X )

-

Scotstown Head NDB -

Seaford VOWDME (5.5 W -1997)

Frequency (Channel)

1

sHD SFD

Hours of Operation (WinterlSummer)

Co-ordinates

1

Remarks Aerial

no: : lE

H24

I

DOC 50nm150000 ft (200nm150000 ft in Sector 054" 144"M)

-

383.0 KHz

Range 80 nm (25nm in Sector 180" t o 335" MAG )

117.0 MHz (Ch 117X)

DOC120 nm150000ft 260 -290 M, 50nm150000 ft elsewhere

Figure 2.6 En-route Radio Navaids Questions may be asked on the frequencies and callsigns of particular navigation aids. As an example, ENR4 of the UK AIP lists the en-route radio navigation aids alphabetically, together with their individual identifying morse callsigns, transmitting frequencies, operational hours, DME aerial elevation, where applicable, and any remarks. Thus:

A VHF Omni Range(V0R) and a Distance Measuring Equipment(DME) are situated at Saint Abbs Head where in 1995 the magnetic variation was 5.5 W; the VOR beacon is aligned with magnetic north. The morse callsign is Sierra Alpha Bravo. The VOR frequency to be selected by a civil operator is 112.50MHz which also activates the DME's interrogatorltransponder UHF frequencies; military aircraft select channel 72X to obtain range from the DME. The station operates continuously 24 hours a day at, The published latitude and longitude i i degrees minutes and seconds. The DME antenna is 760ft above mean sea level. Neither the VOR nor the DME should be used beyond 50nm and above 50000ft or 200nmn and 50000ft in the sector between 054 m and 144 M.



FLIGHT PLANNING AND IVlONlTORlNG

2.11

AIP ENR-CODENAMES FOR SIGNIFICANT POINTS (Ref. UK AIP ENR 4.3)

-

$ See also AIP Ireland

Name Code

t - See also AIP France

Q - See also AIP Norway

-

# See also AIP Spain Purpose (ATS Route or Other Route)

-

ABDAL

Cotswold CTA Arrivals to Bristol, Cardiff & Filton

ABSlL

UM604 IN866

ACORN

London TMA Gatwick SlDs

-

Definition ('MAGlnrn) CPT VOWDME fix 268'124 nrn VES VOWDME fix 249'11 48nrn

-

BIG VOWDME fix 133'18nrn DET VOWDME fix 2611 ' 1 5nrn LAM VOWDME fix 179'124nrn BKY VOWDME fix 088'14nm

ADMlS

CLN VOWDME fix 287'137nrn SAM VOWDME fix 285'135nrn

ADSON

AGANO

-

Channel Islands CTR Alderney Arrivals

JSY VOWDME fix 008'127 nrn GUR VOWDME fix 064'167nrn

Figure 2.7 Coded Designators Navigation positions not marked by radio navigation aids are given a coded designator of up to five characters and are also defined by a radial and bearing from a co-located VORIDME, as can be seen from fig. 2.7 above.



2.12


AIP ENR-NAVIGATION WARNINGS (Ref. UK AIP ENR 5) For safety reasons, when planning a VFR or IFR flight at low or high Flight Levels, the pilot must take into account the following: a)

Prohibited, Restricted and Danger Areas (Fig.2.8).

b)

Military Exercise and Training Areas (Fig. 2.9).

c) d)

Other Activities of a Dangerous Nature, such as High Intensity Radio Transmissions (Fig. 2.10). Air Navigation Obstacles En-route, such as bridges and chimneys (Fig. 2.1 1).

e)

Aerial Sporting and recreational Activities (Fig. 2.12)

Identification and Name Lateral Limits

EG DO01

Upper Limit (ft) Lower Limit (ft)

Activity Details, Remarks and Byelaw Reference ( One hour earlier during Summer period)

Trevose Head

501918N 0053042W - 502400N 0053900W-

ALT 100 SFC

Activity: Helicopter Exercises including winching (Air Force Dept.)

503200N 0053400W - 503930N 0052400W-

Hours: Mon to Thu 0800-2359, Fri 0800-1800.

504300N 0051230W - 503830N 0050430W50 1918N 0053042W-

Service:DACS: St Mawgan APP on 126.500 MHz when open. Other times DAAIS: London lnformation on 124.750 MHz. Remarks: Nil.

$ EG DO03

Plymouth

50100 1N 0034740W - 500339N 0033430W4941O5N 0034912W - 493719N 0040938W501001N 0034740W-

Up to ALT 55000 SFC Subject to co-ordination procedures above ALT 22000

Activity: Ship Exercises ITarget TowingIFiringl Pilotless Target Aircraft (Navy Dept).

Hours:Mon to Thu 0800-2359, Fri 0800 - 1600 and a6 notified Service: DACS: Plymouth Military on 121.250 MHz when open; other times London Mil via London lnformation on 124.750 MHz. Remarks: Pre-flight information may be obtained from Plymouth Operations, Tel: 01752-557550

Figure 2.8. DangerIRestrictedlProhibitedAreas




Name Lateral Limits

Systemslmeans of activation announcement1 information for Civil Flights

Remarks and Activity Times ( One hour earlier during summer period)

1

2

3

Areas of fntense Air Activity (NAN Oxford (h) 5156OON 0014900W - 520130N 0011745w 515745N 0011l26W - 514328N 0010000W 513433N 0010000W - 513423N OOlll38 W 513938N 00155lOW - 5156OON 00149OOW

Radar services are available within this area from Brize Radar on 134.300 MHz. The attention of pilots is also drawn to the Brize Norton Control Zone. (See ENR 2-2-2-112)

Hours: Permanently active. Vertical Limits: SFC to 5000 ft ALT. Remarks: There is intense air activity associated with closely woven civil and military climb out and approach procedures for the many airfields in this vicinity. Pilots flying in this area are advised to keep a constant vigilance particularly during weekdays when military activity is at its peak, and especially in the area 8.5nm/308"(T) and 6nm1145" (T) from OxfordlKidlington aerodrome where aircraft may be holding waiting clearance to join airways.

Figure 2.9. Military Training Areas.

Name Lateral Limits

'

Vertical Limits

Barford St John Radius 0.05 nm centred on 520001 N 0012105W

ALT 850 ft

Boulmer Radius 0.9 nm centred on 552400N 0013706W

ALT 1600 ft

Buchan Radiius 0.65 nm centred on 572759N 00147O6W

ALT 4000 ft

Advisory Measures

Authority Responsible for Information

Remarks Activity Times ( One hour earlier during summer period)

Figure 2. I0. Other Dangerous Activities.




Column 2

Column 2 (cont)

Column 2 (cont)

BRDG - Bridges (including Suspension) BLDG - Buildings - General CHCH - CathedralIChurch (spire1steeple) CHlM - Smoke Stack or Chimney COOL- Cooling Tower CRN - Cranes

FLR - Gas Flare MINE - Mining Structures OIL - Oil Refinery & Assoc Plant PLT - Misc Industrial Plant Buildings PYL - Powerline Pylons & Aerial Cable-ways RTM - RadioITV Towers & Masts (antenna)

TURB -Wind FarmITurbine Blades WASTE -Waste Pile

Designation (Name and Ref Number)

The Neaps

(105A052)

TypeIDescription (Multiple or Single)

Obstruction Lighting TypeIColour

RTM

S

Sullom Voe Flarestack(105A051)

FLR

S

Butt of Lewis

(150A061)

RTM

S

No

Thrumster

(150A060)

RTM

M

Yesj

Laboste

(1508415)

RTM

S

No

Rumster Forest

(15OAO59)

RTM

S

Yes

Latheron

(150A058)

RTM

M

Yes

Aird Uig

(150A057)

RTM

S

Yes

(150A056) Berriedale (Joined by cables)

PYL

M

No

Eitshall

RTM

S

Yes

(15 0 ~ 0 5 5 )

Figure 2.1 1. En-route Obstacles.




Designation Lateral Limits

Vertical Limits

OperatorIUser Tel No

Remarks Activity Times ( One hour earlier during summer period)

Aberporth, Dyfed (W) 520646N 0043324W

Hours: HJ Sat, Sun, PH & as notified by NOTAM Site elevation: 425 ft amsl.

Abingdon, Grampian (T) 570430N 0025005W

Hours: HJ Sat, Sun & PH. Site elevation: 261 ft amsl.

Aboyne, Grampian (T) 570430N 0025005W

Hours: HJ Site elevation : 460 ft amsl.

Figure 2.12 Recreational Activities. As stated before details of all the afore-mentioned Navigation Warnings are to be found on Topographical Charts, appropriate En-route Low and High Level Airways Charts, Terminal Charts and Airfield Approach Charts.



2.13


AIP AD-AERODROME CATEGORISATION (Ref. UK AIP AD 1.4)

a)

LICENSED

In the UK there are two types of civil aerodrome licence namely, PUBLIC USE LICENCE and ORDINARY LICENCE. Aerodromes or Heliports operated in accordance with a PUBLIC USE LICENCE must have their hours of availability notified in the UK AIP and the aerodromelheliport must be available to all operators on certain equal terms and conditions. However, this does not necessarily mean that the aerodrome is available to all flights without limitation. Aircraft operators must check and comply with the requirements and conditions of use indicated at AD 2 or 3. Aerodromes or Heliports operated in accordance with an ORDINARY LICENCE may accept flights operated by the holder of the licence or by those specifically authorised by that licence holder. This normally means that prior permission is required for most flights but it does not exclude the possibility of scheduled or non-scheduled public transport flights being arranged after the formal agreement of the licence holder.

b)

UNLICENSED

Unlicensed aerodromes are no longer detailed in the UK AIP

2.14

AERODROME COMMUNICATION FACILITIES (Ref. UK AIP AD 2) OXFORD/KIDLINGTON EGTK AD 2.18 ATS COMMWICATION FACILITIES

Service Designation

Callsign

Frequency (MHz)

Hours of Operation

Remarks

1

2

3

4

5

I

I

I

ATIS

I

Oxford Tower Oxford Ground

TWR

111s

Oxford Approach

1

I

Oxford Information Oxford departure Information

125.325

I

I

I 121.750

I

1

Mon-Fri 0830-1730 and by arrangement (Winter) Mon-Fri 0730-1630 and by arrangement (Summer)

118.75 121.950

I

Mon-Fri 0830-1730 and by arrangement (Winter) Mon-Fri 0730-1630 and by arrangement (Summer)

I

Sat, Sun & PH0830-1700 (Winter) sat, Sun & PH 0730-1600 (Summer)

I

Sat, Sun 8 PH0830-1700 (Winter) sat, Sun 8 PH 0730-1600 (Summer)

Figure 2.15. Aerodrome Communication Facilities.

O Oxford Aviation

Services

Limited


2.15


AERODROME RADIO NAVIGATION AND LANDING AIDS BOURNEMOUTH EGHH AD 2.19 RADIO NAVIGATION AND LANDING AIDS

Type Category (Variation)

IDENT

Frequency

LLZ 08 ILS CAT 1

I BMH

110.5 M H z

GP

I BMH

329.6 Mhz

L

BIA

339kHz

LLZ 26 ILS CAT 1

I BH

110.50MHZ

GP

I BH

329.60 MHz

DME

I BMH (RWY 08) I BH (RWY 26)

Ch 42X

Hours of Operation Winter Summer # and by arrangement

Antenna Site co-ordinates

Elevation of DME transmitting antenna

Remarks

3 ILS Ref Datum Hgt 53ft. Localiser range is limited to 18nm+/- at 10 and 8nm at+- 35 of the localiser centre-line On AD Range 20nm

3 ILS Ref Datum Hgt 50 ft. The quality of guidance provided does not permit use of the facility for coupled approaches below 350 ft.

44 ft amsl

On AD Freq. Paired with ILS I BH and I BMH. Zero range is indicated at the threshold of Runway 26 and 160m before crossing threshold of runway 08.

Figure 2.16. Radio Navigation and Landing Aids. From the above table:

a)

Bournemouth has a Category I Instrument Landing System (ILS) for runways OB(cal1sign I BMH) and 26 ( callsign I BH). The Localiser (LLZ) frequency for either runway system is 110.50MHz; the paired glidepath (GP) frequency for each is 329.60MHz. The ILS hours of operation are denoted as HO, which means that the service is available to meet operational requirements. The antenna co-ordinates, published in the remarks column, are given in degrees, minutes, seconds and hundredths of latitude and longitude. The remarks column also states that the glideslope for each ILS is 3 , and that the ILS Ref Datum Hgt (Reference Datum Height ) for runway 08 and 26 is 53ft and 50ft.




"The ILS reference datum point is a point at a specified height (around 50ft) located vertically above the intersection of the runway centre-line and threshold, through which the downward extended portion of the ILS glidepath extends." The remarks column for the ILS also publishes the localiser limitations for runway 08 and states, for the ILS on runway26, that "The quality of guidance provided does not permit use of the facility for coupled approaches below 350ft."

L in the Type Column indicates that the airfield has a low powered Non-Directional Beacon (NDB), known as a Locator, sited on the aerodrome (AD) at the published latitude and longitude; its callsign is BIA, frequency 339kHz and operational hours H24 (continuous service). Range 20nm in the remarks column is the promulgated range or Designated Operational coverage (DOC): "The range promulgated for UK NDBs is based upon a daytime signal protection ratio between wanted and unwanted signals that limits bearing errors at that distance to +I- 5 . At ranges greater than those promulgated bearing errors will increase. Adverse propagation conditions particularly at night will also increase bearing errors. This protection takes into account average atmospheric noise but not nighttime skywaves." See the latest AIC on Radio Navigation Aids - Designated Operational Coverage. The DME (Distance Measuring Equipment) is frequency paired with ILS I BMH(RWY 08) and I BH (RWY 26). Ch(channe1number) 42X is the selection for military TACAN (TACtical Air Navigation) equipped aircraft. The operational hours are H O and the aerial elevation is 44ft amsl. With reference to the Remarks column, Zero range is indicated a t the threshold of runway 26 and 160m before crossing the threshold of runway 08. OTHER SOURCES Publications such as Aerad and Jeppesen Flight Guides, Low and High Level Airways Charts, Arrival and Departure Charts and Airfield Approach Charts all, variously, provide information on airfield opening hours, handling, Communication and Radio Navigation and Landing Aids etc. SEARCH AND RESCUE There may on occasions be a question relating to Search and Rescue (SAR). SAR is covered in Air Law. References for this topic are: a)

School Training Notes, 010 Air Law.

b)

UK AIP Document GEN 3.6.

C)

ICAO Document Search and Rescue, Annex 12. O Oxford Aviation Services Limited



ANSWERS TO METAR and TAF METAR

Is a routine half-hourly or hourly weather report.

EGSS Dateltime of observation WIV

Air temp. QNH Present weather Windshear Trend

Stansted 23rdl020UTC. 3 10 (T) 15kt; gusting to 30kt; variation in direction 280 (T) to 350 (T). 1400m to SW, 6000m to N. RW24: (P = more than) 1500m. Rain showers. 1 to 2 oktas base 5000' aal. 3 to 4 oktas Cb base 1000' aal. 5 to 7 oktas base 2500 aal. +10 C, dewpoint +3 C. 995mb. Thunderstorms. RW23 in lowest 1600' of approach. No significant change.

TAF

A forecast.

EGIUS Dateltime of origin Validity WIV Visibility Weather Cloud

Gatwick. 13th0600UTC. 13th0700 to 1600. 310 (T), 15kt. 8000m minimum. Light rain showers. 1 to 2 oktas base 500' aal 2 to 4 oktas base 1800' aal 5 to 7 oktas 2500' aal

Visibility Touchdown RVR Present weather Cloud

Temporarily 1100 to 1600,4000m visibility, heavy rain showers, 5 to 7 oktas Cb base 1000' aal; 30% probability 1400 to 1600 thunderstorms and rain.


CHAPTER THREE .TOPOGRAPHICAL CHART Contents Page 3.1

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 .1

3.2

WORLD GEODETIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 .1

3.3

TRACK (COURSE) MEASUREMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 .1

3.4

AERONAUTICAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 .2

3.5

TOPOGRAPHICAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 .4

3.6

MISCELLANEOUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.7

ESTABLISHMENT OF MINIMUM FLIGHT ALTITUDES . . . . . . . . . . . . . . . . 3 .7

3.8

MINIMUM GRID ARlEA ALTITUDES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 .7

3.9

CHOOSING CRUISING LEVELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 .8

3.10

ALTIMETER ERRORS AND CORRECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . 3 .9

3 .6

EXERCISE1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13 EXERCISE2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 1 4 EXERCISE3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15 ANSWERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.17



3.1

TOPOGRAPHICAL CHART

INTRODUCTION The Jeppesen VFR + GPS (Visual Flight Rules + Global Positioning System) Chart GERMANY ED - 6 EDITION 1999 is the reference for JAR-FCL 033 01 00 00, FLIGHT PLANS FOR CROSS-COUNTRY VFR FLIGHTS. An examinee will be expected to answer questions based upon this chart. The chart is a Lambert Conformal Conic Projection with standard parallels of N37" and N65"; its scale is 11500 000 with elevations in feet. It is designed for VMC Flight in accordance with VFR. It is effective below FL125 in Austria, FL115 in France, FLlOO in Germany and FL150 in Switzerland. The Isogonic lines are valid for 1999; see top of the chart at EOO8 " 55' and E012 " 15'. The Highest Spot Elevation is l2O28ft at N47 07.4 E012 20.8. Identification of adjacent charts is provided at the diagram top left-hand comer of the chart.

3.2

WORLD GEODETIC SYSTEM of 1984 (WGS 84) The co-ordinates of VFR REPORTING POINTS, AERODROMES and RADIO NAVIGATION AIDS use the World Geodetic System of 1984 (WGS 84). e.g.: STUTTGART NDB = N48 42.7 E009 20.1 See the right-hand panels of the chart. Example 1:

3.3

a)

What are the WGS84 co-ordinates of FOXTROTT 2 VFR Reporting Point in the Munchen Control Zone (CTR) ?

b)

What are the WGS84 co-ordinates and ICAO designator for Innsbmck International aerodrome ?

c)

State the Radio Navigation Aid, its frequency, callsign, co-ordinates and magnetic variation for MOOSBURG.

TRACK(C0URSE) - MEASUREMENT OF DIRECTION AND DISTANCE TRUE DIRECTION is measured by placing the centre of a protractor over the midpoint of the track, aligning its northlsouth axis parallel to the nearest meridian and reading off the track direction in "(T). If the MAGNETIC direction is required the mean variation for the track is found by interpolation between the appropriate isogonals, up-dated as necessary for the mean annual change, and applying it to the true track direction as follows: VARIATION WEST(+) VARIATION EAST (- )

I

MAGNETIC BEST MAGNETIC LEAST



TOPOGRAPHICAL CHART

DISTANCE in nautical miles is measured either by using the NEAREST MERIDIAN SCALE or the NAUTICAL MILE SCALE at the bottom of the chart ;this latter scale has a Kilometre and Statute Mile Conversion. Thus: 6Onm = I l l k m (60 x 1.852 = I l l k m ) 60nm = 69sm (60 X 1.15 = 69sm)

Example 2. The magnetic track and distance, in nautical miles and kilometres, between aerodromes LAHR (EDTL) and STUTTGART (EDDS) are ? AERONAUTICAL INFORMATION (See Fig. 3.1 and 3 . l A )

WAVPOIIfl? iNFORSUATl0hl: C om p u with asslgnctd n a m e $ . Qsographlc;aI are s h o w n an chart En tabulated for

NAVA

Copyr~ghtJeppesen sanderson Inc. Figure 3.1 Aeronautical Information



TOPOGRAPHICAL CHART

CfR

VFR- and TM k tranart route wtth woypolnf

Controlad Alrspaee wlth lower and uppar Ilm 11

FIR andlor state boundary RaWroad, multipla crack singla traok, wtth tunnel

Controtled Alrspnoe with lawer and upper thSt *M

h d k a l e s pert tlme operation

..Danger, Reslrloted or Prohtbirsd Area w lth MsntWlcation and wwt1cal Wmlt

-

- l.w-

P r h a r y road wlth Highway entry and extt polnte

.

hoganle Lines

I

Copyright Jeppesen Sanderson Inc. Figure 3.1A

As the symbols at Figures 3.1 and 3.1A may not be available always in the examination they should be memorised. a)

AIRPORTS depicted on the chart are shown with their ICAO four letter code, location name, elevation in feet, longest runway available in metres and tower communication frequency; (v) indicates that VHF Direction Finding (VDF) is available. WAYPOINT INFORMATION. Compulsoryand Non-compulsory Reporting Points are shown, as at Fig. 3.1, on the chart with their assigned name. NAVAID INFORMATION provides a navigational aid's frequency and identification; their co-ordinates are tabulated at the side of the chart.

d)

TYPES OF AIRSPACE When planning a flight the various types of airspace and their restrictions must be considered. CLASS A AIRSPACE: IFR flights only are permitted, all flights are subject to ATC control service and are separated from each other. CLASS B AIRSPACE: IFR and VFR flights are permitted, all flights are subject to ATC service and are separated from each other. CLASS C AIRSPACE: IFR and VFR flights are permitted; all flights are subject to ATC service and IFR flights are separated from other IFR flights and from VFR flights.



TOPOGRAPHICAL CHART

CLASS D AIRSPACE: IFR and VFR flights are permitted and all flights are subject to ATC service. IFR flights are separated from other IFR flights and receive traffic information in respect of VFR flights. VFR flights receive traffic information in respect of all other flights. CLASS E AIRSPACE: IFR and VFR flights are permitted; IFR flights are subject to ATC service and are separated from other IFR flights. All flights receive traffic information as far as is practical. CLASS F AIRSPACE: IFR ands VFR flights are permitted; all participating IFR flights receive an Air Traffic Advisory Service and all flights receive Flight Information Service (FIS) if requested. (See Chap. 2 para. 2.7 for FIS definition.) CLASS G AIRSPACE: IFR and VFR flights are permitted and receive flight information service if requested. (Reference ICAO ATS Services Annex 11 Chap. 2.6) See the base of the chart for Airspace Classification in Germany. e)

DANGER, RESTRICTED and PROHIBITED AREAS on the chart are depicted as at Fig. 3.1A RESTRICTED AREA - Airspace of defined dimensions within which the flight of aircraft is restricted in accordance with certain specified conditions. DANGER AREA - Airspace which has been notified as such within which activities dangerous to the flight of aircraft may take place or exist at such times as may be notified. PROHIBITED AREA - An airspace of defined dimensions within which the flight of aircraft is prohibited.

3.5

TOPOGRAPHICAL INFORMATION (See Fig. 3.2) Note the symbols for natural high points, given in feet, and the Terrain Contour Tints, given in feet and metres. At the bottom right of the chart is a FEET METRE CONVERSION scale. l m = 3.28ft

MINIMUM GRID AREA ALTITUDE (GRID MORA) figures are shown within each half degree of latitude and longitude; two noughts should be added: & = 4700ft The resulting value provides a clearance of all terrain by 1OOOft in areas where the highest point is 5000fi or lower and 2000fi where the highest point is 5001ft or more.

3-4



TOPOGRAPHICAL CHART

Figure 3.2. Topographical information



3.6

TOPOGRAPHICAL CHART

MISCELLANEOUS FLIGHT INFORMATIONAND METEOROLOGICAL SERVICES. Frequencies for ATIS, Flight Information Service and Weather Information are provided within various Flight Information Regions (FIR) at nominated centres, at the inset chart bottom left of the main chart. GENERAL AVIATION FORECAST AREAS are shown in the adjacent chart. The numbers refer to telephone numbers Note the AIRSPACE CLASSIFICATIONGERMANY diagram and table. Only class C, D, E, F and G are used in Germany. Note the PHONETIC ALPHABET AND MORSE CODE. Note the SEMI-CIRCULAR CRUISING LEVELS ON VFR FLIGHTS and those for France. VFR ROUTES WITHIN FRANCE. Bearings and tracks are magnetic and distances are in nautical miles. Note the table of AIRSPACE DESIGNATORS AND CONTROL FREQUENCIES.

Example 3. Give a complete decode of the airfield information at Augsburg. Example 4. Decode the blue triangle to the east of Augsburg. Example 5. Decode the navaid information at N48 43.2 EOl 1 3 1.3 and N48 44.3 EOl 1 38.7.

Example 6. What does the symbol at N48 22.9 E008 38.7 signify ? Example 7. , What type of airspace is Salzburg VORIDME within ? Give its dimensions. Example 8. What are the Salzburg ATIS and Weather Broadcast frequencies ?



3.7

TOPOGRAPHICAL CHART

ESTABLISHMENT OF MINIMUM FLIGHT ALTITUDES (Ref. JAR-OPS 1.250) When selecting a Flight Altitudekevel which gives adequate clearance for a given sector the following should be considered: The accuracy with which an aircraft can determine its position. The inherent inaccuracies of altimeters and their indications plus corrections required to account for temperature and pressure variations in relation to ISA. The characteristics of the terrain. Rotor Turbulence and Standing Waves. The accuracy of the navigational chart. The vertical extensions of Danger, Restricted and Prohibited areas. (Avoid them if they cannot be overflown). The vertical extensions of the types of airspace. The highest ground or obstacle within the promulgated distances either side of the planned track. The ICAO Standard Semi-circular Cruising Levels. (See paragraph 3.9)

3.8

THE MINIMUM GRID AREA ALTITUDES (GRID M O W ) printed on the chart have already been referred to. These could be used: a>

as a rapid means of assessing the appropriate Flight LevelIAltitude.

b)

as a means of cross checking terrain clearance values that have been obtained using the stated methods.

c)

as a rapid means of re-assessing safe clearance of terrain, eg. when a pilot becomes unsure of his exact position in relationqo his intended track.

Candidates will be required to find the highest obstacle within a given distance either side of track.



3.9

TOPOGRAPHICAL CHART

CHOOSING CRUISING LEVELS (See Figure 3.3 and bottom of the chart)

ICAO STANDARD SEMI-CIRCULAR CRUISING LEVELS

< c

IFR

359"M

100 etc.

180°M

IFR

BELOW FL290

l o < VFR

359"M

105 etc.

etc.

180°M

AT AND ABOVE FL29O

VFR

359"k

390 430 etc.

410 etc.

FLS 320

360 400 440 etc. 420 etc.

180°M

179"M

179"M

Figure 3.3. ICAO Semi-circular Cruising levels

The choice of safe Flight Level is determined by the aircraft's planned Magnetic track (not heading), stated obstacle clearance allowance and regional forecast route QNH. For VFR flight for SEP and MEP aircraft the BELOW FL290 VFR diagram, top right of figure 3.3, is the reference. Flight Levels for a track between 0 OM and 179OM are odd levels plus 500ft; for tracks between I80°M and 359"M they are even levels plus 500ft. (When choosing levels for the Medium Range Jet Transport (MRJT) aircraft, the IFR BELOW FL290 and AT AND ABOVE FL290 will be the reference for IFR flight).



3.10

TOPOGRAPHICAL CHART

ALTIMETER ERRORS AND CORRECTIONS An altimeter is calibrated in relation to the International Standard Atmosphere (ISA) ie: A mean sea level pressure and temperature of 1013.25mb and +15"C, and a mean temperature lapse rate of 2°C (1.98°C)/1000ft up to 36090ft, where it remains constant at -56.5OC. Thus, when calculating the height increment/decrement in feet from an airfield to an aircraft's Flight Level (pressure altitude), which is based upon the above standard conditions, the differences in pressure and temperature between the actual and ISA conditions must be accounted for. a)

Pressure Difference

The initial pressure setting for take-off will be QNH, which when set on the altimeter sub-scale causes it to indicate the aircraft's altitude (airfield elevation) above mean sea level at take-off, disregarding instrument error. On passing the transition altitude the standard pressure setting of 1013.25mb is set on the altimeter sub-scale. The difference between 1013.25mb and the airfield QNH will result in a barometric error, height loss or gain, in the order of 30ft Imb.

-

1013.25mb > QNH less height gained (Figure 3.4)

-

1013.25mb < QNH more height gained (Figure 3.5)

b)

Temperature Difference from ISA at Cruising Pressure Level

The standard temperature for an aircraft flying at FL85, for example, is - 2°C. If the Corrected Outside Air Temperature (COAT) is -15 "C the aircraft is flying in air colder and denser than standard; as pressure decreases more rapidly in a column of colder air the altimeter will over read. Conversely, when the COAT is warmer than standard the air is less dense and the altimeter will under read. Therefore when 1Ol3.25mb is set:

HIGHER COAT - altimeter UNDER READS LOWER COAT altimeter OVER READSi



TOPOGRAPHICAL CHART

The "ALTITUDE" window on the reverse of the CRP5 is used to correct for the difference in temperatures. Using the CRP5: Set FLIGHT LEVEL (85) against COAT (-15°C) in the "ALTITUDE" window; read off TRUE ALTITUDE (8100)in feet on the OUTER SCALE against FLIGHT LEVEL (85) on the INNER SCALE. Thus the altimeter is over reading by 400ft. If FL85 had been chosen to provide a 1000ft clearance above an obstacle at 7500ft amsl within the stated limits on the aircraft's planned sector, then the actual clearance would be 600ft. A safer level to accord with ICAO VFR Semi-circular Cruise Levels would thus be FLlO5. Consider an aircraft is flying at FL75 (ISA 0 "C), with a COAT of +16 "C: Set FLIGHT LEVEL (75) against COAT ( +16"C) in the "ALTITUDE" window; read off TRUE ALTITUDE (7925) in feet on the OUTER SCALE against FLIGHT LEVEL (75) on the INNER SCALE. The altimeter will under read by 425ft: In this instance FL75 was chosen to provide a clearance of lOOOft above an obstacle of 6500ft amsl. The actual clearance is thus 1425ft. Hence remember the adage in relation to temperature (and pressure): "High to low mind how you go" Example 9.

An aircraft is airborne from an airfield, elevation 8001,on a track of 090" (M); QNH 996mb. a)

What VFR Flight Level must the aircraft maintain in order to clear an obstacle, 4400' amsl, by 10001?

b)

What height is climbed to this Flight level?


STANDARD PRESSURE 1013.25 mb

Figure 3.4. 1013.25mb > QNH

Figure 3.5.1013.25mb < QNH


TOPOGRAPHICAL CHART

-

With reference to the VFR + GPS Chart GERMANY EDITION 1999 ED 6 and VFR flight answer the following: EXERCISE 1. Decode the airfield symbol at N4728 E00833. Reference N4811 E01052. What is the significance of ET in the Location Indicator ETSL ? a) b) 141.25 and 2442m ? What type of airfield is at N4727 E00814 ? Decode the symbol at N4755 E01055. What does (v) after 125.700 at N4858 E00820 signify ? Flight from A, N4823 E00839 to B, N4803 E00922; TAS 125kt and forecast WIV 180125. What is the track direction ("T) and distance in nautical miles/kilometres ? Calculate the magnetic heading, groundspeed and estimated elapsed time(ELT) ? What is the highest terraidobstacle within the area extending 5nm either side of the track and 5nm radii, centred on and beyond, A and B ? What would be the correct flight level to clear this terraidobstacle by a minimum of 1OOOft ? Fully describe the navigational facilities at A and B. What does the symbol 10.5nm, on track, from A signify ? What is the highest Minimum Grid Area Altitude (Grid MORA) on this route ? List the four major hazards along this route. What are the STUTTGART INFORMATION (FIS) and ATlS frequencies ? What VFR Airspace Classifications are used in Germany ? Convert 4500ft to metres. What are the Airspace Designator and Control Frequency for Munchen ? Decode the three symbols in the vicinity of N47 33 EO 10 18.



TOPOGRAPHICAL CHART

EXERCISE 2.

1.

The above route is continued to C, N47 44.7 E009 33.6: Identify and describe the position and symbol at C. At this position what is the value of magnetic variation and airspace structure encountered ? State the ATlS frequency at FRIEDRICHSHAFEN. Decode the * against D3000. What is an aircraft's DME range and RMI (Radio Magnetic Indicator) NDB (NonDirectional Beacon) bearing when overhead C from FRIEDRICHSHAFEN? What air activity is anticipated as an aircraft approaches C ? What is an aircraft's transponder setting for Friedrichshafen ? What type of railway serves the town of Friedrichshafen ?

2.

Describe the radio navigation facilities at N48 37.1 E009 15.6.

3.

Describe the radio navigation facilities at N48 4 1.3 E009 13.5.


EXERCISE 3. WIND FROM

TO

HT.

FL DIRN.

SPEED

TRACK "T

HDG "T

VRN

HDG "M

TAS

A-N4840.2 E00906.9

B-N4825 E00822

260

40

165

B-N4825 E00822

C-N4802 E00736

260

40

165

C-N4802 E00736

D- LFSB (BALE)

260

35

165

GS

DlST

TIME

ETA

Complete the above navigation plan. The aircraft sets heading from overhead A at 1123UTC on a VFR flight. SAFE HEIGHT values to be based upon clearing all terraidobstacles, within 1O m of track and a 1O m radius around each reporting point, by 1OOOft where the terraidobstacle elevation is up to 5000ft; 2000ft clearance above terraidobstacles above 5001ft. Select the correct lowest flight level but one. 1.

Describe the reporting points A, B, C and D.

2.

What does the river just after C represent ?

3.

State the type and dimensions of the Airspace Structure at D.

4.

Describe the airfield at D fwlly.

5.

What is the most prominent ground feature to the NW of LFSB ?

6.

What is the highest chart Grid MORA affecting the route ?


TOPOGRAPHICAL CHART

Name and describe a BUILT-UP AREA that provides a good track check on the B to C sector. What is the estimated time of arrival (ETA) at said landmark ? 8nm after C, what prominent features enable the aircraft to check its position ? Name the countries that the route traverses. What is the route distance in kilometres ? State the AT1S and weather (WX) frequencies for Zurich. What is the height in metres (amsl) of the spot elevation at N48 20 E008 09 ? With reference to STUTTGART, N48 41.4 E009 13.3: a)

What is the significance of EDD in the locator EDDS ?

b)

Decode 119.05 and 3045m.



TOPOGRAPHICAL CHART

ANSWERS TO EXERCISES Example 1.

Example 2. Example 3. Example 4. Example 5.

Example 6. Example 7. Example 8. Example 9.

a) c)

N48 23.6 EOll 48.8 b) N47 15.6 EOll 20.6, LOWI. VHF Omni-range (VOR)/DistanceMeasuring Equipment (DME), 117.1SMHz, MBG; magnetic variation 1"E. 071°(M), 58.5nm, 1 0 8 . 5 h . Civil airport with hard runway; ICAO designator EDMA; elevation15 15ft; longest runway 128Om; Tower frequency 124.97MHz; VDF available. Compulsory VFR reporting point; N43 23. 6 E0 11 04.0; 3 12 radial 12nm from MAH VOR, frequency 108.4MHz. Ingolstadt TACAN (Tactical Air Navigation), VHF paired frequency 111.40MHz, callsign IGL. Ingolstadt NDB (Non-Directional Beacon), frequency 345kHz, callsign IGL. VO R (VHF Omni-Range) beacon, frequency 116.lOMHz, callsign SUL. A Control Zone, Class D airspace. from ground level to 7000ft amsl. ATIS 125.72MHz; WX 113.80MHz from SBG VOR. b) 6 184'. a) FL75.

EXERCISE I. International Airport. ET = German military airfield. a) 141.25MHzis the available communication frequency, VDF not available; 2442m is the b) longest runway available. Civil Airport with hard runway. Hang-glider site. Means VDF available on that frequency. a) 124"(T), 35nm/65h, (65-4 352 = 35nm). b) 134"(M), 109kt, 19min. c1 lit obstacle 3760ft amsl. d) FL55. At A: Very high Frequency Omni-range (VOR), 116.1OMHz, callsign SUL. e) At B:Non-Directional Beacon(NDB), 401kHz, callsign MEG. 0 Civil Heliport. g) 4800R. R l32A, Ground to 18000MSL, therefore dog-leg around it. Restricted area ED h) Hang-gliding and parachuting Albstadt-Degerfeld.; Ultra-light aircraft at Sulz am Neckar and Rosenfeld. , i) 128.95 and 126.12MHz. C, D, E, F and G. 1372m. C; Radar 131.22MHz. Glider site; cableway; man-made lit obstruction, 5866ft amsl.



TOPOGRAPHICAL CHART

EXERCISE 2. Compulsory reporting point Echo for VFR approach to Friedrichshafen. 0°, E and D. 129.60MHz. Indicates part-time operation. 5nm; 194". Ultra-light aircraft. A a n d C 0021. Multi track and single track. 2 3.

VORTAC at TANGO; 112.50MHz; callsign TGO. DME at STUTTGART airfield; 115.45MHz; callsign SGD; VDF 119.05MHz.


EXERCISE 3.

FROM

TO

WIND

SAFE HT.

FL

"T

HDG "T

VRN

HoF

TAS

GS

DlST

TIME

ETA

TRACK

DIRN.

SPEED

A-N4840.2 E00906.9

B-N4825 E00822

4444

65

260

40

243

247

0

247

165

126

34

16

1139

B-N4825 E00822

C-N4802 E00736

5068

85

260

40

233

239

0

239

165

129

39

18

1157

C-N4802 E00736

D-LFSB

5094

85

260

35

185

197

0

197

165

152

27

10.5

1207.5

A: NDB, callsign SY, frequency 384kHz. B: Northern shore of lake. C: Right-angled bend in a single track railway. D: Southern end of BALE airfield at threshold of westerly runway. Franco-German boundary. D, 1000 above ground level; a Control Zone.. International airport, ICAO designator LFSB; 883R elevation; longest runway2370m;tower frequency1 18.30MHzwith VDF; NDBs BS 376kHz and BN 353kHZ; VORIDME 117.45MHz. Dual highway interchange. 7 100R. Village of Haslach in a river valley. 1145.5. The Rhine and abeam Bremgarten airfield. Germany, France. l85km. 128.52MHz; 127.20MHz. 1O5Om. EDD means that Stuttgart is a German International Airport. a) The available communication, and Very High Frequency Direction Finder (VDF), frequency is 119.05MHZ. 3045m is the length of the longest runway. b)

CHAPTER FOUR .SINGLE ENGINE PISTON AIRCRAFT Contents Page FUEL POLICY .INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 .1 FUEL POLICY .PLANNING OF FLIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 .1 FUEL POLICY- PRE-FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 .2 FUEL POLICY .IN-FLIGHT FUEL MANAGEMENT . . . . . . . . . . . . . . . . . . . . 4 .4 FLIGHT PROGRESS FUEL GRAPH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 .6 FUEL POLICY .AERODROME AUTHORISATION . . . . . . . . . . . . . . . . . . . . 4 .8 NAUTICAL AIR MILES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 .9 EXERCISE 1. AIR DISTANCE TO GROUND DISTANCE . . . . . . . . . . . . . 4 .12 SINGLE ENGINE PISTON AEROPLANE ( SEP ) . . . . . . . . . . . . . . . . . . . . . . 4 .13 SEPUNITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.13 SEP .SOME USEFUL CONVERSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 .14 4.10

SEP.TIME. FUELANDDISTANCETOCLIMBDATA . . . . . . . . . . . . . . . . 4 - 1 6 EXERCISE 2 . SEP CLIMB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 .18

4.11

RECOMMENDED CRUISE POWER SETTINGS TABLES . . . . . . . . . . . . . . 4 .21

4.12

ECONOMY CRUISE POWER SETTINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 .25

4.13

RANGE PROFILE FIGURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 .27

4.14

ENDURANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 2 8

EXERCISE 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 3 0 EXERCISE 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 3 2 4.15

FUEL MONITORING - IN FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 3 4

ANSWERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 - 3 6 O Oxford Aviation Services Limited


4.1

SINGLE ENGINE PISTON AIRCRAFT

FUEL POLICY - INTRODUCTION (Ref: Section 1, JAR-OPS 1.255: Section 2, AMC OPS 1.255: IEM OPS 1.255(c)(3)(i): JAR-OPS 1.295: JAR-OPS 1.375. Figure 4.0 page 4-5.) JAR - OPS 1 applies to Commercial Air Transportation (Aeroplanes) operations. For the purposes of 030 - Flight Performance and Planning the references above and paragraphs 4.2 to 4.5 apply, where appropriate, to the nominated generic Single and Multi-engine Piston aircraft, and the Medium Range Jet Transport aircraft. Before discussion and analysis of the Data Sheets for the above aircraft types a knowledge of the above regulations is required. An operator must ensure that every flight carries sufficient he1 for the planned operation, and reserves to cover any re-planning necessary for in-flight contingencies. A contingency is a chance occurrence or unforseen event. Contingency Fuel is carried to compensate for deviations:

4.2

a)

of an individual aircraft from the expected fuel consumption data;

b)

from the forecast meteorological conditions; and

c)

from the planned routeing and/or cruising levels/altitudes.

FUEL POLICY - PLANNING OF FLIGHTS The operator shall ensure that the planning of flights is based only upon: a)

Procedures and data derived from the Operations Manual or current aeroplane specific data.

b)

The conditions under which the flight is to be conducted, including: i)

realistic fuel flows expressed as kglh, lb/h or gallh;

ii)

the aircraft's anticipated weights (masses) (Weight (W) is defined as the gravitational force acting on a body at the Earth's surface. W = mass X acceleration due to gravity, and should be distinguished from mass which is determined by the quantity of material measured in pounds, kilograms etc.)

iii)

expected meteorological conditions; and

iv)

Air Traffic Service procedures and restrictions



4.3


FUEL POLICY- PRE-FLIGHT The pre-flight calculations must be done for the following: a)

TAXY FUEL. This should not be less than the amount expected to be used prior to take-off; APU consumption, if relevant, and local departure airport conditions should be considered

b)

TRIP FUEL. This should include fuel: i) ii) iii) iv)

c)

for the take-off from the airfield elevation, the departure procedure, and thence to the top of climb (TOC) at the initial cruising levellaltitude. from the TOC to top of descent (TOD) , including any step climbs or descents. fkom TOD to the point where the approach is initiated; account is taken of expected arrival procedures. for approach and landing.

RESERVE FUEL which encompasses: i)

Contingency Fuel (see above for definition ), which should be the higher of either 1) or 2): 1)

5% of the planned trip fuel, or in the event of in-flight replanning, 5% of the trip fuel for the reminder of the flight , or; 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 is available. (The en-route alternate should be located within a circle having a radius equal to 20% of the total flight plan distance, centred on the planned route at a distance from the destination of 25% of the total flight plan distance, or at 20% of the flight plan distance plus 50nm, which ever is the greater), or; an amount of fuel sufficient for 20 minutes flying time based upon the planned trip fuel consumption, provided the operator has established a fuel consumption monitoring programme for individual aeroplanes, and uses valid data determined by means of such a programme for fuel calculation, or; an amount of fuel of not less than that which would be required to fly for 15 minutes at holding speed at 1500ft (450m) above the destination aerodrome in standard conditions.

2)

An amount to fly for 5 minutes at holding speed at l5OOft (450m) above the destination airfield in Standard Conditions.



ii)

Alternate Fuel, if a destination alternate is required. This fuel should be sufficient for a: 1) missed approach from the applicable MDNDH(sic) at the destination aerodrome, to the missed approach altitude, taking into account the complete missed approach procedure. a climb from the missed approach altitude to the cruising level/altitude. 2) the cruise from TOC to TOD. 3) from TOD to the point where the approach is initiated, taking into 4) account the expected arrival procedure, and an approach and landing at the destination alternate airfield selected in 5) accordance with JAR-OPS 1.295. If, in accordance with JAR-OPS 1.295(d), two destination airfields are nominated the alternate fuel required should be the larger of the two amounts.

iii)

Final Reserve fuel. This should be: 1) 2)

iv)

for aircraft with reciprocating engines, fuel to fly for 45 minutes, or for aeroplanes with turbine power units, fuel to fly for 30 minutes at holding speed at 1500ft(450m) above aerodrome elevation in standard conditions, calculated with the estimated mass on arrival at the alternate or the destination, when no alternate is required.

Additional Fuel if required. Additional fuel is only required if the sum of trip, contingency, alternate and final reserve fuels are insufficient to cover the requirements of AMC OPS 1.255 paragraph 1.6. This states that, for such an eventuality: 1)

2)

d)


Additional Fuel should permit holding for 15 minutes at 1500ft (450m) above aerodrome elevation in standard conditions, when a flight is operated under IFR without a destination alternate, in accordance with JAR-OPS 1.295, and following the possible failure of a power unit or loss of pressurisation, based on the assumption that such failure occurs at the most critical point along the route, the aeroplane descends as necessary and proceeds to an adequate aerodrome and holds there for 15 minutes at 1500ft (450m) above aerodrome elevation in standard conditions, and makes an approach and landing.

EXTRA FUEL if required by the commander.



4.4


FUEL POLICY - IN-FLIGHT FUEL MANAGEMENT A commander must ensure that fuel checks are carried out in flight at regular intervals. The fuel remaining must be recorded and evaluated to:

a)

Compare actual consumption with planned consumption.

b)

Check that the remaining fuel is sufficient to complete the flight, and

c)

Determine the expected fuel remaining on arrival at the destination.

The relevant fuel data must be recorded. If, as a result of an in-flight fuel check, the expected fuel remaining on arrival at the destination is less than the required alternate fuel plus final reserve fuel, the commander must take into account the traffic and the operational conditions prevailing at the destination airfield, along the diversion route to an alternate aerodrome and at the destination alternate aerodrome, when deciding to proceed to the destination aerodrome or to divert, so as to land with not less than final reserve fuel.




INTENTIONALLY BLANK




FLIGHT PROGRESS FUEL GRAPH -FIGURE 4.0 (The following text and Figure 4.0 may help explain the complex fuel requirements. Questions on the graph are not posed in the examination.) Prior to computerised FuelIFlight Plans and aircraft Flight Management Systems (FMS) a common method used to depict the fuel required for a flight, and for in flight fuel management, was the "FLIGHT PROGRESS FUEL GRAPH". At flight briefing a graph was constructed, vertical axis FUEL REMAINING, horizontal axis DISTANCE TO GO (GONE). The planned fuel remaining at Departure, Top of Climb, sensibly spaced reporting points, Top of Descent and Destination was then plotted at the appropriate distances. See the PLANNED FUEL LINE Figure 4.0. A second line could also be plotted to indicate the amount of contingency fuel. Figure 4.0 shows CONTINGENCY plus ANTI-ICE FUEL.

Contingency Fuel is usually a percentage of the planned Trip Fuel. (See AMC OPS 1.255 paragraph 1.3). As the flight progresses this contingency fuel may or may not be burnt and may still be in the tanks at final landing. During a flight this excess contingency fuel is sometimes used to re-clear an aircraft to its original intended destination when it has filed to a suitable aerodrome en-route with the intention of re-clearing. (See paragraph 7.11). The bottom right hand comer of the graph shows the planned amounts of DIVERSION and FINAL RESERVE FUEL, and could also show ADDITIONAL and EXTRA FUEL if they were required. The Distance To Go has no significance for these amounts but, obviously, the expected fuel remaining at the destination should not be less than that required. The amount of fuel between the ContingencyIAnti-iceline and the sum of the Final Reserve and Diversion Fuel is a bonus and extra to the planning requirement. In flight the fuel remaining at the selected reporting points, or at half-hourly or hourly intervals, was logged and plotted. See the IN-FLIGHT FUEL LINE Figure 4.0. If the In-Flight Fuel Line diverged drastically from the Planned Fuel Line then appropriate action would have to be considered, such as returning to the departure airfield or diverting to a suitable en-route airfield to up-lift fuel. A check of the aircraft's fuel system may be required if it was thought that the excess consumption was caused by a fuel leak or a fuel-gauge fault. An error in computation at flight planning or in the actual fuel amount up-lifted at departure may have been the cause of the short-fall. Aircraft have run short of fuel. Very strong un-forecast headwinds have been encountered. Pounds to kilograms, kilograms to pounds, have been erroneously converted and specific gravities applied incorrectly !


FLIGHT PROGRESS FUEL GRAPH

@.

.... ............ "

".**

IN-FLIGHT FUfL LINE

0

3k Fuel in tanks 13500kg

16

14

12 10 8 6 DISTANCE TO GO x 100 nm Figure 4.0

4

2

0


4.5


FUEL POLICY - AERODROME AUTHORISATION (Ref: Section 1, JAR-OPS 1.220,1.295: Section 2, AMC OPS 1.255,1.3 a) ii), and App. 1 to AMC OPS 1.255) An operator shall only authorise use of aerodromes that are adequate for the type(s) of aeroplane and operation(s) concerned, and establish procedures for the selection of destination andlor alternate aerodromes when planning a flight.




4.6

NAUTICAL AIR MILES Many of the graphs for the Single-Engine Piston (SEP), Multi-engine Piston (MEP) and, later, the Medium Range Jet Transport (MRJT) aircraft, refer to nautical air miles (NAM). They are a measure of the air distance flown by an aircraft. i.e. the distance flown at the True Air Speed (TAS). In still air (or when there is no wind component along the aircraft's heading vector ) the NAM flown are equal to the Nautical Ground Distance (NGM) flown. NGM is the distance flown by the aircraft over the ground, as may be measured on a chart. Usually the air is moving and an aircraft flying through this moving air will fly a different distance over the ground. If the air is moving in the opposite direction to the aircraft ( a headwind, or minus wind component ) then the aircraft will fly more NAM than NGM. (See Fig. 4.1a.) AIR DISTANCE

I

START 0.

GROUND DISTANCE

WIND COMPONENT

Fig. 4.la. NAM greater than NGM

Similarly, if the wind is blowing in the direction that the aircraft is flying, (a tailwind or plus wind component ) the NAM will be less than NGM. (See Fig. 4. lb.)

STAM

GROUND DISTANCE

Fig.4.1b. NAM less than NGM




The relationship between NAM, NGM, TAS, GS (ground speed ) and wind component (WC) is:-

NGM NAM

=

GS TAS

TAS +I- WC TAS

Example: An aircraft flies at TAS 142 kt for 63 NAM. If the WC is -20kt, how many NGM does it fly?

NGM NAM

=

NGM

=

TAS +I- WC TAS

Gives:

54.1 NGM

Figure 4.2: Red cursor: 122 on the outer scale is set against 142 on the inner. Blue cursor: 54 is read on the outer scale against 63 on the inner.

Fig. 4.2. NAM to NGM using CRP5

If the TAS (or GS ) are not known, the conversion can still be carried out.




Consider an aircraft with a TAS of 100kt: In one hour it would fly 100 NAM. But in that hour the air has been moved by the wind component. If the WC is -25 (25 head), then the air has moved 25nm in the direction from which the aircraft came. So the ground distance flown is : 100 - 25 = 75 NGM. Similarly, if the WC is +25 (25 tail) the ground distance is: 100+25 = 125 NGM. We can see that the difference between air and ground distance is the +I- WC per minutes flown, or: +I- WC x minutes flown 60 This gives the formula: NGM = NAM +I-

x sector time) 60

Example: An aircraft climbs to cruising level in 11.5 minutes, covering 23.5 NAM. If the wind component is -30 kt, how many NGM are flown in the climb? NGM = 2 3 . 5 - ( 3 ~ 1 1 . 5 ) 60

=

17.75 ( or18 ) NGM.




EXERCISE 1. AIR DISTANCE TO GROUND DISTANCE

Fill in the blanks ; use CRP5 for questions 1-4 (Answers are at the end of the chapter)

N---

TAS

WC

GS

NGM

-30

150

86

180

21 0

4

432

492

TIME

74 745

245

NAM

785 256

Use Calculator for questions 5-8

Use any method for remaining questions




4.7

SINGLE ENGINE PISTON AEROPLANE ( SEP ) The tables for SEP refer to a more complex aircraft than the Warrior. The SEP is a monoplane with a reciprocating engine. It has a constant speed propeller, propeller RPM being controlled by the pilot via an RPM ( or Pitch) lever. The fuel/ air mixture may be "rich " ( more fuel ) or "lean" ( less fuel). Total fuel/ air mixture going into the engine is adjusted by varying the manifold pressure ; the higher the manifold pressure, the more mixture being burnt. The SEP manifold pressure is measured in inches of mercury; eg "25.0 in H G . As the aircraft climbs, the throttle lever must be advanced, manually, in order to maintain a desired pressure. Sometimes an engine device can add more fuel/ air mixture automatically, without the pilot moving the throttle lever. Eventually, in the climb, an altitude will be reached where manifold pressure can no longer be maintained. In this case, the throttle lever will remain at "maximum forward" and manifold pressure will start to reduce. This altitude is called "full throttle height" and the power is said to be at "full throttle ". The SEP has a retractable undercarriage. The tables assume that the undercarriage is at the appropriate position for the stage of flight ie "down or extended" for landing and take off, "up or retracted" for climb, cruise and descent. There is no requirement to consider abnormal cases. Details: Maximum Take-off Mass (MTOM) Maximum Landing Mass (MLM) Maximum fuel load Fuel density

4.8

3650 LB 3650 LB 74 US GAL 6lbsIUS GAL (unless advised otherwise)

SEP UNITS Mass Fuel volume Fuel density Fuel mass

Imperial pounds, LB ( sometimes - P ) United States Gallons, US GAL SG .72 LB, or PPH (pounds per hour)



4.9


SEP - SOME USEFUL CONVERSIONS 1 US GAL 1 IMPGAL

=

US GAL

-

=

US GAL =

8.3LB@SGl lOLB@SGl IMPGAL x 10 8.3 IMP GALS x 1.2

=

1.2

(NB US Gallons are smaller, so there are more of them.) 1 USGAL 1 kg

= -

3.785 L 2.205 LB

The SEP Maximum Fuel capacity is 74 US GAL, therefore: 74 1

=

61.7 IMP GAL, or, using CRP5, see arrow A at fig. 3.

')

(Under the red cursor 74, on the inner scale, is set against the U.S. gal. datum. This setting suffices for answers a, b, c and d ).

b)

Given 6 LB 1 US GAL (8.3LB @ SG 1), then fuel density is:

:.Fuel capacity is 74 x 8.3 x 0.72=

7 4 x 3.785

c)

d)

As 1 Kg

=

=

442 LB, or, using CRP5, see arrow B at fig 3.

280 L, or, using CRP5, see arrow C at fig. 3.

2.205 LB, using 0.72 SG:, then -

Fuel capacity is: 74 x 8.3 x 0.72

'

200.5 kg, or, using CRP5, see arrow D at fig. 3.

or, as 1 US GAL = 3.785 litres and 1 litre @ SG1 = 1 kg 74 x 3.785 x .72

-

202 ke.




I

Fig. 4.3 Conversion of US Gallons



4.10


SEP - TIME, FUEL AND DISTANCE TO CLIMB DATA (Ref. Fig. 4.4.) The graph gives time, he1 and distance (NAM) to climb to any height (as pressure altitude and OAT) from MSL. If the airport is at MSL, the climb data can be read from the graph in one pass:

Example 1: Calculate the climb time, fbel and distance for take-off from airfield at MSL, OAT +20 " C, initial climb weight 3400 LB to cruise at FL 70, OAT +5"C. Enter the table at bottom left with cruise OAT (+5 "C). Move vertically up to cruise FL ( pressure altitude ) (70). Move horizontally right to start climb weight (3400). Move vertically down to read data: Time min, fuel GAL, distance NAM.

........

..........

........

When take-off is from an airfield above MSL, use the procedure above and subtract the time, fuel, distance for a notional climb from MSL to airfield pressure altitude.

Example 2: OAT at take-off OAT at cruise Airport pressure altitude Cruise pressure altitude Initial climb weight

15" C -5" C 5653 Feet 11500 Feet 3650 LB

Enter at bottom left of table with OAT at take-off (+15" C) and move vertically up to take-off pressure altitude (5653). Move horizontally right to initial (take-off) weight of aircraft (3650). Move vertically down to read time, fbel, distance in turn: min GAL AM. A Repeat for cruise OAT and cruise pressure altitude: min, GAL NAM. B Subtract A from B: min GAL NAM

........... ...........

.......

..........

..........

...........

........... ..........

..........


Figure 2.1 Time, Fuel and Distance to Cruise Climb

Climb Speed: 110 Knots all Weights

ASSOCIATED CONDITIONS

-

POWER ...................FUEL THROTTLE 2,500 RPM FUEL DENSITY.. ..........6.0 LBSlGAL MIXTURE.. ................FULL RICH .AS REQUIRED COWL FLAPS

............

-50 -40 3 0 -20 -10 0 10 20 30 40 OUTSIDE AIR TEMPERATURE ("C)

50

60

0

10

1

~

1

~

20

1

~

30

1 1 1 1 ~ 1 11 1 ~1

40

1 1 1 1~ 1

0 1 2 3 4 5 6 7 8 9 1011 FUEL TO CLIMB (GALLONS)

I l l

J;

1 1 1 1 1 1 1 1 1 1 1 ~ 1 '

0 10 20 30 40 50 60 70 80 DISTANCE TO CLIMB (NAUTICAL MILES)

Fig. 4.4. Time, Fuel and Distance to Climb



EXERCISE 2. SEP CLIMB Using figure 2.1, calculate for each climb the time, fuel and distance. Convert NAM to NGM and complete the navigation and fuel plans, below.

-

Airfield of take-off

Pressure altitude take-off

OAT takeoff

Pressure altitudecruise

OAT- cruise

Initial weight

1

A

1000

+20

6000

+5

3600

2

B

4000

-10

7500

-20

3000

3

C

4623

-15

9500

-25

3200

4

D

3780

+ I5

8500

0

3525

-




INTENTIONALLY BLANK




Figure 2.2 RECOMMENDED CRUISE POWER SETTINGS Table 2.2.1 25.0 IN. HG (or full throttle) @ 2500 RPM Of Peak EGT

Notes: 1. 2. 3.

Cruise Lean Mixture 3400 Ibs.

Full throttle manifold pressure settings are approximate Shaded area represents operation with full throttle Fuel flows are to be used for flight planning only and will vary from aeroplane to aeroplane. Lean using EGT.



4.11


RECOMMENDED CRUISE POWER SETTINGS TABLES (Ref. Fig. 4.5) Each table in the Figure 2.2 series shows the performance data for a given power setting. For example, table 2.2.1 is for: Manifold pressure of 25.0 IN. HG ( mercury) @ 2500 RPM. The data is given for three different ISA temperature deviations: STANDARD DAY, ISA +20°C and ISA -20°C. Note that above a certain altitude (full throttle height ), the stated manifold pressure cannot be produced by the engine and the tabulated values of manifold pressures (shaded areas) are approximately the maximum that can be expected. The tables are used by turning to the page for the selected power setting and then choosing the nearest temperature deviation to that forecast. There is no need to interpolate between tables. Now select the cruising Pressure Altitude ( Flight Level or FL ) and read horizontally to extract: a)

Fuel flow ( in pounds per hour or gallons per hour, as required),

b)

IAS (knots), and,

C)

TAS (knots).

Interpolation between pressure altitudes is required.

Example 3: What is the fuel flow, IAS and TAS for ISA + 0 at FL 80, using power 25" HG @ 2500 RPM?

............PPH............G-PH............kt...........kt.




Example 4: Give the fuel flow (GPH) and TAS for 25" HG @ 2500 RPM at FL 65, ISA -17°C.. Use ISA -20°C. Extract data for FL 60 and FL80 and calculate the differences. FL

60

15 GPH

170 kt

We note that both fuel flow and TAS reduce with altitude. Therefore, the values we need for FL65 are: a)

500 x 1.2 less than 15 GPH -

=

.......................GPH

-

......................kt

2000 d)

500 x 2 less than 170 kt 2000




INTENTIONALLY BLANK



Figure 2.3


ECONOMY CRUISE POWER SETTINGS Table 2.3.1

2-0°C

21-0 IN. HG (OR FULL THROTTLE) @ 2100 RPM

Of Peak EGT

CRUISE LEAN MIXTURE 3400 Ibs.

I

Press. "C

0

0

o m

"F

Man. Press. IN. HG

I

Fuel Flow PPH

Air Speed

GPH

2000 4000

Figure 4.6. Cruise Power Settings Notes:

Full throttle manifold pressure settings are approximate Shaded area represents operation with full throttle Fuel flows are to be used for flight planning only and will vary from aeroplane to aeroplane. Lean using the EGT.



4.12


ECONOMY CRUISE POWER SETTINGS These tables are used in the same way as the RECOMMENDED CRUISE POWER tables. Example 5. (Ref. Fig. 4.6. and 4.5) Complete: a>

line 1 of the following flight plan using a power setting of 21.0 IN. HG. (or full throttle) @ 2 100RPM (fig.4.6).

b)

line 2 of the plan using 25 IN. HG (or full throttle) @ 2500RPM (fig. 4.5.).

c)

Consider lines 1 and 2 and complete the following: The ......... power setting entails......... flight time and........... fuel required: i) ii) iii) iv)

higher, more, less. lower, more, more. lower, more, less. no differences.


Figure 2.4

RANGE

RANGE PROFILE STANDARD DAY 15A

ASSOCIATED CONDITIONS WEIGHT..............................3663 LBS BEFORE ENGINE START FUEL...................................A V O GASOLINE FUEL DENSITY....................60 LBSIGAL INITIAL FUEL LOADING......74 US GAL (444 LBS) TAKE OFF ALTITUDE..........SL WIND....................................ZERO

20°C LEAN

EXAMPLE COURSE ALTITUDE.............3663 LBS BEFORE ENGINE START POWER SElTING................AVIATION GASOLINE RANGE.................................88NM

OFF PEAK EGT

RANGE - NAUTICAL MILES

Figure 4.7 Range Profile


4.13


RANGE PROFILE FIGURE (Ref. Fig. 4.7. ) This table gives an estimate of the maximum still-air range, for each of four power settings, for a selected pressure altitude. The calculated range includes fuel for:

b)

cruise

4

taxi and run-up, plus

d)

a reserve fuel for 45 minutes at economy cruise power .

This table enables the pilot to rapidly select a suitable cruise level for a route distance and preferred power setting. It is also possible to select a power setting, given a preferred cruise altitude and route distance. To use the table, enter on the left with cruising pressure altitude and move horizontally to the selected power setting curve. Move vertically downwards to read off the range in Nautical Air Miles. The printed example shows a cruise at FL 115, power 25" HG (or full throttle) @, 2500 RPM, giving a range of 866 NAM.

Example 6: Which power setting would give the greatest range if flight was limited to not above FL80? Enter on the left at Pressure Altitude 8000 and move right, reading the range as each power curve is reached. Power

Range

Full throttle @ 2500 RPM Full throttle @ 2300 RPM Full throttle @ 2 100 RPM 21" HG @ 2100 RPM



4.14


ENDURANCE (Ref. Fig. 4.8.) The table gives endurance ( ie. how long the aircraft can remain airborne; not necessarily the time to achieve the maximum range ). Use in a similar manner to figure 2.4. Example 7: What will be the endurance if you plan to cruise at FL80, using power set at 23 IN HG ( or full throttle ) @ 2300 RPM ? Ans.

.............h.

Example 8: What is the endurance and approximate TAS for a flight at 11,500 feet pressure altitude, 23 IN HG (or full throttle) @ 2300 RPM ? Ans.

............h; .............kt

Example 9: See example 7 . You had planned to fly at FL80, power full throttle @ 2300 RPM. This gave 5.3 hours' endurance. If you need to remain airborne for 6 hours, name the available alternative power settings or cruising levels. Ans.

..........IN HG @ ..........RPM

or, cruise at FL

..........or above.


Figure 2.5

ENDURANCE PROFILE STANDARD DAY ISA ASSOCIATED CONDITIONS WEIGHT FUEL FUEL DENSITY INITIAL FUEL LOADING TAKE-OFF ALTITUDE

20°C LEAN EXAMPLE: 2500RPM

3663LBS BEFORE ENGINE START AVIATION GASOLINE 6.0 LBSlGAL 74 US GAL (444 LBS) SL

ENDURANCE-HOURS

Figure 4.8. Endurance

CRUISING ALTITUDE POWER SETTING

1l5OOFT FULLTHROTTLE

ENDURANCE

5.39 HRS (5 HRS 23MIN)



EXERCISE 3. Complete the attached NavIFuel plan for a flight from airfield A to E, with the alternate at F. Use the following data: a)

Airfield A's pressure altitude is 1236ft; OAT +26 "C.

b)

Airfield E's pressure altitude is 2125ft: OAT +23 "C.

c1

Take-off weight is 3650LB.

d)

Use a cruise power of 25.0 IN. HG (or FULL THROTTLE) @ 2500RPM.

e)

Use VFR ICAO Semi-circular Cruising Level rules.

i1 ii)

ii)

Taxy :- 3 US GAL. Holding Fuel:Use "Economy Cruise Power Settings" for 2 1.0 IN. HG @ 2 1OORPM, at 1500' above the airfield pressure altitude. 74 US GAL of fuel is loaded.

g) Met. Forecast

h)

For the climb find the wind velocity at 213 of the climb profile from the airfield to the cruising level.

i)

Aircraft airborne at 1152UTC.


-

-

SllNGLElTWlN PISTON ENGINE NAVIGATIONAND FUEL PLAN Exercise 3 STAGE

SAFE ALT

FL

OAT "C

Temp Devn

WIND Dirn.

Track "T

Hdg "T

Vrn.

FROM

TO

A

TOC

3200

fl

I10

4E

TOC

B

5100

75

110

4E

B

C

5100

75

055

3E

C

D

4100

65

350

2E

D

E

3800

65

343

1E

Hdg "M

TAS kt.

Wind Comp

GS

Speed

ALTERNATE

TRIP TOTALS r

E

TOC

3800

TOC

F

3800

pi5iGE-1 TIME

FUEL RMG GALILB

fl

115

1E

55

115

1E

---CONS. GPHILBPH

ENDURANCE hlmin

ETA

I

6

5% CONTINGENCY FUEL 45 min HLDG FUEL (Final Res.)

EXTRA FUEL IF REQD. TOTAL REQUIRED

-

TOTAL ON BOARD

L *NB FUEL REMAINING LESS HLDG FUEL

TOTAL ENDURANCE



EXERCISE 4 . Complete the attached NavIFuel plan for a flight from airfield A to C with an alternate at D. Choose cruising levels to comply with the ICAO VFR semi-circular rules; the appropriate levels to be the lowest available above the MSAs. The forecast regional QNH is 1013.2 mb/hPa throughout. Use the following data: Airfield A's pressure altitude is 2050ft; OAT +1 "C. Airfield C's pressure altitude is 3 120ft; OAT 0 " C. Airfield D's pressure altitude is 1000ft; OAT 0 "C. Power settings: i> ii)

25 IN. HG (or full throttle) @ 2500RPM. 2 1 IN. HG (or full throttle) @ 2 100RPM at 1500' over head C.

Cruise: Hold:

Fuel: i) ii)

Taxy: 3 US GAL. 74 US GAL loaded.

Take-off weight 3650LB

Met. Forecast

11

ROUTEIALT N

I


-

SINGLEITWIN PISTON ENGINE NAVIGATION AND FUEL PLAN

- Exercise 4

TOC

TOC

EXTRA FUEL IF REQD.


4.15


FUEL MONITORING - IN FLIGHT (Ref. Fig. 4.9.) The main purpose of a fuel plan is to ensure that enough fuel is loaded on the aircraft for the flight to be completed safely. Once airborne it is essential to check regularly that fuel is being used at ( or near ) the planned rate. We must check that there is enough fuel remaining for our needs. There are several methods of doing this. We will study one method, which may be modified if necessary. Take the worked answer for Exercise 3. Read the entry " TOTAL ENDURANCE ". It shows a total endurance of 5 hours 36.5 minutes. This is the time it would take to bum 74 US GAL at the average flight plan consumption of 13.2 GPH.. Of course, this would leave the aircraft with dry tanks, so there is no margin for error. In practice, "SAFE ENDURANCE" is quoted. This is the time expected to be taken to bum most of the fuel leaving a reserve available. This reserve could be any figure set by ourselves, our company or by an aviation authority. We shall take as our reserve the 45 MINUTES OF HOLD1NG FUEL already calculated. The exact figure will vary daily but on each flight we shall know that if we fly to the limit of SAFE ENDURANCE, we shall still be able to hold over destination or diversion airfield for 45 minutes. Calculate safe endurance for Exercise 3. Fuel available is 74 - 6.7 US GAL Average flight plan consumption

-

Safe Endurance =

-

67.3 x 60 13.2

67.3 13.0 + 13.5

=

13.2 GPH

305.9 minutes or 5h 6m.

When we have taken off, if we add take off time to safe endurance we shall have a time representing "ETA at limit of Safe Endurance" orjust "limit of Safe Endurance". As long as the aircraft is about to land by that time, there is enough fuel remaining. It is prudent to revise "limit of Safe Endurance" as the flight progresses. In the case of Exercise 3 (See fig. 4.10.), take off was at 1152 UTC, so the limit of Safe Endurance is 1658. This ignores he1 used during taxying, the high fuel consumption in the climb, or other delays on the ground, but is good enough as a benchmark time. In flight, we start to monitor fuel consumption at TOC. TOC time was 1200 UTC and fuel remaining in tanks was 68.2 US GAL. Subtract 6.7 GAL holding fuel, leaving 61.5 remaining to bum. At this stage it is not possible to estimite accurately the in-flight consumption, so use the flight plan average, 13.2 GPH . Safe Endurance Limit of safe endurance

-

61.5 x 60 279.5 min or, = 13.2 1200 + 4h 39.5 = 1639.5

4h 39.5


Compare this result (1639.5) with the previous ETA (1658). Where have those several minutes' fuel gone? Answer: taxying, high fuel consumption in the climb, or other delays. So we can adopt 1639.5 as the new limit of Safe Endurance. Next fuel check is taken at 1230 UTC. Fuel in tanks = 61.4 GAL. Calculate the fuel consumption since TOC at1200UTC and revise the Limit of Safe Endurance. Compare with previous. Make further checks at 1300 ( fuel in tanks = 55.1) and 1320 (50.6 GAL). At 1300UTC revise the average consumption from the check at 1200 ( 1 hour) and at 1320 revise consumption since 1230 (50 min.). In all cases compare your results with the other figures. Compare your average consumption with the flight plan values, for example. Justify any discrepancies. To practise this procedure complete the "fuel monitoring " block on Exercise 3 flight plan.

Answer 9

TAXI FUEL ~

W

10

L

L

I

TIME

FUELRMG

CONS.

ENDURANCE

-

-

-

ETA

-

~

5% CONTINGENCY FUEL

11

68.2-6.7

TOC

61.5

13.2

4h39.5

1639.5

45 rnin HLDG FUEL (Final Res.)

12

61.4 -6.7

1230

54.7

13.6

4h01.5

1631.5

EXTRA FUEL IF REQD.

13

55.1 6.7

14

50.6 6.7

15

-

-

3.0 ~

1.7 6.7

, 1300

48.4

13.1

3h41.5

1641.5

TOTAL REQUIRED

1320

43.9

13.0

3h23

1643

TOTAL ON BOARD

*NB FUEL REMAINING LESS HLDG FUEL

Figure 4.9. Fuel Monitoring

TOTAL ENDURANCE

46.0 74

5h 36.5



ANSWERS TO EXAMPLES and EXERCISES Example 1

Example 2 18 - 6.5 6 - 2.5 36 - 12.5

11Smin = 3.5 GAL = 23.5 NAM =

Example 3

Example 4

Example 5 a) and b) FUEL

LINE

FL

OAT

TEMP. DEVN:

TAS

WIND COMP.

GS

DIST. NGM

1

75

2

+2

139

-12

127

45

21

9.5

3.3

75

2

+2

169

-12

157

45

17

13.5

3.9

2

.

FUEL FLOW

R.E:

Example 6 797,844,895,912, NAM

Example 7 5.3h

Example 8 5.9h, 153kt TAS

Example 9 25 IN HG @ 2 1OORPMor, cruise at FL120 or above. O Oxford Aviation Services Limited



EXERCISE 1. AIR DISTANCE TO GROUND DISTANCE TAS

WC

GS

NGM

NAM

180

-30

150

86

103

180

+30

210

86

74

245

-12

232

745

785

432

+60

492

292

256

TIME




Exercise 2. SEP CLIMB

Fl 1

-

Airfield of take-off

Pressure altitude take-off

OAT take-off

A

1000

+20

-

D

3600 61 2,2/ 13NAM 3000

-20

31 11 5NAM 3200

-25

4.51 1.517NAM

8.51 31 16nam

41 1.51 9 4 .............

+5

9500

-1 5

4623

C

6000

51 21 IOnam

21 11 5 3

Initial Weight

7500

-1 0

4000

B

OATcruise "c

71 2.6 1 14nam

11.4 I I NAM 2

Pressure altitudecruise

8500

+I5

3780

0

6.51 2.21 12NAM

101 3.51 190nam

3.51 1.31 7

WC

GS

Dist

3525

Time

Fuel Flow

Fuel Reqd. GAL

From

To

FL

A

TOC

f

+ 5I

TOC

fi

-15

1

TOC

2'

-10

1.5

TOC

r*

+ 3I

2.2

2.2


S I N G L E m I N PISTON - ENGINE NAVIGATION AND FUEL PLAN Line

STAGE

SAFE ALT

FROM

TO

1

A

TOC

3200

2

TOC

B

5100

3

B

C

4

C

5

D

6

ALTERNATE

FL

OAT OC

Temp Devn

WIND

Track OT

Dirn.

Speed

Hdg OT

Vrn.

- Exercise 3 Hdg OM

TAS kt.

Wind Comp

GS LBPH

26/15

-

1 1

20

110

110

4E

106

-

-20

-

12

8

-

2.8

75

15

15

120

23

110

111

4E

107

170

-

148

40

16

13.0

3.4

5100

75

14

14

120

23

055

062

3E

059

170

-

158

67

25.5

13.0

5.5

D

4800

65

16

14

120

22

350

356

2E

354

171

-

185

123

40

13.5

9.0

E

3800

65

16

14

120

22

343

348

1E

347

171

-

188

95

-

27.6

7

E

TOC

3800

8

TOC

F

3800

-----

. A

23/18

-

120

20

115

115

1E

114

-

-20'

18

14

120

20

115

116

IE

115

172

-

55

6 152

59

4 23.5

1.5 13.9

9

10

TIME

FUEL RMG GALlLB

CONS. GPHILBPH

ENDURANCE hlmin

ETA

61.5

13.2

4h39.5

1639.5

11

68.2-6.7

TOC

12

61.4-

1230

13

55.1-

14

50.6-

15

5.4

-

TAXI FUEL

3

5% CONTINGENCY FUEL

1.7

45 min HLDG FUEL (Final Res.)

6.7

EXTRA FUEL IF REQD.

1300

TOTAL REQUIRED

1320

TOTAL ON BOARD *NB FUEL REMAINING LESS HLDG FUEL

TOTAL ENDURANCE

45.9 74

5h36.5

-

SINGLEITWIN PISTON ENGINE NAVIGATION AND FUEL PLAN - Exercise 4 STAGE SAFE ALT

FL

FROM

TO

A

TOC

3100

r

TOC

B

6500

75

B

C

85

OAT OC

Temp Devn

WIND

Track "T

Hdg "T

Vrn.

Hdg OM

TAS kt.

Wind Comp

Dirn.

Speed

-15

120

20

120

120

10W

130

-

-20

-15

-15

125

25

120

121

10W

131

168

-24

144

-17

-15

127

25

215

206

10W

216

167

-2

165

I

1 ALTERNATE C

TOC

TOC

D b

6600

P

75

GS

-15

TRIP TOTALS

-15

120

20

120

120

12W

132

-

-20'

-

-15

125

25

120

121

12W

133

168

-25

143

CHAPTER FIVE .MULTI-ENGINE PISTON AIRCRAFT

Contents

Page 5.1

MEP 1-MULTI-ENGINE PISTON AEROPLANE . . . . . . . . . . . . . . . . . . . . . . . 5 .1

5.2

MEP 1.FUEL, TIME AND DISTANCE TO CLIMB DATA . . . . . . . . . . . . . . . . 5 .2

5.3

MEP 1-RANGE AT STANDARD TEMPERATUmS. . . . . . . . . . . . . . . . . . . . 5 .4

5.4

MEP 1-POWER SETTING AND FUEL FLOW . . . . . . . . . . . . . . . . . . . . . . . . . 5 .6

5.5

MEP 1-TRUE AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 .8

5.6

MEP 1-ENDURANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 .10

5.7

MEP 1.DESCENT FUEL, TIME AND DISTANCE . . . . . . . . . . . . . . . . . . . . . 5 .12

EXERCISE1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 - 1 4 EXERCISE2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 1 6 EXERCISE3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 1 9 ANSWERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 2 1



5.1

MULTI- ENGINE PISTON AIRCRAFT

MEP 1-MULTI-ENGINE PISTON AEROPLANE Data sheets are provided for a multi-engined aircraft (MEP1). This is a monoplane with two reciprocating engines, twin counter-rotating constant speed propellers and a retractable undercarriage; similar to a Piper Seneca.

Maximum Take-off Mass (MTOM) Maximum Zero Fuel Mass (MZFM) Maximum Landing Mass (MLM) (Mass of aircraft = crew and payload but no fuel ) Maximum fuel load Assumed fuel density (Unless otherwise advised)

4750 L B 4470 L B 4513 L B 123 US GAL 6 LBlUS GAL (SG.72)

:. Maximum fuel mass

The Power Settings of 75%, 65% and 45% equate t o High Speed Cruise, Economy Cruise and Long range Cruise. The data sheets are used in a similar manner to those for SEPI. The following paragraphs explain the use of the data sheets. The answers to the examples and exercises start at page 2 1.



5.2


MEP 1-FUEL, TIME AND DISTANCE TO CLIMB DATA (Reference figure 5.1). There are separate reference lines for time, distance and fuel to climb, but only one combined scale. Example 1: Departure airfield 2000ft, OAT 2 1"C; cruise altitude 16500ft, OAT -13 "C. Calculate fuel, time and distance. Enter graph at departure airfield temperature, move vertically to airfield pressure altitude. Move horizontally to intersect fuel, time and distance curves in turn. From each intersection move vertically down to establish the values for a non sea level take-off: Ans. GAL; min; NAM

......

......

.......

Repeat for cruise altitude and temperature: Ans. GAL; min;

......

......

.......NAM

Subtract the results for still air: Ans.

......GAL;......min;.......NAM


Figure 3.1

CLIMB

-

OUTSIDE AIR TEMPERATURE "C

TIME, DISTANCE & FUEL TO CLIMB

Figure 5.1. Cruise Climb


5.3


MEP 1-RANGE AT STANDARD TEMPERATURES. (Reference figure 5.2) Two values of range can be extracted, with either 45 MIN. RESERVE FUEL AT 45% POWER or WITH NO RESERVE

Example 2: Cruise altitude l65OOft, 45% (Long Range Cruise) power. Calculate the range (NAM) with and without reserves. Enter graph with cruise altitude. Move horizontally to power selected intersections with and without reserve . Move vertically to read the NAM distances:

Ans. Ans.

.........NAM with reserves

.........NAM without reserves


Figure 3.2

RANGE

-

-

RANGE NAUTIACL MILES RANGE NAUTICAL MILES WITH NO RESERVE WITH 45 MIN. RESERVE AT 45% POWER Figure 5.2.Range


5.4


MEP 1-POWER SETTING AND FUEL FLOW (Reference figure 5.3) Power settings are expressed as 75% (HIGH SPEED), 65% (ECONOMY), 55% AND 45% (LONG RANGE). TAS is extracted from the SPEED POWER table, figure 5.4. Enter the table with the required % power to obtain fuel flow in US GALIhr The manifold pressure is read off against pressure altitude and RPM in the correct % power column Note that, for example, 75% power and a fuel flow of 29.OGPH should be achieved at FL60 at:

Also, that the fuel flow decreases as power decreases, thus giving greater range and endurance.

To correct for temperatures different from ISA: For each 6°C above ISA, add 1% to tabulated manifold pressure and fuel flow. For each 6°C below ISA, subtract 1% from tabulated manifold pressure and fuel flow. Make corrections to the nearest 1% only.

Example 3: Power 65%, RPM 2600, FL 60. Give manifold pressure and fuel flow for ISA and ISA

+ 12"C.

..........IN HG;..........GPH. Ans. ISA +12OC: (Add 2%) ..........IN HG;..........GPH. Ans. ISA:


POWER SETTING, FUEL FLOW AND TAS Enter the power setting table (fig. 3.3) with required % power to obtain fuel in US gallons per hour. Manifold pressure is read off against pressure altitude and RPM in the correct % power column To maintain constant power, add 1% for each 6°C above standard. Subtract 1% for each 6°C below standard. Do not exceed 34 inches MAP in cruise. Figure 3.3 POWER SETTING TABLE

POWER

75%

I

65%

I

55%

I

POWER

FUEL FLOW

29.0 GPH

1

23.3 GPH

I

18.7 GPH

I

FUEL FLOW

RPM

Pres. Alt (fi)

250 0

260 0

240 0

250 0

260 0

210 0

220 0

MANIFOLD PRESSURE

Temp "C ISA

MAX EGT

230 0

240 0

250 0

260 0

16.0 GPH

RPM

I

Pres. Alt. (Ft)

MAX EGT 1650°F

1525°F

I Figure 5.3. Power Setting Table

MANIFOLD PRESSURE


5.5


MEP 1-TRUE AIRSPEED (Reference figure 5.4) This graph is used to obtain the TAS for the various temperature, altitude and % power setting combinations in the cruise configuration. Enter with the OAT "C and go vertically to the pressure altitude. Go horizontally from this intersection to the chosen % power line. Move vertically to read off the TAS in knots. Example 4. Cruise altitude l65OOft, OAT -13 "C and power setting 55% Ans. TAS

..........kt


Figure 3.4

SPEED POWER

-20

0

20

40

120

-

OUTSIDE AIR TEMPERATURE OC

140

160

180

-

TRUE AIRSPEED KNOTS SEA LEVEL

Figure 5.4. TAS-KNOTS

200


5.6


MEP 1-ENDURANCE (Reference figure 5.5) The endurance in hours can be obtained either with the 45 MIN. RESERVE FUEL AT 45% POWER or WITH NO RESERVE.

Example 5: Cruise altitude l65OOft, 45% power setting. Calculate the fuel endurance with and without the reserve. Enter the graph with the cruise altitude. Move horizontally to the 45% power setting lines in turn for with and without reserves. Go vertically down to read the endurance in hours to two decimal places.

............hrl............hr............min ............hrl............hr............min

Ans. Endurance with reserves = Ans. Endurance without reserves =


Figure 3.5

ENDURANCE

SEA LEVEL ENDURANCE - HRS. WlTH 45 MIN. RESERVE AT 45% POWER Figure 5.5. Endurance

-

ENDURANCE HRS. WlTH NO RESERVE



5.7

MEP 1- DESCENT FUEL, TIME AND DISTANCE (Reference figure 5.6) This table works in the same way as the climb table in that one entry will give the fuel, time and distance to descend from a pressure altitude (FL) to MSL. If the destination airfield is not at MSL, then a second entry is needed to extract data for a hypothetical descent from airfield FL to MSL. This data is subtracted from the former to give the actual descent fuel, time, distance.

Example 6: Cruise altitude is 16500ft, OAT -13°C; destination airfield altitude and OAT are 3000ft and 22°C. Obtain the descent fuel, time and NAM distance. Enter with the cruise altitude OAT and move vertically to the cruise altitude. At the intersection move horizontally in turn to the fuel, time and NAM distance lines. Move vertically downwards from each and read off the values. NAM Ans. GAL; min;

............

............

............

Repeat the process for the airfield's altitude and temperature. Ans. GAL; min; NAM

............

............ ............

Calculate the difference in the results. Ans. GAL;

...........

............min;............NAM


Figure 3.6

DESCENT

FUEL, TIME AND DISTANCE TO

40 3 0 -20 -10

0

10 20 30 40

-

OUTSIDE AIR TEMPERATURE "C

0

I 0 20

30 40

50 60

70 80

FUEL. TIME AND DISTANCE TO DESCEND

Figure 5.6. Descent Graph



EXERCISE 1. Complete the attached NavIFuel plan for a flight from airfield A to C; alternate D. a)

Airfield A pressure altitude is 2000ft; OAT +2 1"C.

b)

Airfield C pressure altitude is 3000ft; OAT +22 "C.

>

c

Airfield D is at mean sea level; OAT +24 "C.

d)

Take-off weight is 4750LB (MTOM); he1 123 GAL.

4

Cruise at FL165 A to C, 65% power setting.

1

Diversion data is given.

f

Met forecast:

11

ROUTE

11

g)

45' holding fuel at 45% POWER at FL 165.

h)

For climb use WIV at 213 point of climb profile; for descent use WIV at % point of descent profile.

i1

For endurance use cruise at FL 165 @ 65% power.


11

SINGLEITWIN PISTON - ENGINE NAVIGATION AND FUEL PLAN - Exercise 1 STAGE SAFE ALT

Line FROM

OAT OC

FL

WIND

Temp Devn

TO

Dirn.

Track T

Hdg "T

Vrn.

Hdg OM

TAS kt.

Wind Camp

I

DIST.

GS

Speed

Time

I

TRIP TOTALS

D TAXI FUEL

FUEL MONITORING FUEL RMG GAULB

I

I

CONS. GPHILBPH

ENDURANCE himin

5% CONTINGENCY FUEL 45 min HLDG FUEL (Final res.) EXTRA FUEL IF REQD. TOTAL REQUIRED ~-

--

TOTAL ON BOARD *NB FUEL REMAINING LESS HLDG FUEL

TOTAL ENDURANCE

I



EXERCISE 2. Using the enclosed European Low Level Wind and Temperature chart (valid 15Z, 2/12/98) complete the attached NavIFuel plan for a flight from A (N4500 E00500), overhead B (N4730 E00500) to C (N50000 E 00500). Destination alternate is D (close to C) . a)

Airfield A pressure altitude is 2200ft; OAT +6 "C.

b)

Airfield C and D pressure altitudes are 200ft and 0°C.

c>

Take-off weight is 4750LB (MTOM); Fuel 123GAL.

d)

Cruise at FL 145 from A to C, power setting 75%.

e)

Divert at FL55.

f)

Hold at 45% power setting at FL145.


European Low Level WindITemperature Chart

I

FROM

1

TOC

1

TOD

LBPH

----------TOC

2900

F

D

1900

55

FUEL MONITORING

I

' TIME

FUEL RMG GALILB

TAXI FUEL

I

I

CONS. GPHILBPH

ENDURANCE hlmin

I ETA

5% CONTINGENCY FUEL 45 min HLDG FUEL (Final Res.) EXTRA FUEL IF REQD. TOTAL REQUIRED TOTAL ON BOARD


TOTAL ENDURANCE

I

4m2



EXERCISE 3. FUEL MONITORING IN FLIGHT The enclosed flight plan indicates the fuel remaining readings logged at 100 (take-off) and every succeeding 20 minutes. Monitor the fuel used since take-off , and calculate at the times stated the: a)

average consumption per hour during the flight.

b)

elapsed time to the limit of safe endurance.

C)

ETA for limit of the Safe Endurance.

Log all answers. This simplified fuel monitoring system (compared with Chapter 4) reflects a more practical way of dealing with the notoriously inaccurate fuel gauges in light aircraft. In reality, expect wide swings in the average fuel consumptions calculated during a flight. Note that on a long flight the calculated fuel consumption will become more accurate as the flight progresses, but the gauge indications of the fuel remaining in tanks will be less accurate. Hence, the necessity for the regular and frequent recording of the actual fuel consumption, so that reasonable estimates of the ETA to the limit of Safe Endurance can be made.


-

-

SlNGLErrWlN PISTON ENGINE NAVIGATION AND FUEL PLAN

_----

FUEL ll

TIME

FUEL RMG GAULB

I

I

CONS. GPHILBPH

ENDURANCE hlmin

- Exercise 3

ETA

I

TAXI FUEL

I

5% CONTINGENCY FUEL

45 min HLDG FUEL (Final Res.) EXTRA FUEL IF REQD. TOTAL REQUIRED TOTAL ON BOARD

75-12=

I

I

I

I

NB: FUEL REMAINING LESS HLDG FUEL

TOTAL ENDURANCE

I



ANSWERS TO EXAMPLES AND EXERCISES Example 1 2 gal; 3 min; 5 narn 15 gal; 27 rnin; 50 narn 13 gal; 24 min; 45 narn

Example 2 943 narn 1059 narn

Example 3 30.3 in Hg; 23.3 gph 30.9 in Hg; 23.8 gph (2% added)

Example 4 TAS 173 kt

Example 5 6.16 hr16 hr 10 min (.16x 60 = 9.6 min) 6.91 hrl6 hr 55 min (.91 x 60 = 54.6 min)

Example 6 6 gal; 16 rnin; 44 narn 1 gal; 3 min; 7 narn 5 gal; 13 min; 37 narn


II

-

-

S I N G L E m I N PISTON ENGINE NAVIGATION AND FUEL PLAN Exercise 1

DIST.

Time

TAXI FUEL

45 min HLDG FUEL (Final res.)

1

4.2

11

-

SINGLE/lWIN PISTON ENGINE NAVIGATION AND FUEL PLAN

- Exercise 2

TAXI FUEL

I I

-

SINGLEITWIN PISTON ENGINE NAVIGATION AND FUEL PLAN

- Exercise 3 TAXI FUEL

TIME

FUEL RMG GAULB

CONS. GPHILBPH

ENDURANCE hlmin

5% CONTINGENCY FUEL

ETA

45 min HLDG FUEL (Final Res.) EXTRA FUEL IF REQD. TOTAL REQUIRED TOTAL ON BOARD NB: FUEL REMAINING LESS HLDG FUEL

TOTAL ENDURANCE

CHAPTER SIX .MEDIUM RANGE JET TRANSPORT Contents Page INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 .1 AEROPLANE DATA AND CONSTANTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 .1 OPTIMUM CRUISE ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 .4 SHORT DISTANCE CRUISE ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 .6 SIMPLIFIED FLIGHT PLANNING .INTRODUCTION . . . . . . . . . . . . . . . . . . 6 .8 SIMPLIFIED FLIGHT PLANNING .METHOD . . . . . . . . . . . . . . . . . . . . . . . . . 6 .8 SIMPLIFIED FLIGHT PLANNING .ADDITIONAL ALLOWANCES . . . . . 6 .10 SIMPLIFIED FLIGHT PLANNING EXERCISES 1 & 2 . . . . . . . . . . . . . . . . . . .6 .16 ANSWERS TO SIMPLIFIED FLIGHT PLANNING . . . . . . . . . . . . . . . . . . . . . 6 .17 DETAILED FUEL PLANNING .INTRODUCTION . . . . . . . . . . . . . . . . . . . . 6 .19 DETAILED FUEL PLANNING .EN-ROUTE CLIMB . . . . . . . . . . . . . . . . . . 6 .19 DETAILED FUEL PLANNING .WIND RANGE COliRECTION . . . . . . . . . 6 .20 DETAILED FUEL PLANNING .INTEGRATED RANGE . . . . . . . . . . . . . . . 6 .22 DESCENT TABLE .DETAILED FLIGHT PLANNING . . . . . . . . . . . . . . . . . 6 .29

EXERCISE2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 3 0 NON NORMAL OPERATIONS . . . . : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 3 4 FUEL TANISERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 .36 CALCULATION OF TRAFFIC LOAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 .39 EXERCISE3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 4 1 ANSWERS TO DETAILED FUEL PLANNING . . . . . . . . . . . . . . . . . . . . . . . . 6 - 4 7


FLIGHT PLANNING & MONITORING

6.1

MEDIUM RANGE JET TRANSPORT

INTRODUCTION

The performance data base for a modem jet aircraft is invariably contained in the operating company's flight planning computer set-up and the aircraft's Flight Management System (FMS). The company Operation's computers will produce flight plans for optimum routes and cruise modes, according to the instructions given. eg:

Best direct track non-airways. Best direct airways track. Best North Atlantic track. Least fuel or time track. Extended Range Operations (EROPS) and Non Normal Operations, such as gear down flight. Crews use the FMS data base for in-flight fuel monitoring, and re-planning of the aircraft's performance when necessary, in order to obtain prompt accurate information and to reduce the need to refer to the relevant Operations Manual. However, JAR Flight Crew Licensing, Flight Planning & Monitoring (Aeroplanes), require the student to be familiar with the reference material in the CAA Data Sheet MRJT 1, which is based upon extracts from the Boeing 737 - 400 Operations Manual, and to answer related examination questions.

6.2

AEROPLANE DATA AND CONSTANTS

The aeroplane is a monoplane with twin turbo-jet engines and a retractable undercarriage. Structural Limits: 63060kg Maximum Ramp (Taxi) Mass (MRM) 62800kg Maximum Take Off Mass (MTOM) Maximum Landing Mass (MLM) 54900kg 51300kg Maximum Zero Fuel Mass (MZFM) Dry Operating Mass (DOM) (Average value; from source other than 34270kg CAA Data Sheet) 531 1 US GAL Maximum Fuel Load 16145kg @ 3.04kglUS GAL Constants: 3.04kglUS Gal Fuel Density, unless otherwise stated: 6.71blUS Gal




From the foregoing data note the following:

Maximum Take-off Mass (MTOM) is the maximum permissible total aeroplane mass at the start of the take-off run. Maximum Landing Mass (MLM) is the maximum total permissible landing mass upon landing under normal circumstances. Maximum Zero Fuel Mass (MZFM) is the maximum permissible mass of the aeroplane with no usable fuel. Dry Operating Mass (DOM) is the total mass of the aeroplane ready for a specific type of operation, excluding all usable fuel and traffic load. This mass includes: i)

crew and their baggage.

ii)

catering and removable passenger service equipment.

iii)

potable water and lavatory chemicals.

iv)

food and beverages.

Traffic Load is the total mass of passengers, baggage and cargo, including any non-revenue load. The amount of fuel allowed for running the Auxiliary Power Unit (APU), starting the engines, "push-back" and taxi to the take-off point is:

-

Maximum Ramp Mass (MRM) Maximum Take-off Mass (MTOM) 63060 62800 = 260ka Taxi fuel is roughly I 1kglmin. The APU burns 115kglh

-

The maximum traffic load is:

-

MZFM DOM 51300 34270 = I703Okg (Traffic Loads are dealt with at paragraph 6.163

-

The fuel constants are based upon 3.04kglUS Gal = 6.71blUS Gal.

Therefore, US Gal to kg:

1 Us Gal fuel SG

-

8.31b @ SG 1 6.7 = .81 (-807) -

83

5311 x 8.3 x .81 2.205

6-2

--

16193kq (16133kg @ .807)




INTENTIONALLY BLANK




6.3

OPTIMUM CRUISE ALTITUDE (Ref. Fig. 6.1 - 4 . 2 . 1 in Data Sheet) The optimum pressure altitude for best fuel mileage is presented for .78Mach cruise, and Long Range Cruise (LRC) or .74Mach. LRC is recommended for minimum trip fuel as it gives 99% of the maximum fuel mileage in zero wind. When cruising within 2000ft of the optimum altitude LRC approximates to a .74Mach cruise.

If the aircraft is flown above or below the optimum altitude for LRC or .74Mach the following table tabulates the fuel penalty incurred:

OFF-OPTIMUM CONDITION

FUEL MILEAGE PENALTY % LRC

.74Mach

2000ft ABOVE OPTIMUM ALTITUDE 2000ft BELOW 4000ft BELOW 8000ft BELOW 12000ft BELOW

Example 1: Enter the Optimum Cruise Altitude table with the Cruise Mass (Weight) 56800kg, move vertically up to the selected cruise profile, LRC1.74Mach or .78Mach, and move horizontally to read the optimum cruise pressure altitude.

Example 2: Cruise weight 62000kg. Calculate the optimum pressure altitude for a .74Mach cruise and the fuel and mileage penalty if the aircraft is cleared to fly 4000ft below.

..............................? (Answers Page 17)




OPTIMUM ALTITUDE

CRUISE WEIGHT 1000 KG L

45

50

55

60

65

70

BRAKE RELEASE WEIGHT 1000 KG

SHORT DISTANCE CRUISE ALTITUDE

TRIP DISTANCE NAM

BRAKE RELEASE WEIGHT 1000 KG

Fig. 6.1. Optimum and Short Distance Cruise Altitudes.



6.4


SHORT DISTANCE CRUISE ALTITUDE (Ref. Fig. 6.1 - 4.2.2 in Data Sheet)

The cruise distance for sectors of 235nm or less is limited by those required for the climb and descent. The Short Distance Cruise Pressure Altitude table shows the maximum pressure altitude at which it is possible to cruise for at least a minute. Example 3:

Enter with the trip distance, 175nm, and move to the temperature line, ISA + 20°C; move horizontally to the Reference Line and follow the trade lines to intercept the vertical at the Brake Release Weight, 52000kg; move horizontally to read the optimum cruise pressure altitude:

Example 4:

Sector distance 15Onm,temperature at MSL take-off of 30 "C and brake release weight 425OOkg. Calculate the maximum short distance cruise pressure altitude.

...............................? (Answers Page 17)




INTENTIONALLY BLANK



6.5


SIMPLIFIED FLIGHT PLANNING - INTRODUCTION (Ref. Figs. 6.2 to 6.6 - Figs. on Pages 25 to 40 CAA Data Sheet) Simplified Flight Planning graphs are provided in the CAA MRJT 1 Data Sheet for:

Three LONG RANGE CRUISE; 100 - 600; 200 -1200 and 1000 - 3000nm. Three 0.74MACH CRUISE; ditto. Three 0.78MACH CRUISE; ditto. One 300KIAS CRUISE; 0 - 1000nm. One STEPPED CLIMB ; 1000 - 4000nm. One ALTERNATE PLANNING - LRC; 0 - 500nm. One HOLDING FUEL PLANNING The LRC, 0.74Mach, 0.78Mach and 300KIAS Cruise graphs have the same presentation. This chapter provides sample cruise graphs at Figures 6.2,6.3,6.4 and 6.5. The Simplified Flight Planning charts determine trip fuel and time from brake release to touchdown. APU usage, taxi, in flight flaps down manoeuvring (other than straight in approach), Cost Index Adjustments and reserve fuel should be added to the trip fuel from these charts to obtain the total fuel required. Additional fuel for holding is obtained from the Holding Fuel Planning table. (Figure 6.6)

6.6

SIMPLIFIED FLIGHT PLANNING - METHOD Example 5: LRC trip distance 1000nm; cruise at FL290 with 50kt headwind, ISA - 10"C. Estimated landing weight 40000kg. Calculate the fuel required and flight time. Enter with the trip distance and go vertically to the reference line. Follow the flow lines and correct for 50kt headwind. Move vertically from this point to the first 29 intersection of the Pressure Altitude lines. Move horizontally across to the Landing Weight reference line and follow the flow lines to correct for Landing Weight. Move horizontally across and extract the Fuel Required kg

...................

,

Go back to the original vertical line and at the 29 intersection on the upper Pressure Altitude intersections move horizontally to the Trip Time reference line; follow the flow lines to ISA 10" C. Move horizontally and read off the Trip Time h min

.......,.. ..........




SIMPLIFIED FLIGHT PLANNING

I00

200

300

400

500

600

TRIP DISTANCE NAUTICAL GROUND MILES

Fig. 6.2. Long Range Cruise




If the given wind component exceeds that on a chart, convert the trip distance to nautical ground miles (ngrn) to nautical air miles (nam) and ignore the Head and tail flow lines:

=

NAM

NGM X Average TAS TAS +IWind Component


COST INDEX

- ADDITIONAL ALLOWANCES

% FUEL ADJUSTMENT

% TIME ADJUSTMENT

Cost Index Adjustment The LRC Simplified Flight Planning charts are based upon climb, cruise and descent speeds which produce an approximate minimum trip fuel. If the flight is planned to operate with the Flight Management System (FMS) in the economy (ECON) mode adjustments to the trip fuel and time are necessary to account for the different flight profile; the table above itemises these adjustments.

Ground Operations Fuel may be saved by minimising APU operation. The average APU fuel flow for normal operations is 115kglh (2501blh).

The taxi fuel allowance is llkglmin (251blmin). #

Cruise - Air Conditioning (AC) Packs and Enginelwing Anti-ice AC packs at high flow:

Increase the trip fuel by 1%.

Anti-ice:

Increase trip fuel by 70kglhr. Increase trip fuel by 18Okglhr.

Engine only. Engine and Wing.




d)

Altitude Selection The best fuel consumption for mileage at a given cruise profile is achieved at the optimum altitude. The fuel penalty for operations off the optimum altitudes is given by the following table.

1 I

1

e)

OFF-OPTIMUM CONDITION

FUEL MILEAGE PENALTY % LRC

.74Mach

2000ft ABOVE OPTIMUM ALTITUDE 2000ft BELOW 4000ft BELOW 8000ft BELOW 12000ft BELOW

Descent The Simplified Flight Planning charts assume a descent at 0.74MachI250KIAS and a straight in approach. For every additional minute of flaps down operation add 75kg of fuel. For Engine Anti-ice during the descent add 50kg.

f)

Holding Fuel The holding fuel is extracted from the HOLDING FUEL PLANNING table figure 6.6 (Page 40 CAA MRJT 1 data Sheets). The chart is based upon a racetrack pattern at the minimum drag airspeed, with a minimum of 2 10KIAS. Interpolation for weight and pressure altitude is required.

E.g.

An aircraft holding at a pressure altitude of 1500ft with a weight, at the start of a 30' hold, of 54000kg has a planned fuel flow of 2520klhr. The expected fuel burn in the 30' hold is thus: 2520 + 2 = 1260kg. The aircraft weight at the end of the hold is 54000 - 1260 = 52740kg.





Figure 4. 3. 2A

SIMPLIFIED FLIGHT PLANNING .74 MACH CRUISE

Fig. 6.3. .74 Mach Cruise





Figure 4.3.5.

This chart allows the planner to optimise aeroplane performance by increasing the cruise altitude in 4000ft steps in order to allow for the increase in optimum altitude as aeroplane weight decreases. The graph is based on 4000ft stepped climbs to 2000ft above the optimum altitude. The graph provides trip fuel and time, at LRC or 0.74M, from brake release to touchdown. The method of use is the same as that for the constant altitude charts except that the argument of "brake release weight" is used in place of "cruise pressure altitude" see chart example.

Simplified flight planning

Fig. 6.4. Stepped Climb Cruise




SIMPLIFIED FLIGHT PLANNING Figure 4. 3. 6 ALTERNATE PLANNING LONG RANGE CRUISE

-

BASED ON:

5

MISSED APPROACH. CLIMB TO CRUISE ALTITUDE. CRUISE AT LRC. DESCENT AND STRAIGHT ON APPROACH. FOR DISTANCES > 5OOnm USE LRC. SIMPLIFIED FLIGHT PLANNING.

TAIL lo( DISTANCE TO ALTERNATIVE NAUTICAL GROUND MILES Simplified Flight Planning

Fig. 6.5. Alternate planning


4.

HOLDING FUEL PLANNING The table below provides fuel flow information for planning holding reserve fuel requirements. Chart is based on racetrack pattern at minimum drag airspeed - minimum speed 2 10 KIAS. For holding in straight and level reduce table values by 5%. Figure 4.4

FLAPS UP Pressure Altitude Ft

WEIGHT 1000 Kg 66

64

62

60

58

56

54

52

50

TOTAL FUEL FLOW KGIHR

Fig. 6.6. Holding

48

46

44

42

40

38


6.8


SIMPLIFIED FLIGHT PLANNING EXERCISES

EXERCISE 1. Plan a stepped cruise using the following data: The distance departure (MSL) to destination (MSL) is 2000nm, WC bOHead, ISA -5 "C and brake release weight 57500kg. Destination holding fuel, normal race track pattern, for 45' at pressure altitude of 25OOft at an estimated start weight of 44000kg.(use Holding Fuel Planning table) Departure APU usage 50'. Taxi time estimated at 15' before take-off and 10' at destination or alternate; all descents straight in. Air Conditioning packs at high flow from the departure to destination and for the diversion. Wing and engine anti-icing fuel for departure to destination, plus an hour during the diversion; climb and descent to be counted as cruising. Destination to Alternate distance is 300nm, WC 20Tail; estimated landing weight at diversion is 42000kg. Calculate: a)

the total fuel for this route.

b)

the flight time departure to destination, and destination to the alternate.

c)

the destination landing weight, after holding for 20'.

d)

the diversion airfield landing weight, assuming the holding fuel is unused.

EXERCISE 2. a)

Calculate the fuel required and flight time, given: 300kt cruise at FL200 and ISA - 10" C. Route distance 6OOnm,WC 130head. Estimated landing weight 45000kg.

b)

The altitude and mean sea level pressure at the destination airfield are 70ft and 982mblhPa. Calculate the fuel flow and fuel required if the aircraft is held for 45min at 4000ft above the airfield in straight and level flight, at a start weight of 5 1000kg. ( lmb/hPa = 30')

c)

An aircraft is to fly a track of 180°(T), variation 10°E, route distance 1750nm with zero wind and temperature ISA+ 10"C. Its planned cruise weight is 58000kg, and estimated landing weight 47500kg. Calculate the optimum flight level and the fuel and time for a 0.78M cruise.

#

6-16




ANSWERS TO SIMPLIFIED FLIGHT PLANNING Example 1. 335008 at LRC1.74Mach; 32600ft at .78Mach

Example 2. 3 1500ft, fuel penalty +4%, mileage - 4%

Example 3. 28000ft

Example 4. 295008 (ISA +15"C)

Example 5. 6700kg; 3h.

EXERCISE 1. a)

17814kg.

b)

5h 42min; 50min.

c)

EXERCISE 2. a)

6250kg, 2h 18min.

b)

c)

FL330 and above, 1O6OOkg; 4h.

2340kg/h, 1755kg.




EN - ROUTE CLIMB

FIGURE 4.5.1 280.174

Press Alt. Ft.

ISA -6°C TO -15OC

BRAKE RELEASE WEIGHT KG.

Units MinIKg. NAMIKls Timelfuel DistfTAS Timelfuel DisVTAS Timelfuel DistfTAS

33000

Timelfuel DistfTAS

32000

Timelfuel DistlTAS

31000

Timelfuel DistfTAS

30000

Timelfuel DistfTAS

29000

Timelfuel DistrrAS

1711550 921361

28000

Timelfuel DistfTAS

I611450 841356

27000

Timelfuel DistrrAS

1511400 771352

26000

Timelfuel DistfTAS

I411350 711348

Fuel Adjustment for high elevation airports Effect on time and distance is negligible

Airport Elevation

2000

4000

6000

8000

I0000

12000

Fuel Adjustment

-50

-100

-150

-250

-300

-350

Jar FPTab7

Fig. 6.7. Detailed fuel Planning - En-route Climb




6.9

DETAILED FUEL PLANNING - INTRODUCTION (Ref. Figs 6.7 to 6.17 - Pages 40 to 98 CAA Data Sheet) Detailed Fuel planning information is provided in the CAA MRJT 1 Data Sheet for:

Four EN-ROUTE CLIMB TABLES, ISA -15 to 25°C One WIND RANGE CORRECTION GRAPH Eleven LONG RANGE CRUISE TABLES, FL270 FL370 Seventeen Mach 0.74 CRUISE TABLES, FL210 FL370 Six Mach 0.78 CRUISE TABLES, FL290 FL390 Eight LOW LEVEL CRUISE 300 KlAS TABLES, FL140 TO FL210 Two DESCENT TABLES One "Gear Down" Ferry Flight Table One LRC CRITICAL FUEL RESERVES GRAPH 1ENGINE INOPERATIVEand ALL ENGINES OPERATIVE One LRC In Flight Diversion 1 ENGINE INOPERATIVE Two Fuel Tankering Graphs One Fuel Price Differential Graph

-

-

-

-

Figures 6.7 to 6.17 in this chapter are a representative selection of the above. 6.10

DETAILED FUEL PLANNING - EN-ROUTE CLIMB (Ref. Fig. 6.7 and page 41 CAA Data Sheet MRJT 1) The CAA Data Sheets provide climb tables for a temperature range -15 to 25OC. Fuel, time, distance (nautical air miles) and TAS are extracted against the intersection of Cruise Pressure Altitude and Brake Release Weight. Interpolation for intermediate levels and weights is required. The fuel and time is from brake release and the distance from 1500ft; the scheduled climb speed is 280 KIASl.74 MACH The tabulated TAS is the climb average and is to be used to convert nautical air miles to ground nautical miles:

NGM = NAM X AVERAGE TAS +I WC AVERAGE TAS Note the ancillary Fuel Adjustment Table below the main. Example 1: Given brake release weight 62000kg, airport elevation mean sea level, zero wind, and cleared cruise pressure level 33000ft, calculate the en-route climb data. min; fuel burn kg; ngm; average TAS kt ? (Answers page 6.43)

......

............ ..............

6-19

............




Example 2: Calculate the en-route climb data from the following: Airfield elevation 3000ft, mean wind component 30Head, brake release weight 59000kg, cruise pressure level 35000ft and OAT -62 "C.

.........min; fuel burn...........kg;...........nam,.......n

............kt ?

g TAS

(Answers page 6.47) 6.11

DETAILED FUEL PLANNING - WIND RANGE CORRECTION (Ref. Fig. 6.8 - 4.5.2 in Data Sheet) This graph is used for conversion of nautical ground miles to nautical air miles. It is provided for detailed flight planning, in conjunction with the "integrated range tables", for typical distances between checkpoints. For longer distances apply a multiple of 10 to the air and ground distances. Enter the graph with average TAS and correct for the wind component. Move to the appropriate ground distance slope and proceed vertically down to read the air distance .

Example 3. Given a cruise distance of 35OOngm, average TAS 505kt and 50head WC calculate the nautical air mile distance. From graph: CRP5:

...............nam? or Put the groundspeed 455kt (outer scale) against the TAS 505kt (inner scale) and read off the nautical air miles (inner scale) against nautical ground miles (outer scale)

...............nam? or Formula:

NAM

=

3500XTAS GS

=

.......,.......nam ?


Figure 4.5.2 WlND RANGE CORRECTION GRAPH

AVERAGE CRUISE TAS KTS *FOR LONGER DISTANCES SEE THE TEXT

I

AIR DISTANCE NAM

WlND RANGE CORRECTION

Fig.6.8. Detailed Fuel Planning-WindIRange Correction


6.12


DETAILED FUEL PLANNING - INTEGRATED RANGE Integrated range tables for Long Range Cruise, 0.74 and 0.78Mach Cruise and Low Level 300 KIAS Cruise are included in the CAA Data Sheet MRJT 1, pages 47 to 88. The same method of data extraction is used for all tables. The tables use the "difference" principle, the difference in two weights being the fuel weight used for a sector. The corresponding difference in the tabulated distance equates to the still air distance for that weight of fuel. Thus, all ground distances affected by a wind component must be first converted to still air distances. For convenience gross weights are tabulated at lOOkg intervals so that table values may be extracted without interpolation. For instance, using the table page 47 CAA MRJT 1, a gross weight of 5 l5OOkg equates to a cruise distance of 3093 nam; a cruise distance of 4420nam equates to a gross weight of 59600kg. The TAS for the 0.74m and 0.78mrn is tabulated at the top of each pressure altitude page; for LRC the TAS is found against the adjacent gross net weight figure.

Note the corrections to Fuel Flow and TAS, below each table, for Operation at Nonstandard Temperatures Carefully study the graphs and then attempt Example 4, page 6-24.




Long Range Cruise

4.5.3.1

All Engines PRESSURE ALTITUDE

Maximum Cruise Thrust Limits

AIC Auto

27000 Ft.

GROSS

WT. KG

CRUISE DISTANCE NAUTICAL AIR MILES TAS

35000 36000 37000 38000 39000 40000 41000 42000 43000 44000 45000 46000 47000 48000 49000 50000 51000 52000 53000 54000 55000 56000 57000 58000 59000 60000 61000 62000 63000 64000 6500 66000 67000

371 375 379 383 387 391 394 398 401 405 408 411 414 417 420 423 426 428 43 1 433 435 437 438 440 441 442 443 444 444 444

444 444

444

P-TAb4-5-3

NOTE- OPTIMUM WEIGHT FOR PRESSURE ALTITUDE EXCEEDS STRUCTURAL LlMlT THRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER EXCEEDS STRUCTURAL LIMIT THRUST LIMITED WEIGHT FOR ISA + 15 ' EXCEEDS STRUCTURAL LIMIT THRUST LIMITED WEIGHT FOR ISA + 20 EXCEEDS STRUCTURAL LIMIT ADJUSTMENTS FOR OPERATION AT NON-STANDARD TEMPERATURES INCREASE FUEL REQUIRED BY 0.5 PERCENT PER 10 DEGREES C ABOVE ISA DECREASE FUEL REQUIRED BY 0.5 PERCENT PER 10 DEGREES C BELOW ISA INCREASE TAS BY I KNOT PER DEGREE C ABOVE ISA DECREASE TAS BY 1 KNOT PER DEGREE C BELOW ISA

Fig. 6.9. Detailed Flight Planning - LRC

6 - 23




MACH 07.4 CRUISE All Engines

Maximum Cruise Thrust Limits

PRESSURE ALTITUDE GROSS WT KG

21000 Ft.

AIC Auto

TAS 453 Kts

CRUISE DISTANCE NAUTICAL AIR MILES

35000 36000 37000 38000 39000 40000 41000 42000 43000 44000 45000 46000 47000 48000 49000 50000 51000 52000 53000 54000 55000 56000 57000 58000 59000 60000 61000 62000 63000 64000 65000 66000 67000 FP-TI-4-5-3-2

NOTE- OPTIMUM WEIGHT FOR PRESSURE ALTITUDE EXCEEDS STRUCTURAL LlMlT THRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER EXCEEDS STRUCTURAL LlMlT THRUST LIMITED WEIGHT FOR ISA + 15 EXCEEDS STRUCTURAL LIMIT THRUST LIMITED WEIGHT FOR ISA + 20 EXCEEDS STRUCTURAL LIMIT ADJUSTMENTS FOR OPERATION AT NON-STANDARD TEMPERATURES INCREASE FUEL REQUIRED BY 0.5 PERCENT PER 10 DEGREES C ABOVE ISA DECREASE FUEL REQUIRED BY 0.5 PERCENT PER 10 DEGREES C BELOW ISA INCREASE TAS BY I KNOT PER DEGREE C ABOVE ISA DECREASE TAS BY 1 KNOT PER DEGREE C BELOW ISA

Fig. 6.10. Detailed Flight Planning-mach 0.74 Cruise

6 - 24



FLIGHT PLANNING AND MONITORING 4.5.3.3

LOW LEVEL CRUISE 300 KlAS All Engines Maximum Cruise Thrust Limits AIC Auto PRESSURE ALTITUDE 14000 Ft. TAS 366 Kts 0

200

300

500

600

900

GROS CRUISE DISTANCE NAUTICAL AIR MILES

NOTE- OPTIMUM WEIGHT FOR PRESSURE ALTITUDE EXCEEDS STRUCTURAL LlMlT THRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER EXCEEDS STRUCTURAL LlMlT , EXCEEDS STRUCTURAL LIMIT THRUST LIMITED WEIGHT FOR ISA + 15 EXCEEDS STRUCTURAL LIMIT THRUST LIMITED WEIGHT FOR ISA + 20 ADJUSTMENTS FOR OPERATION AT NON-STANDARD TEMPERATURES INCREASE FUEL REQUIRED BY 0.6 PERCENT PER 10 DEGREES C ABOVE ISA DECREASE FUEL REQUIRED BY 0.6 PERCENT PER 10 DEGREES C BELOW ISA INCREASE TAS BY I KNOT PER DEGREE C ABOVE ISA DECREASE TAS BY 1 KNOT PER DEGREE C BELOW ISA

Fig. 6.1 1. Detailed Flight planning-Low Level




Mach 0.74 INTEGRATED FUEL PLAN. Reference page 70 CAA MRJT 1 Data Sheet

Example 4.

INTEGRATED FLIGHT PLAN EXAMPLE 4 SECTOR

Temp "C

FL

Temp Devn

Track OT Dirn

TAS

Speed

Wind comp

GS kt

NGM

FROM

TO

A

B

-

330

0

-20

240

B

C

-

330

0

-30

370

C

D

-

330

0

-40

410

EET

NAM

Gross Start WT

Minus NAM

53500

1.

Extract cruise TAS ............ kt.

3.

Enter 0.74M cruise table with Gross Weight 53500kg and extract Cruise Distance, ................ Subtract ...........NAM, =

4.

Enter table with

5.

Copy Minus NAM from LINE 1 into Cruise Value LINE 2.

6.

Enter table with

7.

Repeat the process.

Note:

a)

The percentage increase or decrease i n Fuel Required for 10°C above or below ISA.

b)

The increase or decrease i n TAS by Ikt per 1"C above or below ISA.

2.

Cruise Value

Convert NGM to NAM

...............nm and extract corresponding Gross Weight, .............kg.

Fuel burn A to B is ................

.............nam.

- ................ = ..................kg-

Subtract ............ NAM = ............ nam.

................nm and extract corresponding Gross Weight, ................kg.

Fuel burn B to C is ................

- ............... = ................kg.

FUEL

-



INTENTIONALLY BLANK


FLIGHT PLANNING & MONITORING.


Figure 4.5.4 Descent .74M/250 KlAS PRES. ALT. FT.

FUEL KG.

TIME MIN.

DISTANCE NAM LANDING WEIGHT KG.

.70M1280/250 KlAS

PRES. ALT. FT.

I 1

I

IIIVI~

ruu

MIN.

KG.

21 20 20 19 18 17 17

280 275 275 270 265 260 255

1

DISTANCE NAM LAN[ ING WEIGHT KG. 35000

45000

88 84 80 76 72 69 64

100 96 91 86 82 78 73

BASED ON IDLE THRUST ALLOWANCES FOR A STRAIGHT-IN APPROACH ARE INCLUDED.

Fig. 6.12. Descent




6.13

DESCENT TABLE - DETAILED FLIGHT PLANNING (Ref. Fig 6.12 - Page 89 CAA MRJT 1 Data Sheet) Time, fuel and distance(nam) for a flight idle thrust descent are tabulated for : a)

0.74M1250 KIAS, which approximates to an economy descent, and

b)

0.70M1280 KIAS, turbulent air penetration descent.

Allowances are included for a straight-in approach with undercarriage down.

Increase fuel during the descent by 50kg for engine anti-ice. Example 5. Given a landing weight of 54900kg and a mean descent wind component of 5Okt head calculate the time, fuel and ground distance for a 0.74M descent from FL330.

Fuel

...........kg; time............min; distance...........nam;...........ngm.

Example 6. An aircraft with an estimated landing weight of 48500kg descends from FL3 10 to fly a straight in approach, through turbulent air with the engine anti-ice on; the wind component is 45kt tail. Calculate the fuel burn, time and ground distance Fuel kg; time min; distance nam; ngm.

..........

............

............

...........

EXERCISE 1 Complete the Integrated Flight Plan from the following data: Long Range Cruise flight at FL370 from A to E with a nominated alternate airfield. Airfield elevation at A is 3000ft; mean sea level at E and the Alternate. The gross take-off weight(mass) at A is 56000kg. The estimated landing weights at E and the alternate are 46000kg and 43000kg. Fuel: Route: Descent: Diversion: TaxiIAPU: Air Conditioning: Engine and wing anti-ice: Holding:

,

Allow 5% contingency A to E. Straight in descent with gear down and no air turbulence. Use Alternate Planning LRC graph page 39, CAA Data Sheet. Allow 260kg. 1% for cruise A to E. 180kglh for cruise A to E. Compute 45' holding fuel for straight and level flight at a pressure height of 1500ft overhead E. (page 40 CAA Data Sheet). Use 47000kg as the start weight for the hold.

6 - 29




When the plan is completed answer the following: a) b) c) d) e)

Assuming that the contingency and holding fuel are unused, what is the estimated landing weight at the Alternate? At a cruise weight of 56000 kgs what is the optimum LRCl0.74M level ? The aircraft's track is 180" (T) and variation 10"E. The lowest optimum IFR cruise level is ? If the variation was 10"W what is the amended lowest optimum IFR level ? If the gross brake release weight is 46000kg, trip distance 150nam and temperature ISA +10 "C, what is the short distance cruise ?

EXERCISE 2 Complete the Integrated Flight Plan from the following data: The aircraft's estimated cruise weight is 60000kg; the ramp weight is 61500. It is tasked to fly a route where the overall magnetic variation is 15"W. The trip is to be flown at the lowest ICAO IFR optimum pressure altitude for 0.78M. Details are provided in the attached Flight Plan and all the airfields are less than 100ft above mean sea level. The forecast QNH at the destination, E, is 1029mb.

Fuel: Route: Descent: Diversion: TaxiIAPU: Air Conditioning: Engine and wing anti-ice: Holding at E:

Allow 5% contingency A to E. Straight in descent with gear down with turbulence forecast. Use Alternate Planning LRC graph page 39, CAA Data Sheet; estimated landing weight 47000kg. Allow 20' APU and 20' Taxi. 1% extra to cruise fuel to destination. 180kgIh for cruise A to E. Compute 45' holding fuel, straight and level, at an altitude of 2000ft overhead E. (page 40 CAA Data Sheet). Assume an initial weight of 50000kg.

When complete, answer the following: a) b) c) d)

During the descent into E the pilot sele~tedthe flaps down 4 minutes before the ILS outer marker. What extra fuel was burnt ? How much of the contingency fuel was used if the engine anti-ice was selected during the descent ? If the Anti-ice, Air Conditioning and half the TaxiIAPU fuel have been burnt, what is the estimated landing weight at E? If a LRC flight is planned to operate in the ECON mode what adjustments to fuel and time are needed if the Cost Index is 30 ?




INTENTIONALLY BLANK



6.14


NON NORMAL OPERATIONS (Ref. Fig. 6.13 - Page 90 CAA MRJT 1 data sheet0 The references are for "Gear Down" Ferry Flight with all engines operating at 220KIAS; climb and descent fuel and time are included. Example 7. Calculate the trip time and he1 required for a Gear Down Ferry Flight from the following: Sector distance 850nm; wind component 75kt Tail; FL 240: landing weight 40000kg, OAT - 43 "C. Fuel

..................kg

........h...........min

Time

Example 8. Calculate the trip time and fuel required for a Gear Down Ferry Flight from the following; Trip distance 550nm; wind component 100 Head; FL 260; landing weight 53000kg; OAT - 22°C.

..................kg

Fuel

........h...........min

Time




-

Figure 4.6.1 Non Normal operation 'Gear Down' Ferry Flight

[SIMPLIFIED FLIGHT PLANNING~

0

200

400

600

800

1000

TRIP DISTANCE NAUTICAL GROUND MILES

Fig.6.13. Non Normal Operation - 'Gear Down' Ferry Flight



6.15


FUEL TANKERING (Ref. Figs. 6.16/17 - Page 96 CAA MRJT 1Data Sheets) When the cost of fuel at the destination airfield is greater than that at the departure, the LRC or .74Mach Fuel Tankering graphs may be used to determine if it is economical to carry fuel in excess of that required for the flight; a large percentage of this extra fuel can then be used for the return flight or another sector. These charts should only be used if the cruise altitude capability is not adversely affected by tankering. To obtain the smaller, but potentially significant, percentage ofthe surplus fuel that will be burnt, due to the increased gross weight of the aircraft resulting from the tankered fuel, the entering values for each graph are: a)

Trip distance NAUTICAL AIR MILES.

b)

Cruise pressure altitude.

c)

Landing Weight (WITHOUT TANKERING).

The LRC example (Fig. 6.16) shows that, for a trip of 1600nam at FL 330 and 42500kg Landing Weight (Without Tankered Fuel), if excess fuel is carried 13.2% of it will be consumed as a fuel penalty, due to the aircraft's higher gross weight.

For fuel tankering to be economical the fuel price at the destination must be greater than the break even fuel price. The Fuel Price Differential Graph (Fig. 6.17) presents the Break Even Fuel Price Destination Airport for any Surplus Fuel Burn percentage and Fuel Price at Departure Airport; the fuel price is quoted as cents/US Gal. Using the 13.2% Surplus Fuel Burn in the example and a Departure Airfield Fuel Price of 100 cents the Break Even Fuel Price Destination Airport is 115 cents.




LONG RANGE CRUISE

SURPLUS FUEL BURN %

SURPLUS FUEL BURN %

Figure 6.16. Fuel Tankering




Figure 4.8.2 Fuel Price Differential

0

5

10

15

20

25

30

SURPLUS FUEL BURN X

Fig. 6.17. Fuel Tankering-Fuel Price Differential

Example 9. An aircraft is planned to fly a LRC at FL350, ISA -lO°C, at an average gross cruise weight of 55000kg and a Landing Weight(Without Tankered Fuel) of 475OOkg; the wind component is -30kt and the trip distance 1600ngm. Calculate: the % Surplus Fuel Bum. the Break Even Fuel Price Destination Airport if the Fuel Price at Departure Airport is cents 75centsAJS Gal.

..................

Example 10. An aircraft is tasked to fly a .74Mach cruise at FL310, ISA +15"C with a Landing Weight(Without Tankered Fuel) of 4OOOOkg. The sector distance is 1050ngm,wind component +35kt. Calculate the % Surplus Fuel Bum. the Break Even Fuel Price at Destination if the Fuel price at Departure is 85 cents/US Gal. cents

....................




6.16

CALCULATION OF TRAFFIC LOAD Careful flight planning ensures that sufficient safe fuel is carried for a particular flight. This fuel load, together with the airframe limitations listed below, will determines the revenue earning portion of the Traffic Load. TRAFFIC LOAD is the total mass of passengers, baggage and cargo, including any non-revenue load. When the fuel required has been decided for a particular flight the Traffic Load may be calculated after taking into account the following airframe structural limitations:

a)

DRY OPERATING MASS (DOM) is the total mass of the aeroplane ready for a specific type of operation excludinp all usable fuel and traffic load. This mass includes such items as: i)

Crew and baggage.

ii)

Catering and removable passenger service equipment.

iii)

Potable (drinking) water and lavatory chemicals.

b)

MAXIMUM ZERO FUEL MASS (MZFM) is the maximum permissible mass of an aeroplane with no usable fuel.

C)

MAXIMUM STRUCTURAL TAKE-OFF MASS (MTOM) is the maximum permissible total aeroplane mass at the start of the take-off run.

d)

MAXIMUM STRUCTURAL LANDING MASS (MLM) is the maximum permissible total aeroplane mass upon landing under normal circumstances.

The DOM will vary as the role of the aircraft varies. For instance, the DOM for a freight task is considerably less than that for the same airframe fitted out to carry a maximum passenger load. The MZFM is a stress limit which is determined by structural airworthiness requirements. All extra weight above this limit must comprise fuel only. The added fuel, which is invariably carried in the wing, increases its stiffness and reduces its bending and torsion (twisting). Thus the MZFM can in many instances determine the overall Traffic Load, particularly on sectors which require a small fuel uplift; the reduced fuel requirement cannot automatically be substituted with extra traffic load. Thus:

OVERALL (STRESS) TRAFFIC LOAD = MZFM - DOM MTOM and MLM are obvious limitations on the Traffic Load and under normal operating conditions they must not be exceeded. MTOM comprises the DOM, route fuel at start of the take-off run and Traffic Load. The MLM comprises the DOM, the fuel remaining at touchdown and the Traffic Load.

6 - 39




Thus all three limits must be considered, separately, prior to flight in order to determine the limiting Traffic Load. ( N.B. See appendix 2 this book, and pages 2 and 3 of the CAA Flight Planning and Monitoring Data Sheet, for those definitions which are not given in ICAO or JAA documentation but are in common use. Example 11. Calculate the maximum Traffic Load given: MTOM MLM MZFM DOM Fuel at Take-off Estimated landing fuel a)

Stress limit Traffic Load

b)

TOM limit

MTOM (DOM + Take-off Fuel) 209000 ( '125000 + 37500) ----------kg

c)

LM limit

MLM (DOM + Landing Fuel) 183000 ( 125000 + 11000) ----------kg

-

-

-

The smallest of the three is the maximum Traffic Load:

kg

Or, using a tabulated format:

11

DOM

11 -

125000

1-

125000

1-

125000

I

Maximum Traffic Load

6-40




EXERCISE 3

a)

Given: Dry Operating Mass Maximum take-off Mass Maximum landing Mass Route he1 excluding reserve Fuel reserve Assuming that the fuel reserve will be unused, determine: i) ii)

The maximum Traffic Load The take-off weight when maximum payload is carried.

11

Zero Fuel Mass

I

Take-Off Mass

I

Landing Mass

1)



FLIGHT PLANNING AND MONITORING b)


Assume for a flight from A to B: Maximum Take-off Mass Dry Operating Mass Mean TAS Distance A to B Mean consumption Reserve he1 to be carried (assume unused) Maximum Landing Mass Calculate the maximum Traffic Load which can be carried: i) ii)

In still air conditions. With a headwind of 40 kt.

--------

MAXIMUM ZERO FUEL MASS-----------0

DOM

I

FUEL AT START OF TAKE-OFF

I

2. TRAFFIC LOAD ?

-

1.

MZFM TRAFFIC LOAD LIMIT

2.

MTOM TRAFFIC LOAD LIMIT

3.

MLM TRAFFIC LOAD LIMIT

4.

MAXIMUM TRAFFIC LOAD (SMALLEST OF THE THREE) =

kg kg kg

.......................

kg



FLIGHT PLANNING AND MONITORING C)

Details of a flight from P to Q are as follows: MTOM Dry Operating Mass Maximum Zero Fuel Mass Mean TAS Distance P to Q Mean Fuel consumption Reserve Fuel (assume unused) Maximum Landing Mass Find: Maximum Traffic Load in still air. i) Maximum Traffic Load with a 100 kt tail wind. ii)

1

DOM

I

I r

-I.H

TRAFFIC LOAD ?

1

FUEL AT START OF TAKE-OFF

I

I

2. TRAFFIC LOAD 7

DOM

3.

~m LOAD?

MZFM TRAFFIC LOAD LlMlT MTOM TRAFFIC LOAD LIMIT MLM TRAFFIC LOAD LlMlT

-

kg kg kg

MAXIMUM TRAFFIC LOAD (SMALLEST OF THE THREE)




d)

Given: 114 000 lb Maximum Take Off Mass DOM 61 000 lb 95 000 lb Maximum Zero Fuel Mass Average groundspeed 500 kt Mean fuel consumption 6250 lb/h 5000 lb Reserve he1 to be carried (assume unused) 102 000 lb Maximum Landing Mass Calculate the maximum traffic load that could be carried over the following sector distances: i) ii)

800 nm 1700 nm

DOM



6 - 44




e)

Given: Maximum Take-off Mass Maximum Zero Fuel Mass Maximum Landing Mass Dry Operating Mass Traffic Load Total trip fuel required (including all reserves and diversion fuel) Estimated reserve on landing Calculate the extra fuel uplift available..

f)

Given: 45 000 kg Maximum authorised Take-off Mass DOM 24 500 kg 36 500 kg Maximum authorised Zero Fuel Mass Mean TAS 425 kt 13 300 kg Maximum fuel capacity Mean fuel consumption 2400 kglh 1300 kg Reserve fuel (assume unused) 39 500 kg Maximum Landing Mass Assuming still air conditions determine: The absolute maximum Traffic Load this aircraft can carry. i) The greatest distance over which the maximum traffic load in (i) can be carried. (Assume ii) reserve fuel unused). iii)

The maximum range of this aircraft (assume reserve fuel unused).

iv)

The greatest Traffic Load which can be carried over the maximum range in (iii). Zero Fuel Mass

Take-Off Mass

Landing Mass

I





g)

An aircraft is to fly from A to B and then to C without refuelling at B.

41 800 kg 37 000 kg 23 500 kg 31 300 kg 418 kt 521 nm 703 nm tailwind 35 kt headwind 30 kt 3 100 kglhr 2950 kglhr 2000 kg 38 000 kg 36 500 kg

MTOM at A MTOM at B DOM Maximum Zero Fuel Mass Mean TAS Distance A to B Distance B to C Wind component A to B Wind Component B to C Mean fuel consumption A to B Mean fuel consumption B to C Reserve fuel (assume unused) Maximum Landing Mass at B MLM at C Cargo weighing 1250 kg loaded at A must be carried to C. Determine the maximum Traffic Load that could be loaded at :

a-------MAXIMUM ZERO FUEL MASS-----------0 FUEL AT START OF TAKE-OFF

DOM 2. TRAFFIC LOAD ?

*-------MAXIMUM ZERO FUEL MASS ----------G DOM

MZFM TRAFFIC LOAD LIMIT MTOM TRAFFIC LOAD LlMlT MLM TRAFFIC LOAD LlMlT

=

-

kg kg kg

MAXIMUM TRAFFIC LOAD (SMALLEST OF THE THREE)




ANSWERS TO INTEGRATED FLIGHT PLANNING ETC. Example 1.

19min, 155Okg, 104nam/ngm, 374kt TAS.

Example 2.

19.5min, 1475kg, 109.5nam/lOlngm, 379kt TAS.

Example 3.

3900nam, 3888nam, 3885nam.

Example 4.

See Flight plan over.

Example 5.

2lmin, 285kg, 103nam, 85.5ngrn.

Example 6.

19min, 270 + 50 = 320kg, 88.5nam, 102ngm.

Example 7.

7 1OOkg, 2h 24min

Example 8.

1O3OOkg, 2h 48min

Example 9.

16.8%, 90cents

Example 10.

6.2%, 92cents.

Example 11.

46000kg, 46500kg, 47000kg. Answer is lowest of the three: 46000kg

EXERCISE 1. a)

Estimated landing weight at Alternate is 44766kg.

C)

FL330.

d)

FL310.

b)

FL338.

e)

30000ft

c)

49971 - (642 + 129 + 98) = 49102kg

EXERCISE 2. a)

4 X 75 = 300kg.

d)

Increase fuel by 1.5%; no time penalty.

b)

50kg

EXERCISE 3. a);) 9040kg;

ii) 73960kg

b)i) 10100kg; ii) 9270kg

c)i) 9930kg

ii) 17500kg

d)i) 340001b

ii) 267501b

e) 2600kg

ii) 1275nm

iii) 2 l25nm

iv) 7200kg

g)i) 7 l5Okg

ii) 4900kg

f)i) 12000kg


= LlNE

1

2 3 4 5 1. 3. 6 7 4. 5. 8 9 6. 10 7. 11 Note: 12

Extract cruise TAS 430kt.

2.

Convert NGM to NAM

Enter 0.74M cruise table with Gross Weight 53500kg and extract Cruise Distance, 3796nm. Subtract 252NAM, 3544nm. ,

-

Enter table with 3544nm and extract corresponding Gross Weight, 52100kg. Fuel burn A t o B i s 53500 52100 = 1400kg. Copy Minus NAM from LINE 1 into Cruise Value Line 2. 3544. Subtract 398nam = 3146nm.

-

Enter table with 3146nm and extract corresponding Gross Weight, 50000kg. Fuel burn B t o C i s 52100 50000 = 2100kg. Repeat the process. a)

The percentage increase or decrease in Fuel Required for 10°C above or below ISA.

b)

The increase or decrease in TAS by Ikt per 1"C above or below ISA.

5% CONTINGENCY

SECTOR FROM

TO

Temp "C

FL

CHAPTER SEVEN .MRJT ADDITIONAL PROCEDURES Contents Page ETOPS .INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 .1 ETOPS .DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 .1 ETOPS .MEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 .2 ETOPS .COMMUNICATIONS AND NAVIGATION FACILITIES . . . . . . . . . 7 .4 ETOPS .FUEL POLICY PRE-FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 .4 ETOPS .FUEL POLICY IN-FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 .5 ETOPS .CRITICAL FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 .5 ETOPS .MOST CRITICAL POINT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 .6 ETOPS .COMPUTER FLIGHT PLAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 .8 ETOPS .DATA SHEETS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 .10 RE-CLEARANCE FLIGHT PLAN .INTRODUCTION . . . . . . . . . . . . . . . . . . 7 .18 RE-CLEARANCE FLIGHT PLAN .FUEL REQUIREMENTS . . . . . . . . . . . . 7 .20 RE-CLEARANCE .PRACTICAL EXAMPLE . . . . . . . . . . . . . . . . . . . . . . . . . 7 .20 ISOLATED AERODROME PROCEDUN . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 .22 COMPUTER FLIGHT PLANS .INTRODUCTION . . . . . . . . . . . . . . . . . . . . . 7 .23 COMPUTER FLIGHT PLANS .CHECKING ACCURACY . . . . . . . . . . . . . . 7 .27 METEOROLOGICAL CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 .28 EXERCISE 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 .37 ANSWERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.42


-

MRJT ADDITIONAL PROCEDURES


7.1

EXTENDED RANGE TWIN OPERATIONS (ETOPS) - INTRODUCTION (Reference: JAR - OPS 1.245, IEM OPS 1.245(a), JAR - OPS 1.246, JAR - OPS 1.255, AMC OPS 1.255,1.297(d), CAP513) The loss of a power unit, or certain major systems, by twin-engined Performance Class A aircraft whilst flying over water or remote areas, causes greater problems than similar events on aircraft with three or four engines. It is, therefore, necessary to limit the distance all such twin-engined aircraft (including those powered by turbo-props and reciprocating engines) may be away from an adequate airfield. This distance equals one hour's flight time, in still air and standard conditions, at the normal one-engine-inoperative cruise speed. (See Fig. 7.1) Any operations planned to fly a twin-engined public transport aeroplane beyond this distance from an adequate aerodrome will be considered to be Extended Range Twin Operations (ETOPS). (See JAR - OPS 1.245 and Fig. 7.1) An operator may be authorised to conduct ETOPS with a particular airframelengine combination within a particular area (e.g. North Atlantic) where the maximum diversion time, from any point along the proposed route of flight to an adequate aerodrome, is up to 180 minutes or less (i.e. 90,120 or 138 minutes) at the normal one-engine-inoperative cruise speed (under standard conditions and in still air). These areas will be specified on the permission issued by the Regulatory Authority for the purpose of approving ETOPS. An operator shall not conduct operations beyond the threshold distance determined in accordance with JAR OPS 1.245 unless approved to do so by the Authority and prior to an ETOPS flight an operator shall ensure that a suitable ETOPS en-route alternate is available within the appropriate diversion time.

7.2

ETOPS - DEFINITIONS (See Fig. 7.1) Extended Range Twin Operations are those operations intended to be, or actually, conducted over a route that contains a point further than one hour's flying time (in still air) at the normal one-engine-inoperative cruise speed from an adequate aerodrome. When, alternatively a Threshold Distance has been agreed with the Authority, all non-ETOPS flights shall remain within the Threshold distance of an adequate aerodrome. ETOPS Segment is the portion of an ETOPS flight that begins when the aeroplane is first more than the Threshold distance from any adequate aerodrome (ETOPS Entry Point) and ends when the aeroplane is last more than the Threshold distance from any adequate aerodrome (ETOPS Exit POINT). Normal One-engine-inoperative Cruise Speed An operator shall determine a speed for the calculation of the maximum distance to an adequate aerodrome for each two-engined aeroplane type or variant operated, not exceeding V,, based upon the true airspeed that the aeroplane can maintain with one-engine-inoperative under certain conditions. See JAR - OPS 1.245 (b) for determination of this speed, which is only intended to be used to establish the maximum distance from an adequate aerodrome.

7-1



-


Threshold Time is 60 minutes. (Before granting an extension to the Threshold Time the Licensing Authority considers the following factors: propulsion system reliability record, modification and maintenance programme, flight dispatch requirements, training evaluation programme, operations limitation and specifications, operational validation flight and continuing surveillanceand engine reliability monitoring.). Threshold Distance is the distance travelled in still air in 60 minutes by an aircraft at the normal one-engine-inoperative cruise speed. Rule Time is the maximum time that any point on the route may be from a suitable aerodrome for landing, as specified by the Authority and included in the operations Manual. Rule Distance is the distance travelled in the Rule Time, at the normal one-engine-inoperative cruise speed. Adequate Airfield. In general terms an operator may make an appraisal that an aerodrome has long enough runways, and is sufficiently equipped, to be considered adequate for his planned ETOPS routes. In particular it should be expected that at the anticipated time of use: a)

the aerodrome will be available and equipped with the necessary ancillary services, such as ATC, sufficient lighting, communications, weather reporting, navaids and safety cover, and

b)

at least one letdown aid (ground radar would so qualify) will be available for an instrument approach.

Suitable Airfield. The commander must satisfy himself on the day, using criteria provided by the operator, that he has sufficient adequate aerodromes which, taking into account the weather and any equipment unserviceabilities, are suitable for his intended operation. An aerodrome shall not be selected as an ETOPS en-route alternate unless the appropriate weather reports or forecasts, or any combination thereof, indicate that, during a period commencing 1 hour before and ending 1 hour after the expected time of arrival at the aerodrome, the weather conditions will be at or above the planning minima prescribed. (JAR - OPS 1.297 (d)). 7.3

ETOPS - MINIMUM EQUIPMENT LIST (MEL) Primary system redundancy levels appropriate to ETOPS will be reflected in the MEL. For aeroplanes in operational service the existing'MEL will be re-evaluated and adjusted as necessary to reflect the primary system redundancy levels required for ETOPS. Primary airframe systems are those which have a fundamental influence on flight safety and could be adversely affected by the shutdown of a power unit. Examples are: Electricalhattery, Hydraulic, Pneumatic, Flight Instrumentation, Fuel, Flight Control, Ice Protection, Engine Start and Ignition, Propulsion System Instruments, Navigation and Communications, APUs, Air Conditioning and Pressurisation, Cargo Fire Suppression, Emergency Equipment, Engine Fire Detection and Extinguishing Systems and any other equipment for ETOPS .


CIRCLES ARE RADIUS 60 MIN AT ONE-ENGINE-INOPERATIVE CRUISE TAS

DESTINATION

A, B, C, D & E ARE ADEQUATE AERODROMES. A, B, C & E ARESUITABLE AERODROMES. X IS ETOPS ENTRY POINT. Y IS ETOPS EXIT POINT.

Fig 7.1 ETOPS Concept From the intersection of a Critical Line with the track it is the same still air time to fly to either of the two SuitableJAdequate airfields

-



ETOPS - COMMUNICATION and NAVIGATION FACILITIES An aeroplane shall not be dispatched on ETOPS unless:

communication facilities are available to provide, under all expected conditions of propagation at the normal one-engine-inoperative cruise altitudes, reliable two-way voice communications between the aeroplane and the appropriate air traffic control unit over the planned route of flight and routes to any suitable alternate to be used in the event of diversion; and non-visual ground navigation aids are available and located so as to provide, taking account of the navigation equipment installed in the aeroplane, the navigation accuracy required over the planned route and flight altitude, and the routes to any alternate and altitudes to be used in the event of diversion for whatever reason; and approved visual and non-visual aids are available at the specified alternates for the authorised types of approaches and operating minima. ETOPS - FUEL POLICY PRE-FLIGHT An operator shall ensure that the pre-flight calculation of usable fuel required for a flight includes: a)

Taxy fuel.

b)

Trip fuel.

c)

Reservefuelconsistingof; i)

Contingency

ii)

Alternate fuel, if a destination alternate is required

iii)

Final reserve fuel (for aeroplanes with turbine power units, fuel to fly for 30 minutes at holding speed at 1500ft (450m)above aerodrome elevation in standard conditions), and

iv)

additional fuel, if required by the type of operation (e.g. ETOPS), and

,

d)

Extra fuel if required by the commander.



-


-

ETOPS FUEL POLICY IN-FLIGHT An operator shall ensure that in-flight replanning procedures for calculating usable fuel required when a flight has to proceed along a route, or to a destination other than originally planned, includes: a)

Trip fuel for the remainder of the flight.

b)

Reserve fuel consisting of;

c)

i)

Contingency fuel.

ii)

Alternate fuel, if a destination alternate is required.

ii)

Final reserve fuel (for aeroplanes with turbine power units, fuel to fly for 30 minutes at holding speed at 1500ft (450m)above aerodrome elevation in standard conditions), and

iv)

additional fuel, if required by the type of operation (e.g. ETOPS), and


ETOPS - CRITICAL FUEL In general an aeroplane shall not be dispatched on an ETOPS flight unless it carries sufficient fuel and oil; and in addition, such additional fuel and oil as may be required to fly to a suitable aerodrome for landing in the event of the shut-down of a engine, or in the event of airframe system failure(s), which may require diversion to an alternate. It should be assumed that this event occurs at the most critical point in terms of overall fuel and oil requiremets along the planned route of flight. Thus for ETOPS operations the "Trip fuel for the remainder of the flight" will be the CRITICAL FUEL i.e the fuel from the most Critical Point (CP)/Equal Time Point(ETP) to the diversion aerodrome (See Fig. 7.2) based upon a consideration of three possible events:

Simultaneous failure of an enpine and the pressurisation ( this is the worst scenario) An emergency descent down to FLl 00 at V,,/M,, with the speed brakes extended and cruise to the diversion airfield at LRC speed (See Fig. 7.4) Total pressurisation failure (but no engine failure). An emergency descent down to FLl 00 at V,dM,, with the speed brakes extended and cruise to the diversion airfield at LRC speed. (See Fig. 7.5) Enpine failure (but no pressurisation failure). Descent and cruise will be initiated at the selected speeds and stabilising level. (See Fig. 7.7)


-



The fuel required will be the greatest of the All-engine and two Single Engine cases. This amount is then compared to the fuel planned to be on the aircraft at the most critical CPIETP; if it is greater than the planned amount then additional fuel must be uplifted. (Examples based on the three scenarios and CAA Data Sheet MRJT 1 will be encountered later in the chapter).

7.8

ETOPS - CHART CALCULATION OF THE MOST CRITICAL POINT Figure 7.2 shows how the most critical point (CPIETP), i.e. the one based upon the two alternates furthest along track, is derived. It is based upon the Critical Line between airfields at C and E which is found by extending the bisector of the line between C and E to cut the ETOPS track. Thus, the distances from this intersection to either C or E are equal, and, in still air conditions, the flight time at the one-engine-inoperative TAS will also be equal.

Assume: One-engine-inoperative cruise TAS 400kt. 690nm, from C and E Critical Line intersection with the ETOPS track, to airfield C or E. Mean forecast wind velocity 230185, for flight to C or E at planned one-engine-out stabilising pressure level.

Therefore: Still air time to C or E

-

104min at a wind speed of 85kt

690nm at 400kt 104min

=

Back-plot a wind vector from the Critical Line intersection with the ETOPS track, in the direction 230 ", for 147nm. At the end of this vector plot the Equal Line, parallel to the Critical Line. ,

The intersection of this Equal Line with the ETOPS track is the most limiting ETOPS CPIETP. Thus: a)

at this position it is the same engine-out flight time to airfields at C or E, and

b)

the flight planned fuel from this point must be equal to or greater than the Critical Fuel to C or E. If it is not then the extra fuel required must be loaded.

7-6


CIRCLES ARE RADIUS 60 MIN AT ONE-ENGINE-INOPERATIVE CRUISE TAS

DESTINATION

CPIETP

BETWEEN C & E

A, B, C, D & E ARE ADEQUATE AERODROMES. A, B, C & E ARE SUITABLE AERODROMES. X IS ETOPS ENTRY POINT. Y IS ETOPS EXIT POINT.

Fig 7.2 Construction of CPIETP for ETOPS


-


ETOPS - COMPUTER FLIGHT PLAN (CFP) Usually the CFP is the master reference for ETOPS planning. In addition to the normal fuel and route information an extra page gives specific ETOPS data. Figure 7.3 is a typical ETOPS page for a trip from Muscat (OOMS) to Male (VRMM) with Bombay (VAAB) as the off-route diversion; all three airfields are suitable and adequate. All airfields are loaded into the flight planning computer to provide the following typical information:

Block 1 (For ease of reference and understanding the CFP information has been delineated by numbered blocks). This gives the elapsed time from airborne at Muscat to the Equal Time Points between OOMSIVABB, 1hr 30min and VABBNRMM, 2hr 18min.

Blocks 2 and 2A These blocks provide for each CPIETP: Latitude and longitude of the CPIETP. Minimum Safe Altitude from the CPIETP to each diversion airfield Magnetic track to each diversion airfield from the CPIETP. Worst case flight level, based upon engine and pressurisation failure, to each airfield from the CPIETP. Distance, time, IAS, TAS and groundspeed, using the selected cruise mode. Fuel required for the worst case (engine and pressurisation failure) from the CPIETP to each airfield. Critical Fuel. This should always read "zero" because the CFP assumes that all the contingency has been used and compares the predicted fuel remaining at each CPIETP with the fuel required to the diversion airports. This ensures that the fuel on board will equal or exceed the , requirement. In the case where the fuel remaining is predicted to be less than that required for diversion, the CFP automatically adds fuel to the "Fuel Summary'' block as "Additional Fuel" so the Critical fuel will read "zero" The Two Engineldepressurisation case fuel is also calculated; in normal circumstances this is less than the engine failureldepressurisation requirement.


-



ETOPS INFORMATION Block 1

ELAP TIME ETPl

1.30

ATD.. ..........

.............

EQT

.ETA

ALTNS

OOMSNABB

ETP2

............. VABBNRMM -

p p p

B*k2

linl 1

2.18

MORA

TRK

-

-

FL

DST

TIME

-

IAS

-

-

GIs

FUEL REQD

CRIT FUEL

TWO ENG FUEL

lN1615.3

OOMS

97

325

100

538

1.27

320

376

371

9687

0

9549

E06346.

VABB

77

72

100

548

1.27

320

377

382

9648

0

9506

I

FUEL REM NO CONT 17083 FUEL REM ALL CONT 17956

Block 4

-

p p

TAS

(

MORA

Block 2A

I

1

FUEL REQUIRED INCLUDES 0.01 0.0 PC ANTICING 4.100 PC DEG

TRK

FL

DST

TIME

IAS

TAS

GIs

FUEL REQD

CRIT FUEL

TWO ENG FUEL

N1115.8

VABB

77

31

100

549

1.27

320

377

381

9599

0

9416

E06756.1

VRMM

13

142

100

539

1.27

320

378

375

9595

0

9408

I

FUEL REM NO CONT 133 13 FUEL REM ALL CONT 14186

FUELREQUIREDINCLUDES 0.010.0 PC ANTICING 4.100 PC DEG

ALTERNATE REQUIRED AVAILABILITY TIMES

Block 5

1

ALTERNATE

FROM

OOMS

NIA

VABB

01.17

VRMM

02.05

TO

START OF ICAO FLIGHT PLAN (FPL - UAE070 - IS) - EA3 1/H - SDIIC - OMDB2320 - N0468F330 DCT DENBO A58 IZK R456 LELEM DCT - VRMM0335 VCBI - EETlOOMM0011 VABF0054 VRMF0255 REGlA6EKB SELI'FQGL) END OF ICAO FLIGHT PLAN

Figure 7.3 ETOPS Computer Plan - MuscatIOOMS to MaleIVRMM



-


Block 3 and 3A This gives the predicted Fuel on Board at the CPIETP, assuming the contingency fuel (normally 5%) has been used, plus a second figure which does include the contingency. The CFP, however, will use the No Contingency Fuel Remaining case when comparing the Critical Fuel Case with normal fuel planning.

Block 4 and 4A The first group of figures show the fuel which has been included in the "Fuel Required" calculations to account for forecast icing conditions; the second figure is the Performance Factor, which is the percentage fuel performance degradation for the individual aircraft.

Block 5 Indicates the period of time during which the alternates are required to be available; times in UTC. These provide the window for NOTAMS and Weather Forecasts and are based upon the expected departure time.

ETOPS - DATA SHEET MRJT 1 (CAP 697, Pages 91 to 95) Figures 7.4 and 7.5 (CAA Data Sheet Figs 4.7.la & lb) provide the CRITICAL FUEL RESERVE (LRC) for ONE ENGINE INOPERATIVE and ALL ENGINES OPERATIVE at the Critical Point. If this fuel reserve is greater than the planned fuel at this point, the fuel load must be increased accordingly. Both graphs are based on the following common parameters: Pressurisation failure. Emergency descent to 10000ft. Level cruise at 10000ft . 250KIAS descent to 1500ft over the airfield. 15 minutes hold at 1500ft. One missed approach. Approach and land 5% allowance for wind errors. The One Engine Inoperative graph (fig. 7.4) also includes Auxiliary Power Unit (APU) fuel bum. Thus, Figure 7.4 is the worst case scenario (engine and pressurisation failure) which requires the APU to be started in flight in order to compensate, in part, for the loss of the power plant to provide essential electrics and pneumatics (e.g. air-conditioning). Note the corrections, beneath each graph, for: a) temperatures hotter than ISA. b) icing conditions.


-



Figure 4.7.1a Critical Fuel Reserve ONE ENGINE INOPERATIVE BASED ON:

CRITICAL FUEL RESERVES LONG RANGE CRUISE One missed approach; Approach and land. 5% allowance for wind errors. Includes APU fuel burn.

Emergency descent to 10000ft. Level cruise at 10000ft.. 250 KlAS descent to 1500ft. 15 minutes hold at 1500ft

INCREASE FUEL REQUIRE0 BY 0 516 FOR EACH 10°C HOTTER THAN ISACONDITIONS. IF ICING CONDITIONS EXIST INCREASE FUEL REQUIRED BY 20% TO ACCOUNT FOR ENGINE AND WNG Nl ON AND ICEACCUMUUTlONON UNHEATEDSURFACES. ALLOMWYCE FOR PERFORMANCE DEfERIORA1"IONNOf INCLUDED, COMPARE THE FUEL REQUIRED FROMTHIS CHART W'TH CRil'lCAL FUEL RESERVES FOR MIO ENGINES OPERATWE. USE THE HlCiHER OF THE T W

Figure 7.4 One Engine Inoperative Critical Fuel Reserves LRC -)

-

A A

/ -I 1


-



Figure 4.7.1b Critical Fuel Reserve ALL ENGINES OPERATIVE

CRITICAL FUEL RESERVES LONG RANGE CRUISE

BASED ON: Emergency descent to 10000fl. Level cruise at 10000fl. 250KIAS descent to 1500ft.

0

200

15 minutes hold at l5OOfl. One missed approach; approach & land 5% allowance for wind errors

400

600

800

I000

1200

1400

DISTANCE TO DIVERSION AIRPORT FROM CRITICAL POINT NM INCREASE FUEL REQUIRED BY 0.5% FOR EACH 1O0CHOTTERTHAN ISA CONDITIONS. IF ICING CONDITIONS EXIST, INCREASE FUEL REQUIRED BY 20% TO ACCOUNT FOR ENGINE AND WING ANTlllClNG ON AND ICE ACCUMULATON ON UNHEATED SURFACES. ALLOWANCE FOR PERFORMANCE DETERIORATION NOT INCLUDED. COMPARE THE FUEL REQUIRED FROM THE CHART WITH CRITICAL FUEL RESERVES FOR ONE ENGINE INOPERATIVE. USE THE HIGHER OF THE TWO.

Figure 7.5 Critical Fuel Reserve LRC- All Engines Operative



-


Example 1 An aircraft at a weight of 48OOOkg suffers an engine and pressurisation failure simultaneously. The forecast conditions at FLlOO are +5 "C and a 50kt headwind for the 850nm distance from the CP to the diversion airfield. Calculate the LRC Critical Fuel Reserve needed.

Ans ....................kg

Example 2 Use the same details above, assuming pressurisation failure only.

Ans ....................kg

Example 3 An aircraft at a weight of 5OOOOkg has an engine and pressurisation failure simultaneously. The forecast is icing conditions at FLlOO, -15°C and a 60kt tailwind and for the 750nrn distance from the CP to the diversion airfield. Calculate the LRC Critical Fuel Reserve needed.

Ans ....................kg

Example 4 Use the same details above, assuming pressurisation failure only.

Ans ....................kg (Answers page 7-42)


-



Figure 7.6 (Figure 4.7.2 CAA Data Sheet MRJT 1) AREA of OPERATION - DIVERSION DISTANCE. The area of operation is defined as the region within which the operator is authorised to conduct ETOPS. The distance to the diversion airfield from any point along the route must be flown within the approved time using the single engine cruise speed, assuming still air and ISA conditions. The maximum diversion distance used to establish the area of operation may be obtained from this chart. Method: Enter the chart with the appropriate speed and weight at the point of diversion. Select the appropriate time. Read off the maximum diversion distance.

Example 5 Fill in the Diversion Distances to a diversion airfield from any point on track, given the following table of speeds, weights and approved times:

11

Speed

I

Div. Wt.

I

12Omin

I

135min

I

150min

I

180min

11


-



-

Figure 4.7.2 Area of Operation Diversion Distance ONE ENGINE INOPERATIVE Speed MIKIAS

Div

TIME MINUTES

Wt 000

Kg 35 40 45 50 55 60 65

70

35 40 45 50 55 60 65

70

ISA BASED ON DRIFTDOWN STARTING AT OR NEAR OPTIMUM ALTITUDE

Figure 7. 6 Area of Operation - Diversion Distance


-



Figure 7.7 (Figure 4.7.3 CAA Data Sheet MRJT 1) IN FLIGHT DIVERSION (LRC) - ONE ENGINE INOPERATIVE. This graph is a simple method of determining the fuel required and time for the flight from a diversion point to a selected alternate. It is based upon one engine in-operative and NO pressurisation failure, with the aircraft drifting down to cruise at its selected level. Example 6 The One-engine-inoperative, LRC, diversion distance to the alternate is 940nm at a weight of 60000kg; wind component 50kt head, cruise FL260 and ISA Dev. +20°C. Determine the fuel required and diversion time. Enter the graph with the diversion distance, move vertically to the WIND REF LINE and follow the curved flow lines to the value 5OHead. From this position go vertically to the PRESSURE ALTITUDE lOOOft slope of 26 and move horizontally to the WEIGHT AT POINT OF DIVERSION REF LINE; follow the curved flow lines to intercept the 60000kg value and from here go horizontally to extract the FUEL REQUIRED....................kg. Return to the intersection of the vertical distancelwind line with the PRESSURE ALTITUDE 1000ft slope of 26 and continue vertically to intercept the second PRESSURE ALTITUDE lOOOft slope of 26 and move horizontally to the ISA DEV "C REF LINE; follow the temperature slope and read off the time ...............hr..........hr.........min. (N.B. The solid line = 6000', the dashed line = 26000'; therefore, interpolation is required).

Example 7 The One-engine-inoperative, LRC diversion distance to the alternate is 400nm at a weight of 60000kg; wind component 1OOkt Tail, cruise FL60 and ISA Dev. +10 "C. Determine the fuel required and diversion time.

...................kg

...............hr ..........hr ..........

Example 8 Given: Distance from CP to diversion BOOnm, wind component 25head, weight at CP 55000kg. Calculate: ,

a)

The fuel required for an engine and pressurisation failure diversion; outside air temperature at cruise level is +5 "C with forecast icing...................kg

b)

The fuel required for a pressurisation failure diversion; temperature at cruise level is +5 "C with forecast icing...................kg

c)

The fuel and time for a LRC engine failure diversion at FL220, OAT -19 "C. ....................kg ................hr ...............hr ................min

7-16



Figure 4.7.3 In Flight Diversion (LRC)

-


ONE ENGINE INOPERATIVE

DISTANCE FROM POINT OF DIVERSION TO ALTERNATE NAUTICAL GROUND MILES

Figure 7.7 In Flight Diversion (LRC) - One Engine Inoperative O Oxford Aviation Services Limited


7.1 1

-


RE-CLEARANCE FLIGHT PLAN - INTRODUCTION (Ref: CAP 360 Part One - Operation of Aircraft, para 8.8.5; AMC OPS 1.255 of JAROPS 1 Subpart D) When a flight cannot depart with the required fuel calculated in accordance with the Normal Planning Formula, despatch may be achieved by the operator nominating a suitable aerodrome en-route as the destination with the intention of obtaining a re-clearance in flight to the original destination, if the commander is satisfied that:

a)

the nominated destination aerodrome is both suitable and available with the weather forecast satisfactory for landing.

b)

the fuel on board, when passing over or abeam the nominated aerodrome en-route, is sufficient to satisfy the Normal Planning Formula from that point to the original destination Pilot navigation logs must show the name of the airfield en-route that is used for this planning purpose; the weather conditions for both destination and nominated en-route aerodromes must be recorded. For flights that use Re-clearance in Flight the fuel remaining at the original airfield's Missed Approach Point (MAP) should not be less than the Company Minimum Reserve (CMR) which is the sum of: i

>

Alternate fuel.

ii)

Contingency fuel based upon the Alternate fuel requirements, and

iii)

Holding fuel.

A Re-clearance Flight should not be attempted unless the departure fuel is sufficient to guarantee a reasonable expectation of there being enough fuel remaining, abeam or in the vicinity of the en-route airfield, to permit Re-clearance to the scheduled destination. The success of a Re-clearance procedure will depend, in the main, on whether unforeseen events, such as not being cleared to the optimum cruise level or avoidance of weather, have caused the contingency fuel allowance to be used. The non-consumption of contingency fuel, which can be a considerable amount (usually 5% at least bf the route fuel), permits Re-clearance to be a feasible and safe procedure. Some Authorities are not willing to have aerodromes nominated as a destination, if that is not the intention, as may be the case in this procedure.



-


INTENTIONALLY BLANK



7.12

-


RE-CLEARANCE FLIGHT PLAN - FUEL REQUIREMENTS The requirements are that:

a)

The Flight Planning fuel for the Nominated En-route Airfield is in accordance with the normal procedures: APUItaxy fuel. Trip fuel to nominated aerodrome. Contingency fuel. Alternate fuel. Final Reserve fuel. Additional fuel. Extra fuel at commander's discretion.

b)

The Fuel from the Re-clearance Point to the Scheduled Airfield comprises: Trip fuel to scheduled destination. Contingency fuel: i)

5% of the trip fuel for the remainder of the flight to the destination aerodrome; or,

ii)

3% of the fuel for the remainder of the flight provided an en-route alternate is available. The en-route alternate should be located within a circle having a radius of 20% of the totalflight plan distance, centred on the planned track at 25% of the said distance, or at 20% of the said distance plus 50nm , whichever is the greater. (See Fig. 7.8)

Alternate fuel. Final reserve fuel. Additional fuel Extra fuel at commander's discretion.

7.13

RE-CLEARANCE - PRACTICAL EXAMPLE A Fokker 70 is scheduled to fly from EAST MIDLANDS to FARO. The computer flight plan gives a distance and flight time of 1034nm and 3hr 58min with a Minimum Take-off Fuel (MINTOF) of 7793kg. The Allowable Take-off Fuel (ALLTOF) is 7726kg; a shortfall of 67kg. Thus, initially, it is not possible to despatch the aircraft to FARO . The operator decides to load the ALLTOF of 7726kg and to nominate LISBON as a suitable aerodrome en-route as the destination and to obtain a Re-clearance in flight to the original scheduled destination, FARO. Note that the 67kg fuel shortfall is less than the contingency fuel of 269kg.



-


The ATC Flight Plan is filed, and a computer flight plan, EAST MIDLANDS to LISBON, obtained. This states that the distance and flight time are 969nm and 3hr 45min with a trip fuel of 7402kg. Thus, with the maximum fuel of 7726kg loaded there is now an excess trip he1 of 324kg. The aircraft can now be despatched to LISBON with the intention of Re-clearing to its scheduled destination, FARO.

Circle

Airways mute, distanca 3660 NM Circle, radius 732 NM, centred on a point 915 NM from the destination

Shading indicates Me areas in whlch Me en-route alternate should be

Fig. 7.8 Location of a Fuel En-route Alternate The aircraft gets airborne at 1025UTC. During the flight the two computer flight plans are referred to and at regular intervals and reporting points, the Fuel On Board (FOB), is checked and logged.

0 Oxford Aviation Services

Limited


-


Eventually, at 1122UTC, overhead position QPR, (the morse identifier of Quimper VHF Ornni Range beacon), the FOB is calculated and logged as 5200kg. The original computer flight plan for the flight to the scheduled destination, FARO, requires 5200kg to be in the tanks, this is 400kg in more than the 4800kg required by the computer plan to the suitable en-route destination, LISBON. Thus, it is now legal for the aircraft to Re-clear to its original scheduled destination of FARO as it has the required remaining trip fuel, contingencies and reserves.

7.14

ISOLATED AERODROME PROCEDURE If an operator's fuel policy includes planning to an isolated aerodrome for which there is no destination alternate, such as Easter Island, Cocos Island or Ascension Island, the amount of fuel at departure should include: Taxy fuel Trip fuel. Contingency fuel calculated in accordance with AMC OPS 1.255 paragraph 1.3. Additional fuel if required, but not less than:

a)

For aeroplanes with reciprocating engines, fuel to fly for 45 minutes plus 15% of the flight plan time planned to be spent at cruising level, or two hours, whichever is the less; or,

b)

For aircraft with turbine engines, fuel to fly for two hours at normal cruise consumption after arriving overhead the destination aerodrome, including final reserve fuel; and Extra fuel if required by the commander. (See Chapter 8).



7.15

-


COMPUTER FLIGHT PLANS - INTRODUCTION The majority of airlines use computer flight planning, either their own systems or those provided, for example, by SITA or Jeppesen. The following is representative of the type of information programed into a computer database: Co-ordinates and identification of all likely navigation beacons, waypoints and airfields. Meteorological data, which is automatically loaded from a main International Met. Office (e.g. Bracknell). The airline's standard routes. ATC routes, airways, SIDS and STARS, and the twice daily North Atlantic Tracks which are automatically loaded. The operator's he1 management data and policy. The structural limits and performance details of all the aircraft types operated. Airfield dimensions and meteorological information in order that the regulated take-off and landing performance data can be calculated. The operator's preferred alternate airfield data. The operator's he1 costing policy. The operator's preferred aircraft operating method e.g. Long Range Cruise, High Speed Cruise, Cruise Climb, Constant Mach No. Most computer systems require the minimum basic information to provide a flight plan. e.g. Aircraft type. Block time. Departure and Destination. Cruise mode and traffic load required However great care must be taken to ensure that the correct information is loaded. Remember"garbage in, garbage out". Figure 7.9 shows a print out of a trip from Gatwick (EGKX) to Frankfurt (EDDF).



-


Line 1 PLAN 6340 EGKK TO EDDF 757B M801F 09130192 2 NONSTOP COMPUTED 11452 FOR ETD 18302 PROGS 300002 KGS ARRIVE TAKEOFF LAND AV PLD OPNLWT 3 FUEL TIME DIST 4 POA EDDF 003091 00155 0362 19252 077390 074299 012500 058638 5 ALT EDDL 001485 00124 0101 19492 COMP M015 6 HLD 001521 00130 7 CON 000155 00103 8 REQ 006252 00152 9 XTR 000000 00100 10 TOT 006252 01152 UG1 NTM NTMlA EDDF 11 EGKK DVR6M DVR 12 WIND PO29 MXSH 5KOK TEMPO PO 1 NAM 0337 13 FL 370 14 LRC FL370 003091 00156 15 LRC FL330 003 180 00157 16 LRC FL4lO 003111 00155 17 EGKK ELEV 00202FT 18 AWY WPT MTR DFT ZD ZT ETA ATA CT WIND COMP GRS DSTR REM 19 MSA FRQ 068 0 11 . .. 011 1 .... ... . ... 0294 20 DVR6M DVR 092 .. 21 023 114.95 014 0102 22 UG1 TOC 097 .. 23 023 24UGl KONAN 097 LO1 010 0101 .. .. 25 023 26UGl KOK 097 LO1 025 0103 .. .. 27 023 114.5 28 UG1 REMBA 108 LO2 090 0111 . .. 29 026 30 UGl NUVIL 109 LO1 024 0103 .. .. 31 034 32UG1 SPI 110 LO1 004 0101 .. .. 33 034 34UG1 LARED 131 LO2 009 0101 .. .. 35 034 36UG1 TOD 131 LO3 007 0101 .. .. 37 043 030 0106 .. .. 38 UGl NTM 131 .. 39 043 081 0116 .. .. 40NTMlAEDDF 089 .. 41 043 42 ELEV 00364FT 43 EGKK N5 1O89WOOO113 DVR N5 1O97EOO 1217 KONAN N5 1O78EOO2OOO 44 KOK N5 lO57EOO2392 REMBA N50398E004549 NUVIL N50322EOO5315 45 SPI N50309E005375 LARED N50252E005480 NTM N5OO 1OEOO632O 46 EDDF N50021E008343 47 FIRS EBURIOO 14 EDDUl0036 48 (FPL-JD105-IN) 49 -B757/M-SXIJC 50 -EGKK1830 5 1 -N0457F370 DVR6M DVR UG1 NTM NTMl A 52 -EDDF0055 EDDL 53 -EET/EBUROO 14 EDDU0036 54 REGIGBDKC SELIJDHC 55 El0 152 PI12 1 R/V SIM JIL Dl6 l5OC YELLOW 56 NWHITE BLUE

Figure 7.9 Computer flight plan - Gatwick to Frankhrt.


-



Line 1.

Departure, Gatwick (EGKK) and Destination, Frankfurt (EDDF); aircraft type; cruise at Mach 0.8; IFR and date - monthldaylyear.

Line 2.

Computation time; Expected Time of Departure; based upon meteorological forecast midnight 30" September; weights in kilograms.

Line 3.

AV PLD = available payload; OPLN WT = operational weight.

Line 4.

POA = point of arrival, EDDFIFrankfurt; 309 1kg of route fuel; %minutes flight time; 362nm route distance; expected arrival time l925Z; take-off weight 77390kg; landing weight 74299kg; operational weight (weight less fuel and payload) 58638kg.

Line 5.

ALT = alternate airfield EDDLIDusseldorf; 1485kg diversion fuel; 24 =min diversion time; expected arrival time 19492; diversion wind component 15kt head(minus).

Lines 6 to 10. These state the fuel and time for: HLD = holding fuel, 1521kg. CON = contingency fuel, 155kg (5% of 309 1kg). REQ = fuel required, less taxy and start up, for the route, 6252kg. XTR = extra fuel if required. TOT = total fuel on board and equivalent time (time to empty tanks) Line 11.

Line 12.

Line 13.

Route summary: The Dover6M Standard Instrument Departure(S1D) to Dover (DVR) VOR, routing UG 1 to Nattenheim (NTM) VOR, the Nattenheim 1A Standard Arrival Route (STAR) to EDDF. The average wind component for the route is 29kt tail(p1us). MXSH =maximum windshear (increase in speed) of 5ktl1000ft at the KOK VOR. This strength of windshear indicates that clear air turbulence (TURB) is a possibility and a climb to a higher level could produce better fuel economy - a higher groundspeed and a lower fuel flow. The average temperature is -1 "C. NAM = nautical air mile distance 337nm. 362ngm - 29 x 55 = 335nam 60 A Pressure Altitude of 37000ft, FL370,chosen for the flight.

Lines 14 to 16. An analysis of the long range cruise fuel and flight times for FL370, 330 and 410. Line 17.

Elevation of Gatwick (EGKK) airfield, 202ft.

Line 18.

Column headings: AWY = airway designator; WPT = navigation waypoint and its identifier; MTR = magnetic track; DFT = drift; ZD = zone, leg or sector distance; ZT = zone, leg or sector elapsed time in hrlmin.; ETA and ATA (estimated and actual time of arrival) logged when airborne; CT = the accumulative flight time; WIND = wind velocity as a five figure group 27 = 270°(T), 045 = 45kt.; COMP = wind component; GRS = groundspeed; DSTR = total distance remaining; REM = kg of fuel remaining.

7-25



-


Line 19.

MSA = zone, leg or sector minimum safe altitude; FRQ = the radio frequency of the navigational beacon at the waypoint.

Line 22/36.

TOC = top of climb; TOD = top of descent.

Line 42.

elevation, 364ft, of Frankfurt.

Lines 43 to 46.

Waypoint co-ordinates for entry into Flight Management Computers, if required.

Line 47.

Accumulative elapsed times, from take-off, to the Brussels and Rhein Flight Information Region (FIR) boundaries.

Lines 48 to 55.

This is the computerised version of the ATC Flight Plan (CA48), which is usually acceptable to ATC: Aircrafi identification is JD105 for a Non-scheduled, N, IFR flight, I. Type of aircraft is a Boeing 757, medium, M, wake turbulence and carrying Standard navigation and communication equipment, S, plus equipment, X, to fly in Minimum Navigation Performance Specification airspace and an Inertial Navigation System, 1. C indicates a Secondary Surveillance Radar with an altitude transmitting capability. EGKK is the departure airfield with an off-blocks time of 1830UTC. The first cruising level, F, is FL370 at a cruising speed, N, of 457kt TAS, routing via the Dover6M SID to DVR. From DVR to the NTM VOR along UG1 airway, thence via the NattenheimlA STAR to EDDF. The Total Estimated Elapsed flight time is 55 minutes with EDDL as the alternate airfield. The Estimated Elapsed Times, from take-off, to the Brussels and Rhein FIRS are 14 and 36minutes. The aircraft registration is GBDKC and its SELCAL code JDHC. The following details are not transmitted unless the aircraft becomes overdue: The total he1 endurance is lhr 52min. The POB (Persons On Board) is 121. The aircraft is equipped with a separate erriergency VHF radio and maritime, M, survival equipment. The life-jackets are fitted with a seawater activated light. The aircraft carries six dinghies, D, with a total capacity of 150; 25 people per dinghy. Each dinghy has a yellow cover, C. The aircraft colour and markings are white and blue. (See Chapter1 1 for CA48)



7.16

-


COMPUTER FLIGHT PLANS - CHECKING ACCURACY Never assume that computer plans are correct invariably; errors can, and do, occur; particularly if the wrong information has been loaded into the computer. Check the information to see if it is sensible. Experienced pilots, who fly regularly a series of routes soon become familiar with route patterns, their seasonal fuels, times and distances, and can quickly spot a duff computer plan. Check that: it is up to date and using the latest forecasts. the fuel amounts and flight times make sense for the time of year. the track directions and distances are sensible. the wind velocities and average wind component tally with the meteorological forecast. the alternates chosen are acceptable. the method of cruise control is appropriate. If the route is a new one, or one rarely flown, then refer to the aircraft's Simplified Fuel Planning Data to verify the computerised plan or use agreed "Rules of Thumb" based upon average fuel flows and cruise TASIgroundspeeds.


-



7.17

METEOROLOGICAL CODES (Ref. UK AIP GEN 3.5.1 Jan 98) Aviation Routine Weather Reports - METAR/(Actuals), Aerodrome Forecasts - TAFs, information concerning en-route weather phenomena which may effect the safety of aircraft operations - SIGMET (including volcanic activity), and selected special weather reportsSPECI, are broadcast by teleprinter andlor radio throughout the UK and internationally in text form. Students are required to decode METARs (Actua1s)-Figure 7.10 and 11, and TAFs-Figure 7.12.

Report Type

Location Indicator

DatelTime

Wind

Visibilty

RVR

METAR

EGSS

2310202

31015G30KT280V350

1400SW 6000N

R241P1500

present wx

SHRA

FEW005 SCTOl OB BKN025

TemplDew Pt

QNH

Recent WX

Windshear

TREND

Rwy State

10103

Q0995

RETS

WS RWY23

NOSlG

88290592

Fig. 7.10 METAR London Stansted (EGSS)

For a comprehensive explanation of Fig. 7.10 refer to the UK AIP GEN 3-5-27 to 33. METAR This is a routine aviation weather report, compiled half hourly at fixed times while the station is open. A SPECI is an aviation selected weather report, prepared to supplement routine reports when improvements or deterioration through certain criteria occur. Location Indicator ICAO four letter code indicators. EGSS = London Stansted. DateITime The date and time of the observation is in hours and minutes UTC, followed by Z. Wind. Direction is in degrees True (three digits) rounded to the nearest 10 degrees, followed by the speed (two digits, exceptionally three), both usually meaned over the ten minutes immediately preceding the observation time. These are followed without a space by KT, KMH or MPS. G followed by two or three digits = the maximum gust speed when it exceeds the mean speed by 10kt. e.g. 31015G30KT.



-


If, during the 10 minute period preceding the observation, the total variation in wind direction is 60" or more, the observed two extreme directions between which the wind has varied will be given in clockwise order, separated by V, but only when the speed is more than 3kt. e.g. 31015G30KT 280V350 00000 = Calm VRB = variable wind direction followed by the speed.

Horizontal Visibility When there is no marked variation in visibility by direction the minimum is given in metres. When there is a marked directional variation in the visibility, the reported minimum will be followed by one of the eight points of the compass direction. e.g. 4000NE When the visibility is less than l5OOm and the visibility in another direction more than 5000m additionally the maximum visibility and direction will be given. e.g. 1400SW 6000N. 9999 = visibility of lOkm or more. 0000 = visibility of less than 50m.

Runway Visual Ranpe (RVR) An RVR group always includes the prefix R followed by the runway designator and a diagonal, in turn followed by the touchdown zone RVR in metres. If the RVR is assessed on two or more runways simultaneously, the RVR group will be repeated; parallel runways will be distinguished by appending, to the runway designator, L (Left), C (Central) or R (Right). e.g. R24Lll100 R24R10750. When the RVR is greater than the maximum value which can be assessed the group will be preceded by P followed by the highest value which can be assessed. When the RVR is assessed as more than l5OOm it will be reported as Pl5OO. e.g. R24lPl500 When the RVR is below the minimum value which can be assessed, the RVR will be reported as M followed by the appropriate minimum value assessed. , e.g. R241M0050 Consult the reference for RVR Trends and Significant Variations; until further notice UK aerodromes will not be required to report them.


-



Weather Each weather group may consist of appropriate intensity indicators and letter abbreviations in groups of two to nine characters and drawn from the following table, Fig. 1 1. SIGNIFICANT PRESENT AND FORECAST WEATHER CODES Qualifier

Weather Phenomena

Intensity or Proximity

- Light

Descriptor

-

+ Heavy ('Well developed' i n the case of FC and PO) VC In the vicinity (not at the aerodrome but not further away than approx 8 k m from the aerodrome perimeter)

BL - Blowing SH - Showers

BC Patches

PO DustISand Whirls (Dust Devils)

RA- Rain

FG - Fog

SN- Snow

FU- Smoke

SQ Squall

-

SG Snow Grains

-

TS Thunderstorm

-

FZ freezing (super-cooled)

-

PR Partial (covering part of an aerodrome)

Other

Obscuration BR Mist

DZ Drizzle

MI- Shallow

Moderate (no qualifier)

Precipitation

-

VA Volcanic Ash

FC - Funnel Cloud (s)

DU- Widespread Dust

(tornado or waterspout)

-

IC- Ice Crystals (Diamond Dust)

SA Sand

PE- Ice-Pellets

HZ Haze

-

-

DS - Duststorm

SS Sandstorm

GS - Small hail GR Hail

(< 5mm in diameter) and/or snow pellets

Figure 7.1 1 Weather Codes Mixture of precipitation types may be reported in a combination as one group, but up to three separate groups may be inserted to indicate the presence of more than one independent weather type. Examples; MIFG, VCSH, +SHRA, RASN, -DZ HZ.

Note 1:

BR, HZ, FU, IC, DU and SA will not be reported when the visibility is greater than 5000m.

Note 2:

Some codes are shown that will not be used in the UK METARs and TAFs but may be seen in continental reports and when flying in Europe.


-



Cloud. A six figure group will be given under normal circumstances, the first three to indicate cloud amount.

FEW SCT BKN OVC

1 to 2 oktas. = scattered, 3 to 4 oktas. = broken, 5 to 7 oktas. = overcast, 8 oktas.

=

The last three characters indicate the height of the base of the cloud layer in hundreds of feet above airfield level.

e.g. FEW018 = 1 to 2 oktas at 1800' above airfield level. Only significant convective clouds are identified:

CB TCU

= =

cumulonimbus. towering cumulus.

Layers or masses of cloud are reported as follows: First Group Second Group Third Group Additional group

= = = =

lowest individual layer of any amount. next individual layer of more than two oktas. next higher layer of more than 4 oktas. significant convective cloud if not already reported.

The cloud groups are given in ascending height order.

e.g. FEW005 SCTOlO SCT018CB BKN025 When there is no cloud to report and CAVOK does not apply, the cloud group is replaced by SKC, sky clear. 8

Sky obscured is coded VV followed by the vertical visibility in hundreds of feet. When the vertical visibility cannot be assessed the group will read VV/// (See Met 0 -1 para. 3.1).



-


CAVOK Visibility, RVR weather and cloud groups are replaced by CAVOK when the following exist: Visibility is 10km or more. No cloud below 5000ft or below the highest Minimum Sector altitude, whichever is the greater, and no Cumulonimbus. No significant weather phenomena at or in the vicinity of the airfield. Air Temperature and Dewpoint These are given in Degrees Celsius; M = a negative value

QNH is rounded down to the next whole millibar and reported as a four digit group preceded by the letter Q. If the value is less than 1000mbs the first digit is 0.

Where reported in inches of mercury, the pressure is prefixed by 'A', and the pressure entered in hundreds of inches. with the decimal point omitted between the second and third digits.

Supplementary Information Recent Weather will be operationally significant weather observed since the previous observation (or in the last hour, whichever is the shorter), but not now. the appropriate present weather code will be used, preceded by RE; up to three groups may be inserted to indicate the , former present weather type. e.g. RETS REGR Windshear, WS, may be inserted if reported along the take-off or approach paths in the lowest 1600ft with reference to the runway. e.g. WS RWY20, WS ALL RWY.



-


Trend For selected aerodromes this is a forecast of significant changes in conditions during the two hours after the observation time.

Change Indicator: BECMG ( becoming) or TEMPO (temporary), which may be followed by a time group (hours and minutes UTC) preceded by one of the letter indicators FM (from), TL (until), AT (at). Weather: Standard codes are used. NOSIG replaces a trend group when no significant changes are forecast to occur during the trend forecast period.

e.g. BECMG FM1100 25035G50kt; TEMPO FM0630 TL0830 3000 SHRA. Runway State Group Refer to UK AIP GEN 3-5-30

Missing Information Information missing from a METAR or SPEC1 may be replaced by diagonals.

Example 9 Decode the following; a)

METAR EGGX 30122OZ 140005KT O45OE R12/1000N DZ BCFG VV/// 08/07 Q 1004NOSIG=

b)

METAR EGLY 3012202 24015KT 200V280 8000 -RA SCTOlO BKN025 OVC080 18/15 Q0983 TEMPO 3000 RA BKN008 OVC020=

c)

METAR EGPZ 3012202 30025G37KT 270V360 1200NE 6000s +SHSNRAGS FEW005 SCTO 10 BKN020CB 03/MOlQ0999 RETS BECMG AT 1300 9999 NSW SCTO15 BKN100=


-



AERODROME FORECAST-TAFs TAFs describe the forecast prevailing conditions at an aerodrome and usually cover a period of 9 to 24 hours. TAFs are issued separately from the METAR and SPEC1 and do not refer to any specific report; however, many of the METAR groups are also used in the TAFs and significant differences are detailed below. Report Type

Location Identifier

DateITime of Origin

Validity Time

Wind

Visibility

Weather

TAF

EGKK

1306002

130716

31015KT

8000

-SHRA

I

Cloud

Visibility

Weather

4000

+SHRA

I

I

Validity Times

I

Cloud

Probability

Validity Time

Weather

BKNOlOCB

PROB30

1416

TSRA

variant

Fig. 7.12 TAF London Gatwick (EGKK)

Differences from the METAR Identifier In the validity period, the first two digits indicate the day on which the period begins, the next two digits indicate the time of commencement of the forecast in whole hours UTC and the last two digits are the time of ending of the forecast in whole hours.

Horizontal Visibility As with METAR code, except that only one value, the minimum, will be forecast.

Weather If no significant weather is expected the group is,omitted. However, after a change group, if the weather ceases to be significant, the abbreviation NSW is used for No Significant Weather.

When a clear sky is forecast the cloud group is replaced by SKC, sky clear. When no cumulonimbus or clouds below 5000ft, or below the highest minimum sector altitude, whichever is the greater, are forecast and CAVOK or SKC are not appropriate, then NSC, No Significant Cloud, is used. Only CB cloud will be specified.



-


The abbreviation FM followed by the time to the nearest hour and minute UTC is used to indicate the beginning of a self contained part in a forecast. All conditions given before this group are superseded by the conditions indicated after the group. e.g. FM1220 27017KT 4000 BKNOlO. The change indicator BECMG followed by a four figure time group, indicates an expected permanent change in the forecast meteorological conditions, at either a regular or irregular rate, occurring at an unspecified time within the period. e.g. BECMG 2124 1500 BR. The change indicator TEMPO followed by a four figure time group indicates a period of temporary fluctuations to the forecast meteorological conditions which may occur at any time during the period given. The conditions following these groups are expected to last less than one hour in each instance and in aggregate less than half the indicated period. e.g. TEMPO 1116 4000 +SHRA BKNOlOCB. Probability The probability of an occurrence happening will be given as a percentage, although only 30% and 40% will be used. The abbreviation PROB is used to introduce the group, followed by a time group, or an indicator and a time group: e.g. PROB30 0507 0800 FG BKN004;

PROB40 TEMPO 1416 TSRA.

Amendments When a TAF requires amendment, the amended forecast may be indicated by inserting AMD after TAF in the identifier and this new forecast covers the remaining validity period of the original TAF. e.g. TAF EGZZ AMI) 1308202 130816 Figures 7.13 (page 38) - METAR and SPEC1 , and 7.14 (page 39) - TAF DECODE are from the UK AIP GEN 3-5-33134 and may be used as a means of decoding weather reports.



-


Example 10. Decode the following: a)

18HR TAF FTUK3 1 EGGY 102200 EGLL 110624 13010KT9000 BKNOIO BECMG 0608 SCTOl5 BKN020 PROB30 TEMPO 0816 17025G40KT 4000 TSRA SCTOlO BKNOl5CB BECMG 1821 3000 BR SKC=

b)

9HR TAF FCUK33 EGGY 300900 EGGW 301019 23010KT 9999 SCTOlO BKN018 BECMG 1114 6000 -RA BKN012 TEMPO 1418 2000 DZ OVC004 FM1800 30020G30KT 9999 - SHRA BKNOl5CB=:



-


EXERCISE 1. TERMINAL WEATHER Using the attached sheet of terminal information, page 7-39, answer the following questions. 1.

Frankhrt-Main EDDF The W N at 21 1000 is expected to be:

2.

Zurich LSZH The reduction in visibility at 2 10100 is likely to be caused by: a) b) c) d)

3.

RomeILIRA On the 2 1st there could be CB cloud overhead: a) b) c) d)

4.

throughout the period. after 1800. gradually between 1200 and 1800. between 1200 and 1800.

MilanILIML Minimum visibility forecast for 2 10500 is: a) b) c) d)

5.

low stratus. fog. mist. showers.

5000m in mist. 5 km in haze. 9000m in fog. 900m in fog banks.

ZurichILSZH Visibility at 2 11600 is expected to be: a) 7KM b) 7000m 4 2500m d) 6000m



6.

MiladLIML The lowest cloud base expected at 201730 is: a) b) c) d)

7.

5000 metres to the north east. 5000 metres to the north. 4000 metres to the north east. 7000 metres to the south.

At which of these stations and at what time is the highest relative humidity to be found? a) b) C) d)

11.

more than 10 h. 3000 m. 5000 m. 900 m.

GenevaILSGG The lowest visibility observed on the 20th is: a) b) c) d)

10.

1 to 2 oktas at 4,500 feet 1 to 4 oktas at 450 feet. 5 to 7 oktas at 2,500 feet. 3 to 4 oktas at 250 feet.

MiladLIML The lowest visibility to be expected at 202 100 is: a) b) c> d)

9.

5,000 feet unlimited (no cloud) 2,500 feet. 3,000 feet.

Frankfurt Maid EDDF The lowest cloud present at 201720 was: a) b) c) d)

8.

-


EDDF at 1650. LIRA at 1720. LIML at 1720. LSGG at 1650.

MilanILIML What is the visibility forecast to be at LIML at 20173O? a) 3000m. b) 8000m. C) 5000m. d) I O h or more.



-


SA = METAR; FC and FT = TAF. FRANKFURT MAIN EDDF SA 201720 03015KT 8000NE FEW045 SCT250 14/10 Q1016 NOSIG SA 201650 0301 1KT 6000NE SCT042 BKN250 15/10 Q1015 NOSIG FC 20 15002 20 1601 040 10KT CAVOK FT 2016002 210018 04015KT 3000 HZ BKN030 BECMG 0709 06018G30KT CAVOK GENEVA LSGG SA 20 1720 06004KT 4000NE -RA SCT009 BKN040 OVC080 13111 Q 1012 NOSIG SA 201650 05004KT 5000N -RA SCT009 BKN040 14/12 Q1012 NOSIG FC 20 15002 20 1601 04008KT 7000 SCT020 BKN025 FT 20 16002 2 10018 03005KT 5000 OVC020 TEMPO 1118 BKN030 ZURICH LSZH SA 201720 04005KT 7000 SCTO16 OVC022 12/08 Q 1013 NOSIG SA 201650 04008G19KT 7000 SCTOl6 SCT022 BKN040 12/08 Q1012 NOSIG FC 2015002 201601 05005KT 6000 SCT013 OVC028 BECMG 2124 2500 BR OVCO 10 FT 2016002 210018 05005KT 2500 BR OVCOlO TEMPO 0008 1500 BR BECMG 08 11 040 10KT OVCO 15 PROB30 TEMPO 1218 BKN020 MILAN LIML SA 20 1720 OOOOOKT CAVOK 16/14 Q 1007 NOSIG SA 201650 OOOOOKT CAVOK 16/15 41007 NOSIG FC 2017002 201803 VRBO5KT 8000 SCT025 TEMPO 3000 -RA FT 2016002 210018 VRBO5KT 5000 SCT030 TEMPO 0206 0900 PRFG BKN008 BECMG 1218 +RA BKN020 ROME LIRA SA 201720 OOOOOKT 9999 FEW015 SCT017CB BKN025 16/16 Q1006 SA 201650 OOOOOKT 9999 FEW015 SCT017CB SCT025 17/16 QlOO5 FC 20 l7OOZ 201 803 VW05KT 9999 SCT020 SCT070 FT 20 16002 2 10018 VRBO5KT 9999 SCT025 SCT070 TEMPO 1218 CTO15CB


-

AERODROME ACTUAL WEATHER METAR AND SPECl DECODE (Figure 7.13) Code Element

I a. b. c.

IDENTIFICATION METAR or SPECl Location lndicator DateITime

LMETAR EGlL 2910202

WIND Wind directionlspeed

.

Ib.

Extreme direction variance b 8 0 ~ 3 5 0

F

VISIBILITY 'Minimum Visibility'

NoteslAlternative Coding

-

-

Maximum Visibilty

WETAR aviation routine report, SPEC1 selected special (not disseminated from UK civil aerodrome) Station 4 letter ICAO Indicator Jsually omitted when METARs are present in a bulletin

'three one zero degrees, fifteen knots, inax twenty seven knots' 'varying between two eight zero and three five zero degrees'

n a x only given ifz 10kt than mean.

I

VRB = Variable

00000 kt = Calm

1000 = 'less than 50 metres' 9999 = 'ten kilometers or more' 3irection of min visibility given by eight points of compass when required 3iven when min visibility < 1500 m and max visibility > 5000m 'IVR tendency (U = increasing, D = decreasing, N = No Change) may be added aafter fig. 1 e R27W1100D PI500 = more than 1500 m, MOO50 = less than 50m eignificant variations example R2410750V1100Di.e. varying between two values

'RVR,runway two seven right one thousand one hundred metres'

1=

theavy rain showers9

PRESENT WEATHER

-

'METAR' London Heathrow' 'at ten twenty zulu on 2gth'

'One thousand four hundred metres to the south west' 'six thousand metres to the north' 27W1100

.

Decode

Example

I

-

Heavy ('well developed9in the case of + FC and +PO) DU =Dust

rR

FC=Funnel Cloud GS = Small hail or snow pellets

= Mist

- = Light

FZ = Freezing

P C = Patches

No qualifier = Moderate

IC= Ice Crystals

RA=Rain

SQ=Squalls

PE = Ice Pellets

SH= Showers TS=Thunderstorm

PO=Dust Devils,

SG=Snow grains

VA=Volcanic Ash

PR= Banks

SN=Snow

VC=ln Vicinity

p to three groups may be present, constructed by selecting and combining from the above. Group omitted if no weather t o report.

-

.

CLOUD*

=EW005 SCTOIOCB BKN025

=ew at 500 feet Scattered cumulonimbus at one thousand feet'

. .

CAVOK'

CAVOK

'Cav-oh-kay'

Vis zlOkm, no cumulonimbus cloud and no cloud below 5000ft or highest MSA (greater), no weather significant t o aviation.

TEMPIDEW POINT*

10103

'temperature ten degrees celsius, Dew point three degrees celsius'

If dew point missing, example temperature reported as 10111 Q indicates millibars. If letter A is used, QNH is in inches and hundredth.

FEW-'Few' (1-2 oktas) SCT = 'Scattered' (3 4 oktas) BKN = 'Broken (5-7 oktas) Only two cloud types reported: TCU = Towering Cumulus CB = Cumulonimbus 111 = 'state of sky obscured'(cloud base not discernible) igures in lieu of 'Ill'give greater visibility in hundreds of feet. casionally more, cloud groups may be reported.

9.

QNH*

Q0995

'nine nine five'

10.

RECENT WEATHER

SETS

'Recent Thunderstorms'

RE = Recent, weather codes given above; up t o three groups may be present.

11.

WINDSHEAR

WS RWY24

'Windshear runway two four'

Will not be reported at present for UK aerodromes.

12.

TREND

ECMG FM 1100 035G50KT TEMPO % ol630 TL 08.30 3000 SHRA

'Becoming from 1100,250" 35 knots ma BECMG = Becoming TEMPO= Temporarily NOSlG = No sig change FM = From TL = Until NSC= No sig cloud 50 knots, temperarily from 06.30 until NSW = No sig weather AT = At ny of the wind forecast, visibility, weather or cloud groups may be used, and CAVOK. 38.30 3000 metres. Moderate rain Multiple groups may be present showers'

t

-

-

-

-

AERODROME FORECAST TAF DECODE (Figure 7.14) Code Element

Decode

Example

NoteslAlternative Coding

I. REPORT TYPE*

TAF

'TAF '

Name for an aerodrome forecast

2. LOCATION*

EGSS

'London Stansted'

station 4 letter ICAO Indicator

3. DATErrlME OF ORIGIN

'For 13th at oh six hundred Zulu'

Usually omitted

I. VALIDITY TIME

'valid from oh seven hundred to sixteen hundred on 13'h'

i. WIND*

'Three one zero degrees fifteen max thirty knots'

VRB = Variable

i. MIN VISIBILITY or CAVOK*

'Eight kilometres'

9999= 10km or more; 0000 = less than 50 metres

r. SIGNIFICANT WEATHER

' light rain shower'

See present weather table on METAR page for details NSW = No significant weather

1. CLOUD*

'Few at five hundred feet, scattered at one thousand feet, scattered cumulonimbus at one thousand eight hundred feet, broken at two thousand five hundred feet'

SKC = Sky clear FEW = Few I 2 oktas SCT = 3 4 oktas BKN = 5 7 oktas OVC = 8 oktas WIII = state of sky obscured (figures in lieu of 'Ill'give forecast vertical visibility in hundreds of feet) CB will be will be NSC = No significant cloud (none below 5000ft & no CB) the only cloud-type specified.

IPROB thirty' 'From fourteen hundred to sixteen hundred' or 'becoming from fourteen hundred to sixteen hundred or 'From fourteen hundred' followed by 'Thunderstorms with rain, broken cumulonimbus at one thousand feet;

Normally only 30% or 40% Probability should be used. Tempo may or may not be present. Indicates beginning and end of forecast period in Co-ordinated Universal Time (UTC), (Zulu time (Z))

0000 kt =Calm

-

).

-

-

-

-

SIGNIFICANT CHANGES a. Probability

PROB30 1416

b. Time 3.

BECMG 1418

c. Change indicator d. Met-Groups

b. FM1400 r s M BKNOI OCB

Indicates a mandatory code element; CAVOK will replace visibility and cloud groups.

Also TEMPO = Temporarily may be used

Met group follows indicating a change in some of all of the elements in the first part of the TAF

-


FLIGHT PLANNING AND MONITORING ANSWERS Example 1 8 100 X 1.005

=

8 140kg.

Example 2 8600 X 1.005

=

8643kg.

Example 3 5500 X 1.20

=

6600kg.

Example 5

11

Speed

(

Div. Wt.

1

120min

1

135min

I

150min

I

180min

Example 6 7300kg; 2.95hr12hr 57min. Example 7 2800kg; 1.05hrllhr 03min. Example 8 a) 7600 X 1.005 X 1.2 9 166kg. b) 7900X1.005X1.18 = 9369kg. C) 5400kg, 2.4hr; 2hr 24min Example 9 a) EGGX: Mean surface wind 140" (T), 5kt; minimum visibility 450m to the East; mean RVR 1OOOm at the threshold RWY 12, no apparent tendency; moderate drizzle with fog patches; sky obscured, vertical visibility not available; dry bulb +8 "C, dewpoint +7 " C; airfield QNH 1OO4mb. Trend: no significant change expected next two hours.

b)

EGLY: Mean surface wind 240 "(T), 15kt; varying between 200 "(T) and 280 "(T); minimum visibility 8km; light rain; cloud 3 - 4 oktas base 1000ft, 5 - 7 oktas 2500ft, 8 oktas 8000ft; dry bulb +lg°C, dew point +15"C; QNH 983mb. Trend: temporarily 3000m in moderate rain with 5 - 7 oktas 800ft, 8 oktas 2000ft.

C)

EGPZ: Mean surface wind 300°(T), 25kt; gust 37kt, varying between 270°(T) and 360°(T); minimum visibility 1200m to the North East, maximum 6km to the South; heavy shower of snow, rain and small hail; 1 - 2 oktas base 500ft, 3 - 4 oktas base 1000ft, 5 - 7 oktas CB base 2000ft; dry bulb +3 " C, dew point - 1" C; QNH 999mb; thunderstorm since previous report. Trend: Improving at 1300UTC to 1Okm or more, nil weather, 3 - 4 oktas 1500ft, 5 - 7 oktas 10000ft.



-


Example 10. a

Eighteen hour TAF issued at 2200UTC on loth. London Heathrow valid from 0600UTC to midnighUTCt on the next day. Wind 130°(T) 10kt. Visibility 9km. Broken (5 - 7 oktas) at 1000ft. Becoming from 0600UTC to 0800UTC, scattered at 1500ft and broken at 2000ft. 30% probability temporarily 0800UTC to 1600UTC wind 170"(T) 25kt, maximum 40kt; visibility 4000m; thunderstorms with rain; scattered (3 - 4 oktas) at 1000ft; broken cumulonimbus at l5OOft. Becoming from 1800UTC to 2 1OOUTC 3000m visibility, mist, sky clear.

b)

Nine hour TAF issued at 0900UTC on 30th. Luton, valid from 1OOOUTC to 1900UTC on 30th. Wind 230" (T) 1Okt, visibility 10km or more. Scattered at 1OOOft, broken at 18OOft. Becoming from 1100UTC to 1400UTC 6km visiibility in light rain, broken (5 - 7 oktas) at 1200ft. Temporarily 1400UTC to l800UTC 2000m visibility in moderate drizzle; overcast 400ft. From 1800UTCwind 300 "(T) 20kt maximum 3Okt, visibility 1Okmor more, light rain showers, broken cumulonimbus at 1500ft.

EXERCISE 1.


CHAPTER EIGHT .MRJT ADDITIONAL PROCEDURES Contents Page 8.1

WEATHER CHARTS .INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 .1

8.2

WEATHER CHARTS .LOW LEVEL SIGNIFICANT WEATHER . . . . . . . . . . 8 .1

8.4

SIGNIFICANT WEATHERITROPOPAUSEIMAXIMUMWIND CHARTS . MEDIUM AND HIGH LEVELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 .5

8.5

WINDS AND TEMPERATURE CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 .9 EXERCISE1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 - 1 2

EXERCISE3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 - 1 8 ANSWERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 - 2 6



8.1

-


WEATHER CHARTS - INTRODUCTION Questions will be posed on the analysis of present weather and wind pattern charts affecting a given route. Significant Weather and Tropopause/MaximumWind Velocity charts are produced by the UK Met OfficeICAA to international standards laid down by ICAO and the World Meteorological Organisation (WMO).

8.2

WEATHER CHARTS - LOW LEVEL SIGNIFICANT WEATHER Low level charts F215 (Fig.8.1) and F415 (Fig. 8. 2) deal with flights at and below FL150. F2 15 covers the British Isles and the channel coastal area of France; F4 15 is similar but extends further into Europe.

With reference to Fig. 8.1, and the two charts at the top of the form: The left hand chart shows the Forecast Weather for 3 hours either side of the validity time 09002, with a description below. The right hand one is an Outlook chart showing the expected weather 6 hours further on from the end of the period: eg.

Validity time 09002, chart covering the period 06002 to 12002, outlook at 18002.

The UK AIP, GEN 3-5-1 1 (1 Jan 98) provides the following explanation applicable to both charts: Main Forecast Weather Chart and Text a)

The fixed time weather chart, top left of F2 15, shows the forecast position, direction and speed of movement of the surface fronts and pressure centres for the fixed time shown. The positions of the Highs (H) and Lows (L), with pressure values in millibars, are shown by the symbols 0 and X. The direction and speed of movement (knots) of fronts and other features is given by arrows and figures. Speeds less than 5kt are shown as 'SLOW'. All features are given identifying letters to enable their subsequent movements to be followed on the Outlook Chart.

b)

Freezing levels (0 "C) are shown in boxes as thousands of feet at appropriate places on the chart.

c)

Zones of distinct weather patterns are enclosed by continuous scalloped lines, each zone identified by a number within a circle. The forecast weather conditions (visibility, weather and cloud) during the period of validity, together with any warnings and any remarks, are given in the text underneath the charts, each zone being dealt with separately and completely.

d)

In the text, surface visibility is expressed in metres (m) or kilometres (km), with the change over at 5km.


-



Weather is described in plain language, using well known and self evident abbreviations Cloud amount (in oktas) and type, with the height of base and top, is given, with all heights in ft. amsl. Warnings and significant changes and the expected occurrence of icing and turbulence are given in plain language, using standard abbreviations where possible.(See Appendix 1) The height of any sub-zero layer below the main layer is given in the text. Hill fog is not used but 'cloud covering hills' is thought to be more informative and implies a visibility less than 200m. e)

Single numerical values given for any element represent the most probable mean in a range of values, covering approximately +I- 25%.

Outlook Chart and Text

At the top righthand side of the form an outlook chart shows the expectedposition of the main synoptic features at the end of the outlook period. No weather zones are given on this chart but a pattern of surface isobars is shown. The outlook text following the main forecast text describes the principle weather changes expected during the 6 hour outlook period.

UK LOW LEVEL FORECAST VALID BETWEEN

p-piq 1 1 AND

120

12002

NUMBERS IN CIRCLES ARE WEATHER ZONES OC LEVELS (BOXED) ARE IN 1000'S OF FEET AMSL CLOUD HTS IN TEXT ARE IN FEET AMSL TS AND CB IMPLY MODISEV ICE AND TURB

I

FORECAST FOR 20

1 0900 Z I

OUTLOOK AT

1 20 1 1800 2 1

3-6lSCUSC 250016000, 2-516000, 2-518AC 12000115000 618CUSC 150019000 CLD O N HILLS. M O D ICE AND M O D TURB IN C L D .

ZONE l

GEN ISOL, MAINLY E

30KM 12KM

NIL RASH

ZONE 2

GEN OCNL MAINLY FRONT

2 5KM 8KM

NlLlRA RA

I S O L SEA AND W INWARD COT

5000

MISTIDZ

6 - 8 l 8 S T S C 800/5000,4-618LYR 5000112000 CLD O N HILLS. M O D ICE A N D M O D T U R B IN C L D

ZONE 3

GEN 0CNL

5000M 200M

MIST FOG

5-718STSC 50012000 818ST 10011200 CLD O N HILLS

ZONE 4

GEN OCNL BEC ISOL ISOL LAND, AFTER 1l00Z ISOL MAINLY LAND UNTIL 082 ISOL LAND UNTIL 072

2 OK 8KM l OKM

NIL HAZE RASH

0-318SCUSC 450018000, 1-418AC 1 2 0 0 0 - 1 6 0 0 0 NIL 3-618CU 300011 2 0 0 0

4 00 OM

MIST

NIL

5 00M

FOG

NIL CLD O N HILLS. M O D ICE AND M O D TURB IN C L D

1

OUTLOOK UHnL 2018002: SOL T W E A W RA SH DEVELOPING IN ZONE 4, OTHERWISELITTLE CHANGE.

METFORM 215: ISSUED BY MET OFFICE BRACKNELLAT

0249 Z

2O/MAYll908

Figure 8.1 Low Level Weather F215

8-2


METFAX AVIATION EUROPEAN LOW LEVEL WEATHER CHART (F415) ISSUED BY THE MET OFFICE BRACKNELL SUITABLE FOR INITIAL DEPARTURESAND FLIGHTS BETWEEN 091200 & 091800 UTC.

-

ZONE I GEN 30 KM NIL W 8 S C 200013000 4500. W 8 S C 2000/3000. 8KM NIL/DZ ISOL N ISOL, MAINLY LAND 2000M MIST1DZ 5718STSC 50013000. BEFORE 09002 CLD ON HILLS. MOD TURB IN CLD. p p p p p p p -

ZONE2 GEN 30KM ISOL LAND CLEARING 6KM BY 112 ISOL LAND BEFORE 09Z 500M

NIL MIST FOG

1 4 8 LOC'N 718CUSC 300015000. 2-518ST 80011500. 518ST 1001800.

CLD ON HILLS. MOD TURB IN CLD OCNL MOD TURB BLW GOOD OVER LAND SW ENGLAND 15KM NlL/RA SH &3/8SC 300014000.3-518AC 8000116000. ZONE 3 GEN IOKM RA SWTS 1-518SC 1500/4000,6/8C8 5000125000. ISOL OCNL NEAR FRONT 3000M HEAVY M S 4-718ST 50011000,818NS 1500125000. EMBD CB 4000135000. ISOL SWCOT SW 500M FOGIRA 818ST 10011000,5-818LYR 1000120000. CLD ON HILLS. MOD ICE AND MOD TURB IN CLD. MOD SOL SEV TURB BLW 6000 OVER LAND. ZONE 4 LOC sw

GEN 20KM NIL 6KM TSMAIL

3-5CUSC 250016000 4ASC9 14000/25000 718C3 2000137000

CLD ON HILLS ISOL MOD ICE AND MOD TURB IN CLD. 20KM NIL NIL. ZONE5 GEN HAZE 0-3/8SC 300015000 318AC 12000115000. IOE 6KM LOC E OF SOL BY 1200 ALPS 400M TSMAIL 718C8 3000136000. CLD ON HIGH GROUND, MOD ICE AND MOD TURB IN CLD.

....................... Forecast Weather below 15000ft. Met Oflice Bracknell issued at..........0345...... ........ UTC Notes: Vis in m or km. Hill fog implies 200m or less. TS and CB im-ly moderatelsevere icing and tufbulence. xxx = above 15000ft Height AMSL

Figure 8.2 European Low Level Weather

-


8.3


SPOT WIND CHARTS FOR F2141415 Charts, relating to F2 15 and F4 15, provide expected winds between 1,000 and 24,000 ft. Each box is placed over the intersection of a meridian and a parallel (shown at the top of the box). (See Fig. 8.3) Questions on F2 141215 are contained in Exercise 3 at the end of this chapter. 04 -

oCT

' 98

2 1 : 35

F R O M MET

I TOPS B R Q i l j N E L L

'0

4886

P H I X . 00;

ISSUED BY HETEDROL001CAL OFFICE, BRACKNELL FORM 21k F I X E D T I M E CHART VRLID AT 3 UTC ON HONDRY 5/10/98

I

lo2 oco PO +061

; ;1

z ) I "

ORTR IS FOR LAT/LONP POSITIONS BHOWN R T TOP OF EFICti B O X . RLTITUDES ARE ABOVE nsL

I THOUSRNOS Of FEET 1 TEtlPERATURE I N DEGREES CELSIUS

1

Figure 8.3 Low Level Winds F214



8.4

-


SIGNIFICANT WEATHER/TROPOPAUSE/MAXIMUM WIND CHARTS - MEDIUM AND HIGH LEVELS a)

Charts normally available in the UK are:

EUROPE covering FLl 00 to FL450. NORTH ATLANTIC covering FL250 to FL630. MIDDLE & FAR EAST covering FL250 to FL630. AFRICA covering FL250 and above. CARIBBEANISOUTH AMERICA covering FL250 and above. An example of the EUROPE chart is at Figure 8.4. b)

Symbols are shown at Fig. 8.5 and must be learnt, together with the abbreviations over the page.

c)

Figure 8.6 indicates the wind Weather/Tropopause/MaximumWind chart

symbols

for

the

Significant


-


Area

Europe (EUR'

I

Chart

I


Levels

sig ~ x l ~ r o p o p a u s eFL ~ 100 450 Max Wind

-

I

Coverage

I Issue Times I Validity Times 1

N53 E065 0315 and ~ 2 ~50 3 4 approx every 1200 and every 6 houm N26 WO18 6 hours N54 W050

Figure 8.4 EUR Significant ~ e a t h e r l ~ r o ~ o ~ a u s e l ~ a xWind imum Chart


-



Meteorological Charts-Explanatory Notes Symbols for a significant Weather, Tropopause and Freezing Level etc.

1

Thunderstorm Tropical cyclone Severe squall line Hail Moderate turbulence Severe turbulence Marked mountain waves Light aircraft icing Moderate aircraft icing Severe aircraft icing Freezing precipitation Drizzle

A

C> W

W V ?, 9

Snow

\

f CO -

-

s r 0

Altitudes between which phenomena and associated cloud are protected are indicated by flight levels, top ovi base or top followed by base. 'XXX' means the phenomenon is expected to continue above andlor below the vertical coverage of the chart. Phenomena of relatively lesser significance, for example light aircraft icing or drizzle, are not usually shown on charts even when the phenonmenon is expected. The thunderstorm symbc implies hail, moderate or severe andlor turbulence.

Note:

-

Tropopause spot altitude (eg FL400)

- - - -

High point or maximum in tropopause topography (eg FL440) Low point or mimnimum in tropopause topography (eg FL340)

a @

Freezing level.

1

2

Boundary of area of significant weather Boundary of area of clear air turbulence. The CAT area may be marked by a numeral inside a square and a legend desribing the numbered CAT area my be entered in the margin. State of sea (wave height in metres). Sea surface temperature ("C).

1 1 - ibis p

Fronts and convergence zones

I LI

l ~ o l front d at the surface Iwarm front at the surface Occluded front at the surface

Quasi-stationary front at the surface Note:

Shower Severe sand or dust haze Widespread sandstorm or duststorm Widespread haze Widespread mist Widespread fog Freezing fog Widespread smoke Volcanic eruption

h i s of trough of ridge Convergence line

I

Inter-tropical convergence zone

An arrow with associated figures indicates the direction and the speed of the movement of the front (knots). Dots inserted at intervals along the line of a front indicate it is a developing feature (frontogenesis),while bars indicate it is a weakening feature (frontolysis).

Figure 8.5 Significant Weather Symbology.



-


Cloud Abbreviations

Cirrus Cirrocumulus Cirrostratus Altocumulus Altostratus Nimbostratus Stratocumulus Stratus Cumulus Cumulonimbus (its insertion implies hail, moderate or severe icing andor turbulence) Layer or layered (instead of the cloud type)

LYR

Amount: Clouds except CB SKC = clear (0 okta) few (118 or 218) FEW = scattered (318 or 418) SCT = BKN = broken (518 to 718) overcast (8/8) OVC = CB only individual CBs (isolated) ISOL = well separated Cbs (occasional) OCNL = Cbs with little or no separation (frequent) FRQ = thunderstorm cloud contained in layers of other clouds (embedded) EMBD =

Example weather Abbreviations:

RA DZ SN SH FZ TS

= = = =

= =

rain drizzle snow showers freezing thunderstorms

Other phenomena may be expressed as a combination or written in full. TS implies severe turbulence and icing.



-


MAXIMUM WIND 270" (T), 1IOKT AT FL380

A DOUBLE BAR MARKS A SPEED CHANGE OF 20KT, AND/OR HEIGHT CHANGE OF 3000FT Figure 8. 6 Significant Weather/Tropopause/Maximum Wind Chart

8.5

WINDS AND TEMPERATURE: CHARTS Corresponding to the charts listed above are charts of similar coverage, which show winds and temperatures for a particular flight level. The flight levels are listed in column 3 of page 3-5-10 of the GEN section of the Air Pilot (Appendix A to Chapter 18). On these charts (see Fig. 8.7) winds are given every 5O of latitude and longitude using the symbology shown in Fig. 8.8. To find the wind and temperature at a position other than that at a latllong intersection, some careful interpolation is required. To find an average wind for a whole route you must split the route into a number of sections, say 10' of latitude or longitude (depending on the direction) find the wind & temperature for each section and find a mathematical average. If the winds found vary through 360°, you will have to take care eg. the average of the two winds 3 10120 and 0 10130 is 340125 and not 160/25! To find the wind component, the average WIV will have to be applied to the mean track for the route using a representative TAS and the navigation computer. (For normal subsonic jet transport aircraft flying between 30,000 and 40,000 ft, 480 kts is a reasonable figure). Exercises 1 & 2 at the end of this chapter cover the use of both the significant weather and temperature charts.



-


Fig. 8.7 FL300 Wind and Temperature Chart



-


Wind 300" (T) 30 kt, temperature -36" C at arrow head

Wind 240" (T) 15kt, temperature +2"C at arrow head

Figure 8.8 Symbols - WindITemperature Chart.



-


EXERCISE 1 Significant Weather/Tropopause/MaximumWind Chart (Diag.l), TAFS (Para. d)) and Upper Wind and Temperature Chart (Diag.2) Detail significant weather from London to Cairo via Palerrno above FL240: specifying where changes occur by latitude, or longitude as appropriate.

Tabulate the mean WIV and temperature at FL 300 at each 10" degree longitude line along the route (i.e. at 10°E, 20°E, 30°E etc.) and calculate the mean W N over the whole route.

Calculate the ISA temperature deviation at FL 300 overhead: i)

London

ii)

Cairo

Give forecast landing conditions from the list below: i)

HECA for the period 1800 GMT to 0000 GMT.

ii)

LICJ for the period 1200 to 1800 GMT.

TAFS Middle East: FTEG 3 1 HECA

OLBA 28 1100 FT 28 1812 VRBO5KT CAVOK TEMPO 0006 3000 HZ SCTO17 BECMG 0506 04010KT CAVOK

HELX FT 28 1812 VRB03KT CAVOK BECMG 0608 040 10KT FT 280606 1801K T 2500 HZ SCT030 BECMG 09 10 13010G22KT BECMG 1416 OOOOKT TEMPO 0003 2000 BR BECMG 0304 l8Ol5KT FT 280606 29008G19KT 6000 FEW020 SCT030 TEMPO 0906 LICJ 32030KT 0800 +TSSA SCT030CB BECMG 2302 VRBO5KT 2500 HZ BECMG 0305 30008G18kt 3000 HZ



-


Exercise 1 Diagram 2


-



EXERCISE 2. Significant WeatherITropopauselMaximum Wind Chart (Diag. I), TAFS and Upper WindITemperature Chart (Diag.2) a)

Detail significant weather from London to Chicago giving cloud, icing, turbulence and CAT over the route above FL 250 specifying longitude where changes occur.

b)

Tabulate the mean W N and temperature at FL 340 at each loodegree longitude line along the route (i.e. at 10°W, 20°W, 30°W etc.) and calculate the mean W N over the whole route.

c)

If the flight is carried out at FL 340 between London and 30°W will this route portion be flown in the stratosphere?

d)

Give forecast landing conditions from the list of TAFS as follows:

9

CYMX for the period 0600 GMT to 1000 GMT. KORD for the period 1000 GMT to 1200 GMT.

ii)

Oct721 : 31 : 56 1998

Airtransat FOMS

STATION WEATHER INFORMATION CYMX YMX TAF 0716202 071717 08008KT P6SM OVC030 TEMPO 1923 4SM -SH RA OVC020 FM2300Z 18015KT 6SM -RA SCT006 OVC020 TEMPO 23 11 3SM -RA OVC006 PROB30 0205 2SM TSRA OVC006 FM1100Z 29008KT P6SM -SHRA OVC030 TEMPO 1117 4SM -SHRA BR OVC020 RMK NXT FCST BY 232 TAF 071015Z 071 111VRB03KT P6SM SCT040 BKN080 BECMG 1214 09012KT FM1400Z 09012KT P6SM SCT030 OVC080 TEMPO 2 103 6SM -SHRA OVC020 FM0300Z 15010KT 6SM -SHRA SCTOlO OVC020 TEMPO 03 11 3SM -SHRA OVCOlO RMK NXT FCST BY 172 KORD ORD TAF 07 l623Z 071717 07008KT P6SM FEW030 SCT120 BKN220 BECMG 1920 BKN030 OVC100 FM2300Z 05008KT P6SM BKN030 OVC100 TEMPO 0002 P6SM -SHRA BKN030 OVC080 FM02000Z 05008KT 6SM -RA OVC025 TEMPO 0206 3SM -RA BR OVC015 FM0600Z 05006KT 5SM -RA BR SCT006 OVC012 TEMPO 0613 2SM -RA BR OVC006 FM1400Z 28010KT P6SM OVC025 RMK NXT FCST BY 232 TAF 071015Z 071 111 06008KT P6SM SCT120 BKN230 TEMPO 1800BKNO4O OVC 100FMOOOOZ 05008KT P6SM BKN040 OVC 100 TEMPO 0 104 P6SM -SHRA BKN030 OVC080 FM0400Z 05008KT 6SM -RA OVC025 TEMPO 041 1 2SM -RA BR OVCO10 RMK NXT FCST BY 172

8-15



-





-


Diagram 2 - Exercise 2



-


EXERCISE 3

Using the attached significant weather chart (Diagram 1) answer question 1 and 3 on the route from Madrid to Larnaca, following the marked route. 1.

The highest tropopause height en-route would be at: a) b) c) d)

2.

The CAT expected at 5OE en-route would be: a) b) c) d)

3.

overhead 20E overhead Madrid Larnaca 1OOE

moderate between FL230 and FL460 moderate from below FLl 00 to FL 160 moderate fiom FL 260 to FL 370 moderate between FL 290 to FL 440

If this route was flown at FL290 moderate to severe turbulence and icing could be expected at a) b c) d)

5"E 10°E Overhead Larnaca 25"E

4.

Using the attached upper wind and temperature chart (Diagram 2) for flying the route from Madrid to Larnaca at FL 300 answer 4 to 6. The mean wind velocity and temperature between Madrid and 30°E would be:

5.

The ISA deviation overhead Madrid is:



-


The highest ground speed would be achieved at:

Using the attached F 214 UK low level wind and temperature chart (Diagram 3) answer Questions 7 to 9. The mean wind and temperature between Liverpool (EGGP) and Jersey (EGJJ) at 14000 ft would be:

At position 57" 30'N 05"OO'W between 2000ft and 5000ft the ELR in existence would lead to a state of: Ignore this question. a) b) c) d)

neutral equilibrium absolute stability conditional instability absolute instability

The ISA deviation at 55" N 00" E at 18000 ft would be: a> b) c> d)

ISA - 3°C ISA + 0°C ISA + 12°C ISA + 3°C

Using the attached F215 UK low level forecast (Diagram 4) answers 10 to 15. The type of fog forecast in Zone 4 is most likely to be: a) b) c) d)

radiation fog. frontal fog. advection fog arctic smoke



-


At 0900 Z the occlusion velocity is: a> b) c> d)

120°/20kt 080°/35kt Less than 5kt 090°/30kt

In Zone 3 the cloud is: a) b) c d)

>

strato cumulus stratus and strato cumulus alto cumulus stratus, strato cumulus and alto cumulus

By 1200 Z the lowest visibility will be found in: a> b) c) d)

Zone 4 Zones 2 and 3 Zone 5 Zones 2 , 3 and 4

The highest cloud tops expected at Kidlington between 0600 Z and 1200 Z are: a) b) c d)

>

FL250 14000 ft AGL 8000 ft AMSL 25000 AMSL

The surface wind direction expected at London Heathrow at 1800 Z is:

From the TAFSsfor MKPP and KBOS given below answer 16 to 20. MKPP

270606 10017KT 3000 HZ SCT024 PROB30 TEMPO 0812 2000 + SHRA BKNO 1OCB BECMG 1215 VISBOSKT CAVOK BECMG 0103 1001OKT 5000 SCTO15

KBOS

271212 VRBO5 CAVOK BECMG 1819 06012KT BECMG 0204 05025G35KT 5000 OVC030 PROB40 1012 2800 SN



16.

The visibility at MKPP at 1600 Z is expected to be: a) b) c) d)

17.

c>

d)

0600 Z and 0600 Z 0600 Z and 1200 Z 1200 Z and 1500 Z 0800 Z and 1200 Z

At KBOS at 1100 Z which of the following weather conditions are expected: a) b) c) d)

20.

2400 RAMSL above 5000 ft AMSL 2400 ft AGL 1000 ft AGL

The highest surface wind speed at MKPP is expected between: a) b)

19.

2000 m 3000 m 5000 m 10 krn or more

The lowest cloud base forecast for MKPP at 1100 is: a) b) c) d)

18.

-


visibility of 28 km 818 cloud at 2800 ft. 40% chance of moderate snow surface wind of O5025KT.

At KBOS at 1600 Z the visibility is expected to be: a) b) C) d)

5000 m more than 10 k m 2800111 1012 m


-




8-22


-




8-23


-



-- - - --- -. ~ w F I X E D T I R E CHRRT VQLID R T 9 UTC ON T U E S D A Y 5/1/93

r ~ ~ - z

-

55 29 18 250 SO - 1 5

2 4 250

10 240 50 - 0 2 Of 230 40 + 06

02 230 35 + 1 l . .

.ALTI TUDES RRE ABOVE nsL '

'

I T H ~ u S ~ ~ N OOF S FEET) TEnPERfiTURE IN DECREES CELSIUS

n~ nn7

i

z

T+Q

I.XXXXX

EGRR 0 0 0 0 :

Exercise 3 - Diagram 3


-



ANSWERS Exercise 1 London to 50N: 50N to 47N: 50n to 42N: 42n to Palermo:

Palermo to Cairo:

OOE 300165 -50°C i)

Nil significant weather. tropopause between FL350,330 Cloud below, including isolated embedded cumulonimbus, tops FL220. Nil significant weather; tropopause at FL300. Moderate clear air turbulence between F1290 and 440, associated with a westerly jet stream, speed 140kt, at 40N and FL370; tropopause height FL400. Nil significant weather, but check the Sigrnets for volcanic ash as Etna is on track at 15E.

10E 270190 - 42°C London ISA Forecast Devn.

20E 270155 -36°C "C

- 45°C - 50°C - 5°C

30E 0 10140 - 39°C ii)

AVERAGE 302164 - 42°C Cairo "C - 45°C - 39°C + 6°C

i)

HECA Surface wind variable at 5kt; no cumulonimbus cloud; cloud base not lower than 5000ft or MSA, whichever is the greater. Visibility 1Okrn or more and no weather significant to aviation.

ii)

LICJ Surface wind 290 "(T) at 8kt, gusting to 19kt; visibility 6000m; cloud few (1 to 2 oktas), base 2000ft, and scattered (3 to 4 oktas ), base 3000ft. Temporarily (less than one hour in each instance, and less than half of the whole period) surface wind 320°(T) at 30kt, visibility 800m in heavy thunderstorm and sand; cloud scattered, cumulonimbus base 3000ft.

Exercise 2 a)

LONDON to 05 "W 05Ow to22"W

Nil significant weather. Well separated cumulonimbus contained in layers of other clouds, with moderate to severe turbulence and icing, and hail Moderate clear air turbulence between FL250 and FL350. Nil significant weather. Moderate, occasion all^ severe, clear air turbulence from FL250 to FL400, associated with a north-westerly l5Okt jet-stream at FL340, crossing track at 38"W. Nil significant weather. Isolated, embedded cumulonimbus (with implied hail, moderate to severe icing and turbulence) from FL250 to FL350.


-



60°W to 75"W

Moderate, occasionally severe, clear air turbulence from FL250 to FL400, associated with a 150kt south-westerly jet-stream at FL340, crossing track at 62 "W. Moderate, occasionally severe, clear air turbulence from FL250 to FL400, associated with a northerly jet-stream of about 100kt at FL350, crossing track at 83 "W. Nil significant weather.

75"W to 84"W

84 "W to Chicago

* use 370195

2240+8=280 490+8=61 280161

-385 -+ 8 =-48

c)

Yes. Maximum height of tropopause (450), 300,250, (500)

d)

i)

CYMX 0600UTC to 1OOOUTC: Surface wind 180°(T) 15kt, visibility 6 statute miles in light rain, cloud 3 to 4 oktas, base 600ft above the aerodrome level (aal) and 8 oktas, base 2000ft aal. Temporarily (for less than 1 hour in each instance and less than half the period between 2300UTC and 1100UTC in aggregate) visibility 3 statute miles in light rain, cloud 8 oktas, base 600ft above airfield level.

ii)

KORD 1000UTC to 1200UTC: Surface wind 050°(T) 6kt, visibility 5 statute miles in light rain and mist, cloud 3 to 4 oktas, base 600ft aal and 8 oktas, base 1200fi aal. Temporarily (for less than 1 hour in each instance and less than half the period between 0600UTC and 1200UTC in aggregate) visibility 2 statute miles in light rain and mist, cloud 8 oktas, base 600frt aal.

Exercise 3

a

d

c

a

c

d

a

c

d

a

11

12

13

14

15

16

17

18

19

20


CHAPTER NINE .POINT OF NO (SAFE) IiETURN (PNRJPSR)

Contents

Page INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 - 1 DERIVATION OF THE FORMULA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 .3 TRANSPOSING THE FORMULA TO CRP5 . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 .4 THE EFFECT OF WIND ON THE LOCATION OF THE PNR . . . . . . . . . . . . . 9 .4 SINGLE LEG PNR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 .5 EXERCISE 1 .SINGLE LEG PNR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 .6 MULTI-LEG PNR .METHOD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 .8 EXERCISE 2 .MULTI-LEG PNR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 .9 DERIVATION OF THE FORMULA FOR VARIABLE FUEL FLOWS . . . . . 9 .12 EXERCISE 3 .SINGLE LEG PNR VARIABLE FUEL FLOWS. . . . . . . . . . . . .9 .13 EXAMPLES MULTI-LEG PNR VARIABLE FUEL FLOWS. . . . . . . . . . . . . . 9 .16 EXERCISE 4 . MULTI-LEG PNR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 .20



9.1

POINT OF NO (SAFE) RETURN (PNRIPSR)

INTRODUCTION (Ref. Fig. 9.1)

-

-

-

PRE-PUWED POINT OF W RENRW

I

6 S O W (0) to PHR

/

/

-

GS HOW (H) FROM PNR

DISTANCE OUT TO PNR = DISTANCE HOME FROM PNR.

Figure 9.1. Point of No (Safe) Return The POINT O F NO RETURN (PNR), or POINT O F SAFE RETURN, is the furthest point along a planned route to which an aircraft can fly and return to the departure airfield, or departure alternate, within the SAFE ENDURANCE of the aircraft. SAFE ENDURANCE is the length of time an aircraft can fly without consuming the mandatory reserves of fuel that are required overhead its departure airfield, or departure alternate, in the event of the aircraft returning from the PNR . This SAFE ENDURANCE, quoted as a period of time (or an amount of fuel) is used to calculate the PNR. It must not be confused with the TOTAL ENDURANCE, the time an aircraft can remain airborne, at the end of which the tanks are empty. If the state of the weather, runway, let-down aids or political situation at a destination airfield is likely to deteriorate and the only recourse would be to return back to the departure airfield, or departure alternate, it is prudent to calculate a PNR. Normally, the calculation of a PNR would only be necessary for flights to an "isolated destination and no adequate destination alternate exists" (See JAR-OPS 1 Subpart D, 1.295d)). Occasions on which a PNR may be required might include flights from mainland airfields to destinations such as Easter Island, Cocos Island, Tahiti, Ascension Island and the Azores. In flight, at a reasonable time before the ETA for the PNR, the pilot checks that the destination airfield's weather, landing aids and runway state are acceptable for a period of usually one hour before to one hour after the destination ETA. The distance OUT to the PNR equals the distance Home from the PNR. The time OUT to the PNR and time HOME from the PNR will be the same in zero wind; if there is an overall wind component the time OUT and time HOME will be unequal. But, in each case, the two values total the Safe Endurance time.




AMC OPS 1.255 of JAR-OPS 1 Subpart D states that if an operator's fuel policy includes planning to an isolated aerodrome for which a destination alternate does not exist, the amount of fuel at departure should include: a)

Taxy fuel.

b)

Trip fuel.

c)

Contingency fuel (usually 5% of trip fuel, but see 1.3 of reference).

d)

Additional fuel if required, but not less than: i)

For an aircraft with a reciprocating engines, fuel to fly for 45 minutes plus 15% of the flight time planned to be spent at cruising level, or two hours, whichever is less; or

ii)

For aeroplanes with turbine engines, fuel to fly for two hours at normal cruise consumption after arriving overhead the destination aerodrome,

including final reserve fuel; and e)




9.2


DERIVATION OF THE FORMULA (Ref. Fig. 9.2. )

= THE SAFE ENDURANCE T = TIME TO the PNR E-T = Time HOME FROM the PNR 0 = Groundspeed TO from PNR H = Groundspeed HOME FROM the PNR E

DISTANCE = TIME x SPEED

By definition DISTANCE OUT TO PNR = DISTANCE HOME FROM PNR

TXO TO TO+TH

=

T(0 + H)

=

T

-

. I

Figure 9.2. Derivation PNR formula



9.3


TRANSPOSING THE FORMULA TO CRPS

I

Figure 9.3. Transposing formula to CRPS

9.4

THE EFFECT OF WIND ON THE LOCATION OF THE PNR: Let E = 10h; TAS = 300kt. min

STILL AIR

min @ kt nm

(Answer 1500nm)

sOkt HEADWIND OUT

min @ nm

kt (Answer 1458nm)

min

50kt TAILWIND OUT

min @ nm

kt (Answer l458nrn)

In still air the distance to the PNR is the greatest. Any wind component reduces the distance to the PNR. This distance is the same for a HEAD or TAIL wind of the same value. The greater the wind component the greater the reduction in the distance to the PNR.



9.5


SINGLE LEG PNR (Ref. Fig. 9.4)

A

TAS = 220 KT DEPARTURE

(HOME)

DES

Figure 9.4. Example PNR

Study the Figure 9.4 and, using the formula, calculate the Time and Distance to the PNR. The aircraft is flying towards its destination at a TAS of 220kt with a wind component of +45kt. Its total Endurance is 7h 40min and the Safe Endurance is 6h; use TAS 220kt throughout.

(Answer: 143min, 632nm)




EXERCISE 1 - SINGLE LEG PNR a)

An aircraft is to fly 800nm from A to B at 160kt groundspeed; the return groundspeed to its diversion A is 190kt. If its safe endurance is 5 hours calculate the time and distance from A to the point of no return.

(Ans: 163min; 435nm) b)

Determine the time and distance to the point of no return from the following data: a) b) c) d)

Outbound leg; TAS 275kt, HEADWIND COMPONENT 35kt. Return leg; TAS 285kt, TAILWIND COMPONENT 35kt. Fuel available, excluding reserve, 2 1420 lb. Mean fuel consumption 3730 lblh.

(Ans: 197min; 788nm)



c)


On a flight from L to M the TAS is 170kt and the fuel in tanks is sufficient for the time of the flight, plus 2 hours. In the event of the aircraft having to divert back to L the aircraft must arrive overhead with sufficient fuel for a hrther 75 minute flight. Route details:

FROM TO WC. DIST. M +30 800nm L M L -30 800nrn Calculate the time and distance from L to the point of no return.

(Ans. 117.5min; 392nm)

d)

An aircraft has 2320 Imp gal of fuel in tanks (SG 0.72). The fuel consumption is 2 1OOlbIh, TAS 270kt and a forecast outbound wind component of 4Okt head(assume 40kt tail for the return). Calculate the distance beyond which it will be imprudent to return to the departure airfield to arrive overhead with a reserve of 260 Imp gal.

(Ans: 931nm)




MULTI-LEG PNR - METHOD (Ref. Fig. 9.5) The PNR is calculated by finding the time out and time home on each leg in turn and comparing the accumulating times with the Safe Endurance time to compute the remaining Safe Endurance. Eventually, a leg will be reached where there is insufficient time, within the remaining Safe Endurance, to fly out and back. This will be the sector on which the PNR lies. The remaining Safe Endurance on this leg is used then to calculate its PNR. The time and distance from the start of the flight to this PNR can then be calculated easily by adding on the appropriate leg distances and outbound times.

Safe Endurance = 3h 30min (210') Time A to B = 57' Time B to C = 40' Time C to D = 68' Time B to A = 41' Time C to B = 33' Total Time for flight A to B to C and return 4 7 1 ' .a.

-

Remaining Endurance = 210' 171'

= 39' and PNR is on C to D

Calculate PNR for C to D using 39' as Safe Endurannce and add distances and times to find PNR in relation to A.

Figure 9.5. Multi - leg PNR




9.7

I

EXERCISE 2 - MULTI-LEG PNR a)

See b) worked example.

LEG

DISTANCE

TAS

WIND COMP.

A -B

520

200

-20

SAFE

1

Find the time and distance to the PNR from A.

(Ans. 200min; 61 lnm)



I I


LEG

DISTANCE

TAS

A-B

410

250

C-D

I

I

200

WIND COMP.

SAFE

250

Find the time and distance to the PNR from A. Time A to B Time B to A

-

114.5' + 86.5' 20 1

PNR on B to C

Remaining Endurance

-

280' - 201'

-

79' -

Time to PNR from B

-

79 X 275 225 +275

-

43.5'

Time to PNR from A

-

43.5 + 114.5

-

158'

Distance to PNR from A

-

410 + (43.5' @ 225kt)

=

573nm

(Ans. 158min; 573nm)




PNR using a departure airfield alternate. LEG

TRACK0

DISTANCE

TAS

WIND

Departure to S

080

250

230

+40

S to Destination

120

500

230

+50

S to Alternate

290

180

230

-25

SAFE

2lOmin

In the event of a return the aircraft plans to land at the alternate airfield, after overflying S. Calculate the time and distance to the PNR from S.

(Ans. 40min; 187nm)


POINT OF NO (SAFE) RETURN (PNWPSR)


9.8

DERIVATION OF THE FORMULA FOR VARIABLE FUEL FLOWS In the preceding examples Safe Endurance was quoted in hours and minutes. If it is given as an amount of fuel then the following formula, which takes into account individual sector fuel flows altitudes, temperatures, wind components and engine configurations, may be used:

LET

d F CO CH

-

Distance to the PNR

-

Fuel available (less reserves) for calculation of the PNR The fuel consumption OUT to the PNR, kglnm The fuel consumption HOME from the PNR, kglnm

= =

FUEL USED TO THE PNR + FUEL USED HOME FROM THE PNR = F dCO+dCH d(C0 + CH) d

= =

-

F F F

EXAMPLE VARIABLE FUEL FLOWS PNR -SINGLE SECTOR TAS 3 10kt; wind Component out to the PNR +30kt. Total fuel available less reserves 39500kg; fuel flow out to PNR at FL 270 is 6250kglh; fuel flow home from the PNR at FL310 is 5300kglh. Calculate the distance and time to the PNR. CO

=

d

-

39500

-

kglnm

-

nm

+ Time toPNR

=

@

kt

-

min (Answer: 1059nm, 187min)

When no GS or FF is quoted Consumption Out or Home may be calculated by: LEG FUEL LEG DISTANCE O Oxford Aviation Services Limited



EXERCISE 3 - SINGLE LEG PNR VARIABLE FUEL FLOWS. 1.

Given: Fuel flow out TO PNR 115001b/hr Fuel flow HOME from PNR 103001b/hr Flight Plan fuel 820001b Fuel less reserves 700001b

TAS 474kt TAS 466kt

Wind component 50kt head Wind component 70kt tail

The time and distance to the PNR are:

2.

An aeroplane is to fly 1l9Onm from A to B at a TAS of 2 1Okt with a forecast wind component of 3Okt head (assume 30kt tail on return to A). The mean he1 consumption outbound is expected to be 2400kglh, and 2000kglh if the aircraft has to retum to A. If the fuel available is 14500kg, excluding reserve,the distance and time to the point of no return are.

3)

At 10202 an aircraft leaves its PNR to return to overhead its departure airfield. Given: Fuel flow out TO PNR 33 10kg/hr TAS 484kt Fuel flow HOME from PNR 28 10kglhr TAS 475KT Route distance 2500nm Total Endurance he1 28900kg Safe Endurance he1 2 1000kg

Wind component 30kt head Wind component 50kt tail

The aircraft's ETA at the departure airfield and planned fuel bum on the return flight are:

9-13



4.


Reference CAP697 and relevant MEP data. Given: Safe Endurance Fuel 93SGAL Fuel in tanks 123GAL Departure OUT to PNR FL80 COAT -1 "C Power Setting 55% @ 2300RPM Wind Component 20kt tail PNR HOME to Departure Wind component 35kt head FL140 COAT -13 "C Power Setting 65% @ 2500RPM The distance and time to the PNR are:

5.

Reference CAP697 and relevant SEP data. Fuel in tanks 74GAL Safe Endurance Fuel 64.6GAL Departure OUT to PNR FL 105 COAT -18 "C Wind component 20kt head PNR HOME to Departure FL115 COAT -20 "C Wind component 30kt tail

25IN HGl2500RPM

The distance and time to the PNR are:




ANSWERS




9.9

EXAMPLES VARIABLE FUEL FLOWS PNR - MULTI - LEG

LEG

DISTANCE

TAS

WC (OUT) kt

C - D

270

480

D - E

340

480

- 30 - 50

WC (HOME) kt

+ 35 +55

The fuel flow C to D to E is 11900kg/h at FL 290 and 11650kglh E to D to C at FL 3 10. The fbel available less reserves is 20000kg. Find the distance and time to the PNR from C. Instead of calculating the time OUT and HOME on consecutive legs calculate the fuel required OUT and HOME, and compare the accumulating fuel required with the Safe Endurance fuel to find the leg on which the remaining Safe Endurance fuel lies, and hence the PNR. :

a)

Fuel C - D

-

11900 x 270 450

=

20000 -

=

Fuel D - C

b)

Fuel remaining F

kg -

C)

e)

kg

:. The PNR is on leg D to E. CO

=

11900 430

CH

=

11650 535

-

kglnm

-

kglnm

Dist. to PNR from C

=

nm

Time to PNR from C

=

min

(Answer: 406nm, 55min)




MULTI-LEG PNR - LEG DISTANCE AND FUEL REQUIRED GIVEN (Ref. Flight Plan page 9-16) An aircraft, All Up Weight (AUW) 270000kg, is overhead A en-route to D via B and C and has 66000kg of fuel remaining. If destination D is not available or suitable for landing the aircraft must arrive back at A with a minimum overhead fuel reserve of 10770kg. Refer to the method below and answer the following: The planned weight of the aircraft on returning to A will be:

0 ii) iii) iv)

204000kg 231820kg 2 l477Okg 242590kg

The last point to turn back to A is on leg:

0 ii) iii) iv)

A -B B-C C-D Beyond D

The distance to this point from A is: i) ii) iii) iv)

1465nm 1158nm 1152nm 1lOOnm

Assume the aircraft has returned to A from its PNR and calculate its weight; 270000 - (66000 - 10770)

-

kg. (Enter line 10)

Beginning with the initial Start Weight at A of 270000kg calculate the OUTBOUND Start Weights at B and C by subtracting the sector Fuel Required. Beginning with the return weight at A gf 2 14770kg calculate the HOMEBOUND Start Weights at B and C by adding the Fuel Required on each sector in turn. Location of the sector containing the PNR and calculating its position: This may be ascertained by either: i)

Comparing the OUTBOUND and HOMEBOUND Start Weights at B and C in turn; the difference in any two weights will be the fuel remaining at that position. Eventually, a point will be reached where the remaining fuel amount is such that it can only be sufficient to compute the PNR on that sector. Or,

9-17



ii)

C)


Surnmate the fuel required OUTBOUND and HOMEBOUND on each sector in turn (A to B plus B to A etc.) and compare the accumulating total at each sector point with the Safe Endurance allocated, until the remaining fuel indicates the sector on which the PNR must lie.

The remaining amount of fuel assessed will be "f' in the formula.

CO and CH for the sector containing the PNR are calculated by:

p SECTOR DISTANCE (nm) The distance "d" on the sector containing the PNR may now be calculated

(Answer page 9 - 27/28)



9.10

EXERCISE 4

-


MULTI-LEG PNR

a)

11 LEG I II

I

DISTANCE nm

I TAS I

I

kt

I

WIND COMPONENT

A-B

300

250

+30

B-C

350

250

+40

II11

Find the time and distance from A to the Point of No Return to A if the safe endurance is 3 hours.

(Ans. 78min; 368nm)




b

~[LEG

I

DISTANCE nm

I I TE

WIND COMPONENT

I

Find the time and distance from D to the Point of No Return to D if the safe endurance is 5 hours 10 minutes.





c1

TRACK (T)

LEG

DISTANCE nm

TAS kt

WIND VELOCITY L

I

H-J

131

370

270

230140

J-K

156

296

270

250130

K-L

1

097

1

114

1

270

1

270150

I

If the safe endurance is 4 hours 20 minutes and it is not possible to return to and land at H, how far beyond J can the aircraft fly before returning and landing at J?

(Ans. 397nm from J)




LEG

TRACK (T)

DISTANCE nm

TAS kt

WIND VELOCITY

P-Q

275

150

305

320125

Q-R

234

420

305

270150

r

240135 305 310 R-S 210 Total endurance is sufficient for flight from P to S, plus 1%hours. Find the time and distance from P to the Point of No Return to P, if the aircraft is to arrive back over P with enough fuel for 45 minutes further flight.





On a flight from M to N at FL 350,0.8 Mach, temperature deviation +5OC, wind component 40 kt head, distance 870 nm, fuel flow 1 1 550 kglh, an aircraft carries enough fuel to fly the distance plus a contingency of 7%. If a return is made to M, the wind component will be 30 kt tail and the fuel flow 11 100 kglh, other details as for the onwards flight. How far towards N can the aircraft fly before returning to M if the contingency fuel is included in the calculation?

(Ans. 5 10nm) O Oxford Aviation Services Limited



f)

1 1

TFtAYK

DISTANCE nm

T-U

090

265

220

6500

U-V

100

380

200

6500

V-U

280

380

215

6500

LEG

GS kt

FUELFLOW kglh

U-W 325 245 240 Fuel available (excluding reserves) 23 000 kg.

6500

If, after passing U, a return is necessary T will not be available for landing and the aircraft will fly via U to W. How far beyond U can the aircraft fly before returning?

(Ans. 140nm) O Oxford Aviation Services Limited



An aircraft flies from X to Y covering 0.085 nm/ kg of fuel. It then returns to X from Y covering 0.073 nm/ kg of fuel. The total fuel used on the round trip is 17 800 kg. What is the distance from X to Y?

(Ans. 699nm) O Oxford Aviation Services Limited

ANSWERS TO EXERCISES See para. 9.9

Line

STAGE

FROM

I

1

FLIGHT PLAN

I

TO

TAKE OFF

TNI) Temp O C

FL

Temp Devn

Track

Dir

Speed

OT

TAS kt

Wind Comp

GS kt

Dist nm

Time min

Fuel kglh

START WEIGHT(kg)

MID



The fuel available to calculate the PNR is:

:. The PNR is on sector C to D.

The distance to the PNR from C

-

Distance from A


CHAPTER TEN .CRITICAL POINTIEQUAL TIME POINT

Contents

Page

10.1

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 0 - 1

10.2

DERIVATION OF FORMULA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 .2

10.3

THEEFFECTOFWINDONTHEPOSITIONOFTHECP . . . . . . . . . . . . . . . 1 0 - 3

10.4

SINGLE SECTOR ALL-ENGINE CP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 .3

10.5

ENGINE FAILURE CP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 .5

10.6

EXERCISE .SINGLE SECTOR CP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 .7

10.7

MULTI-LEG CP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 .10

10.8

EXERCISE .MULTI-LEG CP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 .11



10.1

CRITICAL POINTIEQUAL TIME POINT

INTRODUCTION (See Fig. 10.1.)

GS WME IH) FROM Cp AT ALL.ENGINE TAS

THE AU-ENGINE TRUE AIRSPEEDS ARE USED TO CALCULATE THE @ROUNDSPEED TO TH€ CP, (H)AND (0)

Figure 10.1. All -Engine Critical Point (Point of Equal Time) The Critical Point (CP), or Equal time Point, is that track position, in relation to two suitable airfields, from which it is the same time for an aircraft to fly to either. These two airfields could be the departure and destination airfields, or any two airfields situated suitably in relation to the aircraft's track. The CP allows the pilot to decide quickly which of the two diversion airfields is the closer in time if there is a failure of an engine or a major system, or other event such as a serious illness on board. The fuel loaded for a flight (trip fuel, contingency allowance, holding and alternate fuel etc.) will be sufficient always for the aircraft to fly from the CP to either nominated airfield. The CP is a time problem. To make the time HOME from the CP equal to the time ON from the CP the two distances will be different, unless there is zero wind; in which case they are equal. Routes over the oceans or remote parts of the world, where, in the event of an emergency, there is a scarcity of suitable en-route diversions within reasonable flying time from any point on the proposed track, may necessitate the calculation of a CP between departure and destination airfields and those en-route that are adequate. For instance, a limit has been set on the distance a twin may be from an adequate airfield. This distance will be equal to one hour's flight time, in still air, at the normal one-engine in-operative cruise speed. Any operation planned beyond this distance from an adequate aerodrome is considered to be Extended Range Twin Operations (ETOPS: see CAP 5 13). Approved ETOPS requires the calculation of CPs between adequate airfields.

O Oxford Aviation Services Limitea

CRITICAL POINTIEQUAL TlME POINT


10.2

DERIVATION OF FORMULA (See Fig. 10.2.)

D

= Total Distance

X

=DistancetoCPhmA

-

D X

=

H

= Groundspeed HOME from CP

0

=

Distance from CP to B Groundspeed ON from the CP

By definition TlME HOME = TlME ON and TIME =

DISTANCE GROUNDSPEED

D-X

HD-HX

Figure 10.2. Derivation of CP Formula ITransposing Formula for CRP5



10.3


THE EFFECT OF WIND ON THE POSITION OF THE CP: Let A to B total distance D = 500nm and TAS = 300kt.

STILL AIR

X

=

500 x

+

-60kt HEADWIND

HALFWAY

X

+

a) b) c)

10.4

-

> HALFWAY

-

< HALFWAY

In Still air the CP is HALFWAY. If there is a wind then the CP moves INTO WIND. The stronger the wind the greater the movement INTO WIND.

SINGLE SECTOR ALL-ENGINE CP Fill in the groundspeed rectangles at Figure 10.3 and calculate the distance and time to the Allengine CP. The all-engine TAS is 475kt; engine failure TAS 380kt. The route distance is 2050 nm.

Answer: 985nm, 1 13.5min:




ALL ENGINE TAS = 475kt

B

Figure 10.3. Example All Engine Single Leg CP

The accuracy of the answer can be proved by calculating that the time ON and HOME from the CP are EQUAL: Time CP to A

-

min. (137.5min)

Time CP to B

=

min. (137.5min)




ENGINE FAILURE CP (Ref. Fig. 10.4)

10.5

1. M E ENGINE FAiLURE TRUE AIRSPEEDS ARE USED TO CALCULATE 0AND (0) 2. TO CALCULATE THE ELAPSED TM E TO THE CP THE ALL-ENGINE TASlOi) IS USED I

Figure 10.4. Engine Failure Critical Point

The loss of a power unit will necessitate invariably a "drift down" to a stabilising pressure altitude where the aircraft will either continue ON, or return HOME, at the reduced enginefailure TASIGS, depending on whether the failure occurred before or after the ETA (computed at the All-engine TASIGS) for the Engine-failure CP. If the engine failure happened at the CP then, in theory, the pilot could choose to fly to either airfield as the flight times are equal. With reference to Figure 10.5 fill in the groundspeed rectangles and calculate the distance and time to the Engine-failure CP.

(Answer: 974nm, 112.5min)

Q Oxford Aviation Services Limited



GS HOME (H)

ALL ENGINE TAS = 475kt ENGINE FAILURE TAS =380kt

1

Figure 10.5. Example Engine Failure CP Single Leg

The accuracy of the answer can be proved by calculating that the time ON and HOME from the CP are EQUAL: Time CP to A

=

min. (174.5min)

Time CP to B

=

min. (1 74.5min)

The difference in distance to an all-engine and engine failure CP can be seen to be very small, even though in these two examples there was a difference in all-engine and engine failure TAS of 95kt. Thus an engine failure (7P is normally constructed, which may then be used for serious occurrences other than power unit failure. To calculate the distance X to an engine-failure,CP use the engine-failure TAS to calculate 0 and H in the formula. To calculate the distance X to an all-engine CP use the all-engine TAS to calculate 0 and H in the formula. To calculate the time to fly to an all-engine or an engine-failure CP use the all-engine TAS to calculate the groundspeed from the departure point to the CP.




10.6

EXERCISE - SINGLE SECTOR CP

a)

On a flight of 1400nm the groundspeeds from the critical point to departure P and destination Q are 3 1Okt and 230kt. Calculate the distance and time to the critical point between P and Q.

(Ans:8O4nm, 2 1Omin) b)

The distance C to D is 1120nm, TAS 210kt and wind component -35kt (assume the wind component is +35kt D to C). Calculate the distance and time from C to the critical point between C and D.

(Ans: 653nm, 224min c)

A flight at 165kt TAS is to made from L to N, l62Onm. If the track direction is 035O(T) and wind velocity is 090135, after what period of time will it be quicker to continue the flight to N rather than return to L ?

(Ans: 9 12nm, 386min)



d)


A flight is to be made from A to F; tracks and distance are: SECTOR A-B B-C C-D D-E E-F

DISTANCE( nm) 220 170 480 95 320

Assuming that the mean TAS is 325kt, and the mean wind components from the critical point to F and A are +35kt and -25kt, calculate the time and distance to the critical point between A and F.

(Ans: 584nm, 100 min) e)

A twin engine aircraft is to fly 1700nm from R to S. Assume 2 engine TAS Single engine TAS Mean wind velocity Track Airborne time After what time will it be quicker to continue the flight to S from the engine failure critical point?

(Ans: 1028UTC)


FLIGHT PLANNING AND MONITORING f

1


Using the following data calculate the time and distance from A to the critical point between A and B; assume 3 engine flight at the critical point. Distance A to B Track A to B Mean wind velocity Mean TAS 4 engines Mean TAS 3 engines

(Ans: 123.5min, 970nm)




MULTI-LEG CP When flying between two points on a route made up of two or three (or more) sectors of different distances, and possibly directions, it will be necessary to consider the outer tracks and equalise their HOME and ON times to find the remaining portion of the route on which the CP lies; this small portion can then be considered as a single leg CP. Then, as with the PNR, the relevant distances can be added to find the total distance to the CP from the stated point and the time to the CP calculated.

X

= DXH O+H

+ HOME

The flight time B to A = The flight time Z to C + C to D 61' =

61'

Therefore the CP lies on the single leg B to 21. Calculate the CP on the single leg B to Z using its groundspeeds HOME and ON and distance for D. The total Distance t o the CP from A

= Distance A t o B + Distance B t o CP.

The total Flight Time to the CP from A = Flight Time A to B + Flight Time B to CP.

The following examples may be completed using the above technique, with slight modification as necessary to cope with the variations in data posed by individual questions.




10.8

EXERCISE - MULTI-LEG CP

a)

CP, two sectors, all engine operating.

I

-

See c) worked example

-

-

-

-

-

LEG

DISTANCE(nm)

TAS(kt)

WIND COMPONENT

A - B

450

175

-25kt

B - C

430

175

-15kt

Find the distance and time to the CP between A and C.

(Answer: 488nm; 194min)




b)

CP, two legs, all engines operating.

I

LEG

1

D - E E - F

I

220 180

WIND COMPONENT

TAS(kt)

DISTANCE(nm)

I

200 200

I

+40kt

I I

-lOkt

Calculate the distance and time to the CP for the above route.





c)

CP, three sectors, all engines operating.

I

DISTANCE(nm)

TAS(kt)

WIND COMPONENT

252

250

-2Okt

H - J

502

250

-5kt

-

310

250

+lokt

LEG G

-

H

-

--

J

K

What is the distance and time to the CP between G and K ? Time H to G Time J to K

= =

56' 71.5'

Difference

Position Z on leg H to J such that: Elapsed Time Z to H to G (7 1S')

-

=

15.5'

Elapsed Time J to K (713 ) . CP is on leg Z to J.*

Distance Z to H Z to J*

-

15.5'@255kt

=

-

502-66

-

66nm 436nm

CP from Z

-

436 X 255 245 + 255

-

222nm

CP from G

-

252+66+222

-

540nm

Time to CP from G

=

65.5'+16'+54.5'

-

136'





d)

)I

Engine failure CP, three legs. LEG

1

DISTANCE(nrn)

I

ALL ENGTAS

I

ENG TAS

1

WIND COMPONENT

1

Find the distance and time to the engine failure CP between L and P.




e)

I


All engine CP, three legs. LEG

DISTANCE(nm)

Groundspeed ON

Groundspeed HOME

R - S

845

330kt

270kt

S - T

305

350kt

285kt

T-U

630

370kt

310kt

Calculate the distance and time to the CP between R and U.

(Answer: 762nm, 138.5min)


CHAPTER ELEVEN .AIRWAYS Contents Page 11.1

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 - 1

11.2

JEPPESEN MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 .2

11.3

JM-EN-ROUTECHARTLEGEND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 - 3

11.4

JM-SID ANDSTARLEGEND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 - 8

11.5

JM .APPROACH CHART LEGEND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 .8

11.6

AIR TRAFFIC SERVICES ROUTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 .9

11.7

A E A , LOWANDHIGHLEVELCHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 - 2 3 EXERCISE1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 - 2 3 EXERCISE2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 - 2 8 ANSWERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 - 3 3



11.1

AIRWAYS

INTRODUCTION To prepare for the examination students will need Jeppesen's "Student Pilot Route Manual for JAR-Flight Crew Licensing", or an equivalent approved publication;the selected Jeppesen charts are NOT current and are NOT to be used for navigation. The manual contains more charts than are required presently. This anticipates the gradual increase in the question bank as new questions, probably based upon the non-European charts, are produced and validated by the Subject Expert Team (SET). For the examination students will, for example, be expected to: a)

select routes, and decode and explain the meaning of the symbols, from en-route, area, departure arrival and airfield charts.

b)

extract, from the above charts, tracks, distances, heightslaltitudes, magnetic variation, and frequencies/callsigns of navigation facilities etc.

c)

compute heading, groundspeed and elapsed time.

d)

select the correct flight level(s)for track direction(s) and obstacle clearance.

e)

complete a part of a Navigation PlanNavigation Log.

1

identify airspace classifications and restricted areas.

g)

extract Instrument Approach Minima at destination and alternate aerodromes.

f

At the time of writing, August 99, the CAA will provide the manual for the examinations for the first few months; thus, during the examination the student may use the legend. However, because the allotted time for answering the questions is limited, the student must be familiar with the ABBREVIATIONS, CHART GLOSSARY and the most commonly used symbols from the CHART LEGENDS, all of which are included in the INTRODUCTION to the manual.



11.2

AIRWAYS

JEPPESEN MANUAL (JM) - CHART GLOSSARY The glossary provides: a)

Unique ICAO definitions commonly used in Jeppesen publications; FAA (USA) terms are included when different from ICAO. It is recommended that these definitions, particularly the ICAO ones, are carefully studied and committed to memory. The following ICAO definitions should be noted: AERODROME ELEVATION. The elevation of the highest point of the landing area. ALTITUDE. The vertical distance of a level, point or an object considered as a point, measured from mean sea level. DECISION ALTITUDE (DA) or DECISION HEIGHT (DH). A specified altitude or height in the precision approach at which a missed approach must be initiated if the required visual reference to continue the approach has not been established. DA is referenced to means ea level; DH is referenced to the threshold elevation. ELEVATION. The vertical distance of a point or a level, on or affixed to the surface of the earth, measured from mean sea level. FLIGHT LEVEL (FL). A surface of constant atmospheric pressure which is related to a specific pressure datum 1013.2mb (hPa), and is separated from other such surfaces by specific pressure levels. HEIGHT. The vertical distance of a level, a point or an object considered as a point, measured from a specified datum. MINIMUM DESCENT ALTITUDEIHEIGHT. A specified altitudelheight in a nonprecision approach or circling approach below which descent may not be made without visual reference, THRESHOLD. The beginning of that portion of the runway usable for landing TRANSITION ALTITUDE. The altitude at or below which the vertical position of the aircraft is controlled by reference to altitudes. TRANSITION LAYER.. The airspace between the transition altitude and the transition level. TRANSITION LEVEL. The lowest flight level available for use above the transition altitude.



b)

AIRWAYS

Abbreviations which relate to the information included in the manual's charts and aviation in general. Continuous reference to the abbreviations, in conjunction with the various charts and enclosed examples and exercises, will facilitate the retention of their meanings in the student's memory. Note the following ICAO abbreviations: QFE. The atmospheric pressure at aerodrome elevation, or at runway threshold. QNH. The altimeter sub-scale reading to obtain elevation when on the ground (Ref. ICAO Doc 8 168-OPS1611 Vol. 1,4" Edition 1993, Chapter 1) QNE is the meteorological signal which requests, "What indication will my altimeter give on landing at ............. at ............hrs, my sub-scale being set to 1013.2hPa? (Ref. ICAO Doc840014.4" Edition 1989. page9-59) QNE is the height indicated on landing at an aerodrome when the altimeter sub-scale is set to 1013.2hPa. (Ref. Handbook of Aviation Meteorology 3rdEdition, 1994, HMSO) "When 1013.2mb is set on the subscale the height indicated on the pressure altimeter with the aircraft on the ground is known as the QNE value. This setting is used for some high level aerodromes where the QFE would be so low as to be outside the limits of the subscale setting. (The setting of 1013.2mb is sometimes referred to, incorrectly, as the QNE)." (Ref. CAP 390 ATC Training Manual section 2-Meteorology). The Jeppesen definition of QNE is: Altimeter setting 29.9211Hgor 1013.2mb.

11.3

JM - EN-ROUTE CHART LEGEND The legend is for use in conjunction with the enclosed charts, the majority of which use the Lambert Conformal Conic projection and are designed primarily for airway instrument navigation using cockpit instruments, radio communications and ground based radio navigation aids. It should be noted that not all symbols apply in all areas and that symbols in green are printed in green on two-colour charts; all symbols are blue on single-colour charts. Detailed examples and exercises based upon the legend and various charts are provided later in this chapter. A general discussion follows on the legend which is divided into the following classifications a)

NAVAID SYMBOLS Note the symbols for: VOR (Very High Frequency Ornni-directional Range). Terminal VOR.



AIRWAYS

TACAN (Tactical Air Navigation) or DME (Distance Measuring Equipment). VORTACNORDME. NDB ( Low and Medium Frequency Non-directional Beacon). ILS (Instrument Landing System).KRM course is a Russian localiser equivalent. MLS (Micro-wave Landing System). Fan Markers. Broadcast Stations. NAVAID IDENTIFICATION The shadow box is used when the navaid is associated with an airway or route. Off-airway navaids are un-boxed except that off-airway VORs are boxed on other than US and Canadian charts. COMMUNICATIONS Radio frequencies for communication are printed above the NAVAID name to indicate that voice communication is available through the Navaid. Radio frequencies in the 120MHz range are shown with the numbers "12" omitted. e.g. 122.2 and 122.35 are shown as 2.2 and 2.35.

NAVAIDICOMMUNICATIONS DATA This section shows how a navaid's operational status is depicted; the availability of a TWEB (Continuous weather broadcast); a SABH radio beacons' primary fbnction is to transmit continuous automatic weather information; R = En-route radar available; H + 04 & 15 (1) means that a Marine NDB begins transmission at four minutes passed the hour and at 15 minute intervals thereafter and each transmission lasts for 1 minute.

RESTRICTED AIRSPACEIRESTRICTED AIRSPACE DESIGNATION A knowledge of the symbols and abbreviations for the various types of restricted airspace is essential.

AIRPORTS Memorise the symbols for civil and military airfields.


AIRWAYS


g)

AIRWAY AND ROUTES AND CENTRE-LINES A knowledge of the meaning of these symbols is required. In particular note the depiction of:

Airways. Types of reporting points. LF bearings (to the navaid) and radials (from the navaid). Holding patterns. AIRWAY INFORMATION Note, in particular, the different designations of airways and routes and minimum clearance limits e.g: i)

V168. Victor (VOR airway) routeslainvays are found on US and Canadian Low Level charts, which are effective up to, but not including, 18000' msl.

ii)

571. Jet routeslairways are for high performance aircraft . They are effective at and above 18000' msl to FL450 in the US and at and above 18000' msl to unlimited in Canada.

iii)

A l . European countries use the phonetic alphabet.

iv)

MINIMUM EN-ROUTE IFR ALTITUDE (MEA) (See pages 16-15 to 16- 19 for methods of calculating MEA, MOCA etc.) The lowest published altitude between radio fixes that meets obstacle clearance requirements between those fixes and in many countries assures acceptable navigational signal coverage. The MEA applies to the entire width of the airway, segment or route between the radio fixes defining the airway, segment or route.

v)

MINIMUM OBSTRUCTION CLEARANCE ALTITUDE (MOCA) The lowest published altitude in effect between radio fixes on VOR airways (i.e. below 18000'msl), off-airway routes or route segments which meets obstacle clearance requirements for the entire route segment and in the USA assures acceptable navigational signal coverage only within 22nm of a VOR.

vi)

MINIMUM OFF-ROUTE ALTITUDE (MORA) This is an altitude derived by Jeppesen. The MORA provides known obstacle clearance within 1Onm of the route centre-line.



vii)

AIRWAYS

MAXIMUM AUTHORISED ALTITUDE (MAA) A published altitude representing the maximum usable altitude or flight level for an airspace structure or route segment.

viii)

E means that even altitudeslflight levels, in thousands of feet, are used in the arrow's direction and odd altitudesfflight levels in the opposite; contrary to ICAO Semi-circular rules. 0 means that odd altitudeslflight levels, in thousands of feet, are used in the arrow's direction. It is used only on one-way airways. E and 0 indicates that all altitudes, even and odd, are available in the indicated direction.

PPR means that Prior Permission is Required from ATC for flight in the arrow's direction. i)

AIRWAY NAVAIDIREPORTING POINT BY-PASS The symbols depicting the by-passing of a navaid or reporting point should be noted.

j1

BOUNDARIES Students need to be familiar with the boundary symbols.

k)

CONTROLLED AIRSPACE & ICAO AIRSPACE CLASSIFICATIONS Reference to the symbols in conjunction with the exercises in this chapter will enable the student to become familiar with the symbols for the above.

ICAO Airspace Classification is designated by the letters A to G: Class A: IFR flights only are permitted; all flights are subject to ATC service and are separated from each other. ,

Class B: IFR and VFR flights are permitted; all flights are subject to ATC service and are separated from each other. Class C: IFR and VFR flights are permitted and all flights are subject to ATC service and IFR flights are separated from other IFR flights and from VFR flights. Class D: IFR and VFR flights are permitted and all flights are subject to ATC service; IFR flights are separated from other IFR flights and receive traffic information in respect of VFR flights; VFR flights receive traffic information in respect to all other flights.

11-6



AIRWAYS

Class E: IFR and VFR flights are permitted; IFR flights are subject to ATC service and are separated from other IFR flights. All flights receive traffic information as far as is practicable. Class F: IFR and VFR flights are permitted; all participating IFR flights receive an air traffic advisory service and all flights receive ilight information service if requested. Class G: IFR and VFR flights are permitted and receive flight information service if requested. Note the depiction, with airspace classification, of Terminal Control Area ( TMA), Control Area ( CTA) and Control Zone ( CTR). 1)

ORIENTATIONIBORDER INFORMATION & MISCELLANEOUS The location of airfields, navaids and reporting points, etcetera, on the charts can be readily plotted by reference to the latitude and longitude grid. The isogonals are indicated at the edge of a chart or extended h l l y across the chart in a continuous dashed line. Shorelines and large inland lakes are shown. The Border and Miscellaneous information should be noted.

The Grid Minimum Off-route Altitude (Grid M O M ) values clear all terrain and manmade structures by 1000ft in areas where the highest elevations are 5000ft amsl or lower. MORA values clear all terrain and manmade structures by 2000ft in areas where the highest elevations are 5001ft amsl or higher. When a Grid MORA is shown as "Unsurveyed " it is due to incomplete or or insufficient information. Grid MORA values followed by +I- denote doubtful accuracy, but are believed to provide sufficient reference point clearance. m)

HIGH ALTITUDE CHART LEGEND This legend's symbols are additional and are applicable to the High Altitude Charts; preceding legend symbols also apply to the charts.

n)

AREA CHARTS This legend is applicable to Area Charts and is additional to the preceding legends. Students must familiarise themselves with the Area Chart symbols as questions will be posed on them in the examination. Note the symbols for: i) ii)

Departure and arrival routes. Speed Limit Point. 63 Oxford Aviation Services Limited


iii) iv) 0)

AIRWAYS

Man-made structures. Depiction of communication frequencies.

AREA CHARTS-GENERALISED TERRAIN CONTOURS Terrain information may be depicted on area charts when terrain within the area chart coverage rises more than 4000' above the main airport; see Madrid Area Chart. The absence of terrain contours does not imply the absence of terrain or structures. The contour information does not assure clearance above or around terrain or man-made structures. There may be higher uncharted terrain or man-made structures within the vicinity. Terrain information is useful for visual orientation and general visualisation of terrain. It does not replace the minimum altitudes dictated by the airway and air route structure.

11.4

JM - SID and STAR LEGEND As the examination will include questions on selected Standard Instrument and Standard Terminal Arrival charts the student must have a thorough knowledge of this legend. The charts provide a graphical (i.e. not to scale) illustration of the governing authority's prescribed procedures.

11.5

JM - APPROACH CHART LEGEND As with the SIDs and STARS questions will be set in the examination on selected Approach Charts. Students are advised to become as conversant as possible with the layout and content of this comprehensive legend. The sub-divisions of this legend, which are a potential source of examination questions, are: a>

Landing Minimums.

b)

Airport Chart Format and Plan View.

c)

Additional Runway Information.

d)

Lighting Systems.

4

Take-off and Alternate Minimums.

f)

GPS Approach Charts

g)

ICAO recommended airport signs and runway markings.



6

AIRWAYS

AIR TRAFFIC SERVICES (ATS) ROUTESISTANDARD ROUTES (Ref: Current UK AIP ENR 1 and ENR 3) In the United Kingdom ATS Routes are based upon significant geographical points which may or may not coincide with the location of a radio navigation aid. These significant points can be found in column 1 of the table at ENR 3. Unless stated otherwise an airway is 5nm either side of a straight line joining each two consecutive points shown in column 1 of the table. Upper ATS routes and Advisory Routes have no declared width but for the purposes of ATS provision are deemed to be 5nm either side of a straight line joining each two consecutive points. The vertical extent is shown in column 3 of the table.

ENR 3 is divided into: a)

b)

LOWER ATS ROUTES which have an upper limit of FL245. Ref. E(L0)l: See B l ATS route, 279 and 085 radials from WAL VOWDME at N53 23.5 W 003 08.0. LOWER ATS ROUTES - (ATS ADVISORY ROUTES). These have a maximum upper limit of FL24O. The route designator for an Advisory Route always ends with D. e.g. AID, N562D. Ref. E(L0)l: See W91 ID Advisory Route, 242 and 058 radials from IOM VOWDME N54 04.0 w004 45.7 (Note: Advisory Routes, class F airspace, are thus not established within Controlled Airspace and are designated routes along which Air Traffic Advisory Service is available. An Air Traffic Advisory Service is a service provided within advisory airspace to ensure separation, in so far as is practical, between aircraft which are operating on IFR flight plans. Controlled Airspace is airspace of defined dimensions within which Air Traffic Control Service is provided to IFR and VFR flights in accordance with the airspace classification A, B, C, D and E. Thus an Air Traffic Control Service provides the much more complete service of: i) ii) iii)

C)

preventing collisions between aircraft. preventing collisions on the manoeuvring area between aircraft and obstructions. expediting and maintaining an orderly flow of air traffic.

LOWER ATS ROUTES - (CONDITIONAL ROUTES (CDR)). These routes are usable only under specified conditions. (See ENR 1.1.1.1 para 1.5 and ENR 3.2.2.1)



AIRWAYS

d)

UPPER ATS ROUTES from FL245 to FL460. The route designator is always preceded by U. e.g. UAl, UB40. Ref. E(HI)4: See UGl Upper ATS route, 295 and 111 radials from STU VORIDME N51 59.7 WOO5 02.3.

e)

UPPER ATS ROUTES - (CONDITIONAL ROUTES (CDR))

f)

SUPERSONIC TRANSPORT ROUTES (SST) SST aircraft operating to or from London and Paris on transatlantic flights will be cleared by ATC to use as appropriate the Upper ATS Routes, which are for their use only. i.e SL1, SL2, SL3, SL4, SL5 and SL7.

g)

STANDARD ROUTES (Ref. Figure 1) Standard Routes are mandated in the UK AIP at ENR 3-5-2-9 (25 Mar 99): i)

UK Upper ATS Routes for N. Atlantic Traffic Flow (Westbound).

ii)

UK Upper ATS Routes for N. Atlantic Traffic Flow (Eastbound).

iii)

UK Upper ATS Routes for N. Atlantic Traffic Flow (Eastbound) with destinations to exit points and Brussels (EBBR), Koln Bonn (EDDK), Munich (EDDM), London Heathrow (EGLL), Amsterdam/Schipol (EHAM), Paris Orly (LFPO), Milan (LIMC), Tel AVIV (LLBG) and Geneva (LSGG).

Questions may appear on Standard Routes.


AIRWAYS


lrigin AD or Mry JointlRoute )r Region) 1

Destination (AD or Exit PoinffRoute or Region)

Cruising Levels (FL)

Min

Remarks (Times 1 hour earlier for Summer)

2

31LLY - UN6IO - STN-UN615-GOW - UA1 - MID - UA34

ETRAT

;ON 01OW

;TN - UN615 - GOW - UA1 - MID - UA34

ETRAT

j9N OIOW

STN - UN615 - GOW - UAI- MID - UA34

ETRAT

j8N 01OW

3EN - UN590 - GOW - UA1 - MID - UA34

ETRAT

57N 01OW

TIR - UN580 - GOW - UA1 - MID - UA34

ETRAT

j6N OIOW

dAC-UA2-DCS - UA1 - MID - UA34

ETRAT

3EVOL

3AKUR - UN456 - STU - UP2 - NIIGIT - UB39 - MID - UA34

ETRAT

3ABAN

3AKUR - UN546 - STU-UP2-NIGIT - UB39 - MID - UA34

ETRAT

3URAK

\]ORLA - UR 37 - SAM - UR8 - MID - UA34

ETRAT

30LIP

VORLA - UR37 - SAM - UR8 - MID - UA34

ETRAT

SlPER

TAKAS - French UIR

(TAKAS)

KENUK

TAKAS - French UIR

(TAKAS)

-

TULTA French UIR

(TULTA)

61N OIOW

31LLY - UN6IO - STN - PELOM - UL74

TOPPA

61N OIOW

31LLY - UN610 - STN - UN591 - AMIBA - UL7

LONAM

60N OIOW

3TN - UN591 - PELOM - UL74

TOPPA

60 N 01OW

3TN - UN591 - AMIBA - UL7

LONAM

59N 01OW

3TN - UR38 -FINDO- UY806 - DODSI - UN591- PELOM- UL74

TOPPA

59N OIOW

3TN - UN591 - PELCOM- UL74

TOPPA

59N OIOW

3TN - UR38 - FIND0 - UY802

TOPPA

58N OIOW

3EN - UN585 - FINDO- UY802

TOPPA

58N OIOW

3EN - UN585 - FIND0 - UR38 - NEW- UL602 - DOGGA - UB1

BLUFA

58N OIOW

3EN - UN581- ADN- UN591-AMIBA-UL7

LONAM

57N OIOW

TIR - UN580 - GOW - UL602 - NEW - UY800 - SOMIT - UY802

TOPPA

57N OIOW

TIR- UN580 - GOW - UA1

VEULE

56N OIOW

MAC- UA2 - DCS - UA1

VEULE

55N 01OW

TADEX - UN551-BEL - UB3-HON-UA1

VEULE

DEVOL

TIVLI - UG4 - LND - UR168

,

Use when UY806 i s not available

CAVAL

Note 1

BABAN

TlVLl - UG 4- LND - UR168

CAVAL

Note 1

BURAK

TIVLI - UG4 - LND - UR168

CAVAL

Note 1

(RATKA)

DOLlP

RATKA - French UIR

GlPER

TAKAS French UIR

KENUK

TAKAS - French UIR

(TAKAS)

GUNS0

TAKAS - French UIR

(TAKAS)

Note 1:

-

(TAKAS)

Eastbound traffic via UR1668 - CAVAL may be tactically re-routed by ATC via UG$ LIZAD if UR168 is not available in French Airspace Figure 11.IExample Standard Routes

11-11



h)

AIRWAYS

PREFERRED ROUTES (Ref. Fig. 2) Preferred Routes are published in the UK AIP at ENR 3-5-3-1 (15 Jul99): Daventry CTA Overflights. (Eastbound). Daventry CTA Overflights. (Westbound). Scottish Terminal Control Area (TMA) Transits (Westbound). Scottish Terminal Control Area (TMA) Transits (Eastbound).

i) ii) iii) iv)

Questions may appear on Preferred Routes.

Origin (AD or Entry PointJRoute or Region)

Cruising Levels Min

Max

2

3

TLA

Route

Destination (AD or Exit PoinVRoute or Region)

TLA- GRICE

GRICE

PTH

80

240

GRICE-TRN

BLACA

MARGO

100

240

TLA-FOYLE

RANOK

DCS

80

80

TLA-FOYLE

RANOK

MARGO

100

240

TLA

GOW

DCS

80

80

TLA

GOW

SAB

80

240

GOW

TRN

GRICE

Note 2

130

FENIK - DCS - A2

POL

GRICE

150

240

FENIK - DCS- A1

CALDA

RANOK

Note 2

130

GOW - DCS - A2

POL

RANOK

150

240

GOW - DCS - A1

CALDA

GOW

Note 2

130

DCS - A2

POL

GOW

150

240

DCS - A1

CALDA

MAC

Note 2

130

HERON - TRN - NGY DCS - A1

POL

MAC

150

240

HERON - TRN - NGY - DCS - A1

CALDA

BLACA

90

240

TRN - GRICE

PTH

TRN

90

240

GOW

SAB

-

Remarks (Times I hour earlier for Summer)

Note 1: Aircraft not intending to land at aerodromes within Edinburgh or Glasgow CTRs will be cleared by the most expeditious routes according to prevailing conditions. Note 2:

In general, such aircraft will be cleared to overfly the TMA not below Flight Level equivalent of 7000 ft and pilots are advised to flight plan accordingly (the actual cruising level will be allocated by ATC).

Figure II.2 Example Preferred Routes

11-42



AIRWAYS

INTENTIONALLY BLANK



AIRWAYS

I EPPESEN

4 ~ ~ v113.75 s

amm

LONDON, UK

9 97 6 ~0 - 2 ~ )

2

I

115.1 125.9

RANS LEVEL: BV ATC ~RANS ALT: 6000'

HEATHROW

OCKHAM ONE ALFA (OCK 1A) OCKHAM ONE DELTA (OCK ID) OCKHAM ONE FOXTROT (OCK IF) ARRIVALS FROM WEST 8 MMTHWLST WHEN OCK VOR OR DME UNSERVICEABLE USE EPSOM (EPM) lA, ID, IF 0 the LONDON

QHoldlng speed In TMA up to and including FLl4O is MAX IAS 220 KT. At FL150 and above standard ICAO hol-

I SPEED LIMIT PROCEDURES I I Maintain MAX I A S 250 KT from posl- I

0

EPM IA,

em ID,

%

-v

EPM IF

To be used when OCK VOR or DME unserviceable

I&

N52 21.4 WWt 39

[LON R-277/057)

NOT TO SCALE

L

iA-:

Now chart (STAR8 trm8forr.d fran 10-X).

JEPPES€N SANDERSON, INC., 1997. A U RIGHTS RESERVED.

I NOT FOR NAVIGATIONAL PURPOSES - INFORMATION ONLY

Figure 11.3 O Oxford Aviation Services Limited


AIRWAYS

Example 1. (STAR). Answer the following questions with reference to Fig. 11.3 and the appropriate legend(s): Decode *ATIS. What is the Transition Level and Altitude? Define both terms and transition layer. With reference to the OCKHAM ONE DELTA (OCK I D ) procedure: The descent planning clearance is? Explain the significance of the symbol State the holding speeds in the London TMA. The elevation of the airfield is? Decode the triangular symbol at KENET. Define the geographical position of KENET VOWDME beacons

in relation to the LON and OCK

Decode SLP. Explain the symbols defined by the 275 radial (R275 ") at 12nm from the OCK VOR. State the speed limiting procedures for this STAR. What is the planned possible descent clearance for the OCK 1F procedure? At what distance would this planned descent start from the OCK VOWDME? With reference to the HONILEY VOWDME: i)

State its callsign.

ii)

State its frequency. ,

iii)

What does mean?

s8

D

6o

Detail the meaning of, and the flight procedure for, the oval pattern located at the OCK VOR.



AIRWAYS

LONDON. OK -

* ~ n 1'13.75 s 115. 1 133.07

93 2

HEAM1IOW O i w c fAPPi ~ (/a) 1 1 MEA'IHROW~WW

~

~

I

HEATHROW

ILS DM€ RWY 27L

118.7 118.5

121.9 n d

Copyright Jeppesen Sanderson, Inc. -NOT FOR NAVIGATIONAL PURPOSES -INFORMATION ONLY

Figure 11.4 Approach Chart Example 11-16



AIRWAYS

Example 2. (Approach Chart) Answer the following with reference to the appropriate legend(s) and Fig. 11. 4.

PLANVIEW With reference to the top left-hand box decode : i> ii) iii)

"HEATHROW Director (APP) (R) 119.72". Alt Set: hPa. Rwy Elev: 3Hpa. Trans alt. 6000' (5923').

i> ii)

Define MSA. What is the MSA to the East of the airfield?

Decode

@

Decode LOC * 109.5 ILL. Decode the information at BOVINGDON. Describe the MISSED APPROACH HOLD1NG south of BNN VOWDME. State the difference between the route delineated by the 137 radial from the BNN VOR and its arrowhead at l9nm from the BNN DM,E and the route and arrowhead delineated by the 096 radial from LON VOWDME. What is the inbound track of the ILS localiser beam? Where can the details of the danger area EG (D) - 133 be found? Decode the details.

PROFILE VIEW and LANDING MINIMUMS What is the elevation of the threshold of runway 27L? What are the recommended height and,altitude at 4nm from the ILL ILS DME when the ILS glideslope is unserviceable? Decode: OCA (H) RWY 27L. ILS

D: 264' (187).

Decode TCH 56'. Explain the meaning of the propeller symbol. Decode G S 1405' (1328'). O Oxford Aviation Services Limited


-----M-

AIRWAYS

and f l signify?

p)

What does

q)

Quote the D N H for the ILS precision approach and the MDNH for the localiser only (glideslope out) non-precision approach.

r)

What is the missed approach procedure?

S)

Define:

fl

Non-precision approach and landing operations. MDNH. Precision approach and landing operations. DNH. Missed approach Point. Missed approach procedure.

RVR. t

>

Decode: ALS out; TDZ or CL out.

u)

An aircraft has a groundspeed of150kt during the descent on the ILS glidepath. What is the glidepath angle and the required rate of descent?

v)

Describe the Missed Approach Point (MAP).

w)

What is the visibility and authorised UK RVR for a C Category aircraft when the touchdown lights are out of service?

x)

Define visibility.



AIRWAYS

INTENTIONALLY BLANK



AIRWAYS

m I

118.82

LONOONC~~~~~O~

'RANS LEVEL: BY ATC 'RANSALT: boool

LONDON, UK HEATHROV

BROOKMANS PARK SIX FOXTROT (BPK 6F) BROOKMANS PARK SIX GOLF (BPK 66) BROOKMANS PARK SIX HOTEL (BPK 6H) DEPARTURES (RWYS 271/R, 23) CHUTERN N51 37.4 WOO0 31.0-

MSA A irpor t

Above

4000'

SPEED QONTROL PROCEDURE Speed limit: 250 KT below FLIOO

A l l SIDs include noise preferential routes. Initial climb straight ahead t o SBO'(800'QFE). Cross appropriate Noise Monltorlng Terminal (refer to chart 10-48) at a minimum of 1080'(1000' QFE). . thereafter maintain a minimwn climb gradient of 243' per nm (4%) t o 4000'.

Cruising levels w i l l be issued after take-off by London Control. Do not climb above the altitudes shown in the SlDs until specifically cleared by ATC t o do so.

"lessOtherwise

'leared by

*

At D6 LON turn RIGHT, intercept 05S0 bearing to CHT NOB, turn RIGHT, intercept BPK R-248 inbound t o BPK VORDME.

I

Cross LQN R-302 above 350OS, LON R-320 above,4000', BPK voRDME at BOO0

@ JEPPESEN UNI#RSON,

.

INC.,

I NOT FOR NAVIGATIONAL PURPOSES -I NFORMATION ONLY Figure 11.5 O Oxford Aviation Services Limited


AIRWAYS

Example 3. (SID) Answer the following with reference to the appropriate legend(s) and Fig. 11. 5. State the transition codes for runways 27R, 27L and 23. What is the procedure after the 2 DME arc on the BROOKMANS PARK SIX HOTEL DEPARTURE? With reference to the BPK 6H what does the symbol at N5 1 30.1 WOO0 37.4 signify and what are the direct and curved path ground distances to it? State the frequency of BUR NDB. Quote the altitudes required: i) ii) iii)

crossing the 302 radial. crossing the 320 radial. at the BPK VOR

An aircraft, cleared for the BPK 6F procedure, is airborne at 06 13 UTC. What is its ETA at BPK if its average groundspeed is planned to be 240kt? (use mental arithmetic). State the SPEED CONTROL PROCEDURE. What is the routing at D6 LON? What is the minimum crossing height at the appropriate Noise Monitoring Terminal? State the climb procedures thereafter. If an aircraft's groundspeed is 240kt what is its minimum rate of climb to comply with the noise abatement criteria? What is the Minimum Sector Altitude for the BPK 6G departure to the CHT NDB, and what obstacle clearance does it providq? What are the Transition Level and Transition Altitude? State the departure control frequency. What is the radius, and centre, of the Minimum Safe Altitude circle?



AIRWAYS

Example 4. Standard Routes With reference to Fig. 11.1 and Chart E (HI) 312 choose the correct Standard Route from 57N 010W to LGAT (Athens) via VEULE and complete the following Flight Plan. TRACK

(MI

vARNm

I

TRACK

T

I

MET. WN

t-t

57N OlOW

a)

What is the latitude and longitude of VEULE?

b)

What is the correct Flight Level (FL) to fly between FL300 and 360 as far as COWLY?

c)

Calculate the Estimated Time of Arrival (ETA) at COWLY if an aircraft left 57N OlOW at 09372.

d)

What is total ground distance and total air distance?

Example 5 Preferred Routes With reference to Fig. 11. 2 and E(L0) 1enter in the Flight Plan below the appropriate Preferred Route from MAC to CALDA (N534627 W0023838).

a) b) C) d) e)

What is the significance of the designator N522D? What type of route is it between TRN and NGY? What is the lowest eastbound FL? What is thre ETA at CALDA? (ETA for MAC is 23592). What are the individual totals for ground and air nautical miles?



11.7

AIRWAYS

AREA, LOW and HIGH LEVEL CHARTS Before attempting the exercises students should study the following example Jeppesen charts together with the relevant legends: a)

LONDON, UK and PARIS, FRANCE AREA.

EXERCISE 1 Using the appropriate JM Legends, Jeppesen itemised charts and the following information complete the enclosed Airways Flight Plan.

Charts: SID AREA EN-ROUTE STAR

London Heathrow MIDHURST DEPARTURES. LONDON - UK and PARIS - FRANCE. E(HI)4 PARIS, FRANCE, Charles de Gaulle

Route: LONDON HEATHROW (EGLL) N5129 WOO 28 to PARIS CDG (LFPG) N4901 E02 33. Depart EGLL using SID MID 3G to MID VOWDME; aircraft is airborne at 0623UTC. ATS route to BOGNA (N50 42.1 WOO0 15.0). N.B this position on the E(HI)4 chart is called WOR. From BOGNA to HARDY (N50 28.3 EOOO 29.5) and then to DPE (N49 55.6 EOO 1 11.3). Arrival via STAR DPE lE, 1W to Paris CDG.

Met. Winds: FL 250

MID to HARDY HARDY to DPE

300185 300160

FL250

39Okt.

L

TAS


-

(Exercise I)

JAA AIRWAYS FLIGHT PLAN

FROM

TO

EGLL

D l 2 LON

AWYl SlDlSTAR

FL

VRN.

WN (MAG)

TR. (MAG)

TR. (TRUE)

HDG. (MAG)

TAS

WC

GS

fl

MID (TOC)

8

---

MID (TOC)

DlST

EET

25

6

ETA

--

250 250 UIR BDY

250 250

MERUE(T0D)

SOKMA

ATC

6

MERUE(T0D)

ATC

-

---

ATC

LFPG

40

TOTALS

12

AIRWAYS


Refer to the relevant JM ChartsILegends and answer the following: Reference LONDON, UK HEATHROW SID, MIDHURST DEPARTURES. 1)

Itemise the speed control procedure.

2)

State the noise abatement procedure.

3)

If an aircraft's groundspeed is 175kt what rate of climb must it maintain to fulfill the noise abatement requirements ?

4)

State the altitude requirements at: D8 LON, D l 2 LON, D 17 LON and MID VORIDME.

5)

When may these altitude requirements be exceeded ?

Reference LONDON, UK AREA chart: 6)

What is the significance of the green O at N5 135 WO 1 14 ?

7)

State the name and dimensions of the above area.

8)

What is the significance of the green 0 which is 2nm to the SE of the symbol at f ) ?

9)

For London Heathrow what are the communication frequencies for: i)

Radar.

ii)

Tower.

iii)

Ground .

iv)

ATIS.

What does Cpt mean ? What does the * mean ? 10)

With reference to the green and blue symbols O in the region N52 WO 1what: i1

are the navigation facilities available ?

ii)

is the holding pattern at Daven,try VOR for eastbound aircraft ?

ii)

is the alternate procedure when Daventry VOR is unserviceable ?

11)

What does the symbol at N5 1 07 WOO 26 mean ?

12)

Describe the alternate holding pattern for BIG N5 1 19.8 EOOO 02.2.

13)

Decode fully CTR A at N51 30 WOO 30.


AIRWAYS


With Reference ATS route A37, 058 radial fiom DET VOR (N51 18.2 EOOO 35.9)

14)

What is this airway used for normally ?

15)

Decode FL90 1900a.

16)

Decode l9to the south of DET VOWDME.

17)

What is the next reporting point ,eastbound, after TOBIX ? State its latllong.

Reference E(HI)4:

18)

What is the chart's scale and above what flight level is the chart designed for ?

19)

What are the upper and lower limits of UK and French Upper Airspace ?

20)

What is the upper limit of UK and French high altitude airways ?

2 1)

If an aircraft is tracking 359 "(M) with a heading of 0 10" (M), what is its lowest available FL in UK Upper Airspace ?

22)

Itemise the radio communicationfrequencies on UA47 from the UIR boundary to SOKMU at FL250, and the Upper Air Control Centre in which the aircraft is operating.

23)

What is the magnetic variation WORTHING to HARDY ?

24)

Describe the symbols at N49 55.6 EOOl 10.3.

25)

What does the blue symbol 0 indicate at N50 13 WOl 41 ?

Reference PARIS, FRANCE AREA CHART: 26)

What is its scale ?

27)

What is the Approach Radar frequency for an aircraft descending from FL 190 to FL 110

,

?

28)

Overhead ABB VOR what is the decode for the SECTOR TNI box to the northeast ?

29)

What is the magnetic variation on this chart ?

30)

What is the distance and magnetic track between N49 0 1.9 EOOl 13.3 and N49 33.2 E002 29.4?

11-26



3 1)

What is the highest Grid MORA ?

32)

Decode the blue symbol O.

AIRWAYS

Reference PARIS, FRANCE CHARLES DE GAULLE STAR: 33)

State the ATIS frequency, Transition Altitude and Level.

34)

Describe the ALTERNATE HIGH holding pattern at DPE.

35)

List all the arrivals for propeller driven aircraft.

36)

An aircraft is fitted with a twin-needle Radio Magnetic Indicator (RMI) and DME. How does it fix its position at MERUE ?

37)

Decode the symbology at SOKMU.

Reference PARIS CHARLES DE GAULLE VORJDME RWY 27 page 23-1 JEPPESEN APPROACH CHARTS: 38)

What are the descent instructions just prior to crossing CRL VORIDME ?

39)

What are the instructions at the intersection of the CRL 119 radial at 18nm DME, and the CGN VOR 072 radial ?

40)

State the crossing heights at the RSY locator and the distance to the threshold.

41)

In the event of an overshoot what are the height instructions to hold at MERUE ?

42)

State the MDA(H) for a straight in approach and define MDA(H).

Miscellaneous: 43)

What are the INS co-ordinates for STAND No. A9 ?

44)

What are the lengths in metres and feet of the two runways at Paris Charles de Gaulle ?

45)

Are Simultaneous Parallel Departure Procedures allowed at Paris CDG ? If so what are the regulations ?



AIRWAYS

EXERCISE 2.

Refer to the appropriate JM legends, listed charts and the following information and complete the enclosed Airways Plan. Charts: SID AREA EN-ROUTE STAR

Paris, France, Charles de Gaulle ABBEVILLE DEPARTURES. PARIS, FRANCE and LONDON, UK. E(L0)2. LONDON,UK Heathrow.

Route: PARIS CHARLES DE GAULLE (LFPG) N4901 E02 33 to LONDON HEATHROW (EGLL) N5 1 29 WOO 28. The aircraft is airborne at 0823UTC

Depart LFPG using SID ABB 8AlD to ABB VORJDME. ATS route A20 from ABB to CLIFF Arrival via BIGGIN STAR Met winds: FL240

TOC to TIGER

TAS

FL240


-

JAA AIRWAYS FLIGHT PLAN

(Exercise 2)

TO

AWYI SIDISTAR SID

D l 8 BT TOC

E F NASDA

F

VRN.

WN (MAG)

TR. (MAG)

TR. (TRUE)

HDG. (MAG)

TAS

WC

GS

DlST

EET

ETA

--185

18.5 36

fl

AWY 240

ABB NASDA CLIFF

TIGER(T0D)

TIGER (TOD)

FL

---

STAR

D l 2 BIG

\

10

3

BIG

\

12

4

\

30.5

12

EGLL

-

TOTALS


AIRWAYS

General questions charts E(L0)l and 2: What are their scales ? On a proposed flight Manchester to Naples which E(L0) charts are required ? State the limits and classifications of designated airspace for the UK and France. In relation to UTC quote the normal Summertime hours for Belgium. It is 2040 UTC 3013197. What is the LMT beyond E40 ? In relation to COMMUNICATION decode the following :

State the common emergency VHF frequency. With reference to Brize Norton: a)

What is: its ICAO location indicator ?

b)

What is its panel location ( "zigdex") for E(L0) 1 and 2 ?

c)

Decode its communication facilities.

What do the shaded areas on the chart coverage panel signify ? SSB means ? An aircraft is overhead N51 05.2 WOO4 08.6 maintaining a track of 185"(M) with a heading of 180"(M). Should it be flying: a) b)

4 d)

an ODD level ? an EVEN level ? an ODD + 500' level ? an EVEN + 500' level ?


AIRWAYS


An aircraft, heading 089"(M), is outbound on the 107 radial from the IOM VOR (N54 04.0 WOO4 45.7). What is its correct flight level ? a) b) c) d)

FLSO. 90. 95. 255.

Where are details on E(L0)2 of: a)

High Intensity Radio Transmissions to be found ?

b)

Areas of Intense Air Activity to be found ?

State the vertical limits for UK AERODROME TRAFFIC ZONES. What are the UK ALTIMETER SETTING requirements ? In the UK what is the airspace classification of Airways and Advisory Routes ? Where are details of UK Military Air Traffic Zones (MATZ) published on E(L0)2? Give the details for EG(D) - 014 at N50 30 W02 35. Fully decode the symbols at N50 44 W03 25.

Reference Exercise 2 and chart E(L0)2: 20)

At NASDA what IFR is the aircraft leaving and entering ? (State their ICAO location indicators).

2 1)

Decode all the airway symbols within a 7nm radius of NSO 25 E01 26, including the blue thickly dashed line. (Ignore Le Touquet).

22)

Decode the semi-circle around CLIFF.

23)

What is the highest Grid MORA from ABB VOR onwards ? Define Grid M O W .

Reference London, UK Heathrow STAR: 24)

Decode the symbols at Dl2 BIG.

25)

State the "SPEED LIMIT PROCEDURESIATC REQUIREMENTS".

11-31



AIRWAYS

26)

Quote the "DESCENT PLANNINGIATC REQUIREMENTS" for the BIG 2A STAR..

27)

Decode O.

28)

Which three radials fix CLIFF ?

Reference Paris, France Charles de Gaulle SID Abbeville Departures: 29)

What does the symbol at 5nm on the BT VOR 33 lradial signify ?

30)

State the SPEED CONTROL PROCEDURES.

31)

With reference to RWY 27 departures, if the take-offs and landings at ORLY are westerly, is an ABB 8A or ABB 8D filed?

32)

What is the INITIAL CLIMB OUT procedure and minimum gradient for an ABBEVILLE departure RWY 27?

33)

At a groundspeed of 230kt what rate of climb is required in ftlmin ?

Miscellaneous: (refer to London Heathrow charts) 34)

Where are the Noise Abatement Procedures to be found, and what are the day and nighttime operational limits ?

35)

State the JAA MINIMUMS for LONDON HEATHROW for Runway 27L CAT2 ILS for an aircraft with an approach speed of 160 kt.IAS.

36)

What are the Missed Approach Radio Failure Procedures for EGLL for RWY 27LlR via the EPSOM NDB ?

37)

With reference to a Surveillance Radar Approach LONDON HEATHROW, page 18-1 JM . a)

What is Heathrow Director Approach frequency ?

b)

What is Heathrow Radar frequency ?

c)

What are the Missed Approach Holding points and heights ?

d)

What are the published Heights Above Aerodrome (HAA) at 3 and 2nm ?

e)

What is the minimum altitudelheight at 4nm ?

,


AIRWAYS


ANSWERS TO EXAMPLES1 EXERCISES Example 1. (STAR)

*

=

Part-time operation; ATIS = Automatic Terminal Information Service.

The Transition Level is allocated by ATC; the Transition Altitude is 6000'. Transition Level is the lowest level available for use above the transition altitude. Transition Altitude is the altitude at or below which the vertical position of the aircraft is controlled by reference to altitudes. Transition layer is the airspace between the transition altitude and transition level. (Ref. ICAO Doc 4444-RACl50 1) As directed by ATC. For arrivals from the West and Northwest: When the OCK unserviceable use EPSOM (EPM) 1A, ID, 1F arrivals.

VOR or DME is

Q Holding speed in the London TMA up to and including FL140 is MAX IAS 220KT. At FL150 and above standard ICAO holding speeds apply. i.e.

Above FL140 to 200 inclusive: 240Kt in normal conditions; 280Kt or 0.8Mach, whichever is less, in turbulent conditions. Above FL200 to 340 inclusive: 265Kt in normal conditions; 280Kt or 0.8Mach, whichever is less, in turbulent conditions. 0.83Mach in all conditions. Above FL340: (Ref. ICAO Doc 8 168-OPSl611 Vol. 1, page 4-3)

KENET is a non-compulsory airspace fix. LON: VOR 277" radial; DME 37 nm. OCK: VOR 293 " radial; DME 40nm.

SLP = Speed Limiting Point.

0

X = non-compulsory airspace fix; the shaded square = Speed Limiting Point. "Maintain MAX IAS 250KT fromposition 3 Min before holding facility or position (SLP) shown on chart" Pilots should plan for a possible descent clearance as follows: OCK 1F : FL140 1Onm before Nigit Int (intersection).

11-33



AIRWAYS

n)

i) iii)

HON. ii) 113.65MHz. DME capability is indicated by a small "Dmpreceding the VOR frequency.

0)

Holding Pattern or Racetrack Pattern. Inbound to the OCK VOR on the 332" radial. Outbound from overhead the VOR onto a track of 152"(M) to a maximum range of 9nm (D9) from the OCK DME. 7000 indicates the minimum holding altitude (MHA).

Example 2. (Approach Chart) a)

i) ii)

iii)

b)

Heathrow Director, Approach Control Radar available, frequency 1 19.72MHz. The altimeter setting information is given in hectopascals (inches on request). The runway elevation of 3Hpa (3mb), which equals 90ft roughly,is the barometric pressure equivalent for the QFE altimeter setting. This value is subtracted from the reported QNH setting to obtain QFE. The height reference datum will be the runway threshold elevation (Rwy), airport elevation (Apt) or the runway touchdown zone elevation (TDZ), as applicable. The transition altitude 6000' based on QNH and 5923' based on QFE; the difference. 77', equates to the elevation of the runway touchdown point.

i)

The Instrument Approach Chart Minimum Safe Altitude (MSA), supplied by the controlling authority, is the minimum safe altitude which provides up to 1000' obstacle clearance within a 25nmradius from the navigational facility upon which the MSA is predicted. If the radius is other than 25nm it is stated. This altitude is for emergency use only and does not necessarily guarantee NAVAID reception. When the MSA is divided into sectors, with each sector a different altitude, the altitudes in these sectors are referred to as "minimum sector altitudes"

ii)

2300'.

c)

Q: Advise ATC if unable to receive DME. Equivalent radar fix will be provided at 7.5nm and 4nm from the ILL ILS localiser. LOC: Not available without the ILS DME. Initial and intermediate approach valid up to 220kt IAS. ILS DME reads zero at threshold of runway 27.

d)

The ILS localiser frequency is 109.5MHz; the ILS callsign is ILL and the operation.

e)

IAF = Initial Approach Fix based upon the BOVINGDON VOWDME, frequency 113.75MHz, callsign BNN.. D = Distance Measuring Equipment available. When the BNN VOWDME is unserviceable use the position at BOVVA which is defined by the 32 1radial at 32nm from the Biggin VORIDME (see JM STAR 10-2A).

11-34

* = part-time


FLIGHT PLANNING & MONITORING f)

AIRWAYS

The Missed Approach Holding is based upon the CHILTERN Non-Directional Beacon (NDB)/Locator, callsign CHT, frequency 277kHz; race-track pattern inbound 293 " (M) to the overhead then left turn outbound onto 113"(M). The route fiom the BNN VOWDME is an approach transition; the 096 radial and small arrowhead is a cross radial 274"(M), its QDM. Refer to the en-route chart E(L0)2. It extends from the ground to 1400' and operates from 0800-2359 local time and 1400 to 2200 local time when notarnrned. 77'. 1410' QNH; 1333' QFE; (77' difference).

D = AIRCRAFT APPROACH CATEGORY and speed of 1411165kt, which is 1.3 V,,. The Obstacle Clearance Altitude /Height (OCAJH) are 264', QNH and 187', QFE. V,,. = the stall speed or the minimum steady flight speed in the landing configuration. OCA (H) is the lowest altitude or height above the elevation of the relevant runway threshold or aerodrome elevation as applicable, used in establishing compliance with appropriate obstacle clearance criteria. For a precision approach procedure (i.e.ILS localiser and glideslope serviceable) it is the lowest altitude or height above the relevant runway threshold, at which a missed approach must be initiated to ensure compliance with the appropriate obstacle clearance criteria. (Ref. ICAO Doc 8 168, 1993) m)

TCH 56' = ILS glideslope threshold crossing height.

n)

Final Approach Fix (FAF) 7.5nm DME range from the runway threshold, 8.7nm DME range from LON VOWDME; 2500' (2423') is the minimum glideslope intercept altitude or height. Glideslope altitude (1405') and height (1328') at 4nm ILS ILL DME range from touchdown. The M symbol and arrow signifies the non-precision approach (i.e. localiser only serviceable, no glideslope infomation) Missed Approach Point (MAPtIMAP). The arrow without the dashes means the applicable Decision Altitude or Height (DAIH) for the precision approach ILS procedure (localiser and glideslope serviceable). The DAIH is 277' (QNH)/2001(QFE);the MDAIH for the localiser only (glideslope out) approach is 490' (QNH)/4 13' (QFE). The missed approach is: "Climb straight ahead to 3000' (2923') then as directed bt ATC (Max IAS 185kt). In the event of complete radio failure see 11-7."

11-35



AIRWAYS

Non-precision Approach and landing operations. An instrument approach and landing which does not utilize electronic glidepath guidance. i.e. localiser only ILS, VHF Omnirange (VOR), Non-Directional Beacon (NDB), VOR/DME, etc., approaches. Minimum Descent AltitudeIHeight (MDAIH). A specified altitudekeight in a nonprecision approach or a circling approach below which descent may not be made without visual reference. Precision Approach and landing operations. An instrument approach and landing using precision azimuth and glidepath guidance with minima as determined by the category of operation. i.e. ILS, MLS and Precision Approach Radar (PAR). Decision AltitudeIHeight (DAIH) is a specified altitude or height in the precision approach at which a missed approach must be initiated if the required visual reference to continue the approach has not been established.; DA is referenced to mean sea level (QNH) and DH to the threshold elevation (QFE). The required visual reference means that section of the visual aids or of the approach area which should have been in view for sufficient time for the pilot to have made an assessment of the aircraft position and rate of change of position, in relation to the desired flight-path. Runway Visual Range (RVR) is the maximum distance a pilot 15ft above the runway in the touchdown area can see marker boards by day or night when looking in the direction of take-off or landing. (ref. School Met. notes). Missed Approach Point (MAPt). That point in an instrument approach procedure at or before which the prescribed missed approach procedure must be initiated to ensure minimum obstacle clearance. Missed approach procedure. The procedure to be followed if the approach cannot be continued. (Ref. ICAO Doc 9365-ANl910, TdEd., 1991) ALS out = approach lights out of service; TDZ or CL out = Touchdown lights or centreline lights out of service.

The MAP or MAPt is at Snm from the ILL ILS DME, which is Snm from the threshold. 800m and 600m. Visibility is the ability; as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and night. (ICAO Doc 4444-RAC 501 13thEd., 1996).



AIRWAYS

Example 3. (SID)

BPI( 6F, BPK 6G and BPK 6H. After take-off from runway 23 fly straight ahead; at a range of 2nm from the LON Distance Measuring Equipment (DME) turn right and intercept the 122"(M) bearing from the BUR Non-directional Beacon (NDB), i.e. the bearing of 302 " (M) to the NDB.

X = a non-compulsory airspace fix; 6nm direct from the LON DME. 7nm along the curved track. 421kHz. i)

Above 3500ft but not above 6000ft.

ii)

Above 4000ft but not above 6000ft.

iii)

At 6000ft.

Ground distance = 32nm; at 4nmlmin ETA = 0613 + 8min; Ans. 0621UTC. Speed limit: 250kt IAS below FLlOO unless otherwise cleared by ATC. At 6nm from the LON DME turn right to intercept the 058 "(M) track to the CHT NDB ( i.e. 238 "(M) bearing from the NDB). At CHT intercept the 248 radial from BPK VOIUDME to fly inbound to the beacon. lO8Oft (QNH), 1000ft (QFE). Maintain a minimum climb gradient of 243ftlnrn (4%) to 4000ft. 972ftlmin. 2 1OOft; 1OOOft. Transition Level is given by ATC; Transition Altitude is 6000ft.

1 18.82MHz. 25nm radius, unless annotated otherwise, centred on the airport.


AIRWAYS


Example 4. Standard Route FROM

TO

TRACK (MI

VARNm

TRACK (TI

MET. WN

HDG' (TI

TAS

GS.

DIST.

AIR DIST.

TlME

ETA

57N OlOW

TIR

115

9W

106

250140

109

490

520

107

I01

12.5

0949.5

TIR

GOW

122

8W

114

250150

118

490

522

89

83

I0

0959.5

GOW

DCS

157

7W

150

240160

157

490

486

79

79

I0

1009.5

DCS

HON

162

6W

156

240160

163

490

478

154

158

19.5

1029

HON

COWLY

157

4W

153

230170

160

490

470

49

51

6

1035

a)

VEULE N49 5 1.4 EOOO 37.2

b)

FL330.

>

c

ETA COWLY 1035 2.

d)

478gnm;472anm.

Example 5. preferred Route FROM

To

AIR WAY

TRACK (M)

VARN.

TRACK (T)

MET.

wN

HDG. (T)

TAS

GS.

MAC

HERON

N522D

110

7W

103

240140

107

470

498

HERON

TRN

N522D

110

7W

103

240140

107

470

498

TRN

NGY

ATS

119

7W

112

250160

117

470

512

NGY

DCS

A1

140

7W

133

250160

140

470

493

DCS

CALDA

A1

162

6W

156

260170

165

470

480

gnmlam

I

TlME

a)

N522D is an Advisory Route.

b)

ATS signifies that an Air Traffic service is available between TRN and NGY.

c>

FL150.

d)

0017.52.

e>

155gnm; 148anm.

I

ETA

~


JAA - AIRWAYS FLIGHT PLAN (EXERCISE 1 Answer) FROM

TO

AWYI SlDISTAR

EGLL

D l 2 LON

MID 3 6

D l 2 LON

MID (TOC)

MID 3 6

MID (TOC)

BOGNA

A1

FL

VRN.

-c

WN (MAG)

TR. (MAG)

HDG. (MAG)

TAS

WC

GS

4W

c

4W -250

TR. (TRUE)

4W

305185 --

DlST

EET

25

6

16

3

202

197

150

146

155

390

+73

463

25

3

-

BOGNA

HARDY

A TS

250

4W

305185

120

116

119

390

+83

473

32

4

HARDY

UIR BDY

UA47

250

4W

305160

146

142

149

390

+55

445

9

1

UIR

DPE

UA47

250

4W

305160

146

142

149

390

+55

445

33

4.5

DPE

SOKMU

STAR

ATC

3W

167

164

37

6

SOKMU

MERUE(T0D

DPE

ATC

3W

17

3.5

MERUE(T0D)

LFPG

1W

ATC

3W

40

12

234

43

--

TOTALS

ETA


AIRWAYS

EXERCISE 1. Speed limit: 250 kt IAS below FLl00 unless otherwise cleared by ATC. Initial climb straight ahead to 580' (500' QFE). cross appropriate Noise Monitoring Terminal at a minimum of 1080' (1000' QFE), thereafter maintain a minimum climb gradient of 243'1nm (4%) to 4000'.

above 30001,above 4000', above 5000', at 6000'. Do not climb above the altitudes shown in the SIDs until specifically cleared by ATC to do so. AREAS OF INTENSE AIR ACTIVITY (AIAA) not otherwise protected by regulated airspace, with an exceptionally high intensity of civil and/or military flights or where aircraft, singly or in combination with others, regularly participate in unusual manoeuvres. For pilots unable to avoid these areas Lower Airspace Radar Service (LARS) is available from the nearest units. OXFORD AIAA from the ground to 5000'. Benson Military Air Traffic Zone (MATZ). See top right hand comer of chart for dimensions and details. i) 125.62MHz(ByATC). ii) 118.7MHz, 118.5MHZ, 124.47MHz (By ATC). iii) 121.9MHZ Delivery, 121.97 Pre-Taxi procedure clearance (Cpt). iv) 113.75MHZ, 115.1OMHz. 123.9MHz. The * indicates part-time operation. i) A VOR and associated DME and a non-compulsory reporting point at Daventry. A medium frequency NDB, 335kHz, and a non-compulsory reporting point at Westcott. ii) Inbound on airway centre-line, left-hand pattern. iii) When Daventry VOR is unserviceable the alternate procedure is inbound 190"(M) to the Westcott NDB, right hand p a t t h . A Lower Airspace Radar Service is available at Dunsfold within unregulated airspace up to FL95 within 30nm of the airport and within limits of radarlradio coverage. Refer to E(L0) charts for frequencies. The WEALD (N5 1 19.8 EOOO 02.2) ALTERNATE HOLDING, available when Biggin VOR unserviceable, is based upon BOV VORIDME, inbound on the 141radial from 37nm to 32nm from the DME, right-hand pattern.

11-40



AIRWAYS

London Control Zone from ground level to 2000' above airfield level (see note on Aerodrome Traffic Zones bottom right of chart). Normally for Gatwick arrivals. FL90 = Minimum En-route Altitude (MEA) expressed as a Flight Level. AN MEA is the lowest published altitude between radio fixes that meets obstacle clearance requirements between those fixes and in many countries assures acceptable navigational signal coverage. The MEA applies to the entire width of the airway, segment or route between the radio fixes defining the airway, segment or route. 1900a = the Jeppesen Route Minimum Off -route Altitude (MORA). This altitude provides reference point clearance within lOnm of the route centre-line (regardless of route width) and end fixes. MORAs clear all reference points by 1000' in areas where the highest reference points are 5001' amsl or lower and 2000' where reference points are 500 1' or higher.

l9 = Grid Minimum Off-route Altitude (Grid MORA). An altitude derived by Jeppesen or provided by State Authorities. The Grid MORA altitude provides terrain and man-made structure clearance within the section outlined by latitude and longitude lines. MORA does not provide for navaid signal, or communication, coverage. See page 6 JM Chart Glossary for terrain clearance criteria. LOGAN; N5144.9 E 001 36.5. linch = 20nm; FL200. UK:

FL245 to FL660.

France:

FL195 to FL660.

129.35MHz, 131.25MHz; PARIS UAC.

A compulsory reporting point overhead the DIEPPE VOR (no DME) frequency 115.8MHZ; the flag is aligned with local magnetic north. CRUISING LEVELS AVAILABLE ONLY: URl between Midhurst and ORTAC. Northbound FL250 etc .......see box N49 30 EIWOO 00. 1inch = 1Onm.



AIRWAYS

Aircraft are controlled by PARIS CONTROL, with radar available, frequency 127.3MHz.. 3W. 068 "(M), 59.5nm. 3000R. HOLDING PATTERNS. Refer to respective STAWARRIVAL charts for holding information. (see south of DIEPPE). 128.OMHZ; TRANS. LEVEL by ATC; TRANS ALT 4000'. FL 150 to 240 - inbound on the 151"(M) track, based upon the 33 1 radial from PON, right-hand turn at its intersection with the 250 radial from ABB. maximum 240IAS, 1.5min base legs. DPE lH, 1P; DVL 1W above FL195; DVL 1H above FL195; CAN 1H FL 130 maximum; LGL 1H; CHW 1H and 1W above FL195. 334radial from PON VOR 1280radial26nm DME from CRL VOWDME. Non-compulsory airspace fix. 3nm west of CRL cross at FL1 10 and descend to 4000' on QNH. Cross at and maintain 4000' QNH. 2260' QNH11873' QFE; 5.7nm. Minimum Holding Altitude (MHA) 3000' 820' QNH1433' QFE. A specified altitude or height in a non-precision approach or circling approach below which descent may not be made without visual reference. (ICAO). N49 00.0 E002 33.9.

,

13829ftl4215m and 11811ftl3600m. (see Airport chart) Ceiling and visibility 4000R and 5000m or more; cross-wind less than 25kt. When in operation it will be transmitted on ATIS and RNAV systems shall be FMS or multi-sensor type. (see Airport chaa).


JAA - AIRWAYS FLIGHT PLAN (EXERCISE 2 Answer)

FROM

TO

LFPG

D l 8 BT

D l 8 BT

TOC

TOC

AWYI

FL

VRN.

GS

DlST

EET

ETA

F

3W

185

18.5

6

0829

ABB8A

F

3W

360

36

6

0835

ABB

A20

240

3W

303170

349

346

343

450

-50

400

20

3

0838

ABB

NASDA

A20

240

3W

303170

321

318

318

450

-67

383

36

5.5

0843.5

NASDA

CLIFF

A20

240

3W

303170

319

316

317

450

-68

382

26

4

0847.5

CLIFF

TIGER(T0

STAR

240

4W

304170

319

315

317

450

-68

382

16

2.5

0850

TIGER

D l 2 BIG

BIG

\r

4w

10

3

0853

D l 2 BIG

BIG

2A

4W

12

4

0857

BIG

EGLL

It

4W

30.5

12

0909

205

46

.---

\r

WN

TR.

TR.

HDG.

TAS

WC

----

TOTALS


AIRWAYS

E(L0) 1 1inch = 20nm; E(L0)2 1 inch = 15nm. E(LO)l, 2, 7, 8 , 9 and 10. UK class (G )up to FL245; France class (G, D) up to FL195. April to October, UTC + 2 hours. 2040UTC + 0400 = 0040 3 1/3/97. G = guard only.

* = Part-time operation.

X = On request.

R = radar capability.

C = clearance delivery.

Cpt = Clearance (pre-taxi procedure)

121S00MHz. a)

EGVN. b)

Panel 3C E(L0)l and panel 7A E(L0) 2.

c)

Brize Norton Airbase; Brize Approach 133.75MHz (part-time operation), 119.0MHz on request. Zone Radar Service (part-time operation) 134.3MHZ. Tower and Ground 126.5MHz, part-time operation and on request.

Coverage of appropriate Area Charts. Single Sideband suppressed carrier wave HF (Short-wave) communications.

1lb. 12c. W2D is an Advisory Route (D). a)

E(L0)2; see N50 30 W07 30.

b)

E(L0)2; see N50 15 W07 30.

From the ground to 2000' above aerodrome level (AAL). (see N5045 W 06 30). See E(L0)2 N5 1 30 W06 15.

D

Airways within the UK are class A; Advisory Routes are class F. (see N51 25 W04 40). See N49 45 W07 45. Its vertical dimension is' from the ground to 5000'. It is operative Monday - 0800LT to Friday 1800LT and when notified; controlled by Portland Approach.

11-44



AIRWAYS

Exeter civil airport, elevation 102'. Aerodrome Traffic Zone from the ground to 2000' AAL; en-route radar service available. NDB(Locator) callsign Echo X-ray, frequency 337khz, part-time transmission. ILS available. Paris LFFF; London EGTT. The overall distance from ABB VOR to BIG VOR is 1OOnm. A20 is the ATS route designator within the one-way arrow symbol. The distance between ABB VOR and NASDA is 36nm. FL70 = The Minimum En-Route IFR Altitude(MEA): The lowest published altitude between radio fixes that meets obstacle requirements between those fixes and in many countries assures acceptable navigational signal coverage. The MEA applies to the width of the airway, segment or route between the radio fixes defining the airway segment or route. 2100a = The Minimum Off-Route Altitude. This is an altitude derived by Jeppesen which provides known obstruction clearance within 10nm of the route centre-line. Q = A20 normally one-way westbound for airfields and FL listed. at N50 35 W06 15. The blue thickly dashed line = AREA CHART coverage for LONDON, UK EGLL AREA. The semi-circle is a by-pass symbol. i.e CLIFF does not apply to G27, only to A20 and the ATS route to SFD VOR. 2400'. See page 6 Jeppesen Chart Glossary. SLP = Speed Limiting Point; its symbol is the shaded square. X = non-compulsory airspace fix. Maintain maximum IAS of 250kt from a position 3 minutes before the holding facility, or the SLP position shown on the chart. FL 150 by TIGER. ACTUAL DESCENT CLEARANCE WILL BE AS DIRECTED BY ATC. Holding speed in the LONDON TMA up to and including FL140 is maximum IAS 220kt. At FL 150 and above standard ICAO holding speeds apply. SFD VOR 076, LYD VOR 222, BIG VOR 139. Noise monitoring point. MAX IAS 250kt below FLlOO unless otherwise instructed by ATC. ABB 8A.



AIRWAYS

Minimum climb gradient 5.5% up to FL150. intercept the VOR CGN 268 radial; at 1Snm from CGN DME turn right. 1281ftlmin. See LONDON, UK NOISE HEATHROW , pages 11-4 to 11-4B. 97dba 0700 - 2300LT; 89dba 2300 - 0700LT. 160kt = CAT D aircraft (see page 1 Glossary) DH 100' DA 177'. Radio Altitude (RA) 100'; RVR 35Om. Touchdown Zone (TDZ) or Centre-line Lights (CL) out, the RVR = 550m , with Autoland = 300m. (page 11-9X). In the event of complete radio failure climb STRAIGHT AHEAD (MAX IAS 185kt) to D1O.O LON VOR, then turn leR to EPM NDB not above 3000' (2920') thence leave EPM NDB on a track ..........etc (see page 11 -7). (See page 18 -1) a)

119.72MHz.

b)

119.21119.9MHz.

c)

CHT NDB Minimum Holding Altitude (MHA) 4000' and EPM NDB 3000' MHA.

d)

1030' QNH, 950' QFE; 730' QNH, 650' QFE. i.e. 300ftlnm.

e)

1180' QNH, 1104' QFE.


CHAPTER TWELVE .AIRWAYS .MISCELLANEOUS CHARTS Contents ATLANTIC POLAR HIGH ALTITUDE EN-ROUTE CHART SAT(H1) Page 12.1

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 .1

12.2

PROJECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 .1

12.3

DIRECTION. MAGNETIC VARIATION. DISTANCE . . . . . . . . . . . . . . . . . . 12 .2

12.4

GRIDNAVIGATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2 - 4

ANSWERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 2 - 9 PLOTTING CHARTS NCP. NAP and MAP 12.5

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2 - 1 0

12.6

PROJECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 .10

ANSWERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 2 - 1 2 NORTH ATLANTIC & CENTRAL NORTH ATLANTIC BLOW-UP PLOTTING CHART 12.7

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 .13

12.8

RANGEITIME CIRCLES and CHART EXAMPLES . . . . . . . . . . . . . . . . . . 12 .13

ANSWERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2 - 1 6 ATLANTIC ORIENTATION CHARTS .AT(H/L) 1 & 2 12.9

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 .17

12.10 DISTANCE MEASUmMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 .17 12.11 INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2 - 1 7


EXERCISE3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2 - 1 8 ANSWERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2 - 2 3



-

AIRWAYS MISCELLANEOUS CHARTS

Eventually, the JAR Flight Planning Examination will contain questions sourced from any chart contained within the Jeppesen STUDENT PILOT ROUTE MANUAL (JM) for JAR Flight Crew Licensing. This chapter discusses charts not covered in Chapter 10.

12.1

ATLANTIC POLAR HIGH ALTITUDE EN-ROUTE CHART SAT(H1) INTRODUCTION This chart is used primarily for planning routes and high altitude polar navigation between Europe and North America. All operations between Europe and the Canadian Arctic Control Area, between FL280 and FL390 inclusive, are strongly recornended to flight plan in accordance with the POLAR TRACK STRUCTURE (PTS) during: a)

1200 - 180002 for traffic to Alaska.

b)

0000 - 06002 for traffic to Europe.

Reference: NORTH ATLANTIC MINIMUM NAVIGATION PERFORMANCE SPECIFICATION (MNPS) AIRSPACE MANUAL EIGHTH EDITION states that: The PTS consists of 10 fixed tracks in the Reykjavik Control Area (CTA) and 5 fixed tracks through Bodo Oceanic Control Area (OCA), which are a continuation of the relevant PTS tracks in the Reykjavik CTA.

12.2

ATLANTIC POLAR HIGH ALTITUDE EN -ROUTE CHART SAT(H1) PROJECTION Its projection is POLAR STEREOGRAPHIC: a)

Bearings are correct.

b)

Great Circles are straight lines in Polar Regions.

c)

Scale is constant and correct in Polar Regions.


-



12.3

ATLANTIC POLAR HIGH ALTITUDE EN-ROUTE CHART SAT(H1) TRACK DIRECTIONIMAGNETIC VARIATIONIDISTANCE Track direction is given or measured as: TRUE (T), MAGNETIC (M), GRID (G). Grid navigation is covered later in the chapter. The lines of equal magnetic variation, isogonals, are valid for 1995. On this chart the North Magnetic Pole is located approximately at N78 W100. There is a rapid change of magnetic variation in this area and the directive force, which aligns a compass needle with the magnetic meridian, reduces to zero as the magnetic pole is approached. Thus, in high latitudes magnetic reference for direction is impractical. Also, VOR beacons cannot be referenced to local magnetic north. e.g. Resolute Bay VOR, 112.1 MHz, YRB (N74 43.7 W094 55.4) is aligned with local True North. Distances are printed parallel to the track segments. Other distances can be measured using the nearest meridian scale, or the scale printed at the Top, Left and Right edges of the chart. Note that linch = 100nm. Example 1. STN(N58 12.4WOO6 11.O) UN615, MATIK(N6100.0 WOO8 04.0)PTS 1, N66 00.0 W012 30.0 [66PR]. a)

The Magnetic track and distance STN to MATIK is .........................

b)

The Magnetic track MATIK to STN is ................

c)

The True track and distance MATIK to [66PR] are ..........................

d)

The True track [66PR] to MATIK is...................

e)

The Grid track and mean magnetic variation MATIK to [66PR] are .......................

f)

The Grid track and distance [66PR] to MATIK are ............................

Example 2. a)

The magnetic variation at KARLL(N70 00.0 W 15 1 00.0) is.. .............

b)

The magnetic variation at EUREKA NDB, YEU, 205kHz (N79 59.5 W085 53.9) 1S

............ 12-2


-



It can be seen that on the sector MATIK to [66PR] the return track 156"(T) is not a reciprocal of the outbound track 340 "(T). However, the return track 169"(G) is almost the reciprocal of the outbound 34g0(G). (The 1 " difference is due to the fact that the track between the two points is not a straight line). Therefore, to measure and fly a track that has an unchanging direction GRID NORTH must be used as the datum. See over.


-


12.4


ATLANTIC POLAR HIGH ALTITUDE EN-ROUTE CHART SAT(H1) GRID NAVIGATION The use of true andlor magnetic references for navigation in high latitudes is impractical due to: a)

The rapid convergence of the meridians as latitude increases causing true track direction to change rapidly over short distances.

b)

The rapid change of magnetic variation over short distances.

C)

The degraded directional capability of magnetic compasses.

Therefore, to measure and maintain a track that has a constant direction GRID NORTH is used as a datum. On this chart (and similar Polar Stereographic charts) the Greenwich Meridian is selected as the Grid North Datum; it is highlighted by a thick blue line and paralleled East and West at 300nm intervals. Example 3. (Reference Jepppesen chart 5AT(HI) and Figure 12-1) Track from A (N85 00.0 E040 00.0) to B (N85 00.0 W040 00.0). a)

The true track direction at A is .............,....

b)

The true track direction at N85 00 EIWOO 00 is..............

el

The true track into B is.. ...............

(Note the change of direction over 388nm)

To obtain a constant track direction the grid north datum is used. d)

The grid track A to B is.................

The angular difference between True and Grid direction at any point on a grid chart is known , as Convergence: TRUE NORTH - WEST OF GRID NORTH = WESTERLY CONVERGENCE. TRUE NORTH - EAST OF GRID NORTH = EASTERLY CONVERGENCE. Hence: CONVERGENCE WEST, TRUE BEST (GRID LEAST) CONVERGENCE EAST, TRUE LEAST (GRID BEST)

12-4


-



Therefore: The Grid Track at A (Longitude 40 "E) = 3 10"(T) - 40 "W Convergence = 270" (G). The Grid Track into B (Longitude 40°W) = 230°(T) + 40°E Convergence = 270°(G). Where the track crosses the Greenwich Meridian Convergence = 0". True and Grid tracks are the same. i.e. 270".

The bottom right-hand corner of panel 9 of the chart provides a simplified method of calculating a GRID BEARING:

+ LONGITUDE WEST GRID BEARING = TRUE BEARING

- LONGITUDE EAST EXERCISE 1. 1.

The boundary surrounding the islands at N7 1 15 E/W 180 is: a>

an FIR boundary.

b)

a Time Zone boundary.

c)

an International Boundary.

d)

part of the International Date Line.

Answer questions 2 to 7 using the Jeppessen chart 5AT(HI) and the following route: A (N85 00.0 W 160 00.0) to B (N80 00.0 W 164 00.0) to C (N75 00.0 W 164 50.0). 2.

The total distance is:

a)

302nm.

b)

602km.

C)

605nm.

4

602nm.


-


3.

4.

5.

6.

7.


The highest Grid MORA for the route is: a)

1OOOft.

b)

1600ft.

4

16Ofi.

d)

1600m.

The constant track direction from A to B is: a)

168"(G).

b

14g0(M).

c)

34g0(G).

d)

186"(T).

Which of the following is correct ? a)

The airspace below FL230 is uncontrolled.

c)

The airspace is uncontrolled inclusive of FLZO and below.

d)

The airspace is controlled from ground level up to FL230.

e)

The airspace is controlled from FL220 inclusive and above.

The boundary along latitude N75 indicates: a)

an Upper Information Region.

b)

an Air Defence Identification Zone.

c)

an international boundary.

d)

a QNH boundary.

An aircraft is overhead B at 110520UTC. The Standard Time is:

a)

111620.

b)

111720.

c)

101920.

d)

101820. O Oxford Aviation Services Limited


-


8.

The grid track from N70 00.0 W 166 30.0 to N74 56.8 W 141 00.0 is:

9.

The (R) at N69 W158 means that: a)

there is an en-route radar capability on 135.3MHz.

b)

radar control is available on 135.3MHz.

C)

there is a VDF station at Barrow.

d)

10.

there is a remote airlground antenna at Barrow for direct communications with Anchorage Control Centre.

Given. Longitude W 30

Variation 30 "W

True bearing 337 " .

The Grid Bearing is:



-


ANSWERS TO EXAMPLESIEXERCISES Example 1.

Example 2. a)

28"E. b)

92"W.

Example 3. a)

310". b)

270". c)

230". d)

270".

EXERCISE 1.



12.5

-


PLOTTING CHARTS - INTRODUCTION There are three charts: a)

NORTH CANADA (NCP).

b)

NORTH ATLANTIC (NAP).

c)

MID ATLANTIC (MAP).

Each chart is designed for plotting routes and positional information. In the final examination students should expect one simple plotting question, at least, based upon one of the charts. 12.6

PLOTTING CHARTS

- PROJECTION

The chart is a LAMBERT CONFORMAL CONIC PROJECTION: a)

Scale is considered to be constant.

b)

For practical purposes straight lines drawn on the chart are considered to be GREAT CIRCLES.

c)

Bearings are correct.

1inch = 120nm.



-


EXERCISE 2. (Use NCP chart)

"ACA865 is cleared to Toronto via North Atlantic Track Echo from 55N OlOW to maintain FL320, Mach.82." The forecast wind velocity and COAT at FL320 are 020 "11 1Okt and -60 "C. Plot the part-route:- London, N55 WO 10, N57 W020 and N57 W030, and answer the following: (Tolerances for distances within 1%) The route distance London to N57 W030 is................. The mean Great Circle track London to N57 W030 is.............(T) The mean magnetic variation N55 W010 to N57 W020 is......... The mean Great Circle track N57 W020 to N57 W030 is...........(T) The initial heading from N55 WOlO is ............(M) The aircraft's ATA at N55 WOlO is 10382. The ETA at N57 W020 is.............. The aircraft's ATA at N57 W020 is 11262. The ETA at N57 W030 is .............. The aircraft is cleared to be at N57 W030 at 12112. Its revised Mach No. is ............... The aircraft's ATA at N57 W030 is 1211Z. At 1201Z Gander Oceanic re-clears the aircraft from N57 W030 to N55 W040 at FL320, .82Mach. The forecast wind velocity and COAT are 350°/90kt and -64°C. Answer questions 9 and 10. The mean Great Circle track and distance from N57 W030 to N55 W040 are .............(T) and.............. The ETA at N55 W040 is............. At CARPE (N53 05.0 W054 05.0) the aircraft leaves the.................................CTA/.................FIR and enters.................................CTA/................,...FIR. The distance from CARPE to REDBY(N52 15.0 W056 36.1) is...............nm. RVSM means ? MNPS means ?



-


ANSWERS EXERCISE 2. 1. 5. 9. 1I. 12. 13.

1087nm. 2. 288 "(T). 3. 12"W. 4. 318"(M). 6. 11262. 7. 12062. 8. 250°(T); 358nm 10. 12562. GANDER OCEANIC CTNCZQX; GANDER DOMESTIC CTNCZQX. 103NM. Reduced Vertical Separation Minima.

270°(T). .72Mach.

(The equipment required is two fully serviceable independent altitude measurement systems; one automatic altitude-control system and one altitude alerting device. A functioning Mode C SSR Transponder is also required for flight through radar controlled RVSM transition airspace. When checking altimeters, pre-flight or in-flight, at least two primary altimeters must agree at all times within plus or minus 200ft.). 14.

North Atlantic Minimum Navigation Performance Specification. (Aircraft must be equipped with the following: two fully serviceable Long Range Navigation Systems (LRNS). A LRNS may be one of the following: One Inertial Navigation System (INS); One Global Navigation Satellite System (GNSS); or One navigation system using inputs from one or more IRS or any other sensor complying with the MNPS requirement. Each LRNS must be capable of providing to the flight crew a continuous indication of the aircraft position relative to track. It is highly desirable that the navigation system employed for the provision of steering guidance is capable of being coupled to the auto-pilot.).


-



12.7

NORTH ATLANTIC & CENTRAL NORTH ATLANTIC BLOW-UP PLOTTING CHART- INTRODUCTION Both charts are Lambert Conical Conformal projections designed for: a)

ETOPS. (This chart has been produced for an Airbus 330.)

b)

EQUAL TIME POINT(ETP)ICRITICAL POINT (CP) calculation and plotting.

c)

Position and route plotting.

The NORTH ATLANTIC PLOTTING CHART has a scale of linch = 200nm; its bottom right-hand corner contains an EQUAL TIME POINT (ETP)ICRITICAL POINT(CP) graph with instructions for its use. On the obverse is the CENTRAL NORTH ATLANTIC BLOW-UP AREA, scale 1 inch = 120nm. The ETP graph and instructions apply to this chart also. 12.8

NORTH ATLANTIC & CENTRAL NORTH ATLANTIC BLOW-UP PLOTTING CHART- RANGE and TIME CIRCLES Both charts show still air rangeltime circles of 820NMl120MIN (410kt TAS) and 1220NMl180MIN (406kt TAS) centred upon suitable diversion airfields such as Shannon (EINN), Lajes (LPLA), Gander (CYQX) and Keflavik (BIKF). These airfields are open 24 hours a day and can provide appropriate facilities for all types of aircraft.

Example 4. On the CENTRAL NORTH ATLANTIC BLOW-UP AREA chart: a)

Plot the route:Shannon (EINN) N52 42 W 008 55, to Gander (CYQX) N48 56 W054 34, to Keflavik (BIKF) N63 59 W022 36, to Shannon.

b)

Identify the 120MIN and 180MIN range circles from each airfield.

c)

The Midpoint line cuts the ShannonlGandertrack at position.. .......'..............................and is.............nrn from each.

d)

The Midpoint line cuts the GanderIKeflavik track at position.. ....................................and is.. ...........nm from each.

e)

The Midpoint line cuts the KeflaviWShannon track at position. ...................................and is.. ...........nm from each.

12-13



-


It should be noted that any point on the extended MIDPOINT LINE, either side of the MIDPOINT, will be equi-distant from either airfield and will be the STILL-AIR ETPICP. At 90" to either side of each MIDPOINT LINE is a graticule which is used to adjust the STILLAIR ETPICP, either in the continuing (ON) or returning (HOME) direction, for the prevailing wind pattern.

Example 5. Use the CENTRAL NORTH ATLANTIC BLOW-UP AREA chart, and the ETP graph when required. Given: Route Shannon to Gander at Example 4. Cruise FL 3 10; All-engine TAS 426kt Engine-out stabilising height FL240; Engine-out TAS 370kt Wind Components MIDPOINT to GANDER

MIDPOINT to SHANNON

Calculate the distance and time to the All-engine ETPICP between Shannon and Gander. a)

The Equi-time number is......................

b)

The number of miles fiom the Midpoint is...................nm.

c)

The distance to the ETPICP from Shannon is...............nm.

d)

The time to the ETPICP is...................min.

Cross-check using the formula: e)

The distance X to the ETPICP from EINN

-

-

f)

............................nm.

The time to the ETPICP


-



Example 6. Given: Route Shannon to Gander at Example 4. Cruise FL 3 10; All-engine TAS 426kt Engine-out stabilising height FL240; Engine-out TAS 370kt Wind Components MIDPOINT to GANDER FL3 10 -8Okt FL240 -4Okt

MIDPOINT to SHANNON +50kt +20kt

Using the same chart and route calculate the distance and time to the Engine-failure ETPICP. a)

The Equi-time number is......................

b)

The number of miles from the Midpoint is ...................nm.

c)

The distance to the ETPICP from Shannon is ...............nm.

d)

The time to the ETPICP is...................min.

Cross-check using the formula:

-

f)

............................nm.

The time to the ETPICP



-


ANSWERS Example 4.

Example 5.

Example 6.


-


12.9


ATLANTIC ORIENTATION CHARTS - AT(H/L) 1 & 2 - INTRODUCTION These charts are used for route planning and en-route navigation between major transatlantic aerodromes. Both charts are Lambert Conformal Conic Projections. The scale of the AT(HL) 1 is 1 inch = 132nm; AT(HL)2 is 1 inch = 136nm.

12.10 AT(HL) 1 & 2 - DISTANCE MEASUREMENT Distance is obtained by: a)

extracting the values which are printed parallel to the published tracks andlor sectors thereof.

b)

using the nautical mile scale at the left and right-hand margins.

c)

using the adjacent meridian scale.

12.11 AT(HL) 1 & 2 INFORMATION a)

The front panel shows: i)

The coverage of the chart pictorially .

ii)

NAVAID LEGEND.

iii)

SELECTED VOLMET BROADCAST IN RADIO TELEPHONY (RTF).

b)

NAVAID information, listed alphabetically, is provided at Panel 1 AT(HL) 1 and panel 8 AT(HL)2.

c)

NORTH ATLANTIC & CANADA MINIMUM NAVIGATION PERFORMANCE SPECIFICATION (MNPS). NAT ORGANISED TRACK SYSTEM (NAT OTS). NORTH ATLANTIC COMMUNICATION. COMMON PROCEDURES FOR RADIO COMMUNICATION FAILURES. Information on above is at panel 7 and 8 AT(HL) 1.

d)

NORTH ATLANTIC CROSSING CLEARANCE PROCEDURES FREQUENCIES information is published at panel 9 AT(HL)l.

12-17

&


-


e)


POSITION REPORTING PROCEDURES STANDARD AIR-GROUND MESSAGE TYPES & FORMATS. INCREASED WEATHER REPORTING. SPECIAL PROCEDURES MNPSIRSVM AIRSPACE.

FOR

IN-FLIGHT

CONTINGENCIES

IN

TRANSPONDER OPERATION. IN-FLIGHT CONTINGENCY PROCEDURES FOR WAKE VORTEX etc. Infomation on above is at Panel 1 AT(H/L)2.

EXERCISE 3. Given: Chart Route Destination Diversion

AT(WL) 1 & 2. OMOKO (N48 50 W012 OO), ATS route T16. Porto Santo (LPPS ) N33 04 W0 16 2 1. Santa Maria (LPAZ) N36 58 W025 10.

Answer questions 1 to 12. 1.

The total distance from OMOKO to the intersection with the ATS route between N38 00 W020 00 to KOMUT is:

2.

For this route the correct highest IFR ICAO level between FL280 and FL3 10 inclusive is:


P.-


3.

4.

5.

6.

-


With reference to Porto Santo's NAVAID the following is correct: a)

VOWDME; Ident SNT; frequency 114.9kHz.

b)

VOWDME; Ident SNT; frequency 114.7MHZ.

c)

VOWDME; Ident SNT; frequency 114.9MHz.

d)

VORIDMEITACAN; Ident SNT; frequency 114.9MHZ.

The mean Great Circle track Porto Santo to Santa Maria is: a)

309"(M).

b)

295"(T).

c>

310°(T).

d)

298"(T).

The mean magnetic variation Porto santo to Santa Maria is: a)

8 O(W).

'4

12"(W).

c>

11O(W).

d)

1O0W.

The distance Porto Santo to N35 00 W020 00 is:



7.

The night-time Weather FORECAST for Santa Maria is obtained from: a)

8.

Shannon VOLMET on HF frequencies of 3.413MHz, 5.505MHz and 8.957MHz at H

+ 45 to 50min.

b)

Shannon VOLMET on a VHF frequency of 341.3MHz at H + 45 to 50min.

c)

Shannon VOLMET HF frequencies of 3.4131cHz 5.505, kHz and 8.957kHz at H + 45 to 50min.

d)

Shannon VOLMET on a long wave transmission, frequency of 3.413MHz at H + 45 to 50min.

The daytime MET Report for Santa Maria is obtained from: a)

Shannon VOLMET on a VHF frequency of 132.64MHz at H + 15 to 20min.

b)

Shannon VOLMET on HF frequencies of 13.264MHz, 5.505MHz and 8.957MHz at H + 15 to 20min and H + 45 to 50min.

c)

d)

9.

-


Shannon VOLMET on an HF frequency of 13.264kHz ,5.505kHz and 8.9571cHz at H

+ 15 to 20min and H + 45 to 50min. Shannon VOLMET on a short wave transmission of 132.64MHz 550.5MHz and 895.7MHz at H + 15 to 20min.

The route, if flown at FL290, is: a)

not within MNPS airspace.

b)

within MNPS airspace.

c)

within MNPSIRVSM airspace.

d)

within RVSM airspace only.



10.

-


Given: Suitable airfields of Santiago (N42 54 WOO8 25), Porto Santo (N33 04 W016 20) and Santa Maria (N36 58 W025 10). Twin turbojet passenger aircraft. Normal one-engine in-operative Cruise TAS of 4OOkt. a)

The aircraft requires ETOPS authorisation

b)

ETOPS authorisation is not required south of N45.

c)

The aircraft does not require ETOPS authorisation.

d)

The aircraft does not require ETOPS authorisation during daylight hours.

11.

If an aircraft's ETA at Porto Santo is 1430UTC its Standard Time of arrival:

12.

The North Atlantic Remote and Oceanic Areas Air to Air frequency is:

d)

127.90MHz SELCAL.



13.

-


An aircraft in mid-Atlantic at 1400LMT on Midsummer's Day wishes to contact New York Area Control Centre. The listed frequencies are: 3016 5598 8906

13306 17496

The frequency@)most likely to be tried in order to obtain eventual two-way communication are:

14.

a)

3.016kHz, 5.598khz or 8.906kHz.

b)

13.306MHz or 17.496MHz..

4

13.306kHz or 17.946kHz.

d)

3.016MHz or 5.598MHz.

The MACH NUMBER TECHNIQUE for the North Atlantic Track System (NAT OTS) is based

True Mach Number. Indicated Mach Number. MM0. Mm. 15.

Flights certified as complying with MNPS and RVSM should insert, afterGGS" in item 10 of their ICAO Flight Plan, the letter@):

c>

XR.


-



ANSWERS 1

2

3

4

5

6

7

8

9 1 0 1 1 1 2 1 3 1 4 1 5

c

b

c

d

d

a

a

b

b

c

a

c

b

a

d


CHAPTER THIRTEEN .ATC FLIGHT PLAN (CA48) Contents Page 13. 1

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 .1

13.2

DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 .1

13.3

ANNEXES TO THIS CHAPTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 .2

13.4

SPECIMEN CA48 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 .2

13.5

ITEM 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 - 4



13.1

ATC FLIGHT PLAN (CA 48)

INTRODUCTION References: ICAO Doc 4444-RACl501; UK AIP ENR 1.10-FLIGHT PLANNING (12 Mar 98) What is an ATC Flight Plan? It is simply advance notice of a pilot's intentions for a flight in terms of route (including departure and destination), cruising level and speed and information about the crew and passengers. It is in a set format (form CA48) to ensure completeness of information and compatibility with electronic data transfer between ATS and other units. Students are required to understand, and answer questions on, all aspects of ATC Flight Plans, both individual (CA48) and Repetitive Flight Plans (RPL).

13.2

a)

Type of plan - individual or repetitive

b)

The format of an ICAO Flight Plan.

c)

The information required for the plan.

d)

How to complete, file, cancel or amend a flight plan.

DEFINITIONS Flight Plan: Specified information provided to air traffic service units ,relative to an intended flight or portion of a flight of an aircraft. Repetitive Flight Plan (RPL): A flight plan related to a series of frequently recurring, regularly operated individual flights with identical basic features, submitted by an operator for retention and repetitive use by ATS units Filed flight plan: The flight plan as filed with an ATS unit by the pilot or a designated representative, without any subsequent changes. Current Flight Plan: The flight plan, including changes, if any, brought about by subsequent clearances. Estimated elapsed time: The estimated time required to proceed from one significant point to another. Estimated off-block time: The estimated time at which the aircraft will commence movement associated with departure.




Estimated time of arrival: For IFR flights, the time at which it is estimated that the aircraft will arrive over that designated point, defined by reference to navigational aids, from which it is intended that an instrument approach will be commenced, or, if no navigational aid is associated with the aerodrome, the time at which the aircraft will arrive over the aerodrome. For VFR flights, the time at which it is estimated the aircraft will arrive over the aerodrome. (Extract from ICAO DOC 4444 ( PANS-RAC ) Dated 7 Nov 1996) 13.3

ANNEXES T O THIS CHAPTER a)

Annex 1to this Chapter is a copy of Part 11, Chapter 8, Doc 4444, relating to the rules for ATC flight plans.

b)

Annex 2 to this chapter, INSTRUCTIONS FOR THE COMPLETION O F THE FLIGHT PLAN FORM, is an extract of Appendix 2, Doc 4444.

c)

Annex 3 to this chapter, FLIGHT PLANNING-General Procedures, is an extract from the UK AIP ENR 1- 10 (12 Mar 98).

These annexes should be studied carefully as they may be a source of examination questions. 13.4

SPECIMEN CA48 Reference Figure 13.1 and Annex 2 to this chapter. The numbered items at Figure 13.1 should be referred to in conjunction with the apposite instructions at Annex 2. For example:

Item 7 AIRCRAFT IDENTIFICATION in Fig 13.1. Briefly, the instructions for ITEM 7: AIRCRAFT IDENTIFICATION at Annex 2, state that the aircraft identification should not exceed 7 characters and can be either the registration markings of the aircraft or the ICAO designator for the operating agency.

ITEMS 7,8,9,10,13,16,18, and 19 can be readily understood from the instructions; ITEM 15: ROUTE is more complex and will be discussed later. Decode of Specimen CA48: , The aircraft identification is BAWSOS, (Speedbird 805 being the radiotelephony identification). IFR Scheduled flight for a Boeing 737, which creates a Medium wake turbulence. The aircraft has a serviceable Standard cornrnunication/navigation/approachaid equipment for the route. and a serviceable SSR transponder with 4096 codes and Mode C. The departure airfield is EIDW,(Dublin) with an estimated off-block time of 1100UTC. The first cruising speed is 430kt TAS,N0430, at Flight Level 290, F290.




Figure 13.1 Specimen ATC Flight Plan




The aircraft plans to join the airway UR14 and fly along it to the Strumble VOR, callsign STU, where it changes to airway UG1, and thence to the navigation facility at Woodley, callsign WOD. From WOD it plans to fly direct, DCT, to Ockham VOR, callsign OCK. The destination aerodrome is London Heathrow, EGLL, with a total planned flight time of 50minutes, 0050; the alternate airfield is Birmingham, EGBB. The aircraft registration is GBGJG, and it requires special handling as it is a Hospital, HOSP, aircraft. The estimated elapsed time, EET, to the London FIR boundary, EGTT, is 15 minutes, 0015, after take-off.

ITEM 19: SUPPLEMENTARY INFORMATION(NOT TO BE TRANSMITTEDIN FPL MESSAGE). This information is only required when an aircraft is overdue and the emergency services have been alerted. The total endurance of the aircraft is 2hr 30min, 0230, and there are 103 persons on board. The aircraft is fitted with separate emergency UHF, U and VHF, V, radio, together with a crash activated emergency locator beacon, E. The aircraft is carrying maritime, M, survival equipment and life-jackets, J, fitted with a sea activated light, L, and fluorescent dye, F. The aircraft also carries 10 inflatable dinghies, D, whose total capacity is 150 people; the colour of dinghies' covers, C, is yellow. The aircraft has blue and grey markings and the pilot in command is Yendle.

13.5

ITEM 15 This is the most complex. Details are required of the aircraft's route, change of route, speed, level and/or flight rules; sub-items must be in capital letters and separated by a space. The following aide-memoir may be of use for filling in the ROUTE details which start after the arrow a)

ATS ROUTE ( 2 to 7 characters) 1

11

b)

Enter the coded designator assigned to the route or route segment e.g. UB37, R14. Where appropriate enter the coded designator assigned to a standard instrument departure route (SID) or standard arrival route (STAR) e.g. OCK 1C, MAY 1J.

POINTS OF CHANGE (2 TO 11 CHARACTERS) Enter: i The coded designator (2 to 5 characters) assigned to the point, e.g. EX, MAY, LOVEL, PORGY, SCROD.




If there are no coded designators use: 11

LATITUDEILONGITUDE DEGREES (7 characters) 56N105W 5ONO75E

iii

c)

DEGREESIMINUTES (11 characters) 4715N16005E 60 10N06206W or,

BEARING AND DISTANCE from a navigation aid, e.g. SAM090035 indicates a point 35nm on a bearing of 090" (M) from Southampton VOR.

USE OF DCT (DIRECT) If a departure airfield is located or connected to the ATS route then the coded designator of that route will be the first entry. If it is not on or connected to the ATS route the first entry will be DCT followed by the joining point, followed by the designator of the ATS route. (Figure 29.1) If the destination airfield is not on or connected to an ATS route the last entry will be DCT. (Figure 29.2) Use DCT between coded designators not connected by ATS routes. Use DCT between a designated reporting point and a position, denoted by a latitude and longitude or a bearing or distance from a Navaid, which is outside the ATS route. Use DCT between a latitude and longitude, or a Navaid bearing and distance, and a designated reporting point on an ATS route. DCT is not required between successive points defined by latitude and longitude or a bearing and distance from a Navaid. (Figure 29.3)

d)

Only points of change are to be entered in item 15. Insert each point at which there is a change of; i Route. 11

Speed or level. A change of speed is 5% of TAS or 0.01 Mach or more. If there is a change of level or speed both must be entered even though only one has changed. (See Figures FP29.Fl ,F2,F3,F4).

iii

Flight rules.



e)


Follow the point of change with the designator of the ATS route even if it is the same as that before the change, or by DCT if the next point is outside the ATS route.

ITEM 15 ROUTE: A1 KNG B2

ITEM 15 ROUTE: DCT KIR A1 KNG

Figure 13.2 Use of DCT

ITEM 15 ROUTE: DCT KIR A1 KNG B2 HDM DCT

Figure 13.3 Use of DCT




ITEM 15 ROUTE: B5 PAM DCT 5100N00500E 5100N01000E 5050N01432E DCT EEL W2O

Figure 13.4 Use of DCT - Leaving and Re-joining Airways

Figure 13.5 Change of Speed and/or Level




1. ICAO model flight plan form

I

FUGHT PLAN

Figure 13.6 Exercise 1 For the follow in^ exercises use J € ! D D ~High s ~ ~ Altitude Chart E(H1) 415 CAA FOR CPLIATPL EXAMINATIONS O Oxford Aviation Services Limited



EXERCISE 1 - CA48 A non-scheduled flight is to be made from CAMBRIDGE (N52 12 EOOO 13) EGSC to MUNICH (N48 08 EOl 1 44) EDDM. Route:

To join the upper airways system at LAMBOURNE (N5 1 39 EOOO 06) then airway UB3 - DOVER -UGI NATTENHEIM - UB6 - MUNICH.

Flight Details:

Off blocks time 0920UTC Airborne time 0930UTC Allow 15 min from airborne to join airways at LAMBOURNE. LAMBOURNE to SPRIMONT: TAS 330 kt; wind component + 15 kt Cruise FL 250. SPRIMONT to MUNICH: TAS 350kt; wind component +20kt Cruise FL290

Aircraft Type:

Boeing 737 (B737)

Aircraft Weight:

45000 kg

Operator:

CAMMAIR

Identification:

G-GRAD

Radio & Navigation Equipment:

Standard + UHF RIT

SSR Equipment:

Transponder Mode 'A', 4096 codes + Mode 'C'

Flight Rules:

IFR 0

Type of Flight:

Non-scheduled air transport

Alternate:

STUTTGART (EDDS)

ATC

Require elapsed time to BRUSSELS FIR boundary.




Supplementary Information Sufficient fuel for 2% hours flight. Passengers 119 + 5 crew. ELBA (Emergency Location Beacon) is available. Life jackets are available equipped with emergency lights and UHF capability. Four covered life rafts (dinghies) are carried with an individual capacity of 32 persons. The dinghies are coloured yellow. The aircraft is coloured white with red markings. No supplementary equipment is carried.




1. ICAO model flight plan form

Figure 13.7 Exercise 2




EXERCISE 2 - CA48 A non-scheduled flight is to be made from VENICE (N45 30 E012 2 1) LIPZ to TOULOUSE BLAGNAC (N43 37 EOOl 23) LFBO.

Route:

To join upper airway's system at VICENZA (N4538 EO 11 4 1) then UB4 - ST PREX - UB28 - PASSIERY - UB16 - LA TOUR - UG5 - GAILLAC- TOULOUSE BLAGNAC.

Flight Details:

Off blocks 0630 UTC Airborne 0645 UTC Allow 10 minutes from airborne to joining airways at VICENZA, and 10minutes GAILLAC to TOULOUSE VICENZA to SPR: TAS 450 kt; wind component -40 Flight level 3 10. SPR to GAI TAS 470 kt; wind component - 15 Flight level 3 10.

Airbus 3 10 (EA3 1) Aircraft Type: Aircraft Weight: Above 136000kg Aircraft Registration: G-BUSB Operator : British Airways Identification: BAW 780 Selcal Code: HBSJ Radio & Navigation Equipment: Standard plus inertial navigation and RNAV equipment. Transponder Mode 'A' - 4096 codes plus Mode 'C'. SSR Equipment: Flight Rules: IFR Non-schedule air transport Type of Flight Alternate: MARSEILLE (LFML) Require times to AOSTA and PASSEIRY. ATC: Supplementary Information: Enough fuel for 6% hours flying Passengers TBN Crew 12 ELBA (Emergency Locator Beacon) carried Life jackets available equipped with emergency lights and VHFIUHF radio Life-rafts: 15 with yellow covers; each life-raft capacity 20 people Aircraft colour is blue and grey No supplementary survival equipment is carried. 0




1. ICAO model flight plan farm FLIGHT PLAN

1

Figure 13.8 Exercise 3




EXERCISE 3 - CA 48 LONDONISTANSTEAD TO BIARRITZ A non-scheduled flight is to be made from STANSTEAD (EGSS, N51°53' EOOOO 14') to BIARRITZ (LFBZ, N43" 28 WOO1"32') Route:

Direct (DCT) to LAM, airways to BTZ and then as directed to land at BIARRITZ. Airway UA34 is not available for this flight.

Flight Details:

Off blocks 1515 UTC on a Tuesday Take-off 1525 UTC Allow 15 minutes flight time Stanstead to LAM and 20 minutes from ENSAC for descent and approach to BIARRITZ Lowest Flight Levels above FL250 to be used TAS 310 kt Forecast wind 200" (M)/45kt

Aircraft Type; Aircraft Weight: Operator: Registration: Radio & Navigation Equipment: Flight Rules: Type of Flight: Alternate:

Boeing 737 (B737) 42000kg GROPEAIR G-WIZZ Standard IFR Non-scheduled LIMOGES (LFBL)

Using the above data identify the route and complete Items 7 and 18 of the CA48.




EXERCISE 4 - MULTI CHOICE 1.

Under what circumstances may an Aircraft Operator (AO) submit Repetitive Flight Plans (RPL) rather than individual flight plans? When .....flights are operated regularly on the same day(s) of consecutive weeks and on at least...... occasions or every day over a period of at least ..... consecutive days. The elements of each flight shall have a high degree o f . ....

2.

3.

a)

IFR, ten, ten, stability.

b)

VFR, seven, seven, familiarity.

C)

IFR, seven, seven, familiarity.

d)

VFR, ten, ten, stability.

What are the reasons for the format of the ICAO Flight Plan? a)

the format is internationally agreed, is printed in two languages, usually English and the language of the State concerned, to help ensure correct completion which is essential for electronic data transfer.

b)

It is designed to fit into a standard pilot's bag, and have plenty of room for flight data.

c)

the format ensures that minimum writing is required, to reduce pilot workload in flight.

d)

the format is agreed between EC member states, for use in Europe only.

Which sections of a CA48 are not normally transmitted to other ATSUs? i 111

Addressees Items 3 to 18 - the main body of the message. Supplementary information.

a)

i only.

b)

iandii.

c)

iii only.

b)

None, all are always transmitted.

11

...



4.

5.

6.

7.


Normally, flight plans should be filed on the ground at least .... before clearance to start up is requested. Exceptionally, when it is not possible to meet this requirement, operators should ............... and never ....... a)

30 minutes, give as much notice as possible, less than 60 minutes.

b)

60 minutes, give as much notice as possible, less than 30 minutes.

c)

3 hours, cancel the flight, cause such trouble again.

d)

3 hours, give as much notice as possible, 30 minutes.

Flight plans for flights affected by Air Traffic Flow Management (ATFM) rules, and in areas such as the North Atlantic, must be filed at least ....... before EOBT. a)

3 hours.

C)

30 minutes.

d)

Never less than 10 minutes.

In the event of a delay in excess of........ of ....... for a controlled flight, or a delay of ......... for an uncontrolled flight for which a flight plan has been submitted, the flight plan should be amended or a new flight plan submitted and the old plan cancelled, whichever is appropriate. a)

30 minutes, Estimated Off Blocks Time, 3 hours

b)

30 minutes, planned take off time, 1 hour.

d)

30 minutes, EOBT, 1 hour.

If a pilot lands at an aerodrome other than the destination specified in the flight plan, he must:

b)

Ensure that all ATSUs which were addressees on the flight plan are notified of his landing. Ensure that the ATSU at the original destination is informed within 60 minutes.

c)

Ensure that the ATSU at the original destination is informed within 30 minutes.

d)

Report to ATC to apologise.

a)



8.

A current flight plan is a) b) c) d)

9.


the flight plan as filed with an ATS unit by the pilot or a designated representative, without any subsequent changes. the flight plan, including changes, if any, brought about by subsequent clearances. the flight plan , including changes, if any, cleared prior to take off. the flight plan , including changes, if any, cleared prior to the aircraft's present position.

A filed flight plan is ? ....... a, b, c, d. see answers to question 8 above.

10.

11.

ATC must be informed of changes which occur to the flight plan speed and ETA. Many nations stipulate their own limits but PANS-RAC require changes of ..... in TAS and ........ of ETA be notified. Which answer fills the blanks correctly? a)

3%, 5 minutes.

4

5%, 3 minutes.

d)

3 knots, 3 minutes.

A flight has filed a flight plan for a route starting on ATS routes and later leaving controlled airspace. It is "cleared via flight plan route". This means the flight is cleared to follow: a)

the flight planned route until leaving ATS routes and must then obtain further clearance.

b)

the complete route without further ATC clearance.

c)

the flight planned route only until the next FIR boundary.

d)

the flight planned route only as far as the limit of control of the current ATS unit.




Who is responsible for processing a flight plan? a)

the ATS unit first receiving a flight plan.

b)

the ATS unit in whose FIR the aircraft will fly first.

c)

the ATS unit responsible for the aerodrome of departure.

d)

the ATS unit responsible for takeoff clearance at the departure aerodrome.

A trip time of 150 minutes has been calculated for a flight with an EOBT of 1000 UTC and an expected take-off time of 1020 UTC. The aircraft has a fuel reserve of 30%. Use this information to answer the following questions.

What should be filled in at Item 13 of the CA48?

What should be filled in at Item 16 of the CA48?

What should be filled in at Item 19 of the CA4&?



16.


With reference to changes to RPLs. In the event that the destination airfield is changed the following action is taken: a)

The change is notified as early as possible and not later than 30minutes before departure to the ATS reporting office responsible for the departure aerodrome.

b)

The change is notified as early as possible before departure to the ATS reporting office responsible for the departure aerodrome.

c)

The RPL shall be cancelled for the day concerned and an individual flight plan shall be submitted.

d)

The change may be notified by radio telephony on initial contact with the ATS unit.




ANSWERS Exercise 1 - CA 48 Item 8: I, N Item 9: Blank, B737, M Item 7: CGRAD Item 13: EGSC, 0920 Item 10: SUIC Item 15: N0330F250 +DCT LAM UB3 DVR UGl SPIIN0350F290 UGI NTM UB6 M U ' Item 16: EDDM, 0140, EDDS Item 18: EETlEBUR0029 OPWCAMMAIR PI 124 RICross out U and V Item 19: El0230 Survival Equipment: Cross out P,D, J + Jackets: Cross out F and V + Dl04 + 128, +YELLOW AIWHITE RED Cross out N using an X Exercise 2 - CA 48 Item 7: BAW780 ITEM 8: I, N ITEM 9: BLANK, EA3 1, H Item 10: SIWC ITEM13: LIPZ, 0630 Item 15: N0450F3 10 I.) DCT VIC UB4 SPR UB28 PAS UB16 TDP UG5 GAI DCT TOU Item 16: LFB0,0128, LFML Item 18: EETlAOSTA0037 PAS0048 REGIGBUSB SELIHBSJ Item 19: El0630 PITBN WCross out U and V Survival Equipment : Cross out P, D and J + Jackets: Cross out F + Dl15 11,300 + YELLOW A1 BLUE GREY Cross out N using an X Exercise 3 - CA 48 ITEM 9: BLANK, B737, M Item 7: GWIZZ ITEM 8: I, N Item 10: SIC ITEM 13: EGSS, 1515 Item 15: NO3 10F260 I.) DCT LAM UR1 ORTAC/N0310F270 UR14 DIN UA25 CGC UB 19 ENSAC DCT Item 16: LFBZ,0225, LFBL Item 18: OPWGROPAIR N.B. Initial FL260 acceptable. Exercise 4 - Multi-choice 1

2

3

4

5

6

7

8

9

10

11

12

13

14

15116

a

a

c

b

a

d

c

b

a

c

b

a

a

c

d

13-20




ANNEX 1 TO CHAPTER 13 EXTRACT FROM ICAO DOC 4444 ( PANS - RAC) Dated 7 Nov 1996 FLIGHT PLAN Flight plan form A flight plan form based on the model in Appendix 2* should be provided for and used by operators and air traffic services units for the purpose of completing flight plans. (* Appendix 2 in this instance is found at page A2-1 PANS-RAC Doc 4444. Copies are also included in this chapter.) Note:- A different form may be provided for use in completing repetitive flight plan listings. The flight plan form should be printed and should include an English text in addition to the language(s) of the State concerned. Note :- The Model Flight Plan Form in Appendix 2 is printed in English and one other of the languages of the Organisation for illustration purposes. Operators and air traffic services units should comply with the instructions for completion of a flight plan form and a repetitive flight plan listing form given in Appendix 2. Note:- The instructions for completing a flight plan form given in Appendix 2 may be conveniently printed on the inside cover of flight plan form pads, or posted in briefing rooms. An operator unable to satisfy a prescribed route or area RNP* should, prior to departure, advise ATC of the RNP* types the aircraft is certified to meet. (* Required Navigation Performance (W)is a statement of the navigation performance accuracy necessary for operation within a defined airspace. RNP type is a containment value expressed as a distance in nm from the intended position within which flights would be for at least 95% of the totalflying time. e.g. RNP 4 represents a navigation accuracy of +/- 4nm on a 95% containment basis)

Submission of a flight plan. 8.2.1 Prior to departure. 8.2.1.1 Except when other arrangements have been made for submission of repetitive flight plans, a flight plan submitted prior to departure should be submitted in person or by telephone to the air traffic services reporting office at the departure aerodrome. If no such unit exists at the departure aerodrome, the flight plan should be submitted by telephone or typewriter, or if these means are not available, by radio to the unit serving or designated to serve the departure aerodrome. 8.2.1.2 In the event of a delay of thirty (30) minutes in excess of the estimated off-block time for a controlled flight or a delay of one hour for an uncontrolled flight for which a flight plan has been submitted, the flight plan should be amended or a new flight plan submitted and the old flight plan cancelled, whichever is applicable.

13-21




8.2.2

During flight. 8.2.2.1 A flight plan to be submitted during flight should normally be transmitted to the aeronautical telecornmunication station serving the air traffic services unit in charge of the flight information region, control area, advisory area or advisory route in or on which the aircraft wishes to fly. When this is not practicable, it should be transmitted to another aeronautical telecommunication station for retransmission as required to the appropriate air traffic services unit. Note:- If the flight plan is submitted for the purpose of obtaining air traffic control service, the aircraft is required to wait for an air traffic control clearance prior to proceeding under the conditions requiring compliance with air traffic control procedures. If the flight plan is submitted for the purpose if obtaining air traffic advisory service, the aircraft is required to wait for acknowledgement of receipt by the unit providing the service.

Acceptance of a flight plan. 8.3.1

The first air traffic services unit receiving a flight plan, or a change thereto, shall 1. 2. 3. 4.

check it for compliance with the format and data conventions; check it for completeness and, to the extent possible, for accuracy; take action, if necessary, to make it acceptable to the air traffic services; and indicate acceptance of the flight plan or change thereto, to the originator.

General RPLs (Repetitive Flight Plans) shall not be used for flights other than IFR flights operated regularly on the same day(s) of consecutive weeks and on at least ten consecutive occasions or every day over a period of at least ten consecutive days. The elements of each flight plan shall have a high degree of stability. Note:- For permissible incidental changes to RPL data affecting the operation for one particular day, and not intended to be a modification of the listed RPL, see 8.4.4.2.2.and 8.4.4.2.3. below. ,

RPLs shall cover the entire flight from the departure aerodrome to the destination aerodrome. RPL procedures shall be applied only when all ATS authorities concerned with the flights have agreed to accept RPLs. The use by States of RPLs for international flight shall be subject to the provision that the affected adjacent States either already use RPLs or will use them at the same time. The procedures for use between States shall be the subject of bilateral, multilateral or regional air navigation agreement as appropriate."



8.4.4


Changes to RPL Listings 8.4.4.1 Changes of a permanent nature 8.4.4.1.1

Changes of a permanent nature involving the inclusion of new flights and the deletion or modification of currently listed flights shall be submitted in the form of amendment listings. These listings shall reach the air traffic services agency concerned at least seven days prior to the change becoming effective.

8.4.4.2 Changes of a temporary nature 8.4.4.2.1

Changes of a temporary, non-recurring nature relating to RPLs concerning aircraft type and wake turbulence category, speed and/or cruising level shall be notified for each individual flight as early as possible and not later than 30 minutes before departure to the ATS reporting office responsible for the departure aerodrome. A change of cruising level only may be notified by radio telephony on initial contact with the ATS unit.

8.4.4.2.2

In the case of an incidental change in the aircraft identification, the departure aerodrome, the route and/or the destination aerodrome, the RPL shall be cancelled for the day concerned and an individual flight plan shall be submitted.

8.4.4.2.3

Whenever it is expected by the operator that a specific flight, for which an RPL has been submitted, is likely to encounter a delay of 30 minutes or more in excess of the off-block time stated in that flight plan, the ATS unit responsible for the departure aerodrome shall be notified immediately.

Note.- Because of the stringent requirements ofjlow control, failure by operators to comply with this procedure may result in the automatic cancellation of the RPLfor that specijicflight at one or more of the ATS units concerned. 8.4.4.2.4

Whenever it is known t~ the operator that any flight, for which an RPL has been submitted, is cancelled, the ATS unit responsible for the departure aerodrome shall be notified.

8.4.4.3 Operatorlpilot liaison 8.4.4.3.1

The operator shall ensure that the latest flight plan information, including permanent an incidental changes, pertaining to a particular flight and duly notified to the appropriate agency, is made available to the pilot-in-command.




ANNEX 2 to Chapter 13 - Extract from ICAO DOC 4444 ( PANS - IRAC ) Appendix 2 APPENDIX 2 - FLIGHT PLAN 2

Instructions for the completion of the flight plan form

2.1

General Adhere closely to the prescribed formats and manner of specifying data. Commence inserting data in the first space provided. Where excess space is available leave unused spaces blank. Insert all clock times in 4Jigures UTC. Insert all estimated elapsed times in 4 figures (hours and minutes). Shaded area preceding item 3 to be completed by ATS and COM services, unless the responsibility for originating flight plan messages has been delegated. Note: The term"aerodrome" where used in the flight plan is intended to cover also sites other than aerodromes which may be used by certain types of aircraft; e g , helicopters or balloons.

2.2

INSTRUCTIONS FOR INSERTION OF ATS DATA Complete Items 7 to 18 as indicated hereunder. Complete also Item 19 as indicated hereunder, when so required by the appropriate ATS authority or when otherwise deemed necessary. Note: Item numbers on the form are not consecutive, as they correspond to Field Type numbers in ATS messages.

ITEM 7: AIRCRAFT IDENTIFICATION (MAXIMUM 7 CHARACTERS) INSERT one of the following aircraft identifications, not exceeding 7 characters: a)

the registration marking of the aircraft (e.g., EIAKO 4XBCD N2567GA) when: (1)

in radiotelephony the call sign to be used by the aircraft will consist of this identification alone (e.g. OOTEK), or preceded by the ICAO telephony designator for the aircraft operating agency (e.g. SABENA OOTEK);

13-24



(2) b)


the aircraft is not equipped with radio; OR

The ICAO designator for the aircraft operating agency followed by the flight identification ( e g KLM5 11,NGA2 13, JTR25) when in radiotelephony the call sign to be used by the aircraft will consist of the ICAO telephony designator for the operating agency followed by the flight identification (e.g. KLM5 11, NIGERIA 2 13, HERBIE 25). Note: Provisions for the use of radiotelephony call signs area contained in ICAO Annex 10. Volume I1 Chapter 5 (not published herein). Designators and telephony designators for aircraft operating agencies are contained in ICAO 8585 - Designators for Aircraft Operating Agencies, Aeronautical Authorities and Services (not published herein).

ITEM 8: FLIGHT RULES AND TYPE OF FLIGHT (ONE OR TWO CHARACTERS) FLIGHT RULES INSERT one of the following letters to denote the category of flight rules with which the pilot intends to comply: I if IFR V if VFR Y if IFR first) and specifl in Item 15 the point Z if VFR first) or points where a change of flight Rules is planned.

TYPE OF FLIGHT INSERT one of the following letters to denote the type of flight when so required by the appropriate ATS authority: S if scheduled air service N if non-scheduled air transport operation G if general aviation M if military X if other than any of the defined categories above. ITEM 9: NUMBER AND TYPE OR AIRCRAFT AND WAKE TURBULENCE CATEGORY NUMBER OF AIRCRAFT (1 OR 2 CHARACTERS) INSERT the number of aircraft, if more than one.

TYPE OF AIRCRAFT (2 TO 4 CHARACTERS)




INSERT the appropriate designator as specified in ICAO Document 8643 - Aircraft Type Designators (not published herein); or if no such designator has been assigned, in case of formation flights comprising more than one type: INSERT ZZZZ, and SPECIFY in Item 18, the (numbers and) type(s) of aircraft preceded by TYPI...

WAKE TURBULENCE CATEGORY (1 CHARACTER) INSERT an oblique stroke followed by one of the following letters to indicate the wake turbulence category of the aircraft:

HML-

HEAVY, to indicate an aircraft type with a maximum certificated take-off mass of 136,000 kg or more; MEDIUM, to indicate an aircraft type with a maximum certificated take-off mass of less than 136,000 kg but more than 7000 kg; LIGHT, to indicate an aircraft type with a maximum certificate take-off mass of 7000 kg or less.

ITEM 10: EQUIPMENT RADIO COMMUNICATION, NAVIGATION AND APPROACH AID EQUIPMENT INSERT one letter as follows: N if no COMNAVIapproach aid equipment for the route to be flown is carried, or the equipment is unserviceable; or S if standard COMNAVIapproach aid equipment for the route to be flown is carried and serviceable (see Note I). AND/OR INSERT one or more of the following letters to indicate the COMNAV approach aid equipment available and serviceable: A (Not allocated) B (Not allocated) C LORAN C D DME E (Not allocated) F ADF G (GNSS) H HF RTF I Inertial Navigation J (Data Link) (See Note 3) K (MLS) L (ILS)

M Omega 0 VOR P (Not allocated) Q (Not allocated) R RNP type certification (Required Nav Performance) (see Note 5) T TACAN U UHF RTF V VHF RTF

w

X) when prescribed by ATS y Z Other equipment carried (See Note 2)

>

13-26




NOTE: Standard equipment is considered to be VHF RTF, ADF, VOR, and ILS, unless another 1. combination is prescribed by the appropriate ATS authority. If the letter Z is used, specijj in Item 18 the other equipment carried, preceded by 2. COML.. and/or NA V ..., as appropriate. I f the letter J is used, specih in Item 18 the equipment carried, preceded by DA TL .. 3. followed by one or more letters as appropriate. Information on navigation capability is provided to ATC for clearance and routing 4. purposes. Inclusion of R indicates that an aircraft meets the RNP type prescribed for the route 5. segments), route (s) and/or area concerned. SURVEILLANCE EQUIPMENT INSERT one or two of the following letters to describe the serviceable surveillance equipment carried: SSR equipment: N Nil A Transponder - Mode A (4 digits - 4096 codes) C Transponder - Mode A (4 digits - 4096 codes and Mode C X Transponder - Mode S without both aircraft identification and pressure-altitude transmission P Transponder - Mode S, including pressure altitude transmission, but no aircraft identification transmission I Transponder - Mode S, including aircraft identification transmission, but no pressure-altitude transmission S Transponder - Mode S, including both pressure-altitude and aircraft identification transmission. ADS equipment: D ADS capability ITEM 13: DEPARTURE AERODROME AND TIME (8 CHARACTERS) INSERT the ICAO four - letter location indicator of the departure aerodrome, or if no location indicator has been assigned, , INSERT ZZZZ and SPECIFY, in Item 18, the name of the aerodrome preceded by DEPI...... OR,

If the flight plan is received from an aircraft in flight,

INSERT AFIL, and SPECIFY, in Item 18, the ICAO four-letter location indicator of the location of the ATS unit from which supplementary flight plan data can be obtained, preceded by DEPI.. .

13-27




THEN WITHOUTA SPACE

INSERT for a flight plan submitted before departure, the estimated off-block time, OR,

for a flight plan received from an aircraft in flight, the actual or estimated time over the first point of the route to which the flight plan applies.

ITEM 15: ROUTE

INSERT thefirst cruising speed as in A and thejirst cruising level as in B, without a space between them. THEN, following the arrow,

INSERT the route description as in C. a)

CRUISING SPEED (MAXIMUM 5 CHARACTERS)

INSERT the True Air Speed for the first or the whole of the cruising portion of the flight, in terms of: Kilometers per hour, expressed as K followed by 4 figures (e.g. K0830);or Knots, expressed as N followed by 4 figures (e.g.,N0485); or Mach Number, when so prescribed by the appropriate ATS authority, to the nearest hundredth of unit Mach, expressed as M followed by 3 figures (eg., M082) b)

CRUISING LEVEL (MAXIMUM 5 CHARACTERS)

INSERT the planned cruising level for the first or the whole portion of the route to be flown, in terms of: Flight Level, expressed as F followed by 3 figures (e.g., F085, F330); or Standard Metric Level in tens of meters, when so prescribed by the appropriate ATS authorities, expressed as S followed by 4 figures (e.g. S 1130); or Altitude in hundreds of feet, expressed as A followed in by 3 figures (e.g., A045 A100); or Altitude in tens of meters, expressed as M followed by 4 figures (eg.,M0840); or For uncontrolled VFR flights, the letters VFR.




ROUTE (INCLUDING CHANGES OF SPEED, LEVEL AND/OR FLIGHT RULES) Flights Along Designated ATS Routes INSERT, if the departure aerodrome is located on, or connected to the ATS route, the designator of the first ATS route;

OR,

if the departure aerodrome is not on, or connected to the ATS route, the letters DCT followed by the point of joining the first ATS route, followed by the designator of the ATS route.

THEN INSERT each point at which either a change of speed or level, a change of ATS route, and/or a change of flight rules is planned. Note: When a transition is planned between a lower and upper ATS route and the routes are oriented in the same direction, the point of transition need not be inserted. FOLLOWED IN EACH CASE

by the designator of the next ATS route segment, even if the same as the previous one; OR,

by DCT, if the flight to the next point will be outside a designated route, unless both points are defined by geographical co-ordinates.

Flights Outside Designated ATS Routes INSERT points normally not more than 30 minutes flying time or 370 krn (200NM) apart, including each point at which a change of speed or level, a change of track, or a change of flight rules is planned;

OR ,

when required by appropriate ATS authority(ies).

DEFINE the track of flights operating predominantly in an east-west direction between 70°N and 70"s by reference to significant points formed by the intersections of half or whole degrees of latitude with meridians spaced at intervals of 10 degrees of longitude. For flights operating in areas outside those latitudes the tracks shall be defined by significant points formed by the intersection of parallels of latitude with meridians normally spaced at 20 degrees of longitude. The distance between significant points shall, as far as possible, not exceed one hour's flight time. Additional significant points shall be established as deemed necessary.

For flights operating predominantly in a north-south direction, define tracks by reference to significant points formed by the intersection of whole degrees of longitude with specified parallels of latitude which are spaced at 5 degrees.

13-29




INSERT DCT between successive points unless both points are defined by geographical coordinates or by bearing and distance. USE ONLY the conventions in (I) to (5) below and SEPARATE each sub-item by a space. (1)

ATS ROUTE (2 to 7 CHARACTERS) The coded designator assigned to the route or route segment including, where appropriate, the coded designator assigned to the standard departure or arrival route (eg., BCN1, B 1, R14, UB 10, KODAP2A). NOTE: Provisionsfor the application of route designators are contained in Annex 11, Appendix 1 (not published herein), whilst guidance material on the application of an RNP type to a specific route segment (s), route@)or area, is contained on the Manual on Required Navigation Performance (RNP), Doc 9613 (not published herein).

(2)

SIGNIFICANT POINT (2 to 1 1 CHARACTERS) The coded designator (2 to 5 characters) assigned to the point (eg., LN, MAY, HADDY); or if no coded designator has been assigned, one of the following ways: Degrees only (7 characters); 2 figures describing latitude in degrees, followed by "N" (North) or "S" (South), followed by 3 figures describing longitude in degrees, followed by "E" (East) or " W (West). Make up the correct number of figures where necessary, by insertion of zeros; eg., 46N078W. Degrees and minutes (1 1 Characters) 4 figures describing latitude in degrees and minutes followed by"N (North) or "S" (South, followed by 5 figures describing longitude in degrees and tens and units of minutes, followed by "E" (East) or "W" (West). Make up the correct number of figures, where necessary, by insertion of zeroes; e.g. 4620N07805W. Bearing and distance from a navigation aid: The identification of the navigation aid (normally a VOR), in the form of 2 or 3 characters, THEN the bearing from the aid in the form on 3 figures giving degrees magnetic, THEN the distance from the aid in the form of 3 figures expressing nautical miles. Make up the correct number of figures, where necessary, by insertion of zeros; eg., a point 180" magnetic at a distance of 40 nautical miles from VOR "DUB" should be expressed as DUB 180040.




CHANGE OF SPEED OR LEVEL (MAXIMUM 21 CHARACTERS)

The point at which a change of speed (5% TAS or 0.01 Mach or more) or a change of level is planned, expressed exactly as in (2) above, followed by an oblique stroke and both the cruising speed and the cruising level, expressed exactly as in A and B above, without a space between them, even when only one of these quantities will be changed. Examples: LNN0284A045 MAYlN0305F 180 HADDYN0420F330 4602N07805W/N0500F350 46N078W/MO82F330 DUB 180040N035OMO840 CHANGE OF FLIGHT RULES (MAXIMUM 3 CHARACTERS)

The point at which the change of flight rules is planned, expressed exactly as in (2) or (3) above as appropriate,followed by a space and one of thefollowing: VFR if from IFR to VFR IFR if from VFR to IFR Examples: LN VFR LNIN0284A050 IFR CRUISE CLIMB (MAXIMUM 28 CHARACTERS)

The letter "C" followed by an oblique stroke; THEN the point at which cruise climb is planned to start; expressed exactly as in (2) above, followed by an oblique stroke; THEN the speed to be maintained during cruise climb., expressed exactly as in a. above, followed by the two levels defining the layer to be occupied during cruise climb, each level expressed exactly as in B. above, or on the level above which cruise climb is planned followed by the letters "PLUS", without a space between them.

Examples: C/48N050W/M082F290F350 C/48N05OW/M082F290PLUS C/52N050WIM220F580F620




ITEM 16: DESTINATION AERODROME AND TOTAL ESTIMATED ELAPSED TIME, ALTERNATE AERODROME(S)

DESTINATION AERODROME AND TOTAL ESTIMATED ELAPSED TIME (8 CHARACTERS)

INSERTthe ICAO four-letter location indicator of the destination aerodrome followed, without a space, by the total established time; or if no location indicator has been assigned, INSERT ZZZZ followed, without a space, by the total estimated elapsed time, and SPECIFY in Item 18 the name of the aerodrome, preceded by DESTI... NOTE: For a flight plan received from an aircraft infight, the total estimated elapsed time is the estimated time from the first point of the route to which the flight plan applies. ALTERNATE AERODROME(S) (4 CHARACTERS)

INSERT the ICAO four-letter location indicator(s) of not more then two alternate aerodromes, separated by a space; or if no location indicator has been assigned to the alternate aerodrome, INSERT ZZZZ and SPECIFY in item 18 the name of the aerodrome, preceded by ALTNI.... ITEM 18 : OTHER INFORMATION

INSERT 0 (zero) if no other information, or any other necessary information in the preferred sequence shown hereunder, in the form of the appropriate indicator followed by an oblique stroke and the information to be recorded: EETI Significant points or FIR boundary designators and accumulated estimated elapsed times to such points or FIR boundaries, when so prescribed on the basis of air navigation agreements, or by the appropriate ATS authority.

Examples: EETlCAP0745 XYZ0830 EETlEINNO204




The route details to the revised destination aerodrome, followed by the ICAO four letter location indicator of the aerodrome. The revised route is subject to re-clearance in flight. Examples: RIFIDTA HEC KLAX RIFIESP G94 CLA APPH RIFILEMD The registration markings of the aircraft, if different from the aircraft identification in Item 7. SELCAL Code, if so prescribed buy the appropriate ATS authority. Name of the operator, if not obvious from the aircraft identification in Item 7. Reason for special handling by ATS; e.g., hospital aircraft, one engine inoperative; e.g., STSIHOSP, STSIONE Eng INOP. Type(s) of aircraft, preceded if necessary by number(s) of aircraft if ZZZZ is inserted in Item 9. Aircraft performance data, if so prescribed by the appropriate ATS authority.

COMI Significant data related to link capability, using one or more of the letters S, H, V and M; e.g. DATIS for satellite data link, DATIH for HF data link; DATIV for VHF data link; DATIM for SSR Mode S data link. DATI Significant data related to navigation equipment as required by the appropriate ATS authority. NAVI Significant data related to navigation equipment as required by the appropriate ATS authority. DEPI Name of departure aerodrome, if ZZZZ is inserted in Item 13, or the ICAO four letter location indicator of the location of the ATS unit from which supplementary flight plan data can be obtained, if AFIL is inserted in Item 13. DESTI Name of destination aerodrome, if ZZZZ is inserted in Item 16. ,

ALTNJName of destination aerodrome(s), if ZZZZ is inserted in Item 16. RALTIName of en-route alternate aerodrome(s). RMK/ Any other plain language remarks when required by the appropriate ATS authority or deemed necessary.




ITEM19: SUPPLEMENTARY INFORMATION ENDURANCE After El INSERT a 4-figure group giving the he1 endurance in hours and minutes. PERSONS ON BOARD After PI INSERT the total number of persons (passengers and crew) on board, when required by the appropriate ATS authority. INSERT TBN (to be notified) if the total number of persons in not known at the time of filing. EMERGENCY AND SURVIVAL EQUIPMENT

RI (RADIO) CROSS OUT U if UHF on frequency 243.0 MHz is not available. CROSS OUT V if VHF on frequency 121.5 MHz is not available CROSS OUT E if emergency locator transmitter (ELT) is not available. SI (SURVIVAL EQUIPMENT) CROSS OUT all indicators if survival equipment is not carried. CROSS OUT P if polar survival equipment is not carried. CROSS OUT D if desert survival equipment is not carried. CROSS OUT M if maritime survival equipment is not carried. CROSS OUT J if jungle survival equipment is not carried. JI (JACKETS)

CROSS OUT all indicators if life jackets are not carried. CROSS OUT L if life jackets are not equipped with lights. CROSS OUT F if life jackets are not equipped with fluorescein. CROSS OUT U or V or both as in R/above to indicate radio capability of jackets, if any. Dl (DINGHIES) (NUMBER

CROSS OUT indicators D and C if no dinghies are carried, or INSERT number of dinghies carried; and (CAPACITY) INSERT total capacity, in persons, of all dinghies carried; and (COVER) CROSS OUT indicator C if dinghies are not covered; and (COLOUR) INSERT colour of dinghies if carried. Af(A1RCRAFT COLOUR AND MARKINGS) INSERT colour of aircraft and significant markings.




N/ (REMARKS) CROSS OUT indicator N if no remarks, or INDICATE any other remarks regarding survival equipment. C/ (PILOT) INSERT name of pilot in command. 2.3

FILED BY INSERT the name of the unit, agency or person filing the flight plan.




Instructions for the completion of a repetitive flight plan (RPL) listing form General List only flight plans that will operate in accordance with IFR. (Flight rules I in FPL format). It is assumed that all aircraft are operating as scheduled flights (Type of flight S in FPL format). otherwise notzjj in Q (Remarks). It is assumed that all aircraft operating on RPLs are equipped with 4096-code transponders with modes A and C. Otherwise, notzjj in Q (Remarks). List flight plans in alphabetical order of location indicator of the departure aerodrome. List flight plans for each departure aerodrome in chronological order of estimated off-block times

adhere closely to the data conventions as per the Flight Plan form. Insert all clock times in 4 figures UTC. Insert all estimated elapsed times in 4 figures (hours and minutes). Insert data on a separate line for each segment of operations with one or more stops; i.e. from any departure aerodrome to the next destination aerodrome even though call sign or flight number is the same for multiple segments. Clearly identify additions and deletions in accordance with Item H, (Fig. 13.9). Subsequent listings shall list the corrected and added data, and deleted flight plans shall be omitted. Number pages by indicating number of page and total number of pages in submission. Utilise more than one line for any RPL where the space provided for items 0 and Q on one line is not sufficient. A flight shall be cancelled as follows: a)

indicate a minus sign in item H followed by all other items of the cancelled flight

b)

insert a subsequent entry denoted by a plus sign in item H and the date of the last flight in item J, with all other items of the cancelled flight unchanged.

,

Modifications of the flight shall be made as follows: a)

carry out the cancellation as indicated in 7.2, and

b)

insert a third entry giving the new flight plan(s) with the appropriate items modified as necessary, including the new validity dates in items I and J.

13-36


REPETITIVE FLIGHT PLAN LISTING C DEPARTURE AERODROMES

A OPERATOR

PAGE OF

------------G SUPPLEMENTARY DATA (ITEM 190 AT: BAW OPERATIONS

I

J

VALID

VALID

FROM

UNTIL

Q

0

K

L

DAYS OF OPERATION

AIRCRAFT INDENTIFCATION (ITEM 7)

TYPE OF AIRCRAFT AND WAKE TURBULENCE CATEGORY (ITEM 9)

ROUTE (ITEM 15)

DEPARTURE AERODROME AND TlME (ITEM 13)

EVEL SPEED NO420

ROUTE

A I E UAIE DPE MAN -

F190

Figure 13. 9 Repetitive Flight Plan Proforma

DESTINATION AERODROME AND TOTAL ESTIMATED ELAPSED TlME (ITEM 16)

REMARKS CHARTER



7.4

Instructions for insertion of RPL data Item A: OPERATOR Insert name of operator.

Item B:

ADDRESSEE(S)

Insert name of agency(ies) designated by the States to administer RPLs for areas of responsibility concerned with the route of flight.

Item C: DEPARTURE AERODROME(S) Insert location indicator(s) of departure aerodromes.

Item D: DATE Insert on each page of submission the date (year, month, day) in a six figure group that the listing was submitted .

Item E: SERIAL NUMBER Insert serial number of submission (2 numerics) indicating last two digits of year, a dash, and the sequential no. of the submission for the year indicated (start with numeral 1 each new year).

Item F:

PAGE OF

Insert page number and total number of pages submitted.

Item G: SUPPLEMENTARY DATA AT Insert name of contact where information normally provided under Item 19 of the FPL is kept readily available and can be supplied without delay.

Item H: ENTRY TYPE 0

Insert a minus sign (-) for each flight plan that is to be deleted from the listing. Insert a plus sign (+) for each initial listing and, in the case of subsequent submissions, for each flight plan not listed in the previous submission. Note: No information is required under this itemfor any flight plan which is unchanged from the previous submission.




Item I: VALID FROM Insert first date (year, month, day) upon which the flight is scheduled to operate. Item J:

VALID UNTIL

Insert last date (year, month, day) upon which the flight is scheduled to operate as listed, or UFN if duration is unknown. Item K: DAYS OF OPERATION Insert Number corresponding to the day of the week in the appropriate column; Monday = 1. Insert 0 for each day of non-operation in the appropriate column. Item L: AIRCRAFT IDENTIFICATION (Item 7 ICAO flight plan) Insert aircraft identification to be used for the flight. Item M: TYPE OF AIRCRAFT AND WAKE TURBULENCE CATEGORY ( Item 9 ICAO flight plan) Insert appropriate ICAO designator as specified in ICAO Doc 8643 - Aircraft Type Designators. Insert H, M or L indicator as appropriate:

H - HEAVY to indicate an aircraft type with a maximum certificated take-off mass of 136000kg or more. M - MEDIUM to indicate an aircraft type with a maximum certificated take-off mass of less than l36OOOkg but more than 7000kg. L - LIGHT to indicate an aircraft type with a maximum certificated take-off mass of 7OOOkg or less. Item N: DEPARTURE AERODROME AND TIME (Item 13 ICAO flight plan) Insert location indicator of the departure aerodrome. Insert the off-block time, i.e. the estimated time that the aircraft will commence movement associated with departure.




Item 0 : ROUTE (Item 15 ICAO flight plan) Insert : Cruising speed; the true airspeed for the first part of the whole cruising portion of the a) flight in accordance with Item 15 (a) of the ICAO flight plan. b)

Cruising level; the planned cruising level for the first or whole portion of the route in accordance with Item 15 (b) of the ICAO flight plan.

c)

Route; the entire route in accordance with Item 15 (c) of the ICAO flight plan.

Item P: DESTINATION AERODROME AND TOTAL ESTIMATED ELAPSED TIME (Item 16 of the ICAO flight plan) Insert location indicator of the destination aerodrome. Insert the total elapsed time. Item Q: REMARKS Insert items of information as required by the appropriate ATS authority, normally notified in Item 18 of the ICAO flight plan and any other information pertinent to the flight of concern to ATS.




ANNEX 3 TO CHAPTER 13. EXTRACT FROM UK AIP ENR 1-10 Dated 12 Mar 98

1.

General Procedures

1.1

Reference Documents

1.1.1

-1CAO Annex 2, Chapter 3. -1CAO Doc 4444PANS - RAC/5O 1112, Part I1 and Part VII Appendices 2 and 3. - ICAO Doc 703014 Regional Supplementary Procedures, Part EUR. - Central Flow Management Unit (CFMU) Handbook. - Integrated Initial Flight Plan Processing System (JFPS) Users Manual.

1.i

Types and Categories if Flight Plan

1

2.1.

There are two types of flight plan: (a) Visual Flight Rules (VFR) flight plan (b) Instrument Flight Rules (IFR) flight plan

1.2.2. Flight plans fall into three categories: (a) Full flight plans: the information filed on Form CA48/RAF 29 19; (b) Repetitive Flight Plans (see paragraph 5); (c) Abbreviated Flight Plans: the limited information required to obtain a clearance for a portion of a flight (e.g.flying in a Control Zone, crossing an Airway) filed either by telephone prior to take-off or by RTF when airborne. The destination aerodrome will be advised of the flight only if the flight plan information covers the whole route of the flight. 1.2.3. Full and Abbreviated flight plans may be filed by RTF with the approximate controlling Air Traffic Service Unit (ASTU) 1.3

A guide to filing a flight plan is shown at page ENR 1-10-3

1.4

When to file a flight plan

1.4.1. A flight plan may be filed for any flight. 1.4.2. A flight plan must be filed for the following: for all flights within Class A Airspace; (a) for all flights within any Controlled Airspace in IMC or at night, except for those (b) operating under SVFR.



(c) (d) (4

(f)

(g)


for all flights within any Controlled Airspace in VMC if the flight is to be conducted in accordance with IFR; for all flights within Class B-D Controlled Airspace irrespective of weather conditions. for any flight from an aerodrome in the United Kingdom, being a flight whose destination is more than 40 km from the aerodrome of departure and the aircraft Maximum Total Weight Authorised exceeds 5700 kg; for all flights to or from the United Kingdom which will cross the United Kingdom FIR Boundary; for any flight in Class F Airspace wishing to participate in the Air Traffic Advisory Service.

The occasions on which a VFR flight plan must be field are specified at paragraph 1.4.2, subparas (d) (e), (f) and (g) (further details on VFR flights are at paragraph 3). It is advisable to file a flight plan if the flight involves flying over the sea, more than 10 nm from the UK coastline or over sparsely populated areas where Search and Rescue operations would be difficult. Booking Out Rule 20 of the Rules of the Air Regulations 1996 requires that a pilot intending to make a flight shall inform the Air Traffic Service Unit (ATSU) at the aerodrome of departure; the filing of the flight plan constitutes compliance with this Rule. In the absence if an ATSU at the departure aerodrome, the pilot may submit his flight plan through the Parent Unit (see paragraph 2). However, the requirements of Rule 20 must be complied with irrespective of whether or not a flight plan has been filed. Therefore, on those occasions when there is no necessity to submit a flight plan, the pilot remains responsible for notifying the ATSU at the departure aerodrome of his intention to fly. This action is known as 'Booking Out' but unlike the normal flight plan procedure, the information will not be transmitted to any other ATSU. Submission Time Parameters Normally, flight plans should be filed on the ground at least 60 minutes before clearance to start up or taxi is requested; however, for North Atlantic and flights subject to Air Traffic Flow Managements (ATFM) measures a minimum of 3 hours is required. (When completing the flight plan the departure time entered in Field 13 must be the Estimated Off Block Time (EOBT) not the planned airborne time). Exceptionally, in cases where it is impossible to meet this requirement, operators should give as much,notice as possible and never less than thirty minutes. Otherwise, if this is not possible, a flight plan can be filed when airborne with any ASTU, but normally with the FIR controller responsible for the area in which the aircraft is flying. If the airborne flight plan contains an intention to enter Controlled Airspace or certain Control ZonesIControl Areas, at least 10 minutes prior to any warning of entry must be given. In all cases, the message should start with the words "1 wish to file an airborne flight plan". It should be noted that passing an airborne flight plan over the RT may, due to the controller's workload, result in a delay in the message being filed.




Submitting a Flight Plan Through the Departure Aerodrome ATSU A written flight plan, which is filed through the ATSU at the departure aerodrome, must be submitted on Form C 48lRAF 2919. The local ATSU may assist in compiling the flight plan details and checking them; however, the ultimate responsibility for filing an accurate flight plan rests with the pilot or operator. If the departure aerodrome is not connected to the AFTN, the pilot is responsible for arranging for the details of the flight plan to be assigned for the details of the flight plan to be passed on to the appropriate Parent Unit. Persons On Board The number of persons on board a flight for which a plan has been filed must be available to ATSUs for SAR purposes for the period up to the ETA at the destination plus one hour. If this information has been sent to the Operators handling agency at destination, no further action is required. Otherwise, this information is to be made available as follows: (f)

Where the operator or departure handling agency closes down before the ETA of a flight destination plus one hour, the operator or departure handling agency will lodge the number of persons on board with the ASTU serving the aerodrome of departure;

(g)

where the aerodrome ATSU closes down before the ETA plus one hour, the ATSU will lodge the number of persons on board directly with the appropriate ACC;

(h)

at aerodromes without an ATSU, where the aerodrome closes down before ETA destination plus one hour, the aerodrome operator or departure handling agency will lodge the name and address of officials who have had access to flight departure records with the appropriate ACC, do that they can be contacted as necessary, either direct, or through the local police.

Action in the Event of Diversion If a pilot lands at an aerodrome other than the destination specified in the flight plan, he must ensure that the ATSU at the original destination is informed within 30 minutes of his flight planned ETA, to avoid unnecessary action being taken by the Alerting Services. Cancelling an IFR Flight Plan If a pilot has begun a flight in Controlled Airspace under an IFR flight plan, he may decide, on entering VMC, that he will cancel his IFR flight plan and VFR (Rule 3 1 (3) of the Rules of the Air Regulations 1996). However, it must be stcessed that a pilot cannot exercise this choice in Controlled Airspace which is notified as Class A Airspace and, therefore, in which all flights in all weather conditions are subject to IFR procedures. In Controlled Airspace where the exercise of the pilot's choice is possible, pilots may request the cancellation of IFR flight plans by notifying the ACC, providing that they are operating in VMC. An IFR flight plan may be cancelled by transmitting the following message". .......(identification) - Cancel IFR flight plan". An ATC cannot approve or disapprove cancellation of an IFR flight plan but, when in possession of information that IMC is likely to be encountered along the intended route of flight, will advise the pilot accordingly as follows:




"IMC reported (or forecast) in the vicinity of .........." The fact that a pilot reports that he is flying in VMC does not in itself constitute cancellation of an IFR flight plan. Unless cancellation action is taken, the flight will continue to be regulated in relation to IFR traffic. 1.11

Supply of Flight Plan Form CA48

1.11.1 The Flight Plan Form, CA 48 is obtainable from: Westward Digital Limited, 37 Windsor Street, Cheltenham,Glos. GL52 2DG Telephone: 0 1242-235151

UK Parent Unit System Facilities exist within the UK for the interchange of messages for aerodromes not connected to the AFTN, and also for aerodromes without an ATSU, through the use of nominated ATSUs which have the capabilities to act as ATSUs (Parent Units).

Areas of Responsibility The map at ENR 6-1- 10-1 shows the associated area of responsibility for each Parent Unit which provides the services specified in the above paragraphs. Any operator, at an aerodrome which does not have an ATSU, or is not on the AFTN, wishing to file a flight plan should pass details of the flight plan to the Parent Unit whose area of responsibility the aerodrome lies. The staff at the Parent Unit will assist in the completion of the flight plan and will address it appropriately for processing through the AFTN. When specific addresses are required by the pilot or the operator, in addition to those normally inserted by the ATSU for the flight being planned, it should be ensured that such requirements are notified at the time of filing the flight plan. Operators and pilots are reminded that paragraph 1.6 (time requirement for filing a flight plan) is most important when filing with the Parent Unit.

Departure Time The FIR Controller will accept departure times from pilots who have departed from aerodromes where there is no ASTU, or it is outside the ASTUs hours of operation. The Pilot is to advise the FIR Controller to pass the departure time to the ASTU to which the flight plan was submitted. When it is known by a pilot that the ATSU at the departure aerodrome is going to be closed at the time of departure, the flight plan is to be filed with the Parent Unit and the airborne time passed as described in paragraph 2.3.1.




2.4.

Changes, Delays if Cancellation of a Flight Plan.

2.4.1. It is essential that ATC is advised of cancellations, delays over 30 minutes and changes to flight plan details. A second flight plan cannot be used to amend the first. The original flight plan must first be cancelled and then a revised flight plan filed. 2.5

Contact Numbers for Parent Units

Parent Unit

Fax Number

Telephone Number

Belfast

0 1849-422152

London Heathrow

0181-745 31111 3163

Manchester

0161 - 499 5502 & 5500

Scottish ACC

01292 - 479800 Ext 2636 12679

3.

VFR Flight Plans

3.1.

When to File a VFR Flight Plan

Telex

776000 EGPX G

3.1.1. A VFR flight plan may be filed for any flight. 3.1.2. A VFR flight plan must be filed for the following: a)

For all flights to or from the United Kingdom which will cross the United Kingdom FIR Boundary.

b)

for all flights within Class B - D Controlled Airspace (this requirement may be satisfied by passing details on RTF).

c)

for any flight in Class F Airspace wishing to participate in the Air Traffic Advisory Service;

d)

for any flight from an aerodrome in the United Kingdom, being a flight whose destination is more than40 krn from the aerodrome of departure and the aircraft Maximum Total Weight Authorised exceeds 5700 kg.

,

3.1.3. It is advisable to file a VFR flight plan if the flight involves flying over the sea, more than 10 nrn from the UK coastline, or over sparsely populated areas where Search and Rescue operations would be difficult.




Addressing of VFR Flight Plans In addition to addressing a VFR flight plan to the Destination Aerodrome, and when applicable the appropriate adjacent foreign FIR(s), it must also be addressed to the appropriate UK FIR(s) as listed below: EGZYVFRP EGZYVFRT

Scottish and Oceanic FIRS; London FIR

Submission Time Parameters VFR flight plans should be submitted to the ATSU at the departure aerodrome on Form CA 48/RAF 2919 at least 60 minutes before clearance to start up or taxi is requested. The local ATSU, if required, will assist in compiling the flight plan. If the departure aerodrome is not connected to the ATFN, the pilot is responsible for arranging for the ASTU to despatch the flight plan via the Parent Unit (see paragraph 2). If the departure aerodrome has no ASTU, the pilot will arrange for the flight plan to be passed to the aerodromes parent Unit for onward transmission. Airborne Time The pilot is responsible to ensuring that the airborne time of the flight is passed to the ATSU with whom the flight plan has been filed. The ASTU will ensure that the departure message, if required, is sent to the appropriate addressees. The pilot should try to arrange for a 'responsible person' in the ground to telephone the airborne time to the ATSU, as passing it over the RTF may, due to controller workload, lead to a delay in sending a departure message. Failure to pass the airborne time will result in the flight plan remaining inactive; consequently, this could result in the destination aerodrome not being aware that alerting action should be taken. Action When the Destination Aerodrome has no ATSU or AFTN Link. If a pilot has filed a VFR flight plan to a destination which does not have an active ATSU and is not connected to the AFTN, he is required to pass the ETA, prior to departure to a 'responsible person' at the destination aerodrome. In the event of the aircraft failing to arrive at the destination aerodrome within 30 minutes o f the notified ETA, the 'responsible person' must immediately advise the Parent Unit. This action is the trigger by which the Parent Unit will commence alerting action. Exceptionally, where a pilot is unable to find someone to act as a 'responsible person' at the destination aerodrome, he must contact the appropriate Parent Unit prior to departure and request that it acts in this capacity. Should a pilot need to take this course of action, he will be required to contact the Parent Unit within 30 minutes of landing at the destination to confirm his arrival. Failure to complete this action will automatically result in the Parent Unit initiating alerting action. O Oxford Aviation Services Limited



IFR Flight Plans Introduction The UK is a participating State in the Integrated Initial Flight Plan Processing System (IFPS), which is an integral part of the Eurocontrol centralised Air Traffic Flow Management initiative. The IFPS is the sole source for distribution of IFRIGeneral Air Traffic (GAT) flight plan information to ATSUs within the participating European States which collectively comprise the IFPS Zone (see map ENR 6-1-10-2). Additionally, IFPS provides accurate flight data to the Air Traffic Flow Management (ATFM) elements of the Central Flow Management Unit (CFMU), located at Haren, Brussels. ZFPS will not handle VFR flight plans or Operational Air Traffic (OAT) flights; however, it will process the GAT portion (s) of a mixed OATIGAT flight plan and, similarly, the IFR portion(s) of a VFWIFR flight plan. Full details of the procedures relating to IFPS and ATFM are contained within the relevant sections of 'IFPS Users Manual' and the 'The CFMU Handbook' which are available, free of charge, from: Eurocontrol Library Rue de la Fusee, 96 B - 1130 Brussels, Belgium Tel No: + 32 2 729 36 39 Fax No: + 32 2 729 91 09

General Description of IFPS IFPS comprises 2 IFPS Units (IFPU) sited within the Eurocontrol facilities at Haren, Brussels and at Bretigny, Paris. The IFPS Zone is divided into 2 separate geographical areas, each having a primary responsibility for one area and a secondary role, for contingency purposes, for the other. All IFWGAT flight plans and associated messages must be addressed to both IFPUs. The primary IFPU will process the flight plan, or associated message, whilst the other will hold both the raw and processed data, to be used in the event of failure of the primary Unit. Following successful processing the flight plan will be delivered, at the appropriate time, to all the ATSU addressees on the flight profiled roue within the IFPS zone.

Filing of Flight Plans and Associated Messages Aircraft Operators (AO) are ultimately responsible for the complete filing of their IFWGAT flight plans and associated messages. This encompasses compilation (including addressing), accuracy and submission if flight plans and also for the reception of an acknowledgement (ACIS) message from IFPS (see paragraph 4.7.5).




4.3.2. AOs who have the facilities and are prepared to file their own flight plans and associated messages directly with IFPS and any other non-IPS States affected by the flight (see paragraph 4.5.4) may do so. This is the standard AFPS IFWGAT flight plan filing procedure and is termed 'direct filing'. 4.3.3.

4.3.4.

AOs who, for whatever reason, are unable to conform to the direct filing procedure should make local arrangements to file their IFWGAT flight plans using one of the following methods: a)

Through the ATSU at the aerodrome of departure; or

b)

for operators at aerodromes where the ATSU is not connected to the AFTN, or alternatively where there is no ATSU, through the designated Parent Unit.

The occasions on which an Arrival (ARR) message must be issued are minimal (i.e. when an aircraft has diverted or when a controlled flight has experienced loss of radio communication). In each instance the responsibility for issuing an APR message will rest with the ATSU at the landing aerodrome.

4.3.5. Within the UK ATSUs at the aerodrome of departure will continue, when appropriate, to assist in the compilation of flight plans. However, the responsibility, as specified at paragraph 4.3.1. continues with the AO. 4.4.

Submission of Flight Plans

4.4.1. Flight Plans should be filed a minimum of 3 hours before Estimated Off Block Time (EOBT) for North Atlantic flights and those flights subject to ATFM measures, and a minimum 60 minutes before EOBT for other flights. (The CFMU has made it known that there is limited flexibility within the system to allow for the handling of special or late notice flights). 4.5.

Addressing of IFR Flight Plans

4.5.1.

Flights Wholly Within the AFPS Zone. For IFWGAT flight plans and associated messages, for flights conducted wholly within the IFPS Zone, it will be necessary to address these messages only to the two IFPUs. To further simplify AFTN addressing a single collective address, EGZYIFPS, which covers both IFPUs, has been established. The individual IFPU addresses are: 0

Haren Bretigny

AFTN EBBDZMFP LFPYZMFP

SITA BRUEP7X PAREP7X




All flight plans and associated messages must be addressed to both IFPUs; this can be achieved by using either the AFTN collective or individual addresses or, alternatively, by using the individual SITA addresses.

4.5.2. Flights entering or Overflying the IFPS Zone. For that portion of the flight within the IFPS Zone, only the two IFPUs need to be addressed as in paragraph 4.5.1.


CHAPTER FOURTEEN - APPENDIX 1 Contents

Page

ABBREVIATIONS USED IN AIS PUBLICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 - 1


APPENDIX 1

FLIGHT PLANNING.AND MONITORING

The abbreviations used in this AIP and in the general dissemination of information are also in ICAO DOC'S 8400, 8 168 and 9569. Abbreviations which differ from the ICAO abbreviations are shown in italics below. j- When radiotelephony is used, the abbreviations and terms are transmitted as spoken words.

$ When radiotelephony is used, the abbreviations and terms are transmitted using the individual letters in non-phonetic form.

A AAA

A/A AAL ABM ABN ABT ABV AC ACASt

ACCID ACFT ACH ACK ACL ACN ACP ACPT ACT AD ADA ADDN ADFl

ADGE

Amber (or AAb, AAC.. etc. in sequence) Amended meteorological message (message type designator) Air-to-Air Above Aerodrome Level Abeam Aerodrome Beacon About Above Altocumulus Airborne Collision Avoidance System Area Control Centre OR Area Control Notification of an Aircraft Accident Aircraft Asymmetric Committed Height Acknowledge Altimeter Check Location Aircraft Classification Number Acceptance (message type designator) Accept OR Accepted Active OR Activated Aerodrome Advisory Area Addition OR Additional Automatic Direction-Finding Equipment Air Defence Ground Environment

ADJ ADR ADS ADSU

ADT ADVS ADZ AES AFIL AFIS AFM AFS AFT AFTNZ A/G AGA AGL AGN A GNJS

AIAA AIC AIM AIP AIRAC AIREPt

(to be pronounced 'AY-DIZ7) Air Defence Identification Code Adjacent Advisory Route Automatic Dependent Surveillance Automatic Dependent Surveillance Unit Approved Departure Time Advisory Service Advise Aircraft Earth Station Flight Plan Filed in the Air Aerodrome Flight Information Service Yes OR Affirm OR Affirmative OR that is Correct Aeronautical Fixed Service After... (time or place) Aeronautical Fixed Telecommunication Network Air-to-Ground Aerodromes, Air Routes and Ground Aids Above Ground Level Again Azimuth Guidance for Nose-inStand (AGA 8-1 7) Area of Intense Air Activity Aeronautical Information Circular AFTM Information Sewice Aeronautical Information Publication Aeronautical Information Regulation and Control Air-Report O Oxford Aviation Services Limited

APPENDIX 1


AIS ALA ALEWAS ALR ALRS ALS ALT ALTN ALTN AMA AMD

AMDT AMS AMSL AMSS ANM ANS A0 AOC AOC AOD AOM AP APAPI APCH APHAZ APIS APP

APR APRX APSG APV ARFOR ARNG ARO

Aeronautical Information Services Alighting Area Alert Phase Alerting (message type designator) Alerting Service Approach Lighting System Altitude Alternate OR Alternating (Light alternates in colour) Alternate (Aerodrome) Area Minimum Altitude Amend OR Amended (used to indicate amended meteorological message; message type designator) Amendment (AIP Amendment) Aeronautical Mobile Service Above Mean Sea Level Aeronautical Mobile Satellite Service AFTM Not ijkation Message Answer Aircraft Operators Aerodrome Obstacle Chart Air Operator Certificate Above Ordinance Datum (Newly4 Aerodrome Operating Minima Airport Abbreviated Precision Approach Path Indicator Approach Aircaft Proximity Hazard Aircraft Positioning and Information System Approach Control Office OR Approach Control OR Approach Control Service April Approximate OR Approximately After Passing Approve OR Approved OR Approval Area Forecast (in aeronautical Meteorological Code) Arrange Air Traffic Services Reporting

ARP ARP ARQ ARR ARR ARS ARST AS ASC ASDA ASPH AT ...

ATAS ATCS ATDJ: ATFM ATIS1 ATM ATN ATOTN ATP ATS ATSU ATTN ATZ AUG AUTH AUW A U ~ AVASIS AVBL AVG AVGAS? A VTUR AWTA AWY AZM

Office Aerodrome Reference Point Air-Report (message type designator) Automatic Error Correction Arrive OR Arrival Arrival (message type designator) Special Air-Report (message type designator) Arresting (Specify (part of) Aircraft Arresting Equipment) Altostratus Ascent to OR Ascending to Accelerate-Stop Distance Available Asphalt At (followed by time at which weather change is forecast to occur) Actual Time of Arrival Air Traffic Control (in general) Actual Time of Departure Air Traffic Flow Management Automatic Terminal Information Service Air Traffic Management Aeronautical Telecommunication Network Air Traffic Operational Telephone Network At. ..(time or place) Air Traffic Service Air TrafJic Service Unit Attention Aerodrome Traffic Zone August Authorised OR Authorisation All up Weight Auxiliary Abbreviated Visual Approach Slope Indicator System Available OR Availability Average Aviation Gasoline Aviation Turbine Fuel Advise at What Time Available Airway Azimuth


APPENDIX 1

FLIGHT PLANNINGSAND MONITORING

B BA BAA BASE? BCFG BCN BCST BDRY BECMG BFR BKN BL ...

BLDG BLO BLW BOMB BR BRF BRG BRKG B-RNAV? BS BTL BTN

C C CAA CANP

CAP CAS CAT CAT CATi! CAVOKT

B Blue Braking Action British Airports Authority plc Cloud Base Fog Patches Beacon (Aeronautical ground light) Broadcast Boundary Becoming Before Broken Blowing (followed by DU = Dust, SA = Sand or SN = snow) Building Below Clouds Below... Bombing Mist Short (Used to indicate the type of approach desired or required) Bearing Braking Basic - (to be pronouced 'ARNAV') Area Navigation Commercial Broadcasting Station Between Layers Between

Centre (runway identification) Degrees Celsius (Centigrade) Civil Aviation Authority Civil Aircraft Notzfication Procedure Civil Aviation Publication Calibrated Airspeed Category Clear Air Turbulence Combined Aerodrome Traffic Zone (to be pronounced 'KAV-OHKAY') Visibility, cloud and present weather better than prescribed values or conditions

CB$

CBR CC CCA

CD CDN

CDR CEU CF CFMU CGL CHAPI CH CHG CI CIDINT CIT CIV CK CL CLA CLBR CLD CLG CLR CLSD CM CBM

cm

CMPL CNL CNL CNS

Coded

(To be pronounced 'CEE BEE') Cumulonimbus Cloud Base Recorder (ceilometer) Cirrocumulus (OR CCB, CCC ...etc, in sequence) Corrected meteorological message (message type designator) Candela Co-ordination (message type designator) Conditional Route Central Executive Unit Change fiequency to.. . Central Flow Management Unit (Europe) Circling Guidance Light(s) Compact Helicopter Approach Path Indicator Channel Modification (message type designator) Cirrus Common ICAO Data Interchange Network Near OR over large towns Civil Check Centre-Line Clear Type of Ice Formation Calibration Cloud Calling Clear(s) OR Cleared to .....OR Clearance Close OR Closed OR Closing Centimetre Climb to OR Climbing to Control Motion Noise Completion OR Completed OR Complete Cancel OR Cancelled Flight Plan Cancellation (message type designator) Communications,Navigation and Surveillance Centre-line lights of approach light system are coded


APPENDIX I


COL

COM CONC COND CONS CONST CONT COOR CO-ORD COP COR

COSPAS COT

cov CPL

CRM CRZ CS CTA CTAM CTC CTL CTMO CTN CTOT CTR

cu

CUF CUST CW CWY

D.. ...D

Danger Area (followed by identification) Downward (tendency in RVR D during previous 10 minutes) Decision Altitude DA Danger Area Activity DAAIS Information Service Danger Area Crossing Service DA CS Comecon Data Bank DBC Eurocontrol Data Bank DBE Double Channel Duplex DCD Docking DCKG Double Channel Simplex DCS Direct (In relation to flight path DCT clearances and type of approach) Difference in Depth of DDM Modulation December DEC decrease DECR Degrees DEG Fog Dispersal Operations DENEB Depart OR Departure DEP Departure (message type DEP designator) Departure End of Runway DER Descend to OR Descending to DES Destination DEST Department of the Environment, DETR Transport and the Regions (UK) DETRESFA? Distress Phase Deviation OR Deviating DEV Direction Finding DF Departure Flow Regulator DFR Distance from Touchdown DFTI Indicator Decision Height DH Diffuse DIF Distance DIST Divert OR Diverting DIV Delay (message type designator) DLA' Delay OR Delayed DLA Distance Measuring Equipment DMES Danger OR Dangerous DNG Designated Operational D DOC Coverage Domestic DME Range @refix used in DOM Dew Point Temperature graphics) DP Depth DME Frequencypairing (used in DPT Dead Reckoning graphics as a suffix to a DR VOWILSfrequency)

Column (in tables and text) Colour coded Run way centreline lights are coloured red over the final 300 m and alternately red/white in the penultimate 600 m Communications Concrete Condition Continuous Construction OR Constructed Continue (s) OR Continued Co-ordinate OR Co-ordination Geographical Co-ordinates Change-Over Point Correct OR Correction OR Corrected (Used to indicate corrected meteorological message; message type designator) Cosmos Rescue System (USSR) At the Coast Cover OR Covered OR Covering Current Flight Plan (message type designator) Collision Risk Model Cruise Cirrostratus Control Area Climb and Maintain Contact Control Central Traffic Management Organisation Caution Calculated Take-off Time Control Zone Cumulus Cumuliform Customs Continuous Wave Cleanvay

D...


APPENDIX 1

FLIGHT PLANNING.AND MONITORING

DR.. .

DRG DS DSB DTAM DTG DTRT DTW DU DUA DUC DUR DVOR DW DZ

E EAT EB ECAC ED EDT EET EFC EFIS EHF ELBA-fELEV ELR ELT EM EMBD

EMERG END ENE ENG ENRT EOA EOBT

Low Drifting (followed by DU-Dust , SA = Sand or SN=Snow) During Duststorm Double Sideband Descend to Maintain Date-Time Group Deteriorate OR Deteriorating Dual Tandem Wheels Dust Dedicated User Area Dense Upper Cloud Duration Doppler VOR Dual Wheels Drizzle E East OR Eastern Longitude Expected Approach Time Eastbound European Civil Aviation Conference Emergency Distance (AGA 0-2) Estimated Departure Time Estimated Elapsed Time Expected Further Clearance Electronic Flight Instrument System Extremely High Frequency (30000 to 300000 MHz) Emergency Location Beacon Aircraft Elevation Extra Long Range Emergency Locator Transmitter (SAR 1-4) Emission Embedded in a Layer (To indicate cumulonimbus embedded in layers of other clouds) Emergency Stop-end (related to RVR) East North East Engine En-route Engine Out Allowance Estimated Off-Block Time

EPIRB EQPT ER ESE EST

ETAS ETDS ETO ETOPS EV EXC EXER EXP EXTD

F FA FAF FAL FAP FAT FAT0 FAX FBL

FB U FC ' FCST FCT FEB FG FIC FIR$ FIS FISA

Emergency Position Indicating Radio Beacon Equipment Here.. . OR Herewith East South East Estimate OR Estimated OR Estimate (message type designator) Estimated Time of Arrival OR Estimating Arrival Estimated Time of Departure OR Estimating Departure Estimated Time Over Significant Point Extended Twin-jet Operations Every Except Exercises OR Exercising OR To Exercise Expect OR Expected OR Expecting Extend OR Extending F Fixed area forecast (ARFOR) Final Approach Fix Facilitation of International Air Transport Final Approach Point Fast Approach Track Final Approach and Take-off Area Facsimile Transmission Light (Used to indicate the intensity of weather phenomena, interference or static reports, eg FBL RA = Light rain) Fire Briefing Unit Funnel Cloud (tornado or water spout) Forecast Friction Coefficient February Fog Flight Information Centre Flight Information Region Flight Information Service Automated Flight Information Service O Oxford Aviation Services Limited

APPENDIX 1


FL FLD FLG FLR FLT FLTCK FLUC FLW FLY FM FM ... FMS FMU FMP FNA FOQNH FPL FPM FPR FR FR FREQ FRI FRNG FRONT? FRQ FSL FSS FST FT FTT FU FZ FZDZ FZFG FZRA

Flight Level Field Flashing Flares Flight Flight Check Fluctuating OR Fluctuation OR Fluctuated Follow(s) OR Following Fly OR Flying From From (followed by time weather change is forecast to begin) Flight Management System Flow Management Unit Flow Management Position Final Approach forecast Regional QNH Filed Flight Plan (message type designator) Feet Per Minute Flight Plan Route Fuel Remaining route forecast (ROFOR) Frequency Friday Firing Front(Re1ating to Weather) Frequent Full Stop Landing Flight Service Sation First Feet (Dimensional Unit) Flight Technical Tolerance Smoke Freezing Freezing Drizzle Freezing Fog Freezing Rain

G G GIA GIAIG GAT Gauge

Green Ground - to - Air Ground- to Air-and Air-to Ground General Air Traffic Indicates distance between two rows of runway lights

GCAS

GEN GEN GEO GES GLD GND GNDCK GNSS GP GR GRASS GRID

GRVL GS GS G VS

H24 HAP1 HBN HDF HDG HEL HF$ HGT HIAL HI ' HIR TA HJ HL HLDG HN HO HOL HOPA

Ground Controlled Approach System OR Ground Controlled Approach General Generally Geographic OR True Ground Earth Station Glider Ground Ground Check Global Navigation Satellite System Glide Path Hail Grass Landing Area Processed Meteorological Data in the Form of Grid Point Values (in Aeronautical Meteorological Code) Gravel Ground Speed Small hail and /or snow pellets Gas Venting Site

H Continuous Day and Night Service Helicopter Approach Path Indicator Hazard Beacon High Frequency DirectionFinding Station Heading Helicopter High Frequency (3000 to 30000 kHz) Height OR Height Above Highlands and Islands Airports Ltd High Intensity directional lights High Intensity Radio Transmission Area Sunrise to Sunset Height Loss Holding Sunset to Sunrise Service available to meet operational requirements Holiday Helicopter Operational Area O Oxford Aviation Services Limited

APPENDIX 1

FLIGHT PLANNING .AND MONITORING

HORIZ HOSP HPA HR HS HT HTA HURCN HVDF

HVY HVY

HX HYR HZ Hz

IAC IAF IAO IAP IAR IAS IBN IC ICE ID IDENT? IF IFF IFRS IGA ILSS IM IMCS IMG IMPR IMT INA INBD INC INCR INCERFAT

Horizontal Hospital Aircraft Hectopascal Hours Service Available During Hours of Scheduled Operations High Tension (power) Helicopter Training Area Hurricane High and Very High Frequency Direction Finding Stations (At the Same Location) Heavy HVY (used to indicated the intensity of weather phenomena, eg HVY RA = Heavy rain) No Specific Working Hours Higher Dust Haze Hertz (Cycle Per Second) I Instrument Approach Chart Initial Approach Fix In and Out of Clouds Instrument Approach Procedure Intersection of Air Routes Indicated Air Speed Identification Beacon Diamond Dust (very small ice crystals in suspension) Icing Identifier OR Identify Identification Intermediate Approach Fix Identification FriendFoe Instrument Flight Rules International General Aviation Instrument Landing System Inner marker Instrument Meteorological Condition Immigration Improve OR Improving Immediate OR Immediately Initial Approach Inbound In Cloud increase Uncertainty Phase

ISB ISOL

Included OR including OR inclusive Information Inoperative If Not Possible In Progress Inertial Navigation System Install OR Installed OR Installation Instrument Intersection International Interrogator Interrupt OR Interruption OR Interrupted Intensify OR Intensifying Intensity Ice on Runway International Standard Atmosphere Independent Sideband Isolated

JAN JTST JUL JUN

J January Jet Stream July June

KG kHz KM KMH KPA KT KW

Kilogrammes Kilohertz Kilometres Kilometres per Hour Kilopascal Knots Kilowatts

INCL INFO? INOP INP INPR INS INSTL INSTR INT INTL INTRG INTRP INTSF INTST IR ISA

I(

L L

'

LAM LAN LARS LAT

L Left (Runway identification) Locator (NDB with published approach procedure. See LM, LO) Logical Acknowledgement (message type designator) Inland Lower Airspace Radar Advisory Service Latitude


APPENDIX 1


LA TCC LDA LDAH LDG LDI LEN LF LFA LFZ LGT LGTD LHA LHS LI LIH LIL LIM LITAS

LLZ LM LMT LNG LO LOC LONG LORAN? LRG LSQ LTD LTT L UT LV LVE LVL L VP LYR

London Area and Terminal Control Centre Landing Distance Available Landing Distance Available, Helicopter Landing Landing Direction Indicator Length Low Frequency (30 to 300 H z ) Low Flying Area Low Flying Zone Light OR Lighting Lighted Lowest Holding Altitude Left Hand Side Low Intensity omni-directional lights Light Intensity High Light Intensity Low Light Intensity Medium Low Intensity Tow Colour Approach Slope Indicators at.... and ... metres from threshold bracketing approach angle oJ.. degrees 9AGA 8-2) Localizer Locator, Middle Local Mean Time Long (Used to indicate the type of approach desired or required) Locator, outer Local OR Locally OR Location OR located Longitude LORAN (Long Range Air Navigational System) Long Range Line Squall Limited Landline teletypewriter Local User Terminal Light and Variable (Relating to Wind) Leave OR Leaving Level Low Visibility Procedures Layer OR Layered

M

M MAA MAG MAINT MAP MAPt MAR MAR MAS MA TZ MAX MAY MB MCA MCW MDA MDF MDH MEA MEDA MEHT

MET? METART

MF MHDF

MHVDF 8

MHz MID MIFG MIL MIN MKR ML WA MLSX MM

M Mach Number (Followed by figures) Metres (Preceded by figures) Maximum Authorised Altitude Magnetic Maintenance Aeronautical maps and charts Missed Approach Point At sea March Manual A1 Simplex Military Aerodrome Traffic Zone Maximum May millibars Minimum Crossing Altitude Modulated Continuous Wave Minimum Descent Altitude Medium Frequency Direction Finding Station Minimum Descent Flight Minimum En-route Altitude Military Emergency Diversion Aerodrome Minimum Eye Height over Threshold (For VASIS and PAPI) Meteorological OR Meteorology Aviation routine weather report (In aeronautical meteorological code) Medium Frequency (300 to 3000 Hz) Medium and High Frequency Direction Finding Stations (At the same location) Medium, High and Very High Frequency Direction Finding Stations (At the same location) Megahertz Mid-point (related to RVR) Shallow fog Military Minutes Marker radio beacon Maximum Landing Weight Authorised Microwave Landing System Middle Marker O Oxford Aviation Services Limited

APPENDIX 1


MNM MNPS MNT MNTN MOA MOC MOD

MOGAS MON MON MOTNE

MOV MPH MPS MRA MRG MRP MS MSA MSD MSG MSL MT MTO W MTRA MTU MTW MTWA MVDF

MWARA MWO MX

Minimum Minimum Navigation Performance Specifications monitor OR Monitoring OR Monitored Maintain Military Operating Area Minimum Obstacle Clearance (required) Moderate (Used to indicate the intensity of weather phenomena, interference or static reports eg MOD RA = Moderate Rain) Motor Gasoline Above Mountains Monday meteorological Operational Telecommunications Network Europe move OR Moving OR Movement Statute Miles Per Hour Miles Per Second Minimum Reception Altitude Medium Range ATSIMET Reporting Point Minus Minimum Sector Altitude Minimum Separation Distance (Mi0 Message Mean Sea Level Mountain Maximum Take-off Weight Military Temporary Resewed Airspace Metric Units Mountain Waves Maximum Total Weight Authorised Medium and Very High Frequency Direction Finding Stations (At the same location) Major World Air Route Area Meteorological Watch Office Mixed type of ice formation (white and clear)

N N NAT NA TFMS NAV NV NBFR NC NDB$ NDS NE NEB NEG

NGT NIL*? NM NML NNE NNW NOF NOSIGT NOTAM?

NOV NR NRH NS ' NSC NSW NW NWB NXT

N North OR Northern latitude No distinct tendency (in RVR during previous 10 minutes) North Atlantic National Air TrafJic Flow Management System Navigation Northbound Not Before No Change Non-Directional Radio Beacon Non-deviatingstatus North East North Eastbound No OR Negative OR Permission not granted OR That is not correct Night None OR I have nothing to send to you Nautical Miles Normal North North East North North West International NOTAM Office No Significant Change (Used in trend-type landing forecasts) A notice containing information concerning the establishment, condition or change in any aeronautical facility, service, procedure or hazard, the timely knowledge of which is essential to personnel concerned with flight operations. November Number No Reply Heard Nimbostratus Nil Significant Cloud Nil Significant Weather North West North Westbound Next


APPENDIX


OAC OAS OAT Obs OBS OBSC OBST OCA OCA OCC OCH OCNL OCS OCT OHD 01s OLR OM OMEGA OPA OPC OPMETT OPN OPR

OPST O/R ORCAM

om osv OTLK

OTP OTS OUBD

ovc

0 Oceanic Area Control Centre Obstacle Assessment Surface Operational Air Trafic Obstacle Lights Observe OR Observed OR Observation Obscure OR Obscured OR Obscuring Obstacle Obstacle Clearance Altitude Oceanic Control Area Occulting (light) Obstacle Clearance Height Occasional OR Occasionally Obstacle Clearance Surface October Overhead Obstacle Identification Surface Off-load Routes Outer Marker OMEGA (see COM 3) Opaque, white type of ice formation The control indicated is operational control Operational Meteorological (information) Open OR Opening OR Opened Operator OR Operate OR Operative OR Operating OR Operational Operations On Request Originator Region Code and Mode Indication of an order Ocean Station Vessel Outlook (used in SIGMET messages for volcanic ash and tropical cyclones) On Top Organised Track System Outbound Overcast

P... PALS PANS

PAPA PAP1-fPAR$. PARL PAX PCD PCN PDG PE PEC PER PERM PH PIB PJE PLA PLN PLS PLVL PN PNdB PNR PO POB POSS PPI PPR PPSN PRI PRKG PRM* PROBT PROC PROV PS PSG PSN PSP PTN PTS PWR

P Prohibited area (followed by identification) Precision Approach Lighting System (Specify category) Procedures for Air Navigation Services Parallax Aircraft Parking Aid (AGA 8-1 7) Precision Approach Path Indicator Precision Approach Radar Parallel Passenger(s) Proceed OR Proceeding Pavement Classification Number Procedure Design Gradient Ice pellets Pressure Error Correction Performance Permanent Public Holiday Pre-flight Information Bulletin Parachute Jumping Exercise Practice Low Approach Flight Plan Passenger Load Supplement Present Level Prior Notice Required Perceived Noise Decibels Point of No Return Dust Devils Persons On Board Possible Plan Position Indicator Prior Permission Required Present Position Primary Parking Preferred Route Message Probability Procedure Provisional Plus Passing Position Pierced Steel Plank Procedure Turn Polar Track Structure Power 63 Oxford Aviation Services Limited

APPENDIX 1


Q QB1 QDMS QDR QFA QFES

QFU QNH8

QTE QUAD

Compulsory IFR flight Magnetic Heading (zero wind) Magnetic Bearing meteorological forecast Atmospheric pressure at aerodrome elevation (OR at runway threshold) Magnetic orientation of runway Altimeter sub-scale setting to achieve elevation when on the ground True bearing Quadrant

R R R...

R.. . R R RA RA RAC

RAD RAD RAF RAFC RAG Rag RAI RAL

RAS RB RCA RCC RCF RCH RCL RCLL RCLR RDH

Red Restricted Area (followed b identification) Radial (preJix for use in graphics) Right (runway identification) Rate of Turn Rain Resolution Advisory/Advisories (A CAS) Rules of the Air and Air Traffic Services Radar Approach Aid Radius Royal Air Force Regional Area Forecast Centre Ragged Runway Arresting Gear Runway Alignment Indicator Beacon Runway alignment beacon at a distance from threshold indicated Radar Advisory Service Rescue Boat Reach Cruising Altitude Rescue Co-ordination Centre Radio Communication Failure (message type designator) Reach OR Reaching Runway Centre Line Runway Centre Line Light(s) Recleared Reference Datum Height (For ILS)

RDL RDT RDO RE..

REC REDL REF REF REG RENL REP REQ RERTE RESA RET RFF RG M S RIF RIS RITE RIV RL RLA RLCE RLLS RLNA RMK RN RNAV"f RNG RNP R0BEX-f#

ROC ROD ROFOR RON RPL RPLC RPS RQMNTS

Radial Requested Departure Time Radio Recent (Used to qualify weather phenomena , eg RERA = recent rain) Receive OR Receiver Runway Edge Light(s) Reference to ... OR Refer to. .. Reference to ... OR refer to.. . Registration Runway End Light(s) Report OR Reporting OR reporting Point Request OR Requested Re-route Runway End Safety Area Rapid Exit Taxiway Fire and Rescue Equipment Range (lights) Right Hand Side Reclearance In Flight Radar Information Service Right (Direction of Turn) Rapid In tewention Vehicle Report Leaving Relay to Request Level Change En-route Runway Lead-in Lighting System Requested Level Not Available Remark Royal Navy (To be pronounced 'AR-NAV') Area Navigation Radio Range Required Navigation Performance Regional OPMET Bulletin Exchange (Scheme) Rate of Climb Rate of Descent Route Forecast (In aeronautical meteorological code) Receiving Only Repetitive flight plan Replace OR Replaced Radar Position Symbol Requirements


APPENDIX 1


RQP RQS RR RRA

RSC RSCD RSP RSR RSS RTD

RTE RTF RTG RTHL RTN

RTOAA RTODAH R TR RTS RTT RTZL RUT RV R VA RVRS RWY

S SA SALS SAN SAP SAR SAWS

SARSA T

Request flight plan (message type designator) Request supplementary flight plan (message type designator) Report Reaching (OR RRB RRC... etc, in sequence) Delayed meteorological message (message type designator) Rescue Sub-centre Runway Surface Condition Responder beacon En-Route Surveillance Radar Route Sum Square Delayed (used to indicate delayed meteorological message; message type indicator) Route Radiotelephone Radiotelegraph Runway threshold light(s) Return OR returned OR returning Rejected Take-offArea Available Rejected Take-off Distance Available, Helicopter Radar Termination Range Return to Service Radioteletypewriter Runway Touchdown Zone Light(s) Standard regional route transmitting frequencies Rescue Vessel Radar Vectoring Area Runway Visual Range Runway

S South OR Southern Latitude Sand Simple Approach Lighting System Sanitary Soon as possible Search and Rescue Standards and Recommended Practices (ICAO) Search and Rescue Satellite Aided Tracking System

SAT SATCOMT SB SC SCN SCT SDBY SDF SE SEB SEC SECT SELCALT SEP SER SEV SFC SFLOC SG SGL SH...

SHF

SHINGALS

SIDT SIF SIGMETt

SIG~X SIMUL SIWL SKC SKED SLAP SLP SL T SLW SMB

Saturday Satellite Communication Southbound Stratocumulus Slot Cancellation Message Scattered Stand by Step Down Fix South East South Eastbound Seconds Sector Selective calling system September Service OR Servicing OR Served Severe (Used eg to qualify icing and turbulence reports) Surface synoptic report of the location of sources of atmospherics Snow Grains Signal Showers (followed by RA=Rain, SN=Snow, PE=Ice Pellets, GR= Hail, GS=Small Hail andlor snow pellets or combinations thereof., eg SHRASN = showers of rain and snow) Super High Frequency (3000 to 30000 Mhz) Supplementary High Intensity Narrow Gauge Approach Lighting System Standard Instrument Departure Selective Identification Feature Information concerning en-route weather phenomena which may affect the safety of aircraft operations Significant Weather Simultaneous OR Simultaneously Single Isolated Wheel Load Sky Clear Schedule OR Scheduled Slot Allocation Procedure Speed Limiting Point Slot Allocation Message Slow Side Marker Boards 43 Oxford Aviation Services Limited

APPENDIX 1


SMC SMR SN SNOWTAM?

SOC Sodium box SPECIT

SPECIAL? SPI SPL SPOT? SQ SR SRA SRE SRG SRP SRQ SRR SRY SS SS SSB SSE SSRS SST SSW ST STA START STD STF STN STNR STOL STS STWL

Surface Movement Control Surface Movement Radar Snow A special series NOTAM notifying the presence or removal of hazardous conditions due to snow, ice, slush or standing water associated with snow, slush and ice on the movement area, by means of a specific format. Start of Climb Sodium approach lights arranged in box formation Aviation selected special weather report (in aeronautical meteorological code) Special meteorological report (in abbreviated plain language) Special Position Indicator Supplementary flight plan (message type designator) Spot wind Squall Sunrise Surveillance Radar Approach Surveillance Radar Element of precision approach radar system Short Range Slot Reference Point Slot Request Message Search and Rescue Region Secondary Sandstorm Sunset Single Sideband South South East Secondary Surveillance Radar Supersonic transport South South West Stratus Straight in approach Standard instrument arrival Standard Stratiform Station Stationary Short Take-Off and Landing Status Stopway light(s)

SUBJ SUN SUP SUPPS SVC SVCBL SVCE SVFR SW SWB SWY

T TA TA TACAN? TAF? TAIL? TAR TAS TAX TBC TC TCU TDA TDO TDZ TECR TEL TEMPO? TFC TGL TGS THR THR'U THU TILT TIP TKOF TL ...

TLOF TMAS TNA

Subject to Sunday Supplement (AIP Supplement) Regional supplementary procedures Service message Serviceable Sewice Special Visual Flight Rules South West South Westbound Stopway

T Temperature Transition Altitude Traffic Advisory/Advisories (A CAS) UHF Tactical Air Navigation Aid Aerodrome forecast Tail wind Terminal Area Surveillance Radar True Airspeed Taxiing OR Taxi Tactical Booking Cell Tropical Cyclone Towering Cumulus Temporary Danger Area Tornado Touch Down Zone Technical Reason Telephone Temporary OR Temporarily Traffic Touch-and-Go Landing Taxiing Guidance System Threshold Through Thursday Until Until past ... (place) Take-off Till (followed by time which weather change is forecast to end) Touchdown and Lift-off Area Terminal Control Area Turn Altitude O Oxford Aviation Services Limited


TNH TO TOC TODA TODAH TOP? TORA TOS TOSA TP TR TRA TRA TRANS TRL TROP TS

TS ...

TT TTA TTT TUE TURB TVOR TWIL TWR TWY TWYL TYP TYPH

u UA UAB UAC UAR

Turn Height To.. . (place) Top Of Climb Take-off Distance Available Take-off Distance Available, Helicopter Cloud Top Take-off Run Available TrafJic Orientation Scheme Take-off Space Available Turning Point Track Temporary Reserved Airspace Temporary Restricted Area Transmits OR Transmitter Transition Level Tropopause Thunderstorm (in aerodrome reports and forecasts TS used alone means thunder heard but no precipitation at the aerodrome. Thunderstorm (followed by RA=Rain, SN-Snow, PE=Ice Pellets, GR=Hail, GS = Small hail and/or combinations thereof, eg TRASN =thunderstorms with rain and snow) Typewriter Tactical Training Areas Template Training Technique Tuesday Turbulence Terminal VOR Twilight (civil) Aerodrome control tower OR aerodrome control Taxiway Taxiway - Link Type of Aircraft Typhoon

u Upward (tendency in RVR during previous 10 minutes) Air Report ( A I E P ) Until Advised by.. . Upper Area Control Centre Upper Air Route

APPENDIX 1

UDF UFN UHDT UHF$ UIC UIR$ UmFS ULR UNA UNAP UNL UNREL UIS UTA UTC$

Ultra High Frequency Direction Finding Station Until Further Notice Unable Higher Due Traffic Ultra High Frequency (300 to 3000 MHz) Upper Information Centre Upper Flight Information Region United Kingdom Low Flying System Ultra Long Range Unable Unable to Approve Unlimited Unreliable Unserviceable Upper Control Area Co-ordinated Universal Time

v VA VAC VAL VAN VAR VAR VASIS? VC

VCY VDF VER VFR~ VHF$ VIP$ VIS VLF VLR VMC$ VM(C)

Volcanic Ash Visual Approach Chart In Valleys Runway Control Van Magnetic Variation Visual-aural radio range Visual Approach Slope Indicator System Vicinity of aerodrome (followed by FG=Fog, FC = Funnel cloud, SH = Showers, PO = Dustlsand whirls, BLDU = blowing dust, BLSA =Blowing sand or BLSN = Blowing snow, eg VC FG = Vicinity fog) Vicinity Very High Frequency Direction Finding Station Vertical Visual Flight Rules Very High Frequency (30 to 300 MHz) Very Important Person Visibility Very Low Frequency (3 to 30 KHz) Very Long Range Visual Meteorological Conditions Visual Manoeuvring (Circling) O Oxford Aviation Services Limited

APPENDIX 1


VOLMETT VORS VORTACT VOT VRB VRP VSA VSP VSTOL VTOL

Meteorological information for aircraft in flight Very High Frequency Omnidirectional Radio Range VOR and TAC combination VOR airborne equipment test facility Variable Visual Reference Point By visual reference to the ground Vertical speed Very Short Take-offand Landing Vertical Take-off and Landing

X XBAR XNG XS

Y YCZ YR

Cross Crossbar (of approach lighting system) Crossing Atmospheres

Yellow Yellow caution zone (runway lighting) Your

W W W WAC WAFC WB WBAR WDI WDSPR WED WEF WI WID WIE WILCOT WINTEM WIP WKN WNW WO WPT WRDA WRNG WS WSW WT WTSPT WX

West or Western longitude Z White World Aeronautical Chart ICAO 1:1 000 000 World Area Forecast Centre Westbound Wing bar lights Wind Direction Indicator Widespread Wednesday With Effect From OR Effective From Within Width With Immediate Effect OR Effective Immediately Will comply Forecast upper wind and temperature for aviation Work In Progress Weaken OR Weakening West North West Without Way-point Weapon Range Danger Area Warning Windshear West South West Weight Waterspout Weather

Co-ordinated Universal Time (in meteorological messages)


CHAPTER FIFTEEN - APPENDIX 2

Contents

Page

COMMON ABBREVIATIONS TO BE USED FOR THE EUROPEAN CQB . . . . . . . 15 - 1 DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


APPENDIX 2


IEM FCL 1.475(b) Common abbreviations to be used for the European CQB See JAR-FCL 1.475

ICAO = Doc 840014, ST= international standard, JEP = Jeppesen, JAR = Joint Aviation Regulations Abbreviations A ABM ABN AC AC ACFT ACT AD ADC ADDN ADF AD I AEO AFlS AFM AGL AI P ALT ALTN APCH APT APU ARR AS ASDA AMSL ATA ATC ATlS AT0 ATS AUX AVG AWY AZM

Meaning ampere abeam aerodrome beacon alternating current alto cumulus aircraft active aerodrome air data computer additional automatic direction finding attitude director indicator all engines operating aerodrome flight information service aircraft flight manual above ground level Aeronautical Information Publication altitude alternate approach airport auxiliary power unit arrival alto stratus accelerate stop distance available above mean sea level actual time of arrival air traffic control automatic terminal information service actual time overhead air traffic services auxiliary average airway azimuth '

BKN BRG

broken bearing


APPENDIX 2


OC CAS CAT CB CC CD CDI CDU cg CI CL cm CO CP CRM CS CTR CU CWY

calibrated air speed clear air turbulence cumulonimbus cirrocumulus drag coefficient course deviation indicator control display unit centre of gravity cirrus lift coefficient centimetre communications critical point crew resource management cirrostratus control zone cumulus clearway

DA DC DEG DEP DES DEST DEV D/F DG DH DlST DME DP DR DVOR

decision altitude direct current degrees departure descent destination deviation direction finding directional gyroscope decision height distance distance measuring equipment dewpoint dead reckoning doppler VOR

E EAS EAT ECAM EFlS EGT EICAS EPR EST ETA ETO

east equivalent airspeed expected approach time engine condition aircraft monitoring electronic flight instrument system exhaust gas temperature engine indicator and crew alerting system engine pressure ratio estimated estimated time of arrival estimated time overhead

FAF FCST FD FIS

degrees Fahrenheit final approach fix forecast flight director flight indicator system


APPENDIX 2

FLIGHT PLANNING AND MONITORING 4 bbreviat i o r

Weaning 'light level 'light 'light management system 'eet 'eet per minute gramme gallons ground glide path ground proximity warning system ground speed

iDG -IF nPa HR HSI HT Hz

heading high frequency hectopascal hours horizontal situation indicator height hertz: (cycles per second)

IAS ILS IMC IMP GAL INS INT ISA ISOL ITCZ lVSl

indicated airspeed instrument landing system instrument meteorological conditions imperial gallons inertial navigation system intersection international standard atmosphere isolated inter tropical convergence zone integrated vertical speed indicator joule

kg kHz km kt kW

kilogramme kilohertz kilometre knot kilowatt

LAT LB LDG LDP LEN LLZ LMC LMT LONG LT LTD LVL LYR

latitude pounds landing , landing decision point length localizer last minute change local mean time longitude local time limited level

15-3


APPENDIX 2


4bbreviations n

Meaning

MOCA MORA MPH MPS, mlsec MSA MSL MSU

netre nass nach number mean aerodynamic chord manifold pressure missed approach point maximum minimum descent height minimum descent heightlaltitude minimum en route altitude meteorological minutes microwave landing systems middle marker minimum minimum navigation performance specifications minimum obstruction clearance altitude minimum off route altitude statute miles per hour metres per second minimum sector altitude mean sea level mode selector unit

N NGT N NAT NAV NDB NM NOTAMS NS

newton night north north atlantic track navigation non directional beacon nautical miles notice to airmen nimbo stratus

OAT OBS OCA(H) OCL OEl OM OM OPS OIR

outside air temperature omni bearing selector obstacle clearance altitude (height) obstacle clearance limit one engine inoperative operating mass outer marker operations on request overcast

\/I \/I MAC MAP W APt nax WDH WDHIA WEA MET MIN MLS MM MNM MNPS

ovc


APPENDIX 2

FLIGHT PLANNING AND MONITORING 3 bbreviations

>

)AX )ET 'IC 'LN 'NR

'0s

'S I 'TS 'WR

Weaning 3-essure ~assenger point of equal time pilot in command flight plan point of no return position pounds per square inch polar track structure power radius rules of the air and traffic services rectified airspeed reporting point radio magnetic indicator remark area navigation rate of climb rate of descent revolution per minute runway visual range runway

5 SAR SC SCT SDBY SEC SEV SFC SID SIM SKC SR SS SSR ST STAR STD STN STNR STS SWY

south search and rescue stratocumulus scattered stand by seconds severe surface standard instrument departure simulator sky clear sunrise sunset secondary surveillance radar stratus standard arrival route standard station stationary, status stopway

T TA TAS TAT TC TDP THR TL

temperature transition altitude true airspeed total air temperature tropical cyclone take off decision point threshold transition level

15-5


APPENDIX 2

FLIGHT PLANNING AND MONITORING Abbreviations TI0 TOC TORA TS TWY

Meaning take off top of climb take off run available thunderstorm taxiway

UIS US-GAL UTC

unserviceable US gallons universal time co-ordinated

v

volt magnetic variation VHF direction finding station vertical gyro very high frequency visibility very low frequency visual meteorological conditions meteorological information for aircraft flight VHF omnidirectional range variable vertical speed indicator vertical visibility speeds design manoeuvring speed design speed for max gust intensity design cruise speedlmach number design dive speed design flap speed flap extended speed flap operating speed landing gear extended speed maximum landing gear operating speed lift off speed max tyre speed max break energy speed minimum control speed air minimum control speed ground minimum control speed max operating limit speedlmach number minimum unstick speed never exceed speed normal operating speed rotating speed landing reference speed stalling speed or minimum steady flight speed at which the aeroplane is controllable stalling speed or minimum steady flight speed in landing configuration stalling speed or minimum steady flight speed obtained in a specific configuration speed for best angle of climb speed for best rate of climb

VAR VDF VG VHF VIS VLF VMC VOLMET VOR vrb VS I

vv v vA

VB Vc IMC VD VF VFE VFO VLE '4-0 K

O

,

Max Tyre M E

v MC MCA MCG

V MOIM MO

v MU v NE v NO VR

REF

vs


APPENDIX 2


W W WC WCA WN WPT WS WX

Meaning critical engine failure speed take-off safety speed for piston engine aircraft, take-off climb speed or speed at 35ft for jet aircraft watt west wind component wind correction angle wind direction and speed waypoint windshear weather

X XTK XX

cross cross track distance heavy

Abbreviations

v, v*

-

DEFINITIONS Definitions in italics are not given in ICAO or JAA documentation but are in common use.

Basic Empty Mass (Basic Mass) is the mass of an aeroplane plus standard items such as: Unusablefuel and other unusablefluids. Lubricating oil in the engine and auxiliary units. Fire extinguishers Pyrotechnics. Emergency oxygen equipment. Supplementary electronic equipment.

Dry Operating Mass (DOM) is the total mass of the aeroplane ready for a specific type of operation excluding all usable fuel and traffic load. The mass includes items such as: Crew and baggage. Catering and removable passenger service equipment. Potable water and lavatory chemicals. Food and beverages. Operating Mass (OM) is the DOMplus fuel but without trafic load.

Traffic Load is the total mass of passengers, baggage and cargo, including any "non-revenue" load. Zero Fuel Mass is the DOMplus trafic load but excluding fuel.

Maximum Zero Fuel Mass (MZFM) is the maximum permissible mass of an aeroplane with no usable fuel.

15-7



APPENDIX 2

Taxi Mass is the mass of the aircra3 at the start of the taxi (at departurefrom the loading gate). Maximum Structural Taxi Mass is the structural limitation on the mass of the aeroplane at commencement of taxi. Take-off Mass (TOM) is the mass of an aeroplane including everything and everyone contained within it at the start of the take-off run. Performance Limited Take-off Mass is the take-off mass subject to departure airfield limitations. It must never exceed the maximum structural limit. Regulated TOM is the lowest of the "performance limited" and "structural limited" TOM. Regulated TOM is the lowest of 'performance limited" and "structural limited" TOM. Maximum Structural Take-off Mass is the maximum permissible total aeroplane mass at the start of the take-off run. Performance Limited Landing Mass is the mass subject to the destination airfield limitations. It must never exceed the structural limit. Maximum Structural Landing Mass is the maximum permissible total aeroplane mass on landing under normal circumstances. Regulated Landing Mass is the lowest of 'performance limited" and structural limited" landing mass. CONVERSIONS

All are taken from ICAO Annex.

Mass Conversions. Pounds (LB) to Kilograms (KG) Kilograms (KG) to Pounds (LB)

Volumes (Liquids) Imperial Gallons to Litres (L) US Gallons to Litres (L)

Imp. Gall X 4.546092 US Gall X 3.785412

Lengths Feet (ft) to metres (m)

Feet X 0.3048

Distances Nautical (NM) mile to metres (m)

NM X 1852.0 O Oxford Aviation Services Limited

CHAPTER SIXTEEN .APPENDIX THREE

Contents

Page

MULTI-CHOICE EXERCISES FOR SEP AND MEP . . . . . . . . . . . . . . . . . . . . . . . . . . 16 .1 EXERCISE MCSEP .1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 .1 EXERCISE MCMEP .1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 .9


APPENDIX 3


MULTI-CHOICE EXERCISES FOR SEP AND MEP EXERCISE MCSEP - 1 Plan a flight, using the VFR+GPS GERMANY ED following positions and co-ordinates: A B C D E

Departure Airfield Western end of lake Road rail junction VOR and assumed airfield Destination Alternate Airfield at EDSA

SEP Data: TOM Cruise Power Setting A to D: Diversion and Holding Fuel: Calculate: Assume taxy fuel: Contingency: Holding Fuel: (Final Reserve Fuel): Fuel in tanks: MET: Use wind and temp in the climb at 2/3 height Airfield A: Airfield D:

-6

chart and Annex A, from the

( N4728 E0 1042) ( N4734 E0 1009) ( N48 15 E009 13) ( N4823 E00839) ( N48 15 E00903)

3400 LB 25 INHG @ 2500 RPM 21 IN HG @ 2100 RPM

US GAL required 3.0 Gal 5% total he1 A-D-E plus taxy. 45min at 1500ft above the airfield pressure altitude; use Economy Cruise Table. 74 US GAL

OAT +3 1°C, Assumed Pressure Alt 3300' OAT +30°C, Assumed Pressure Alt 2 100'

Safe AltitudesICruise Flight Levels: Calculate the Safe Altitudes by taking the highest ground/obstacle within 5nm of track, including a 5nm radius at each turning point. Add an obstacle clearance allowance of 1000' for obstacles < 5000' MSL and 2000' obstacles > 5001'MSL. Round up to next 100'. Cruise at the following ICAO VFR semi-circular levels: A-B-C the lowest FL above the Safe Altitude A-B-C C-D at FL65 D-E at FL55


I

SINGLEITWIN PISTON - ENGINE NAVIGATION AND FUEL PLAN - EXERCISE MULTI-CHOICE SEPI- ANNEX A Line

STAGE FROM

SAFE ALT

FL

OAT OC

Temp Devn Dirn.

TO

Speed

5

--

FUEL MONITORING 10

I

I'

12

TIME

I I

I

I

II

11

I

TAXI FUEL

FUELRMG GAULB

I I

I

I

CONS. GPHILBPH

I

I

I

I

ENDURANCE hlmin

I I

I

I

ETA

I I

I

0.8

5% CONTINGENCY FUEL

1

I

I

I

I

1

I1

I

I

I

I

I

11

I

I

I


I

I

I

45 min HLDG FUEL (Final Res.)

I

I

I

EXTRA FUEL IF REQD. TOTAL REQUIRED

22.8

TOTAL ON BOARD

74.0

TOTAL ENDURANCE

I

I


APPENDIX 3

What is the Safe Altitude at line l ?

What are the wind direction (T) and speed at line l ?

What is the variation at line I?

What is the wind component at line l?

Reference lines 1 and 2 what are the distances for the climblleg A to Blcruise TOC to B?

How much fuel is required for the climb at line I? a) b) c d)

>

5.0 US GAL 1.5 US GAL 6.5 US GAL 3.5USGAL



APPENDIX 3

What is the cruising FL at line 2?

What is the temperature deviation at line 2?

What is the track direction at line 3?

What is the TAS at line 3?

What is the ground speed at line 3?

What is the TAS at line 4?


APPENDIX 3


What is the ground speed at line 4?

What is the leg time at line 4? a> b) c) d)

8 min 11 min 9 min 9.5 min

What is the total ground distance at line 6?

What are the true heading and magnetic heading at line 8?

What is the fuel flow at line 8? a) b) c> d)

, 9.3 US GPH 9.1USGPH 13.8 US GPH 9.5 US GPH

Using the average cruise he1 flow, what is the Total Endurance at line 15? a) b) c> d)

330 min 350 min 370 min. 390min


APPENDIX 3


19.

What is the Total Endurance at FL1O5 at the stated power setting using the Endurance Profile graph ?

20.

The holding fuel at line 11 is:

Questions 21-25: What is shown on the Topo at the following positions?: 21.

N4806.5 E01031.5 A ......... airfield, EDMN, 122.975... ..available, showing alignment of longest ............... runway with at least 720m ............distance available. a) b) c) d)

22.

N47lO EO11 38. .......... 2 1, active from ground level up to 2 1000 ...... a) b) c) d)

23.

civil, KHz, grass, landing civil, MHz, hardened, landing. military, MHz, hardened, take off. military, KHz, grass, take off.

Swiss Danger Area ; feet amsl. (DangerArea; feet agl. Class D Airspace; pressure altitude. Austrian Danger Area; feet amsl.

The airspace centred on Krumbach at N48 15 E01022: Class E airspace, from ground level up to ........ feet above ground, active ......... a) b)

4 d)

1700ft, part time operation. 1700ft, daylight hours. 1OOOft, unspecified hours. 1OOOft, airfield operating hours.



a) b) c) d)

APPENDIX 3

a group of lit; TV masts; feet high. a single lit; obstruction; feet agl. a group of lit; obstructions; feet agl. a group of lit; obstructions; feet amsl.

25.

N4832 E01102. ............. reporting point "Oscar" for ..... approaches. a) on request, IFR b) on request, VFR c) compulsory, IFR d) compulsory, VFR.

26.

An aircraft takes off from an airfield at 1200 feet AMSL (where QNH is 1001 mb) and climbs to FL80. How many feet does it climb? Assume lmb = 30 feet.

27.

An aircraft is flying at FL120 , COAT = 5 "C. What is its true altitude? a) b) c) d)

11,450 ft 11,800 ft 12,680 ft. 12,200 ft. ANSWERS


-

SlNGLErrWlN PISTON ENGINE NAVIGATION AND FUEL PLAN STAGE

Line

SAFE ALT

FROM

TO

-1

A

TOC

9400

-2

TOC

B

9400

-3

B

C

-4

C

D

FL

OAT OC

Temp Devn

WIND

- EXERCISE MULTI-CHOICE SEPI- ANNEX A ANSWER

Track "T

Dirn.

Speed

280

21

Hdg "T

Vrn.

Hdg OM

(

" ; s

wind Comp

1 1 1 I 7;; 1 EqtC GS

Time

LBPH

GAU

31/18 105 318

314

-5 -6

ALTERNATE

7

D

8

TOC

9

TAXI FUEL

10

TIME

FUELRMG GAULB

CONS. GPHILBPH

ENDURANCE hlmin

11 -

1

ETA

-

-45 min HLDG FUEL (Final Res.)

6.7

12 -

EXTRA FUEL IF REQD.

13 -

TOTAL REQUIRED

22.8

TOTAL ON BOARD

74.0

II

I

I

I

- -II


I

TOTAL ENDURANCE


APPENDIX 3

EXERCISE MCMEP - 1 Plan a flight using VFR+GPS GERMANY ED - 6 chart, the following information and the attached Annex A: (Due to un-announced change of nominated chart the first part of the trip is off the ED-6 chart; relevant details are provided in the Flight Plans).

Route: Departure airfield: VORIDMEs: Destination airfield:

LFSM HOC TRA LSZR

Safe AltitudeICruising Flight Levels: Between each waypoint take the highest obstacle within 5nm of track (including a semi- circle at each waypoint) add 1000 feet to obstacles < 5000feet, and 2000feet to obstacles >5001 feet, and round up to next 100feet. Use the lowest ICAO VFR semi - circular cruising level above the highest Safe Altitude; assume QNH 10 13mb.

MEP Data: TOM: Cruise Power:

Fuel: In tanks: Calculate: Taxy: Contingency: Holding (Final Reserve Fuel): Total endurance:

123 Gal Fuel required in US Gal. 4.2 Gal 5% of total fuel for route, diversion and taxy. 45 min at long range power (45%) at 1500 feet above destination airfield. Assume cruise at FL55, 75% power. Use . Data Sheet graph at fig 3.5.

MET: Use the European Low Level wind and temperature chart on page 5-16. Interpolate as required. For the climb use the data at 213 height; for descent use the data at ?4height. Airfield LFSM: Airfield LSZR:

OAT -2"C, pressure altitude 1037 feet. OAT -2"C, pressure altitude 1306 feet.


-

11

1

1 I I I2 I

11

SINGLEITWIN PISTON ENGINE NAVIGATION AND FUEL PLAN - EXERCISE MULTI-CHOICE MEP 1- ANNEX A Temp Devn

T

Dim.

k

H$

Vrn.

TAS kt.

Speed

TRIP TOTALS

1 9 1 10

1 FUEL MONITORING 1 TIME

FUELRMG GAULB

I CONS. GPHILBPH

TAXI FUEL ENDURANCE

5% CONTINGENCY FUEL

11 12

EXTRA FUEL IF REQD.

13

TOTAL REQUIRED

14

TOTAL ON BOARD

15

I


TOTAUSAFE ENDURANCE

I

I


APPENDIX 3

Refer to flight plan at linel. What is the climb distance? a> b) C) d)

12 ngm 7ngm 3.0 ngrn 10 ngm.

Refer to flight plan at linel. What is the climb fuel required? a> b) c d)

>

12 Gal 7 Gal 3.0 Gal. 10 Gal

Refer to flight plan at line2. What is the Safety Altitude ?

Refer to flight plan at line2. What is the cruise FL?

Refer to flight plan at line2. What is the cruise ISA temperature deviation?

Refer to flight plan at line2. What is the cruise wind velocity?



APPENDIX 3

Refer to flight plan at line2. What is the cruise TAS? a> b) C) d)

135 kt. 164 kt 181 kt 168 kt.

Refer to flight plan at line2. What is the cruise fuel flow? a> b) c> d)

29.0 GPH 28.7 GPH. 23.3 GPH 23.1 GPH

Refer to flight plan at line3. What is the true track?

Refer to flight plan at line 5. What is the time in the descent? a> b) c d)

>

5 min. 12.5 min. 8 min. 17.5 min.

Refer to flight plan at line 5. What is the descent fuel required? a> b) c) d)

3.5 US GAL 2.5 US GAL 6.0 US GAL 1.5 US GAL

Refer to flight plan at line 6. What is the total gound distance? a> b) C) d)

110 ngm 125 ngm 117 ngm. 235ngm



APPENDIX 3

Refer to flight plan at line 6. What is the total flight plan time? a) b) c) d)

41min. 5lmin. 53 min. 45 min.

Refer to flight plan at line 6. What is the total flight plan fuel required for the route? a) b) C) d)

19.3 US GAL 20.3 US GAL. 21.3USGAL 22.3USGAL

Refer to flight plan at line 10. What is the contingency fuel? a) b) c) d)

1.7 US GAL. 2.7USGAL 3.7USGAL 4.7 US GAL

Refer to flight plan at line 11. What is the holding fuel required? a) b) c) d)

16.0 US GAL 21.1USGAL 25.9 US GAL 11.9 US GAL.

Refer to flight plan at line 13. What is the total fuel required? a) b) c1 d)

123.0 US GAL. 48.1USGAL. 52.1 US GAL. 62.1USGAL.

Refer to flight plan at line 15. What is the tota! endurance?



19.

APPENDIX 3

Refer to flight plan. If the aircraft TOM (take off mass) is 4200 LB, what will be the landing mass at LSZR if contingency and holding fuel are unused? Use SG 0.72 or 6LB/ US GAL. a) b) c) d)

4322LB 3462 LB 4078 LB. 3882LB

20.

If a departure airfield has an elevation of 1037 feet MSL, QNH 1023 mb and an aircraft climbs to FL 75, how many feet does the aircraft climb?

2 1.

An aircraft is flying at FL75, COAT +10C. What is its true clearance (corrected for temperature) over an obstacle at 3242 feet MSL? a) b) c) d)

22.

4408 ft. 4248ft. 4648 ft. 4548 ft.

What is the most likely reason for choosing to route via HOC and TRA rather than the shorter direct route? a) b) C) d)

to avoid busy class D airspace at Basle and Zurich, while following a line feature to ease navigation. to minimize drift. to watch the boats on Bodensee. to increase flying hours.

ANSWERS


4

SlNGLE/TWlN PISTON - ENGINE NAVIGATION AND FUEL PLAN - Exercise MCMEP- 1 ANNEX A ANSWER

Line

Fuel Requd GAL1

FROM

LB

LFSM

TOC

2900

fl

-21-4

-

180

7

092

095

0

095

-

0

TOC

HOC

2900

55

-3

-5

180

10

092

095

0

095

168

-

168

24

HOC TRA

TOD ALTERNATE

TOC

TIME

FUEL RMG

CONS.

ENDURANCE

ETA

5% CONTINGENCY FUEL

45 min HLDG FUEL (Final res.)

EXTRA FUEL IF REQD. TOTAL REQUIRED TOTAL ON BOARD *NB FUEL REMAINING LESS HLDG FUEL

TOTAL ENDURANCE

4h06

CHAPTER SEVENTEEN .APPENDIX FOUR

Contents

Page

EXERCISE1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-1 Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8 EXERCISE2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9 Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-19 EXERCISE3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-20 Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-30



APPENDIX 4

EXERCISE 1.

1.

Contingency fuel is carried to compensate for: 1.1

deviation of an aircraft from the expected fuel consumption.

1.2

deviations from the forecast meteorological conditions.

1.3

deviations from the planned route andlor cruising levels/altitudes.

1.4

the extra fuel needed for Extended Range Twin Operations.

The correct combination is: a) b)

4 d) 2.

3.

1.1 and 1.3. 1.1, 1.3 and 1.4. 1.1, 1.2, 1.3and 1.4. 1.1, 1.2 and 1.3.

Reserve Fuel consists of: a)

Taxy, Contingency, Alternate, and Additional fuel.

b)

Contingency, Alternate, Final Reserve, and Additional fuel needed for the type of operation.

c)

Contingency, Alternate, Final Reserve, and Additional fuel, plus Extra fuel required by the aircraft commander.

d)

Contingency, Alternate, and Final Reserve.

The Final Reserve Fuel for aircraft with reciprocating engines should be: a)

fuel to fly for 30 minutes.

b)


c)


d)

5 minutes fuel at the holding speed at 1500ft above the aerodrome in standard conditions.


APPENDIX 4


4.

The Final Reserve Fuel for aircraft with turbine power units should be: fuel to fly for 30 minutes at holding speed at l5OOft (450m) above aerodrome elevation in standard conditions, calculated with the estimated mass on arrival at the alternate or the destination when no alternate is required. fuel to fly for 30 minutes at holding speed at 1500ft (450m) above aerodrome elevation in ambient conditions, calculated with the estimated mass on arrival at the alternate or the destination when no alternate is required. fuel to fly for 30 minutes at the cruising altitude above aerodrome elevation in standard conditions, calculated with the estimated mass on arrival at the alternate or the destination when no alternate is required. fuel to fly for 30 minutes at holding speed at 1500ft (450m) above aerodrome elevation in standard conditions, calculated with the estimated mass on arrival at the alternate or the destination when no alternate is required, plus extra fuel for the let-down, instrument approach and taxying.

5.

An operator shall take into account the following when establishing the minimum flight altitudes: 5.1

The time of day and season of operation.

5.2

The probable inaccuracies in altimeter readings.

5.3

The performance characteristics of the aircraft.

5.4

The possible inaccuracies in aeronautical charts.

5.5

The accuracy with which the position of the aeroplane can be determined.

5.6

The experience level of the crew.

The correct option is: a) b)

4 d)

5.2, 5.3, 5.4, 5.5. All are correct. 5.2, 5.4 and 5.5. 5.1, 5.2 and 5.3


APPENDIX 4


6.

A turbine powered aircraft is tasked to fly to an isolated airfield for which a destination alternate does not exist. Given the following planning data: Contingency fuel of 850kg. Time and fuel flow in the cruise to the destination of 3hr and 2 100kgIhr. Fuel flow in the cruise of 1960kglhr from overhead the destination. Destination Holding fuel flow of 2380kglhr. The additional fuel planned for at departure should be not less than:

7.

8.

With reference to Performance Class A aeroplanes with a Maximum Approved Passenger Seating Configuration of 20 or more seats, or a MTOM of 4536Okg or more: Without ETOPS approval: a)

the maximum operating distance from an adequate aerodrome, for two-engined turbine powered aircraft only, is 60 minutes at the one -engine-inoperative cruise speed.

b)

the maximum operating distance from an adequate aerodrome for a two-engined aircraft is 60 minutes at the one -engine-inoperative cruise speed.

c)

the maximum operating distance from an adequate aerodrome for a two-engined aircraft is 120 minutes at the one -engine-inoperative cruise speed.

d)

the maximum operating distance from an adequate aerodrome for a two-engined aircraft is 300nm.

An operator must select at least one destination alternate for each IFR flight unless: the planned duration of the flight from take-off to landing does not exceed 6 hours. two separate runways are available at the destination and the prevailing meteorological conditions are such that for a period from one hour before until one hour after the destination ETA, the approach from the relevant minimum sector altitude and the landing can be made in VMC. the destination is isolated and no adequate destination alternate exists. no meteorological information is available. O Oxford Aviation Services Limited

APPENDIX 4


9.

a)

All statements are correct.

b)

Only 8.3 is correct.

c)

8.1 and 8.2 or 8.3 are correct.

d)

only 8.1 and 8.2 are correct.

In reference to in flight fuel checks: 9.1

They are at the commanders's discretion.

9.2

A commander must ensure that regular fuel checks are carried out in flight.

9.3

Relevant fuel data need not be logged.

9.4

Relevant fuel data must be recorded.

9.5

When deciding on the basis of the expected fuel remaining, a commander can land with less than the Final Reserve Fuel providing the meteorological conditions at the destination or diversion airfield are adequate.

The correct option is: a)

9.2 and 9.4.

b)

9.2, 9.4 and 9.5.

>

10.

c

9.1 and 9.3.

d)

9.1, 9.3 and 9.5.

An aircraft is flying to an isolated destination airfield. The forecast weather conditions at the destination comply with the JAR-OPS regulations and the destination airfield has a single runway. Prior to the point of last possible diversion to a suitable en-route airfield the following data is logged: Expected fuel remaining at said point 7 100kg. Fuel required to the en-route diversion 6060kg. Contingency required 5%. Final Reserve Fuel 1040kg. The commander must divert or proceed to the isolated destination. a) The commander must divert to the en-route alternate airfield. b) The commander must return to the departure airfield. c) The commander has the option to do a, b or c. d) t


APPENDIX 4


11.

12.

An aircraft cruising at FL3 10 at 480kt TAS is overhead a reporting point, 1680ngm from its TOD; its fuel flow is 1800kglhr and the fuel consumed up to this point is 2500kg. Given that the aircraft must not burn more than a planned 10900kg in the cruise, the maximum wind component for the remainder of the flight is: a)

120kt headwind (-120kt).

b)

1OOkt tailwind (+1OOkt).

c)

75kt tailwind (+75kt).

d)

90kt headwind (-90kt).

Reference Simplified Flight Planning Figures 4.3 Long Range Cruise. Given: Distance Cruise Landing Weight

55Ongm. FL250. 55000kg.

-75kt. ISA -10°C

Wind component Temperature

The fuel required and time are:

13.

a)

5000kg; lhr 57min.

b)

4600kg; 2hr.

c)

4700kg; lhr 50min.

d)

5000kg; lhr 48min.

The Simplified Planning graphs require a fuel of 6000kg. Given: Estimated taxy time Engine and wing anti-icing

20minutes. 40minutes.

APU running time

60minutes.

The total fuel required is:


APPENDIX 4


14.

Reference Simplified Flight Planning Figures 4.3 Long Range cruise. Given: Distance Landing weight

2000ngm. 50000kg.

Wind component

zero.

If an aircraft planned its initial cruise at FL370 and was then cleared to FL290 the effect on the fuel required is: a)

a 600kg bonus.

b)

a 700kg penalty.

C)

a 800kg penalty

d)

negligible.

15.

Reference Figure 4.2.1. Given a Brake Release Mass of 56OOOkg the Optimum Cruise Altitude at .78Mach is:

16.

Reference the Fuel Mileage Penalty table paragraph 2.1. Given: Optimum Cruise Altitude speed .74Mach. Total Simplified Planning Fuel required 4000kg.

If the aircraft is required to fly 3500ft below its optimum cruise altitude its total he1 required will be:



17.

APPENDIX 4

Reference Figure 4.2.2. Given: Flight duration 20 minutes. Wind component -60kt. Brake release weight 6 1000kg

Temperature ISA Deviation 0 " C. Cruise distance l2Ongm.

The Short Distance Cruise altitude is:

18.

Reference Figure 4.3.5. Given: Flight distance 2000ngm. Brake Releases Weight 50000kg

Wind component ISA Deviation

50tail. 0°C.

Wind component

30kt head.

The Trip Fuel and Time are:

19.

Reference figure 4.3.6. Given: Distance Alternate Landing Weight

,

300ngm 40000kg.

The Fuel and Time to the Alternate are: b)

1800kg; 5 1min.

d)

2000kg; 84min.


APPENDIX 4


20.

Reference Figure 4.4 Given the following details for a racetrack holding pattern: Duration 40minutes Pressure Altitude ISA Deviation +10 "C Start Weight

30000ft 5 1OOOkg

Using the mean weight for the hold the planned fuel is:

ANSWERS

1

2

3

4

5

6

7

8

9

1

0

d

b

c

a

c

d

b

c

a

b

11

12

13

14

15

16

17

18

19

20

a

a

d

b

c

d

a

d

a

c


APPENDIX 4

FLIGHT PLANNING AND MONITORING EXERCISE 2.

1.

Reference Figure 4.4. Given the following details for a straight and level hold: Mean holding weight 45000kg Pressure Altitude FL280 The most efficient holding fuel flow is:

Given the following, and using Figure 4.5.1where necessary, answer questions 2 to 5. Airfield elevation 1982m Temperature ISA+7 " C Climb WC +60kt

QNH 996mb Cruise at FL330 Brake Release Weight 63000kg

2.

In relation to the surface of the airfield the aircraft climbs:

3.

The airfield's pressure altitude is:



APPENDIX 4

4.

The planned he1 bum in the climb is:

5.

The aircraft's planned ground distance in the climb is:

With reference to Figures 4.2.1 and 4.5.1, and the following data relating to a planned IFR flight, answer questions 6 and 7: Brake Release Weight 60000kg Airfield elevation 8500ft Cruise.78Mach Track 180 " (T) Climb wind component -70kt

Temperature ISA+ 14"C QNH 1030mb Variation 10"W FL3 10 is unavailable

Cruise drift 11"starboard

6.

The nearest correct flight level to the optimum cruise altitude is:

7.

The fuel required and ground distance in the climb to the FL at question 6 are:

17-10


APPENDIX 4


8.

9.

Reference Figure 4.5.2. answers question 8 and 9. Given 1500nam, cruise TAS 475kt and a headwind of 80kt the ground distance is: a)

1750nm.

b)

125Onrn.

c)

Cannot be done using the graph.

d)

13OOnm.

Given 800ngm, TAS 430kt and groundspeed 3 lOkt, the air mile distance is: 1OOnm. 020nm. 000nm.

It is more accurate to use an arithmetical solution to this type of question. Continues next page.


INTEGRATED FLIGHT PLAN - EXERCISE 2 SECTOR LINE FROM

TO

Temp OC

FL

Temp Track Wind GS TAS Comp kt NGM EET NAM Devn Dirn Speed OT

Gross Start

Cruise Value

Minus NAM

FUEL

WT

I

59000

70

I

189

363

TOTAL

--

CRUISE INCIDEC I

TOTAL 5% CONTINGENCY DIVERSION 30' HOLDING APUITAXI ANTI-ICE .

RAMP FUEL L


APPENDIX 4

Using the following data complete the INTEGRATED FLIGHT PLAN -EXERCISE 2 and then answer questions 10 to 22. Use relevant Figures 4.5.1, 4.5.3,4.5.4,4.3.6 and 4.4. .74Mach cruise and Economy Descent, London Heathrow (EGLL), elevation 80', to Madrid (LEMD), elevation 2000'. The Brake Release weight is 59000kg. Estimated destination landing weight Estimated diversion landing weight Allowances: Contingency Racetrack Hold Taxi APU Wing and Engine anti-ice 10.

11.

12.

5%. 30min. at 2500'aal at LEMD; QNH996mb at a mean weight of 54000kg. 20min. 1Omin. 1hr.

The climb nautical ground miles are: a>

13Onm.

b)

118nm.

c

>

116nm.

d)

113nm.

The planned climb fuel is: a)

1600kg.

b)

1650kg.

c)

1700kg.

d)

19OOkg.

The cruise TAS is: a)

425kt.

c)

429kt.



13.

14.

APPENDIX 4

The expected drift GUR to SNR is: a)

8 "Port.

b)

8 " Starboard.

C)

1O0P0rt.

d)

9"Port.

The elapsed time GUR to SNR is: a)

57min.

b)

47min.

c>

5 1min.

d)

49.5min.

15.

The nautical air miles GUR to SNR are:

16.

If the fuel from the brake release point to GUR was correctly, or incorrectly, calculated as 1900kg, then the planned fuel from the brake release point to SNR would be:



17.

18.

19.

20.

APPENDIX 4

If the aircraft is required to be at GUR at 00572 its ETA for the TOD is: a)

0146.5.

b)

0158.

c1

0155.5.

d)

0217.

The descent TAS is: a)

280kt.

b)

300kt.

c

>

3 14kt.

d)

250kt.

The contingency fuel is: a)

307kg.

b)

219kg.

c)

419kg.

d)

360kg.

The holding fuel is: a)

1240kg.

b)

1220kg.

c1

1169kg.

d)

1230kg.


APPENDIX 4


2 1.

The sum of the Taxi and Anti-ice fuel is:

The operator decides to tank fuel. Answer questions 22 and 23 given: Landing weight with tankered fuel 50000kg Landing weight without tankered fuel 45000kg Cruise .74Mach Route distance 69 1ngm Flight time 105minutes Cruise FL350 Overall wind component +22kt £1 = $1.63 Departure fuel 15pIL Assume US GAL 22.

The fuel penalty is:

23.

The break even price at LEMD is:



Answer questions 24 to 26 given: MTOM 62800kg. Planned TOM 59000kg MZFM 5 1300kg. DOM 32000kg.

APPENDIX 4

MLM 54900kg.

24.

If the fuel uplifted was 15000kg and the planned fuel bum-off was 6250kg the Traffic Load offered would be:

25.

Using the planned take-off mass of 59OOOkg and the MLM, if 8000kg of fuel is uplifted and the planned fuel remaining on landing at LEMD is 2980kg the maximum available traffic load is:

26.

If the fuel uplifted and planned landing fuel are 8000kg and 3200kg, to carry the maximum traffic load the take-off and landing masses would be:



APPENDIX 4

Answer questions 27 to 30 using the Simplified Flight Planning Figures 4.3 and 3.3 , plus Figure 4.4, and the following: Route distance 690ngm, wind component 20kt tailwind; cruise at .74Mach at FL350, ISA -5 "C. Planned landing weight at destination 54000kg. Fuel allowances: Contingency 5%; 20min Taxi; 1Omin APU; Wing and Engine anti-ice 1hr. 30 minute straight and level hold at destination at 1500' above aal 2000' at a mean weight of 54000kg; QNH 1030mb. Diversion distance 2 1Ongm and 0 wind component. Planned landing weight at alternate 52000kg. 27.

From the relevant graph the fuel required and trip time are:

28.

The alternate fuel and time to the alternate are:

29.

The holding fuel required is:


APPENDIX 4


30.

The planned total ramp he1 for this trip is: a)

80 1Okg.

b)

7740kg.

4

7685kg.

d)

7922kg.

ANSWERS


APPENDIX 4


EXERCISE 3. charts). 1.

(This exercise contains questions on CPIETP and PNWPSR and North Atlantic

Using the following information complete the Flight Plan, page 21: LRC from SHANNON (EINN) N52 42 WOO8 55, elevation 47ft, to LAJES (LPLA) N38 45 W027 05, elevation 180ft. Alternate airfield is SANTA MARIA (LPAZ). Landing Weight 54000kg. Brake Release Weight 62800kg. Diversion landing Weight 535OOkg. Final Reserve 30min racetrack holding at 4000ft aal at LPLA; QNH 1036mb; mean weight 53400kg. Plan for the air-conditioning at high flow and a turbulence penetration descent. Aircraft airborne at 09332. Reference Figs. 4.5.1,4.5.3,4.5.4,4.4 and 4.3. 6. Answer at page 17-29.

2.

3.

Given: All-engine TAS 447kt; wind component HOME +40kt; wind component ON -30kt. The appropriate information on lines 213 of the Flight Plan to calculate ETA. The distance to, and ETA at, the All-engine CP between EINN and LPLA are: a)

605nm; 1107.52.

b)

5 18nm; 10542.

c1

605nm; 11022

d)

510nm;1051Z

ING CHART (:IINCH = 200N M), its Using the JEPPESEN NORTH ATLANTIC P Equal Time Point Graph and the wind components from Question 2, the re-calculated and checked position of the CP between EINN and LPLA is. a)

1169nm from LPLA.

b)

520nm from EINN.

c)

607nm from E m .

d)

620nm from EINN


INT

Temp Devn

I I

Track TAS OT


APPENDIX 4

4.

Given: All-engine TAS 447kt; engine-failure TAS 380kt; wind component HOME +40kt and wind component ON -30kt. The appropriate information on lines 213 of the Flight Plan to calculate ETA. The distance to, and ETA at, the Engine-failure CP between EINN and LPLA are:

5.

Given: Cruise fuel consumption and groundspeed OUT to the PNR from EINN 2630kglhr and 403kt. Cruise fuel consumption and groundspeed HOME from the PNR to EINN 2490kglhr and 487kt. Fuel available at TOC of 642Okg. The appropriate information on lines 213 of the Flight Plan to calculate ETA. The distance to, and ETA at, the PNR between TOC and LPLA are:

6.

Given a Safe Endurance at TOC of 2hr 30min and the groundspeeds in Question 5, the recalculated distance to, and ETA at, the PNR are: (Use the appropriate information on lines 213 of the Flight Plan to calculate ETA).


APPENDIX 4


7.

With reference the NORTH ATLANTIC PLOTTING CHART (1 INCH

= 120NM).

The rnean Great Circle track between SHANNON and LAJES is:

8.

a)

224"(T).

b)

221°(T).

c)

230°(M).

d)

215"(T).

The distance Shannon to Lajes is: a)

2093km.

b)

11lOnm.

C)

113Okm.

d)

1030nm.

9.

The mean magnetic variation Shannon to Lajes is:

10.

With reference to the Flight Plan Exercise 3. At N45 W20 the Optimum Cruise pressure altitude at .74Mach or LRC is:


APPENDIX 4


11.

Reference the Flight Plan Exercise 3. At FL3 10 at a cruise weight of 58600 the aircraft has 56 1ngm to run to TOD. Assuming that the temperature is ISA +10" C throughout, which of the following statements is correct ? (Ignore any fuel bum that may result in transition between flight levels). See page 17-29 for Flight Plan. The aircraft will bum less fuel if it cruises at FL330, wind component -35kt. The aircraft will bum less he1 if it cruises at FL330, forecast wind component -25kt.

A change to a .78Mach cruise at FL3 10 will result in better fuel consumption. The aircraft will bum the same amount of fuel at FL3 10 and FL330, wind component -35kt. 11.1, 11.2 and 11.3. 11.2 and 11.4. 11.3. 11.2 only. 12.

Given: Mach .78 cruise at FL290, Gross Weights at reporting points A and B of 505OOkg and 47600kg; ISA +15"C. The nautical air mile distance and TAS are:

13.

a)

496nad462kt.

b)

5 12nad477kt.

c)

484nad477kt.

d)

496nad477kt.

Given: MTOM 62800kg MLM 54900kg MZFM 5 1300kg Fuel in tanks 11300kg Fuel on landing 3000kg

DOM 34500kg

The maximum Traffic Load is: a)

16800kg.

b)

17000kg.

c)

17400kg.

d)

13800kg. O Oxford Aviation Services Limited


14.

Given: MTOM 62800kg Fuel burn 7500kg

MLM 54900kg MZFM 5 1300kg Traffic Load 14000kg

APPENDIX 4

DOM 34500kg

The maximum fuel uplift is:

Refer to the Flight Plan Exercise 3 and the following fuel figures and answer questions 15 and 16: 11000kg. Fuel logged at take-off 5350kg. 10min before PNR, calculated fuel consumed to N45 W20 15.

Assuming that the remainder of the trip from N45 W20 to the destination, and alternate if required, is in accordance with the Flight Plan, the fuel amounts remaining at, and required from, N45 W20 are:

16.

What is the expected fuel remaining, and the minimum fuel required, at the destination?



17.

Given: Pressure Altitude 14000ft Wind Component -50kt Reference Fig. 4.5

APPENDIX 4

Temperature ISA - 15 "C Low Level Cruise Gross Weights at A and B 53700kg and 49900kg

The fuel consumption is:

18.

Given: 800ngm Landing Weight 50000kg

Wind Component 50kt head Temperature ISA +20 "C

Pressure Altitude 28000ft Fig. 4.6.1

The he1 required and trip time are

b)

10200kg; 3hr.

Answer questions 19 to 21 Given: Distance to diversion airfield from CP 600nm Weight at CP 55000kg ISA +lO°C Reference Figures 4.7 19.

Wind component -50kt Icing conditions exist

In the event of a One-engine In-operative Emergency descent to lOOOOft the critical fuel required is:


APPENDIX 4

FLIGHT PLANNING AND IVlONlTORlNG

20.

In the event of an All-engine Emergency descent to 10000ft the critical fuel required is:

21.

If an aircraft diverts with one-engine inoperative at a pressure altitude of 22000ft the fuel required and diversion time are:

22.

Reference Fig. 4.7.2. The maximum diversion distance for an aircraft with an approved time of 138min at .74M/290KIAS and a weight of 475OOkg is:

23.

Given: Trip distance 1200nam Reference Fig. 4.8.1 The surplus Fuel Burn is:

FL350

Landing Weight 45000kg

LRC



24.

If the fuel price at the departure airfield is 105cents per gallon and the surplus bum-off is 11.2%, the break-even price at the destination is:

C)

25.

APPENDIX 4

121cents

The fuel prices at destination and departure airfields are 11Ocents and 100cents. If the extra fuel uplifted was 3500kg then the surplus bum-off is:


Question 11 INTEGRATED FLIGHT PLAN

L SECTOR

J 1 ~ ~

ANSWERS

1

INTEGRATED FLIGHT PLAN - EXERCISE 3 ANSWER FL

LINE

Devn

Track OT

Gross Wind GS TAS NGM EET NAM Start ~ o m pkt WT

Cruise Value

Minus NAM

-

1

EINN

TOC

+lo0

TOC N49 W15 310

+lo0

N49

+lo0

N45 W20 310

N45 TOD

TOD

1

LPLA

310

1

+lo0

1 +lo0 177

z

LPLA

54830

Yo

54 793

TOTAL

LPAZ

Air Con. TaxiIAPU Ramp

FUEL

/py*

GONE


APPENDIX 4


-

CHAPTER EIGHTEEN APPENDIX FIVE Contents

Page JAR-OPS 1 SUBPART D - EXTRACTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 - 1



SECTION 1

APPENDIX 5

JAR-OPS 1 Subpart D

SUBPART D - OPERATIONAL PROCEDURES (AMC means ACCEPTABLE MEANS OF COMPLIANCE.IEM means INTERPRETIVE AND EXPLANATORY MATERIAL)

JAR - OPS 1.220 Authorisation of Aerodromes by the Operator (See IEM OPS 1.220) An operator shall only authorise use of aerodromes that are adequate for the type (s) of aeroplane and operation (s) concerned.

JAR-OPS 1.225 Aerodrome Operating Minima a)

An operator shall specify aerodrome operating minima, established in accordance with JAR-OPS 1.430 for each departure, destination or alternate aerodrome authorised to be used in accordance with JAR-OPS 1.220.

b)

Any increment imposed by the Authority must be added to the minima specified in accordance with sub-paragraph a) above.

c)

The minima for a specific type of approach and landing procedure are considered applicable if: 1.

2. 3. 4.

The ground equipment shown on the respective chart required for the intended procedure is operative; The aeroplane systems required for the type of approach are operative; The required aeroplane performance criteria are met; and The crew is qualified accordingly.

JAR -0PS 1.230 Instrument departure and approach procedures. a)

An operator shall ensure that instrument departure and approach procedures established by the State in which the aerodrome is located is used.

b)

Notwithstanding sub-paragraph a) above, a commander may accept an ATC clearance to deviate from a published departure or arrival route, provided obstacle clearance criteria are observed and full account is taken of the operating conditions. The final approach must be flown visually or in accordance with the established instrument procedure.

c)

Different procedures to those required to be used in accordance with subparagraph a) above may only be implemented by an operator provided they have been approved by the State in which the aerodrome is located, if required, and accepted by the Authority.



APPENDIX 5

JAR-OPS 1.240 Routes and areas of operation. a)

b)

An operator shall ensure that operations are only conducted along such routes or within such areas, for which: 1.

Ground facilities and services, including meteorological services, are provided which are adequate for the planned operation;

2.

The performance of the aeroplane intended to be used is adequate to comply with minimum flight altitude requirements;

3.

The equipment of the aeroplane intended to be used meets the minimum requirements for the planned operation;

4.

Appropriate maps and charts are available (JAR-OPS 1.245.

5.

If two-engined aeroplanes are used, adequate aerodromes are available within the timeldistance limitations of JAR-OPS 1.245.

6.

If single-engined aeroplanes are 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 areas of operation, imposed by the Authority.

JAR-OPS 1.243 Operations in areas with specific navigation performance requirements (See IEM OPS 1.243) An operator shall not operate an aeroplane in defined areas, or a defined portion of specified airspace, based on Regional Air Navigation Agreements where minium navigation performance specifications are prescribed unless approved to do so by the Authority (MNPSIRNPIRNAV Approval). (See also JAR-OPS 13 6 5 (c)(2) and JAR-OPS 1370.)

JAR-OPS 1.245 Maximum distance from an adequate aerodrome for two-engined aeroplanes without an ETOPS Approval. ,

a)

Unless specifically approved by the Authority in accordance with JAR-OPS 1.246 a) (ETOPS Approval), an operator shall not operate a two-engined aeroplane over a route which contains a point further from an adequate aerodrome than, in the case of: 1.

Performance Class A aeroplanes with either: i A maximum approved passenger seating configuration of 20 or more; or 11 A maximum take-off mass of 45360kg or more

18-2



APPENDIX 5

The distance flown in 60 minutes at the one-engine-inoperative cruise speed determined in accordance with sub-paragraph b) below. 2.

Resewed

3.

Performance Class B or C aeroplanes: i

11

b)

The distance flown in 120 minutes at the one-engineinoperative cruise speed determined in accordance with subparagraph (b) below; or 300 nautical miles, whichever is less. (See IEM OPS 1.245 a))

An operator shall determine a speed for the calculation of the maximum distance to an adequate aerodrome for each two-engined aeroplane type or variant operated, not exceeding V,, based upon the true airspeed that the aeroplane can maintain with one-engine-inoperative under the following conditions: 1.

International Standard Atmosphere (ISA);

2.

Level flight; i

For turbojet aeroplanes at: a) FL 170; or At the maximum flight level to which the aeroplane, b) with one engine inoperative ,can climb, and maintain, using the gross rate of climb specified in the AFM,

whichever is less. 11

For propeller driven aeroplanes at: FL 80; or a) At the maximum flight level to which the aeroplane, b) with one engine inoperative, can climb, and maintain, using the gross rate of climb specified in the AFM,

whichever is less. 3.

Maximum continuous thrust or power on the remaining operating engine;

4.

An aeroplane mass not less than that resulting from: i

Take-off at sea-level at maximum take-off mass; and


FLIGHT PLANNING AND MONITORING 11

...

111

APPENDIX 5

All engines climb to the optimum long range cruise altitude; and All engines cruise at the long range cruise speed at this altitude,

Until the time elapsed since take-off is equal to the applicable threshold prescribed in subparagraph a) above; and Note: The speeds and altitudes (flight levels) specified above are only intended to be used for establishing the maximum distance from an adequate aerodrome.

JAR-OPS 1.246 Extended range operations with two-engined (ETOPS) a)

An operator shall not conduct operations beyond the threshold distance determined in accordance with JAR-OPS 1.245 unless approved to do so by the Authority (ETOPS approval) (See AMC 20.xxx (Text for this AMC will be an appropriately modified version of the published JAA Information Leaflet 20).)

b)

Prior to conducting an ETOPS flight, an operator shall ensure that a suitable ETOPS enroute alternate is available, within either the approved diversion time or a diversion time based on the MEL generated serviceability status of the aeroplane, whichever is shorter. (See also JAR-OPS 1.297 (d).) (MEL = Minimum Equipment List)

JAR-OPS 1.250 Establishment of minimum flight altitudes (See IEM OPS 1.250) a)

An operator shall establish minimum flight altitudes and the methods to determine those altitudes for all route segments to be flow which provide the required terrain clearance taking into account the requirements of Sub-parts F to I.

b)

Every method for establishing minimum flight altitudes must be approved by the Authority.

c)

Where minimum flight altitudes established by the States overflown are higher than those established by the operator, the higher values shall apply.

d)

An operator shall take into account the following factors when establishing minimum flight altitudes: 1.

The accuracy with which the position of the aeroplane can be determined;

2.

The probable inaccuracies in the indications of the altimeters used;

3.

The characteristics of the terrain (e.g. sudden changes in the elevation) along the routes or in the areas where operations are to ne conducted.

18-4


APPENDIX 5


e)

4.

The probability of encountering unfavourable meteorological conditions (e.g. severe turbulence and descending air currents); and

5.

Possible inaccuracies in aeronautical charts.

Fulfilling the requirements prescribed in sub-paragraph d) above due consideration shall be given to: 1. 2. 3.

Corrections for temperature and pressure variations from standard values; The ATC requirements; and Any foreseeable contingencies along the planned route.

JAR-OPS 1.255 Fuel policy (See AMC OPS 1.255) a)

An operator must establish a fuel policy for the purpose of flight planning and in-flight re-planning to ensure that every flight carries sufficient fuel for the planned operation and reserves to cover deviations from the planned operation.

b)

An operator shall ensure that the planning of flights is based upon: 1.

Procedures and data contained in or derived from the Operations Manual or current aeroplane specific data; and 1 11

...

111

iv c)

Realistic aeroplane fuel consumption data; Anticipated masses; Expected meteorological conditions; and Air Traffic Services procedures and restrictions.

An operator shall ensure that the pre-flight calculation of useable fuel required for a flight includes: 1.

Taxy fuel;

2.

Trip fuel;

3.

Reserve fuel consisting of: i 11

...

111

iv

Contingency fuel (see IEM OPS 1.255 (c) (3) i)); Alternate fuel, if a destination alternate is required.(This does not preclude selection of the departure aerodrome as the destination alternate); Final reserve fuel; and Additional fuel, if required by the type of operation (e.g. ETOPS); and



4. d)

APPENDIX 5


An operator shall ensure that in-flight re-planning procedures for calculating usable fuel required when a flight has to proceed along a route or to a destination other than originally planned includes: 1.

Trip fuel for the remainder of the flight;

2.

Reserve fuel consisting of: i 11

. ..

111

iv 3.

Contingency fuel; Alternate fbel, if a destination alternate is required. (This does not preclude selection of the departure aerodrome as the destination alternate); Final reserve fuel; and Additional fuel, if required by the type of operation ( e g ETOPS); and


JAR-OPS 1.290 Flight Preparation a) b)

An operator shall ensure that an operational flight plan is completed for each intended flight each intended flight. The commander shall not commence flight unless he is satisfied that: 1)

The aeroplane is airworthy;

2)

The aeroplane is not operated contrary to the provisions of the Configuration Deviation List (CDL);

3)

The instruments and equipment required for the flight to be conducted, in accordance with Sub-parts K and L, are available;

4)

The instruments and equipment are in operable condition except as provided in the MEL;

5)

Those parts of the operations manual which are required for the conduct of the flight are available;

6)

The documents, additional information and forms required to be available by JAR-OPS 1.135 are on board;

7)

Current maps, charts and associated documentation or equivalent data are available to cover the intended operation of the aeroplane including any diversion which may reasonably be expected;

t



APPENDIX 5

Ground facilities and services required for the planned flight are available and adequate; The provisions specified in the operations manual in respect of fuel, oil and oxygen requirements, minimum safe altitudes, aerodrome operating minima and available of alternate aerodromes, where required, can be complied with for the planned flight; The load is properly distributed and safely secured; The mass of the aeroplane, at the commencement of take-off roll, will be such that the flight can be conducted in compliance with Sub-parts F to I as applicable; and Any operational limitation in addition to those covered bu sub-paragraphs 9) and 11) above can be complied with.

JAR-OPS 1.295 Selection of aerodromes a)

An operator shall establish procedures for the selection of destination and/or alternate aerodromes in accordance with JAR-OPS 1.220 when planning a flight. An operator must select and specify in the operational flight plan a take-off alternate if it would not be possible to return to the aerodrome of departure for meteorological or performance reasons. The take-off alternate shall be located within: 1.

For two-engined aeroplanes, either: i

One hour 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; or Two hours or the approved ETOPS diversion time, whichever is less, at the one-engine inoperative cruising speed according to the AFM in still air standard conditions for aeroplanes and crews authorised for ETOPS; or ,

2.

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 engined aeroplanes; and

3.

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 a maximum continuous power.



c)

An operator must select at least one destination alternate for each IFR flight unless: 1.

Both: i 11

2. d)

The duration of the planned flight from take-off to landing does not exceed 6 hours; and Two separate runways are available at the destination and the meteorological conditions prevailing are such that, for the period from one hour before until one hour after the expected time of arrival at destination, the approach from the relevant minimum sector altitude and the landing can be can be made in VMC (see IEM OPS 1.295 c) ii)); or

The destination is isolated and no adequate destination alternate exists.

An operator must select two destination alternates when: 1.

2. e)

APPENDIX 5

The appropriate weather reports or forecasts for the destination, or any combination thereof, indicate that during a period commencing 1 hour before and ending 1 hour after the estimated time of arrival, the weather conditions will be below the applicable planning minima; or No meteorological information is available.

An operator shall specify any required alternate(s) in the operational flight plan.

JAR-OPS 1.297 Planning IFR flights a)

Planning minima for take-off alternates An operator shall not select an aerodrome as a take-off alternate unless the appropriate weather reports or forecasts or any combination thereof indicate that, during a period commencing 1 hour before and ending 1 hour after the estimated time of arrival at the aerodrome, the weather conditions will be at or above the applicable landing minima specified in accordance with JAR-OPS 1.225. The ceiling must be taken into account when the only approaches available are non-precision and/or circling approaches. Any limitation related to one engine inoperative operations must be taken into account. ,

b)

Planning minima for destination and destination alternate aerodromes. An operator shall only select the destination aerodrome and/or destination alternate aerodrome(s) when the appropriate weather reports or forecasts, or any combination thereof, indicate that, during a period commencing 1 hour before and ending 1 hour after the estimated time of arrival at the aerodrome, the weather conditions will be at or above the applicable planning minima as follows: a)

Planning minima for a destination aerodrome:



b)

APPENDIX 5

1

RVRlvisibility specified in accordance with JAR-OPS 1.225; and

11

For a non-precision approach or a circling approach, the ceiling at or above MDH; and

Planning minima for destination alternate aerodrome(s):

Table 1 Planning minima - En-route and destination alternates

Type of approach

Planning Minima

Cat I1 and I11

Cat 1 (Notel) Non -precision (Notes 1 & 2)

Non-precision

I

Circling

Non-precision (Notes 1 & 2) plus

I

Circling

I

Note 1 RVR Note 2 The ceiling must be at or above the MDH. a)

Planning minima for an en-route alternate aerodrome. An operator shall not select an aerodrome as an en-route alternate aerodrome unless the appropriate the appropriate weather reports or forecast, or any combination thereof, indicate that, during a period commencing 1 hour before and ending 1 hour after the expected time of arrival at the aerodrome, the weather conditions will be at or above the planning minima in accordance with Table 1 above. (See also AMC OPS 1.255, paragraph 1.3 a.ii.).

b)

Planning minima-for an ETOPS en-route alternate. An operator shall not select an aerodrome as an ETOPS en-route alternate aerodrome unless the appropriate weather reports or forecasts, or any combination thereof, indicate that, during a period of 1 hour after the expected time of arrival at the aerodrome, the weather conditions will be at or above the planning minima prescribed in Table 2 below, and in accordance with the operator's ETOPS approval.

18-9



APPENDIX 5

Table 2 Planning minima - ETOPS Type of approach

Planning minima

(RVWvisibility required & ceiling if applicable) Aerodrome with at least 2 separate approach procedures based on2 separate aids serving 2 separate runways (see IEM OPS 1.295 ( 4 (1) (iii))

at least 2 separate approach procedures based on 2 separate aids serving 1 runway

at least 1 approach procedure based on 1 aid serving 1 runway Precision Approach Cat I1 (ILS, MLS)

Precision Approach Cat I Minima

Non-Precision Approach Minima

Precision Approach Cat I (ILS, MLS)

Non-precision Approach Minima

Circling minima or, if not available, nonprecision approach minima plus 200ft/1000m

Circling Approach

Circling minima



APPENDIX 5

JAR-OPS 1.300 Submission of ATS Flight Plan (See AMC OPS 1.300) An operator shall ensure that a flight is not commenced unless an ATS flight plan has been submitted, or adequate information has been deposited in order to permit alerting services to be activated if required.

JAR-OPS 1.340 Meteorological Conditions a)

On an IFR flight a commander shall not: a) b)

Commence take-off; nor Continue beyond the point from which a revised flight plan applies in the event of in-flight replanning,

unless information is available indicating that the expected weather conditions at the destination andlor required alternate aerodrome(s) prescribed in JAR-OPS 1.295 are at or above the applicable aerodrome operating minima prescribed in JAR-OPS 1.225. b)

On and IFR flight, commander shall not continue towards a planned destination aerodrome unless the latest information available indicates that, at the expected time of arrival, the weather conditions at the destination, or at least one destination alternate aerodrome, are at or above the planning applicable aerodrome operating minima. On a VFR flight a commander shall not commence take-off unless current meteorological reports or a combination of current reports and forecasts indicate that the meteorological conditions along the route to be flown under VFR will, at the appropriate time, be such as to render compliance with these rules possible.

JAR-OPS 1.350 Fuel and oil supply A commander shall not commence a flight unless he is satisfied that the aeroplane carries at least the planned amount of fuel and oil to complete the flight safely, taking into account the expected operating conditions.

JAR - OPS 1.355 Take-off conditions Before commencing take-off, a commander must satisfy himself that, according to the information available to him, the weather at the aerodrome and the condition of the runway intended to be used should not prevent a safe take-off and departure.

JAR -0PS 1.360 Application of take-off minima Before commencing take-off, a commander must satisfy himself that the RVR or visibility in the take-off direction of the aeroplane is equal to or better than the applicable minimum.

18 - 11


APPENDIX 5


JAR-OPS 1.365 Minimum flight altitudes (See IEM OPS 1.250) The commander or the pilot to whom conduct of the flight has been delegated shall not fly below specified minimum altitudes except when necessary for take-off and landing.

JAR-OPS 1.375 In-flight fuel management (See appendix 1 to JAR-OPS 1.375) a) b)

c)

An operator shall establish a procedure to ensure that in-flight fuel checks and he1 management are carried out. A commander shall ensure that the amount of useable fuel remaining in flight is not less that the he1 required to proceed to an aerodrome where a safe landing can be made, with final reserve fuel remaining. The commander shall declare an emergency when the actual fuel on board is less than final reserve h e l .

JAR-OPS 1.400 Approach and landing conditions (See IEM OPS 1.400) Before commencing an approach to land, the commander must satisfy himself that, according to the information available to him, the weather at the aerodrome and the condition of the runway intended to be used should not present a safe approach, landing or missed approach, having regard to the performance information contained in the Operations Manual.

JAR-OPS 1.405 Commencement and continuation of approach a)

The commander or the pilot to whom conduct of the flight has been delegated may commence an instrument approach regardless of the reported RVFUVisibility but the approach shall not be continued beyond the outer marker, or equivalent position, if the reported RVFUvisibility is less than the applicable minima. (See IEM OPS 1.405 (a))

b)

Where RVR is not available, RVR values may be derived by converting the reported visibility in accordance with Appendix 1 to JAR-OPS 1,430, sub-paragraph (h).

c)

If, after passing the outer marker or equiyalent position in accordance with a) above, the reported RVWvisibility falls below the .......

Appendix 1 to JAR-OPS 1.375 In-flight management a)

In-flight fuel checks

1.

A commander must ensure that fuel checks are carried out in flight at regular intervals. The remaining fuel must be recorded an evaluated to:

18 - 12



i 11

iii 2.

APPENDIX 5

Compare actual consumption with planned consumption; Check that the remaining fuel is sufficient to complete the fligh; and Determine the expected fuel remaining on arrival at the destination.

The relevant fuel data must be recorded.

In-Jight fuel management. If, as a result of an in-flight fuel check, the expected fuel remaining on arrival at the destination is less than the required alternate fuel plus final reserve fuel, the commander must take into account the traffic and the operational conditions prevailing at the destination aerodrome, along the diversion route to an alternate aerodrome and at the destination alternate aerodrome, when deciding to proceed to the destination aerodrome or to divert, so as to land with not less that final reserve fuel. If, as a result of an in-flight fuel check on a flight to an isolated destination aerodrome, planned in accordance with AMC OPS 1.255 paragraph 3, the expected fuel remaining at the point of last possible diversion is less than the sum of: 1.

2. 3.

Fuel to divert to an en-route alternate aerodrome selected in accordance with JAR-OPS 1.297 (c); Contingency fuel; and Final reserve fuel, the commander must either: i 11

Divert; or Proceed to the destination, provided that two separate runways are available at the destination and the expected weather conditions at the destination comply with those specified for planning in JAR-OPS 1.297 (b) (1)-

IEM OPS 1.220 Authorisation of aerodromes See JAR-OPS 1.220 1.

When defining aerodromes for the type of aeroplane9s) and operation(s) concerned, an operator should take account of the following:

1.1.

An adequate aerodrome is an aerodrome which the operator considers to be satisfactory, taking account of the applicable performance requirements and runway characteristics. In addition, it should be anticipated that, at the expected time of use, the aerodrome will be available and equipped with necessary ancillary services, such as ATS, sufficient lighting, communications, weather reporting, navaids and emergency services. a.

For an ETOPS en-route alternate aerodrome, the following additional points should be considered:



i 11

APPENDIX 5

The availability of an ATC facility; and The availability of at least one letdown (ground radar would also qualify) for an instrument approach.

IEM OPS 1.243 Operations in areas with specific navigation performance requirements See JAR-OPS 1.243 1.

The requirements and procedures relating to areas in which minimum navigation performance specifications are prescribed, based on Regional Air Navigation Agreements, are covered (as indicated for the type if navigation performance specification) in the following documentation. a. b. c. d.

2.

MNPS - ICAO DOC 7030 RNP information and associated procedures - ICAO DOC 9613 EUROCONTROL Standards on Area Navigation to comply with RNPIRNAV JAA RTGL No 2 - Advisory material for the airworthiness approval of navigation systems for use in European Airspace designated for Basic RNAV operations.

The following explanatory material has been developed to explain the subject of Required Navigation Performance (RNP) more fully: a.

Objective of RNP. The RNP concept will replace the conventional method of ensuring required navigation performance by requiring the carriage of specific navigation equipments by worldwide, uniform standards of navigation performance for defined airspace and/or flight procedures. It is therefore up to an operator to decide which system(s) he will use to meet the requirements. However, the operator must ensure that the system(s) used is certificated for operations in the airspace concerned.

b.

Navigational accuracy. RNP defined as a statement of the navigational accuracy required for the operation within a defined area of airspace. Navigational accuracy is based on a combination of navigation signal error, airborne sensor error, display error and flight technical error in the horizontal plane. The level of accuracy is, expressed as a single parameter and it defines the distance from aeroplane's intended position within which the aircraft must be maintained for at least 95% of the total flying time. As an example, RNP 4 means that all aircraft must remain within 4nm of their intended positions for at least 95% of the total flying time.

c.

RNP Types for En-Route Operations. In order to consider the requirements for navigation performance for various areas of airspace and/or routes, RNP types have been defined for worldwide, uniform application in en-route operations as follows: O Oxford Aviation Services Limited

APPENDIX 5


i)

RNP 1 requires highly accurate position information and will be associated with high-density continental traffic. Full exploitation of the benefits of RNP 1 (in connection with area navigation (RNAV) will require that a high percentage of aircraft achieve this level of navigation performance.

ii)

RNP 4 will normally be applied in continental areas in which the route structure is presently based on VORIDME.

iii)

RNP 12.6 equates to the navigational performance required for the North Atlantic Region.

iv)

RNP 20 describes the minimum capability considered acceptable for airspace andlor routes with low traffic volume (i.e. other oceanic regions).

v)

RNP 'xxx' (e.g. RNP 2, RNP 5, RNP 10 etc.) Describes thge minimum capability considered acceptable in accordance with procedures based upon Regional Air Navigation Agreements.

IEM OPS 1.245 (a) Maximum distance from an adequate aerodrome for two-engined aeroplanes without ETOPS Approval See JAR-OPS 1.245

ClaspPerformance

IvlTOM 45360kg or more

MAPSC 19 seats or less and MTOM less than 45360kg

>

-

Performance

60 minutes

1

(Existing National

300 nautica miles

BorC

Notes: I. 2.

Maximum Approved Passenger Seating Configuration MTOM - Maximum Take- Off Mass

18 - 15



APPENDIX 5

IEM OPS 1.250 Establishment of Minimum Plight Altitudes See JAR-OPS 1.250 1.

The following are examples of some of the methods available for calculating minimum flight altitudes.

2.

KSS Formula

2.1

Minimum obstacle clearance altitude (MOCA). MOCA is the sum of: i)

The maximum terrain or obstacle elevation whichever is highest; plus

ii)

lOOOft for elevation up to and including 6000ft; or

iii)

2000ft for elevation exceeding 6000ft rounded up to the next 100ft.

2.1.1.

The lowest MOCA to be indicated is 2000ft.

2.1.2.

From a VOR station, tje corridor width is defined as a borderline starting 5nm either side of the VOR, diverging 4" from centreline until a width of 20nm is reached at 70nm out, thence parallelling the centreline until 140 nm out, thence diverging 4" until a maximum width of 40 nm is reached at 280 nm out. Thereafter the width remains constant (see figure I).

10 NM

I

20 NM

40 NM

(Maximum width)

Figure 1

2.1.3. From an NDB, similarly, the corridor width is defined as a borderline starting 5 nm either side of the NDB diverging 7" until a width of 20 nm is reached 40 nm out, thence parallelling the centreline until 80 nm out, thence again diverging 7" until a maximum width of 60 nm is reached 245 nm out. Thereafter the width remains constant (see figure 2).

18 - 16



APPENDIX 5

2.1.4. MOCA does not cover any overlapping of the corridor.

(Maximum width)

I

Figure 2

Minimum off-route altitude (MORA). M ORA is calculated for an area bounded by every or every second LATILONG square on the Route Facility Chart (RFC)/Terrninal Approach Chart (TAC) and is based on a terrain clearance as follows: i)

Terrain with elevation up to 6000 ft (2000 m) - 2000 ft above the highest terrain and obstructions.

ii)

Terrain with elevation above 6000 ft (2000 m) - 2000 ft above the highest terrain and obstructions.

Jeppesen Formula (see figure 3) MORA is a minimum computed by Jeppesen from current ONC or WAC charts. Two types of MORAs are charted which are : i 11

Route MORAs e.g. 9800a; and Grid MORAs e.g. 98

Route MORA values are computed in the basis of an area extending 10 nm to either side of route centreline and including a 10 nm radius beyond the radio fixheporting point or mileage break defining the route segment. M O M values clear all terrain and man-made obstacles by lOOOft in areas where the highest terrain elevation or obstacles are up to 5000 ft. A clearance of 2000 ft is provided above all terrain or obstacles which are 5001ft or higher.



3.4.

APPENDIX 5

A grid MORA is an altitude computed by Jeppesen and the values are shown within each Grid formed by charted lined of latitude and longitude. Figures are shown in thousands and hundreds of feet (omitting the last two digits so as to avoid chart congestion). Values followed by k are believed not to exceed the altitudes shown. The same clearance criteria as explained criteria as explained in paragraph 3.3. above apply,

@ Oxford Aviation Services Limited


APPENDIX 5

4.

ATLAS Formula.

4.1.

Minimum safe En-route Altitude (MEA). Calculation of the MEA is based on the elevation of the highest point along the route segment concerned (extending from navigational aid) within a distance on either side of track as specified below: i) ii)

Segment length up to 100 nm - 10 nm (see Note 1 below). Segment length more than 100 nm - 10% of the segment length up to a maximum of 60 nm See Note 2 below).

Note 1: This distance may be reduced to 5nm within TNAs where, due to the number and type of available navigational aids, a high degree of navigational accuracy is warranted. Note 2: In exceptional cases, where this calculation results in an operationally impracticable value, an additional special MEA may be calculated based on a distance not less than 10 nm either side of track. Such special MEA will be shown together with an indication of the actual width of protected airspace. 4.2

The MEA is calculated by adding an increment to the elevation specified above as appropriate: Elevation of highest point Not above 5000ft Above 5000ft but not above 10 000 ft Above 10 000 ft

Increment 1500 ft 2000 ft 10% of elevation plus 1000 ft

Note: For the last route segment ending over the initial approach fix, a reduction to 1000 ft is permissible within TMAs where, due to the number and type of available aids, a high degree of navigational accuracy is warranted. The resulting value is adjusted to the nearest 100 ft. 4.3

Minimum safe Grid Altitude (MGA) is based on the elevation of the highest point within the respective grid area. The MGA is calculated by adding an increment to the elevation specified above as appropriate: Elevation of highest point Increment 1500 ft Not above 5000 ft Above 5000 ft but not above 10 000 ft 2000 ft Above 10 000 ft 10% of elevation plus 1000 ft



APPENDIX 5

Note: For the last route segment ending over the initial approach fix, a reduction to 1000 ft is permissible within TMAs where, due to the number and type of available navigation aids, a high degree of navigational accuracy is warranted. The resulting value is adjusted to the nearest 100 ft.

4.3.

Minimum safe Grid Altitude (MGA). Calculation of the MGA is based on the elevation of the highest point within the respective grid area. The MGA is calculated by adding an increment to the elevation specified above as appropriate: Elevation of highest point Increment Not above 5000 ft 1500 ft Above 5000 ft but not above 10 000 ft 2000 ft Above 10 000 ft 10% of elevation plus 1000 ft The resulting value is adjusted to the nearest 100 ft.

AMC OPS 1.255 Fuel Policy See JAR-OPS 1.255 An operator should base the company fuel policy, including calculation of the amount of fuel to be carried, on the following planning criteria: The amount o f Taxy fuel, which should not be less than the amount, expected to be used prior to takeoff. Local conditions at the departure aerodrome and APU consumption should be taken into account. Trip fuel, which should include: a) b) c) d)

Fuel for take-off and climb from aerodrome elevation to initial cruising levellaltitude, taking into account the expected departure routing; Fuel from top of climb to top of descent, including any step climb/descent; Fuel from top pf descent to the p ~ i nwhere t the approach is initiated, taking into account the expected arrival procedure; and Fuel for approach and landing at the destination aerodrome.

Contingency fuel, which should be the higher of a) or b) below: a)

Either: i)

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; or

18-20



b)

1.4.

APPENDIX 5

ii)

Not less than 3% of the planned trip fuel or, in the event of in-flight planning, 3% of the trip fuel for the remainder of the flight provided that an en-route alternative is available. The en-route alternate should 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 of 25% of the total flight plan distance, or at 20% of the total flight plan distance plus 50 nm, whichever is greater (See example in Appendix 1 to AMC OPS 1.255); or

iii)

An amount of fuel sufficient for 20 minutes flying time based upon the planned trip fuel consumption provided that the operator has established a fuel consumption monitoring programme for individual aeroplanes and uses valid data determined by means of such a programme for fuel calculation; or

iv)

An amount of fuel not less than that which would be required to fly for 15 minutes at holding speed at 1500 ft (450 m) above the destination aerodrome in standard conditions, when an operator has established a programme, approved by the Authority, to monitor the fuel consumption on each individual routelaeroplane combination and uses this Data for a for a statistical analysis to calculate contingency fuel for that routelaeroplane combination; or

An amount to fly for 5 minutes at holding speed at 1500 ft (450 m ) above the destination aerodrome in Standard Conditions.

Alternate fuel, which should be sufficient for : a)

A missed approach from the applicable MDAIDH at the destination aerodrome to missed approach altitude, taking into account the complete missed approach procedure;

b)

A climb from missed approach altitude to cruising levellaltitude;

c)

The cruise from top of climb to top of descent; 4

d)

Descent from top of descent to the point where the approach is initiated, taking into account the expected arrival procedure; and

e)

Executing an approach and landing at the destination alternate aerodrome selected in accordance with JAR-OPS 1.295.

1

If, in accordance with JAR-OPS 1.295 d), two destination alternates are required, alternate fuel should be sufficient to proceed to the alternate which requires the greater amount of alternate fuel.

f


APPENDIX 5


Final reserve fuel, which should be: a) b)

For aeroplanes with reciprocating engines, fuel to fly for 45 minutes; or For aeroplanes with turbine power units, fuel to fly for 30 minutes at holding speed at 1500 ft (450 m ) above aerodrome elevation in standard conditions, calculated with the estimated mass on arrival at the alternate or the destination, when no alternate is required.

With the exception of Concord operations, the minimum additional fuel which should permit: a)

Holding for 15 minutes at 1500 ft (450 m) above aerodrome elevation in standard conditions, when a flight is operated under IFR without a destination alternate, in accordance with JAR-OPS 1.295; and

b)

Following the possible failure of a power unit or loss of pressurisation, based on the assumption that such a failure occurs at the most critical point along the route, the aeroplane to: i) ii) iii)

Descend as necessary and proceed to an adequate aerodrome, and Hold there for 15 minutes at 1500 ft (450 m) above aerodrome elevation in standard conditions; and Make an approach and landing,

except that additional fuel only is required, if the minimum amount of fuel calculated in accordance with sub-paragraphs 1.2 to 1.5 above is not sufficient for such an event. Extra fuel ,which should be at the discretion of the commander. Decision Point Procedure. If an operator's fuel policy includes planning to a destination aerodrome via a point along the route, the amount of fuel should be the greater of 2.1 or 2.2 below: The sum of: a)

Taxy fuel;

b)

Trip fuel to the destination aerodrome, via the decision point;

c)

Contingency fuel equal to not less than 5% of the estimated fuel consumption from the decision point to the destination aerodrome;

d)

Alternate fuel, if a destination alternate is required;

e)

Final reserve fuel; O Oxford Aviation Services Limited

FLIGHT PLANNING AND MONITORING f

Additional fuel; and

g)

Extra fuel if required by the commander; or

APPENDIX 5

The sum of: a)

Taxy fuel;

b)

The estimated fuel consumption from the departure aerodrome to a suitable enroute alternate, via the decision point;

c) d)

Contingency fuel equal to not less than 3% of the estimated fuel consumption from the departure aerodrome to the en-route alternate; Final reserve fuel;

e)

Additional fuel; and

f


Isolated aerodrome procedure. If an operator's fuel policy includes planning to an isolated aerodrome for which a decision alternate does not exist, the amount of fuel at departure should include: Taxy fuel; Trip fuel; Contingency Fuel calculated in accordance with sub-paragraph 1.3 above; Additional Fuel if required, but not less than: 1.

For aeroplanes with reciprocating engines, fuel to fly for 45 minutes plus 15% of the flight time planned to be spent at cruising level, or two hours, whichever is less; or 2. For aeroplanes with turbine engines, fuel to fly for two hours at normal cruise consumption after arriving overhead the destination aerodrome, including final reserve fuel; and Extra fuel if required by the commander. Pre-determined point procedure. If an operator's fuel policy includes planning to a destination alternate where the distance between the destination aerodrome and the destination alternate is such that a flight can only be routed via a predetermined point at one of these aerodromes, the amount of fuel should be the greater of (4.1) or (4.2) below:



4.1.

APPENDIX 5

The sum of: a)

taxy fuel;

b)

Trip fuel from the departure aerodrome to the destination aerodrome, via the predetermined point;

c)

Contingency Fuel calculated in accordance with sub-paragraph 1.3 above;

d)

Additional Fuel if required, but not less than: i)

For aeroplanes with reciprocating engines, fuel to fly for 45 minutes plus 15% of the flight time planned to be spent at cruising level or two hours, whichever is less; or

ii)

For aeroplanes with turbine engines, fuel to fly for two hours at normal cruise consumption after arriving overhead the destination aerodrome,

Including Final Reserve Fuel; and

e) 4.2

Extra Fuel if required by the commander; or

The sum of: a)

Taxy fuel

b)

Trip he1 from the departure aerodrome to the alternate aerodrome, via the predetermined point;

c)

Contingency Fuel calculated in accordance with sub-paragraph 1.3 above;

d)

Additional Fuel if required, but not less than: i)

For aeroplanes with reciprocating engines fuel to fly for 45 minutes; or

ii)

For aeroplanes with turbine engines: fuel to fly for 30 minutes at holding speed at 1500 ft (450m) above aerodrome elevation in standard conditions;

Including Final Reserve Fuel; and e)

Extra Fuel if required by the commander.



APPENDIX 5

IEM OPS 1.255 (c) (3) (i) Contingency Fuel See JAR-OPS 1.255 (c) (3) (i) 1.

At the planning stage, not all factors which could have an influence on the fuel consumption to the destination aerodrome can be foreseen. Therefore, contingency he1 is carried to compensate for items such as: i)

Deviations of an individual aeroplane from the expected fuel consumption data;

ii)

Deviations from forecast meteorological conditions; and

iii)

Deviations from planned routings andlor cruising levels/altitudes.

IEM OPS 1.295 (c) (1) (ii) Separate runways See JAR-OPS 1.295 (c) (1) (ii) 1.

Runways on the same aerodrome are considered to be separate runways when:

1.

They are separate landing surfaces which may overlay or cross such that if one of the runways is blocked, it will not prevent the planned type of operations on the other runway; and

ii.

Each of the landing surfaces has a separate approach procedure based on a separate aid.


APPENDIX 5


Appendix to AMC OPS 1.255 Fuel Policy: Location of a Fuel en-route alternate See AMC OPS 1.255 (paragraph 1.3.a.ii)

4DESTINATION I

Cirles c:entred on planned route at a disi:ance from the destination equal to 25% of the total flight plan distance, or 20% of the total flight plan distance plus 50 NM, whichever is greater = 9 15 NM

Airways route, distance 3660 NM Circle, radius 732 NM, centred on a point 9 15 NM from the destination.

Shading indicates the areas in which the enroute alternate should be

Always check the latest relevant JAR-OPS regulation.

18-26


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