Flight Planning and Monitoring

SID
- Standart instrument departures
- Climb gradient is given in feet per nautical mile
- Also climb gradient is based on ground speed therefor with tailwing even a greater
gradient has to be mainained

MEA
- minimum enrout altitude
- guarantees adequate navigation signal reception and obstruction clearance
- MEA 1000 ft below 5000ft
- MEA 2000 ft above 5001ft mountain area
- 5 nm left and right on the airway

MOCA (T)
- minimum obstruction clearance altitude
- identified at jeppesen with a T followed by the altitude
- the lowes hight enshuring obstuction clearance
- from a VOR starts 5nm either side diverging 4 till 70nm than paralleling
at 140nm diverging again with 4 till 280nm
- from a NDB starts 5nm either side diverging 7 till 40nm than paralleling
- and again diverging with 7 until 60nm

MORA (a)
- Minimum off rout altitude
- Clears all terrain and man made obtacles by 1000ft and 2000ft in mountain areas
- Grid mora is plotted in each grid
- Does not necessary guarantee navaid reception

MSA
- minimum safe altitude
- are shown on the approach charts
- guarantees obstacle clearance by 1000ft
- within 25 nm of the navigational facility

MAA
- maximum authorized altitude
- at higher altitudes may be possible to receive two or more navaids

MDA/H
- minimum descent altitude at non precision approach

MHA
- Minimum holding altitude
- Obstacle clearance by 1000 ft

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Fuel policy

Contingency fuel
- is a chance occurrence or unforseen event fuel to carry for
o individual aircraft from the expected fuel consumtion data
o from the forecast meteoroligical conditions
o from the planned routeing and or cruising levels
o if nothing mentioned 5% of trio fuel
o for a short flight at least 5 min @ holding speed

Planning of flights
- should be take care of
- expected fuel consumption from the POH
- conditions of flight under which it is conducted
o realistic fuel flow
o aircrafts anticipated weights
- expected meteorological conditions
- ATC procedures and restrictions

Pre Flight
- Taxy fuel ( included APU fuel)
- Trip fuel
o Incl. Take off climb curise descend and landing
- reserve fuel
o 5% of the planned trip fuel
o not less than 3% of planned trip fuel
- an amount of fly for 5 min at holding speed at 1500 ft above the destination in standart
condition

o economical reasons, uncertain weather ( wind CBs)

Alternate Fuel
- missed approach
o climb from MDA and climb to missed approach hight ( full missed procedure)
o climb from missed approach to curise level
o cruise from TOC to TOD
o from TOD to initiated approach ( full approach procedure)
o approach and landing
o if two alternates are nominated than the larger amount has to be used

Final reserve fuel

- 45min for reciprocating engines
- 30min for jet engines
- both on 1500ft with holding speed and after landing

Extra fuel
- if required by the commander

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 o economical reasons, uncertain weather ( wind CBs)

Fuel planning methodes

- Normal planning procedures
- Planning with decision point procedures
- Planning with isolated distination procedures
- Planning with predetermined point procedure

Callculations of NGM + NAM

- Nautical ground miles or Nautical air miles
- To determine the distances use the below formula
- Wind Component

NGM = GS or NGM x TAS +/- WC

TAS TAS

NAM = Distance x average TAS

TAS +/- Wind Component

Distance NGM = NAM x average TAS +/- Wind Component

Average TAS

Equalent still air distance callculations for MJRT callculations

ESAD = Ground Distance/GS*TAS = 680/(430-60)*430 = 790 NAM

Ex.:
(For this Question use Fuel Planning MRJT1)
Given : Distance C - D : 680NM
Long Range Cruise at FL340
Temperature Deviation from ISA : 0 C
Headwind component : 60 kt
Gross mass at C : 44 700 kg
The fuel required from C - D is :

Column headings are kg gross weight of the aeroplane. The question states that the gross mass at "C" is 44'700
kg. Read NAM for 44'700 kg in the line 44'000 kg and the column 700 and find 2150 NAM

Read TAS = 430 KT for 44'000 kg

Calculate Equivalent Still Air Distance: ESAD = Ground Distance/GS*TAS = 680/(430-60)*430 = 790 NAM
Read NAM in the table for 44'700 kg: 2150NAM
Calculate NAM at Point D: 2150-790 = 1360
Read the weight from the table for 1360 NAM: 41'000 kg

The difference between the two weights is the fuel burned between C and D Fuel required = 44'700 - 41'000 =
3'700 kg

Nav computer callculations

Inner scale
TAS, NAM
Outer scale

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 GS, NGM

APU operations
- average consuption is 115kg/h (250lb/h)

Taxi fuel allowance

- 11kg/h ( 25lb/h )

AC consumption
- increase the fuel consumtpion by 1%

Anti Ice
- engine only increased by 70 kg/h
- engine and wings increased by 180kg/h

Tankering
- if on the destination airport the fuel price is much higher it has to be determined, if it is
cheaper to carry fuel or fill the tanks up later
- for fuel tankering to be economical the fuel price at the destination must be greater
than the break even fuel price

ETOPS Definition
- further than 1 hour of an airport
- starts first with further away from the threshold distance and ends with xrossing the
threshold line
- threshold distance is the distance travelled in still air 60 min by an aircraft at the
normal one engine inoperative cruise speed

MEL
- may the MEL has to be reworked for ETOPS multi engine ops

Communications
- shall not be dispatched on ETOPS unless communication facilities are aviable at the
normal one engine inoperative altitude
- non visual ground navigation aids are available and located so as to provide the nav
accuracy required
- approved approach nav aids are available at the alternates visual and non visual

ETOPS Fuel policy

- Taxy fuel
- Trip fuel
- Reserve fuel
- Contingency (5%)
- Alternate fuel if a destination alternate is required
- Final reserve fuel for jet 30 min for prop 45min a @ 1500 ft in ISA
- Additional fuel if reqired by the operation ( eg ETOPS)
- Extra fuel if required by the commander

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Re clearance flight plan fuel requirement
- the flight planning fuel for the nominated en route airfield is in accordance with the
mormal procedures
- the fuel from the re clearance point to the scheduled airfield comprisses
o trip fuel to scheduled destination, contingency fuel,alternate, final reserve,
additional, extra fuel at commanders discretion

Computer Flight plans

- see page 7-25 at book 7

Company flight plans

- Departure runway 10-4
- Shortest sid 10-3
o Toc top of climb
- landing runway 10-4 allready check for the arrivel route
- suitable approach app chart
- STAR 10-2
o POD point of descend
- shortest routing enrout chart

Point Of Descend

POD (NM) = Hight in ft x GS

ROD x 60

POD (min) = hight in ft

Ft in min
Metar
- Aviation Routin Weather Report
- Half hourly report
-
TAF
- Terminal Aerodrome forcast

Weather codes
- Intensity
o light
o + heavy
o moderate
o VC vicinity
- descriptor
o MI shallow
o BC patches
o BL blowing
o SH showers
o TS thunderstorm
o FZ freezing
o PR partial

- Precipitation

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 o DZ drizzle
o RA rain
o SN snow
o IC ice
o PE ice pellets
o GR hail
o GS small hail
- Obscuration
o BR Mist
o FG fog
o FU Smoke
o VA volcanic ash
o DU widespread dust
o SA Sand
o HZ Haze
- Other
o PO Dust/Sand whirls (dust devils)
o SQ squall
o FC funnel cloud (tornado)
o SS sand storm
o DS duststorm
Clouds
- FEW 1-2 octas
- SCT 3-4 octas
- BKN 5-6 octas
- OVC 7-8 octas

Cloud abriviations
- CI cirrus
- CC cirrocumulus
- AC altocumulus
- AS altostratus
- NS nimbostratus
- SC stratocumulus
- ST stratus
- CU cumulus
- CB cumulunimbus ( hail, moderate or severe icing and or turbulence)
- LYR layer

CAVOK
- Visibility RVR Wheather and cloud groups are replaced by the word CAVOK if
o Visibility greater than 10km
o No clouds under 5000ft and no CB
o No significant weather phenomena at or near the vicinity of the field

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Low level significant charts
- deals with flights at and below FL 150
- indicates
o position of H and L
o pressure value in millibar
o direction and speed of movement of fronts
o freezing levels

Point of no Return or Save return point

- if state of weather, airfield, let down aids or political situations at a destination is
likely to deteriorate and the only course would be to return back to the departure
airfield a point of no return has to be determined
- only to isolated destination whith no adequate alternates
- if winds are at zero the time to the PNR and from PNR to Home is equal
- if winds are present the two times are unequal but the total time gives the save
endurance time

PNR calculations
- E = Total endurance
- T = Time to PNR
- F = Time from PNR
- E-T = Time from the PNR = F
- O = Groundspeed to PNR
- H = Groundspeed from PNR

T= EH
O+H

If only fuel calcualtions are present

- d = distance to PNR
- F = Fuel available to PNR ( less reserves )
- CO = fuel consumption OUT to PNR
- CH = fuel consumption Home from PNR

D= F
CO + CH

Critical Point / Equal time Point

- is the point where two airfields are riched on the same time
- airfields can be departure and destination or two airfield near the track
- to make the time equal to the two fields the distances are different unless in no wind
condition

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Formula
- D = Total Distance
- X = Distance to CP
- D-X = Distance to B
- H = Groundspeed to the CP
- O = Groundspeed from the CP

Critical point = DO
O+H

Jeppesen chart glossary

- Altitude
o Vertical distance measured from mean sea level
- Hight
o Verical distance measured from a specified datum
- transition altitude
o the altitude at or bellow which the vertical is refered to altitudes
- transition layer
o airspace between the transition altitude and transition level
- transition level
o the lowes flight level available for use above the trasition altitude
- QFE
o Atmospheric pressure at aerodrome elevation
- QNH
o Atmospheric pressure corrected for temp
- QNE
o Altimeter setting 29.92 or 1013.2

IFR obstacle clearance

- 5000ft and below min 1000ft
- 5001ft and abow min 2000ft

Lower ATS routes

- upper limit of FL 245

Lower ATS routes ( ATS advisory routes)

- upper limit of FL 240 and ends with a D
- ex N562D

Airway wide
- UK and Europe 5 nm eighter side of the centerline
- USA 4nm eighter side of the centerline

Upper ATS routes

- between FL 245 and 460
- consists allways a U in the name
- ex UA1

Altitude indicator
- the altitude is indicated with
- MEA min enrout altitude
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 - MOCA min obstacle clearance altutude 1300T
- MORA min off route altitude 1300a

North atlantik ploting chart

- to measuure and fly a track that has an unchanging direction grid north must be used
as the datum

Grid Navigation
- to get the true track the following has to be considered
- every threehundret nm from Greenwich there are thick blue lines as references
- when East of 0 than minus from 360
- ex. Position 40 E = 360-40 = 310 True heading

Flight level semi circular rules below FL 290

000 M 179

FL 290
FL 330
FL 370
FL 410

180 M 359 M

FL 310
FL 350
FL 390
FL 430

Flight plan definitions

- estimated elapsed time
o the estimated time required to proceed from one significant point to an other
- estimated off block time
o estimated time at which the aircraft will commence movement associated with
departure
- IFR: arrival over the designated point, defined thru navigational point from which the
instrument approach will be comenced,or, in no navigational aid is associated with the
aerodrom, the arrival above the airport
- VFR: arrival over the airport

Route planning
- ICAO not allows to use Place names ( exept CH for VFR flights)
- Use instead Nav facilitys, latitude/longitude, bearing and distance from
VOR(SAM090035) Southampton VOR on the 090radial 35nm, airways,
- Only enter a change in route (point of turn)

Flight plan filing

- Flight rules
o V VFR

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 o I IFR
o Y first IFR
o Z first VFR

- Type of flight
o S Scheduled
o N non Scheduled
o G general Aviation
o M military
o X other

- Wake turbulence Cat

o L light up to 7000kg
o M 7000kg-136000kg
o H from 136000kg

- Equipment
- Standart: VHF RTF, ADF, VOR, ILS
o C Loran C
o D DME
o F ADF
o G GNSS
o H HF RTF
o I inertial Naviagtion
o J Data link
o K MLS
o L ILS
o M omega
o O VOR
o R RNP
o T Tacan
o U UHF
o V VHF RTF
o X prescribed by ATC
o Z other

Surveillance equipment
- A Mode A
- C Mode C
- X Mode S without aircraft ID and pressure altitude
- P Mode S pressure altitude but no ID
- I Mode S ID but no pressure altitud
- S Mode S including ID and pressure altitude transmission

Cruising speed
- Insert the true air speed for the first or the whole of the cruising of the flight
- N knots N0100
- M mach no M082
- K kilometer K0180

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Cruising Level
- the initial level of the flight
- A when expresse in altitude A085
- F when expressed in flight level F085
- M altitude in hundrets of meter M0850
- VFR uncontrolled VFR flights

Repetitive Flight plans

- only for IFR flights
- assumed that all flights are scheduled
- at least 10 flights within 10 days

Weather charts
Low level significant weather charts
- charts F215 and F415 deals with FL below 150 F215 for british isles and the channel
F415 for the rest of Europe
- cloud amount is given in octas and hight in ft AMSL

Spot wind charts

- provides the winds for F215 and F415
- between 1000 and 24000 ft

Cloud octas
- 0 clear sky
- 1/8 to 2/8 few
- 3/8 to 4/8 sct
- 5/8 to 7/8 bkn
- 8/8 ovc

Wind velocities

130 kt 270 70kt 270

speed change of 20 kt
or alt change of 3000ft or more

Low visibility procedures

Terminology
- low visibility procedure
o procedures applied to an aerodrom where Cat II+III takes place
- low visibility take off

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 o take off at RVR less than 400m but not less than 150m for Cat A B C and not
less than 200m for Cat D airplanes

Take off alternate

- an aerodrome to which a flight can safely proceed with an one engine out whenever
the aerodrome of departure is not available for a possible return due to weather
- within two hours of flight time one engine inoperative in standart conditions on actual
take off mass for three and four engine aircraft
- for two engined airplane only one hour

No alternate is required
- the duration of the planned flight from take off to landing does not exeed 6hrs and
- two separate runways are available at the destination and the meteorological
conditions prevailing are such that the approach from the relevant minimum sector
altirude can be made in VMC
- the destination is isolated and no adequate destination alternates exists

Flight planned route

- should be selected in order to reach an adecate field with all eng op within 180min

Weather minima
- +- 1h forcast at ETA applicable minima or better
- if circling approach to be performed the circling minima has to be selected
- if no weather forcaste is available , it shall be considered as being below minima for
all planning purposes
- at an isolated field +- 2h of the planned ETA

Additional Fuel
- minimum which permits 15 min above 1500ft in standart cond. without an destination
alternate

Extra fuel
- fuel which should cover known conditions that may causes a delay
Block fuel
- total fuel on board before starting any engine or APU

Take off fuel

- block fuel minus taxi fuel

Endurance
- time to destination + contingency fuel + time to destination alternate +final reserve
fuel + additional fuel + estra fuel

ILS categories
- Cat I 200ft DH 550m RVR
- Cat II 100ft DH 300m RVR
- Cat III a 100-50ft DH 200m RVR
- Cat III b DH 75m RVR
- Cat III c 0 ft DH 0m RVR

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