Jeppesen EASA ATPL and PPL Training

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O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING TOPOGRAPHICAL CHART CLASS D AIRSPACE: IFR and VFR flights are permitted and all flights are subject to ATC service. Cruise - Air Conditioning AC Packs and Enginelwing Anti-ice AC packs at high flow: Increase the trip fuel by 1%.

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. Thus the Air Information Publication United Kingdom is a typical reference document. Approach and land 5% allowance for wind errors. Answer 9 TAXI FUEL ~ W 10 L L I TIME FUELRMG CONS.

ATPL Set of 14 eBooks (NPA 29)

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: Tel: ++49 O 6 102 508240 E-mail: For further information on products and services from Oxford Aviation Training and Jeppesen visit our web sites at: www. 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. 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. 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. 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. 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. 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. 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. September 2002 Textbook Series Book Title 1 010 Air Law 2 020 Aircraft General Knowledge 1 3 4 5 020 Aircraft General Knowledge 2 020 Aircraft General Knowledge 3 020 Aircraft General Knowledge 4 JAR Ref. 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. 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. 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 FLIGHT PLANNING AND MONITORING 1. Its groundspeed and true heading are: Question No. The ground distance travelled when the average headwind component is 35kt will be; Answer a in each case. O Oxford Aviation Services Limited CHAPTER TWO. AIR INFORMATION PUBLICATIONS Contents Page INTRODUCTION. O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING 2. The student will be required to extract details of: a Air Traffic Control procedures regarding departure, en-route, destination and alternate airfields. 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. 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. 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. 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. O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING AIR INFORMATION PUBLICATIONS 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. Thus the Air Information Publication United Kingdom is a typical reference document. It is divided into: 2. 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 O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING 2. 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. O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING AIR INFORMATION PUBLICATIONS 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. UK AIP GEN 3. Three categories of NOTAMS are disseminated by the Aeronautical Fixed Service AFS : a NOTAMN, which contains new information. 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. L to N, R and exceptionally X. Edited example NOTAMS: a Series A A0012199 NOTAMN E MIDHURST DVOR 'MID' 114. A decode of the series lettering is at table 3. UK AIP GEN 3. 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. O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING AIR INFORMATION PUBLICATIONS At busy airfields to alleviate Radio Telephony RTF loading on the operational channels, Automatic terminal Information Service ATIS Fig. 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. Contact tower on 121. UK AIP GEN 3. 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. See latest Table for Fig. LJK AIP GEN 3. Students are required to decode METARs Actua1s -Figure 2. 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. 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. 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. O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING AIR INFORMATION PUBLICATIONS 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. 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. O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING 2. UK AIP ENR 4. 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. The morse callsign is Sierra Alpha Bravo. The VOR frequency to be selected by a civil operator is 112. 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. O Oxford Aviation Services Limited AIR INFORMATION PUBLICATIONS FLIGHT PLANNING AND IVlONlTORlNG 2. UK AIP ENR 4. O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING 2. 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. Air Navigation Obstacles En-route, such as bridges and chimneys Fig. Other times DAAIS: London lnformation on 124. Hours:Mon to Thu 0800-2359, Fri 0800 - 1600 and a6 notified Service: DACS: Plymouth Military on 121. Remarks: Pre-flight information may be obtained from Plymouth Operations, Tel: 01752-557550 Figure 2. DangerIRestrictedlProhibitedAreas O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING AIR INFORMATION PUBLICATIONS 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. 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. Name Lateral Limits ' Vertical Limits Barford St John Radius 0. Site elevation: 261 ft amsl. Aboyne, Grampian T 570430N 0025005W Hours: HJ Site elevation : 460 ft amsl. 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. O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING 2. UK AIP AD 1. 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. O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING 2. The quality of guidance provided does not permit use of the facility for coupled approaches below 350 ft. 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. 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. 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. 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. 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. C ICAO Document Search and Rescue, Annex 12. O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING AIR INFORMATION PUBLICATIONS 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. RW23 in lowest 1600' of approach. EGIUS Dateltime of origin Validity WIV Visibility Weather Cloud Gatwick. TOPOGRAPHICAL CHART Contents Page 3. An examinee will be expected to answer questions based upon this chart. 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 Highest Spot Elevation is l2O28ft at N47 07. Identification of adjacent charts is provided at the diagram top left-hand comer of the chart. 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 O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING 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. The magnetic track and distance, in nautical miles and kilometres, between aerodromes LAHR EDTL and STUTTGART EDDS are? AERONAUTICAL INFORMATION See Fig. Qsographlc;aI are s h o w n an chart En tabulated for NAVA Copyr~ghtJeppesen sanderson Inc. Danger, Reslrloted or Prohtbirsd Area w lth MsntWlcation and wwt1cal Wmlt - - l. Compulsoryand Non-compulsory Reporting Points are shown, as at Fig. NAVAID INFORMATION provides a navigational aid's frequency and identification; their co-ordinates are tabulated at the side of the chart. 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. O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING 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. CLASS G AIRSPACE: IFR and VFR flights are permitted and receive flight information service if requested. Reference ICAO ATS Services Annex 11 Chap. 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. At the bottom right of the chart is a FEET METRE CONVERSION scale. Topographical information O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING 3. 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. Give a complete decode of the airfield information at Augsburg. Decode the blue triangle to the east of Augsburg. Decode the navaid information at N48 43. What does the symbol at N48 22. What are the Salzburg ATIS and Weather Broadcast frequencies? 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. Candidates will be required to find the highest obstacle within a given distance either side of track. O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING 3. HG or full throttle 2500RPM fig. O Oxford Aviation Services Limited Figure 2. A V O GASOLINE FUEL DENSITY.................... ZERO 20°C LEAN EXAMPLE COURSE ALTITUDE............. 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. 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. The table gives endurance ie. Use in a similar manner to figure 2. 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? 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? You had planned to fly at FL80, power full throttle 2300 RPM. If you need to remain airborne for 6 hours, name the available alternative power settings or cruising levels. RPM or, cruise at FL.......... O Oxford Aviation Services Limited Figure 2. Endurance CRUISING ALTITUDE POWER SETTING 1l5OOFT FULLTHROTTLE ENDURANCE 5. Complete the attached NavIFuel plan for a flight from airfield A to E, with the alternate at F. HG or FULL THROTTLE 2500RPM. HG 2 1OORPM, at 1500' above the airfield pressure altitude. Forecast h For the climb find the wind velocity at 213 of the climb profile from the airfield to the cruising level. 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. 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. HG or full throttle 2500RPM. HG or full throttle 2 100RPM at 1500' over head C. Cruise: Hold: Fuel: i ii Taxy: 3 US GAL. Take-off weight 3650LB Met. Forecast 11 ROUTEIALT N I O Oxford Aviation Services Limited - SINGLEITWIN PISTON ENGINE NAVIGATION AND FUEL PLAN - Exercise 4 TOC TOC EXTRA FUEL IF REQD. FLIGHT PLANNING AND MONITORING 4. 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. It shows a total endurance of 5 hours 36. This is the time it would take to bum 74 US GAL at the average flight plan consumption of 13. Of course, this would leave the aircraft with dry tanks, so there is no margin for error. 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. As long as the aircraft is about to land by that time, there is enough fuel remaining. In the case of Exercise 3 See fig. 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. At this stage it is not possible to estimite accurately the in-flight consumption, so use the flight plan average, 13. Safe Endurance Limit of safe endurance - 61. Where have those several minutes' fuel gone? Answer: taxying, high fuel consumption in the climb, or other delays. So we can adopt 1639. Next fuel check is taken at 1230 UTC. Calculate the fuel consumption since TOC at1200UTC and revise the Limit of Safe Endurance. 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. Answer 9 TAXI FUEL ~ W 10 L L I TIME FUELRMG CONS. ENDURANCE - - - ETA - ~ 5% CONTINGENCY FUEL 11 68. Fuel Monitoring TOTAL ENDURANCE 46. DEVN: TAS WIND COMP. E: Example 6 797,844,895,912, NAM Example 7 5. O Oxford Aviation Services Limited SINGLE ENGINE PISTON AIRCRAFT FLIGHT PLANNING AND MONITORING 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 O Oxford Aviation Services Limited SINGLE ENGINE PISTON AIRCRAFT FLIGHT PLANNING AND MONITORING Exercise 2. Speed Hdg OT Vrn. GPHILBPH ENDURANCE hlmin ETA 61. Hdg OM TAS kt. 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. FUEL, TIME AND DISTANCE TO CLIMB DATA. DESCENT FUEL, TIME AND DISTANCE. This is a monoplane with two reciprocating engines, twin counter-rotating constant speed propellers and a retractable undercarriage; similar to a Piper Seneca. 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. O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING 5. There are separate reference lines for time, distance and fuel to climb, but only one combined scale. 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. Repeat for cruise altitude and temperature: Ans. NAM Subtract the results for still air: Ans. NAM O Oxford Aviation Services Limited Figure 3. Cruise Climb FLIGHT PLANNING AND MONITORING 5. 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. NAM without reserves O Oxford Aviation Services Limited Figure 3. RESERVE AT 45% POWER Figure 5. Range FLIGHT PLANNING AND MONITORING 5. TAS is extracted from the SPEED POWER table, figure 5. 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. ISA +12OC: Add 2%.......... ISA: O Oxford Aviation Services Limited POWER SETTING, FUEL FLOW AND TAS Enter the power setting table fig. 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. Ft MAX EGT 1650°F 1525°F I Figure 5. Power Setting Table MANIFOLD PRESSURE FLIGHT PLANNING AND MONITORING 5. Go horizontally from this intersection to the chosen % power line. Move vertically to read off the TAS in knots. TAS-KNOTS 200 FLIGHT PLANNING AND MONITORING 5. 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. RESERVE AT 45% POWER Figure 5. Endurance - ENDURANCE HRS. WlTH NO RESERVE MULTI- ENGINE PISTON AIRCRAFT FLIGHT PLANNING AND MONITORING 5. 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. Repeat the process for the airfield's altitude and temperature. Calculate the difference in the results. NAM O Oxford Aviation Services Limited Figure 3. TIME AND DISTANCE TO DESCEND Figure 5. Descent Graph FLIGHT PLANNING AND MONITORING MULTI- ENGINE PISTON AIRCRAFT EXERCISE 1. Complete the attached NavIFuel plan for a flight from airfield A to C; alternate D. O Oxford Aviation Services Limited 11 SINGLEITWIN PISTON - ENGINE NAVIGATION AND FUEL PLAN - Exercise 1 STAGE SAFE ALT Line FROM OAT OC FL WIND Temp Devn TO Dirn. 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. Destination alternate is D close to C. O Oxford Aviation Services Limited 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. 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. C ETA for limit of the Safe Endurance. 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. GPHILBPH ENDURANCE hlmin - Exercise 3 ETA I TAXI FUEL I 5% CONTINGENCY FUEL 45 min HLDG FUEL Final Res. EXTRA FUEL IF REQD. Time TAXI FUEL 45 min HLDG FUEL Final res. 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. The company Operation's computers will produce flight plans for optimum routes and cruise modes, according to the instructions given. 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. 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. 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. Traffic Load is the total mass of passengers, baggage and cargo, including any non-revenue load. Therefore, US Gal to kg: 1 Us Gal fuel SG - 8. 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. If the aircraft is flown above or below the optimum altitude for LRC or. Example 2: Cruise weight 62000kg. Calculate the optimum pressure altitude for a. Optimum and Short Distance Cruise Altitudes. The Short Distance Cruise Pressure Altitude table shows the maximum pressure altitude at which it is possible to cruise for at least a minute. Calculate the maximum short distance cruise pressure altitude. One 300KIAS CRUISE; 0 - 1000nm. One STEPPED CLIMB ; 1000 - 4000nm. One ALTERNATE PLANNING - LRC; 0 - 500nm. One HOLDING FUEL PLANNING The LRC, 0. This chapter provides sample cruise graphs at Figures 6. 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. 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................... Move horizontally and read off the Trip Time h min....... 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. The fuel penalty for operations off the optimum altitudes is given by the following table. For every additional minute of flaps down operation add 75kg of fuel. For Engine Anti-ice during the descent add 50kg. 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. 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. 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. Simplified flight planning Fig. CLIMB TO CRUISE ALTITUDE. DESCENT AND STRAIGHT ON APPROACH. TAIL lo DISTANCE TO ALTERNATIVE NAUTICAL GROUND MILES Simplified Flight Planning Fig. Alternate planning O Oxford Aviation Services Limited 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%. Destination holding fuel, normal race track pattern, for 45' at pressure altitude of 25OOft at an estimated start weight of 44000kg. 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. Route distance 6OOnm,WC 130head. Estimated landing weight 45000kg. 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. Its planned cruise weight is 58000kg, and estimated landing weight 47500kg. Calculate the optimum flight level and the fuel and time for a 0. O Oxford Aviation Services Limited MEDIUM RANGE JET TRANSPORT FLIGHT PLANNING AND MONITORING EN - ROUTE CLIMB FIGURE 4. ISA -6°C TO -15OC BRAKE RELEASE WEIGHT KG. 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. Detailed fuel Planning - En-route Climb O Oxford Aviation Services Limited MEDIUM RANGE JET TRANSPORT FLIGHT PLANNING AND MONITORING 6. 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. 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. 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. Given a cruise distance of 35OOngm, average TAS 505kt and 50head WC calculate the nautical air mile distance. O Oxford Aviation Services Limited Figure 4. Detailed Fuel Planning-WindIRange Correction FLIGHT PLANNING AND MONITORING 6. The same method of data extraction is used for all tables. 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. 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. O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING MEDIUM RANGE JET TRANSPORT Long Range Cruise 4. 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. Detailed Flight Planning - LRC 6 - 23 O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING MEDIUM RANGE JET TRANSPORT MACH 07. 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. Detailed Flight Planning-mach 0. 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. Detailed Flight planning-Low Level O Oxford Aviation Services Limited MEDIUM RANGE JET TRANSPORT FLIGHT PLANNING AND MONITORING Mach 0. Reference page 70 CAA MRJT 1 Data Sheet Example 4. Enter table with 5. Copy Minus NAM from LINE 1 into Cruise Value LINE 2. Enter table with 7. Note: a The percentage increase or decrease i n Fuel Required for 10°C above or below ISA. Cruise Value Convert NGM to NAM............... Fuel burn A to B is................ Fuel burn B to C is................ MEDIUM RANGE JET TRANSPORT Figure 4. DISTANCE NAM LANDING WEIGHT KG. I 1 I IIIVI~ ruu MIN. Descent 63 Oxford Aviation Services Limited MEDIUM RANGE JET TRANSPORT FLIGHT PLANNING AND MONITORING 6. Allowances are included for a straight-in approach with undercarriage down. Increase fuel during the descent by 50kg for engine anti-ice. 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. 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. Compute 45' holding fuel for straight and level flight at a pressure height of 1500ft overhead E. Use 47000kg as the start weight for the hold. At a cruise weight of 56000 kgs what is the optimum LRCl0. The lowest optimum IFR cruise level is? EXERCISE 2 Complete the Integrated Flight Plan from the following data: The aircraft's estimated cruise weight is 60000kg; the ramp weight is 61500. The trip is to be flown at the lowest ICAO IFR optimum pressure altitude for 0. 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. Compute 45' holding fuel, straight and level, at an altitude of 2000ft overhead E. 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? O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING MEDIUM RANGE JET TRANSPORT INTENTIONALLY BLANK O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING 6. 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. Non Normal Operation - 'Gear Down' Ferry Flight O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING 6. 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. The LRC example Fig. 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. O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING MEDIUM RANGE JET TRANSPORT LONG RANGE CRUISE SURPLUS FUEL BURN % SURPLUS FUEL BURN % Figure 6. Fuel Tankering O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING MEDIUM RANGE JET TRANSPORT Figure 4. 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. An aircraft is tasked to fly a. The sector distance is 1050ngm,wind component +35kt. Calculate the % Surplus Fuel Bum. O Oxford Aviation Services Limited MEDIUM RANGE JET TRANSPORT FLIGHT PLANNING AND MONITORING 6. 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. C MAXIMUM STRUCTURAL TAKE-OFF MASS MTOM is the maximum permissible total aeroplane mass at the start of the take-off run. 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. 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. 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. 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 O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING MEDIUM RANGE JET TRANSPORT 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. With a headwind of 40 kt. MZFM TRAFFIC LOAD LIMIT 2. MTOM TRAFFIC LOAD LIMIT 3. MLM TRAFFIC LOAD LIMIT 4. TRAFFIC LOAD 7 DOM 3. Assume ii reserve fuel unused. Zero Fuel Mass Take-Off Mass Landing Mass I Maximum Traffic Load O Oxford Aviation Services Limited MEDIUM RANGE JET TRANSPORT FLIGHT PLANNING AND MONITORING g An aircraft is to fly from A to B and then to C without refuelling at B. Determine the maximum Traffic Load that could be loaded at : a-------MAXIMUM ZERO FUEL MASS-----------0 FUEL AT START OF TAKE-OFF DOM 2. See Flight plan over. Answer is lowest of the three: 46000kg EXERCISE 1. Convert NGM to NAM Enter 0. Copy Minus NAM from LINE 1 into Cruise Value Line 2. MRJT ADDITIONAL PROCEDURES Contents Page ETOPS. COMMUNICATIONS AND NAVIGATION FACILITIES. 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 JAR - OPS 1. 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. 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. 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. 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. 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. 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. 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. X IS ETOPS ENTRY POINT. Y IS ETOPS EXIT POINT. 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. ETOPS , and , d Extra fuel if required by the commander. O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING - MRJT ADDITIONAL PROCEDURES - 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. ETOPS , and Extra fuel if required by the commander. 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. An emergency descent down to FLl 00 at V,dM,, with the speed brakes extended and cruise to the diversion airfield at LRC speed. Descent and cruise will be initiated at the selected speeds and stabilising level. 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. 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. Mean forecast wind velocity 230185, for flight to C or E at planned one-engine-out stabilising pressure level. At the end of this vector plot the Equal Line, parallel to the Critical Line. 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. X IS ETOPS ENTRY POINT. Y IS ETOPS EXIT POINT. In addition to the normal fuel and route information an extra page gives specific ETOPS data. 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. This ensures that the fuel on board will equal or exceed the , requirement. O Oxford Aviation Services Limited - FLIGHT PLANNING AND MONITORING MRJT ADDITIONAL PROCEDURES ETOPS INFORMATION Block 1 ELAP TIME ETPl 1. ETA ALTNS OOMSNABB ETP2............. VABB 77 72 100 548 1. The CFP, however, will use the No Contingency Fuel Remaining case when comparing the Critical Fuel Case with normal fuel planning. 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. 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. Approach and land 5% allowance for wind errors. The One Engine Inoperative graph fig. Note the corrections, beneath each graph, for: a temperatures hotter than ISA. Includes APU fuel burn. Emergency descent to 10000ft. Level cruise at 10000ft.. IF ICING CONDITIONS EXIST INCREASE FUEL REQUIRED BY 20% TO ACCOUNT FOR ENGINE AND WNG Nl ON AND ICEACCUMUUTlONON UNHEATEDSURFACES. USE THE HlCiHER OF THE T W Figure 7. Level cruise at 10000fl. 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. Calculate the LRC Critical Fuel Reserve needed. 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. 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. I 12Omin I 135min I 150min I 180min 11 O Oxford Aviation Services Limited - FLIGHT PLANNING AND MONITORING MRJT ADDITIONAL PROCEDURES - Figure 4. 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. 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.................... 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. Determine the fuel required and diversion time. Example 8 Given: Distance from CP to diversion BOOnm, wind component 25head, weight at CP 55000kg. 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. O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING - MRJT ADDITIONAL PROCEDURES INTENTIONALLY BLANK O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING 7. Trip fuel to nominated aerodrome. Extra fuel at commander's discretion. 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. Additional fuel Extra fuel at commander's discretion. 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. O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING - MRJT ADDITIONAL PROCEDURES 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. 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. 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. Contingency fuel calculated in accordance with AMC OPS 1. 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. O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING 7. 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. 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. Long Range Cruise, High Speed Cruise, Cruise Climb, Constant Mach No. Most computer systems require the minimum basic information to provide a flight plan. Cruise mode and traffic load required However great care must be taken to ensure that the correct information is loaded. O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING - MRJT ADDITIONAL PROCEDURES 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. O Oxford Aviation Services Limited - MRJT ADDITIONAL PROCEDURES FLIGHT PLANNING AND MONITORING Line 1. Departure, Gatwick EGKK and Destination, Frankfurt EDDF ; aircraft type; cruise at Mach 0. Lines 6 to 10. 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. 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. Lines 14 to 16. An analysis of the long range cruise fuel and flight times for FL370, 330 and 410. Elevation of Gatwick EGKK airfield, 202ft. Lines 43 to 46. Waypoint co-ordinates for entry into Flight Management Computers, if required. 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 O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING 7. 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. O Oxford Aviation Services Limited - MRJT ADDITIONAL PROCEDURES FLIGHT PLANNING AND MONITORING 7. UK AIP GEN 3. Students are required to decode METARs Actua1s -Figure 7. 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. 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. DateITime The date and time of the observation is in hours and minutes UTC, followed by Z. 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. 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. 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. 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. 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. R241M0050 Consult the reference for RVR Trends and Significant Variations; until further notice UK aerodromes will not be required to report them. O Oxford Aviation Services Limited - MRJT ADDITIONAL PROCEDURES FLIGHT PLANNING AND MONITORING 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. 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 d 9. Frankfurt Maid EDDF The lowest cloud present at 201720 was: a b c d 8. MilanILIML What is the visibility forecast to be at LIML at 20173O? IDENTIFICATION METAR or SPECl Location lndicator DateITime LMETAR EGlL 2910202 WIND Wind directionlspeed. 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. Group omitted if no weather t o report. 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. If letter A is used, QNH is in inches and hundredth. WINDSHEAR WS RWY24 'Windshear runway two four' Will not be reported at present for UK aerodromes. TREND ECMG FM 1100 035G50KT TEMPO % ol630 TL 08. Moderate rain Multiple groups may be present showers' t - - - - AERODROME FORECAST TAF DECODE Figure 7. 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. 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. Probability PROB30 1416 b. FM1400 r s M BKNOI OCB Indicates a mandatory code element; CAVOK will replace visibility and cloud groups. Example 2 8600 X 1. Example 3 5500 X 1. Example 5 11 Speed Div. Example 7 2800kg; 1. Example 8 a 7600 X 1. Trend: no significant change expected next two hours. Trend: temporarily 3000m in moderate rain with 5 - 7 oktas 800ft, 8 oktas 2000ft. Trend: Improving at 1300UTC to 1Okm or more, nil weather, 3 - 4 oktas 1500ft, 5 - 7 oktas 10000ft. O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING - MRJT ADDITIONAL PROCEDURES Example 10. London Heathrow valid from 0600UTC to midnighUTCt on the next day. Wind 130° T 10kt. Broken 5 - 7 oktas at 1000ft. Becoming from 0600UTC to 0800UTC, scattered at 1500ft and broken at 2000ft. Becoming from 1800UTC to 2 1OOUTC 3000m visibility, mist, sky clear. Luton, valid from 1OOOUTC to 1900UTC on 30th. 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. O Oxford Aviation Services Limited CHAPTER EIGHT. MRJT ADDITIONAL PROCEDURES Contents Page 8. LOW LEVEL SIGNIFICANT WEATHER. MEDIUM AND HIGH LEVELS. 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. 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. 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. O Oxford Aviation Services Limited - FLIGHT PLANNING AND MONITORING MRJT ADDITIONAL PROCEDURES 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. 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. 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 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. BEFORE 09002 CLD ON HILLS. MOD TURB IN CLD. ISOL OCNL NEAR FRONT 3000M HEAVY M S 4-718ST 50011000,818NS 1500125000. ISOL SWCOT SW 500M FOGIRA 818ST 10011000,5-818LYR 1000120000. MOD ICE AND MOD TURB IN CLD. MOD SOL SEV TURB BLW 6000 OVER LAND. 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.......... UTC Notes: Vis in m or km. Hill fog implies 200m or less. TS and CB im-ly moderatelsevere icing and tufbulence. Each box is placed over the intersection of a meridian and a parallel shown at the top of the box. RLTITUDES ARE ABOVE nsL I THOUSRNOS Of FEET 1 TEtlPERATURE I N DEGREES CELSIUS 1 Figure 8. NORTH ATLANTIC 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. 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. 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. 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. TS implies severe turbulence and icing. 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. To find the wind and temperature at a position other than that at a latllong intersection, some careful interpolation is required. If the winds found vary through 360°, you will have to take care eg. 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. O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING - MRJT ADDITIONAL PROCEDURES Fig. 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. 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 O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING - MRJT ADDITIONAL PROCEDURES Exercise 1 Diagram 2 O Oxford Aviation Services Limited - FLIGHT PLANNING AND MONITORING MRJT ADDITIONAL PROCEDURES EXERCISE 2. Significant WeatherITropopauselMaximum Wind Chart Diag. I , TAFS and Upper WindITemperature Chart Diag. KORD for the period 1000 GMT to 1200 GMT. 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. 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: O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING - MRJT ADDITIONAL PROCEDURES 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 type of fog forecast in Zone 4 is most likely to be: a b c d radiation fog. 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 O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING 16. The visibility at MKPP at 1600 Z is expected to be: a b c d 17. 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 O Oxford Aviation Services Limited - FLIGHT PLANNING AND MONITORING MRJT ADDITIONAL PROCEDURES Exercise 3 Diagram 1 8-22 63 Oxford Aviation Services Limited - FLIGHT PLANNING AND MONITORING MRJT ADDITIONAL PROCEDURES Exercise 3 Diagram 2 8-23 O Oxford Aviation Services Limited - FLIGHT PLANNING AND MONITORING MRJT ADDITIONAL PROCEDURES -- - - --- -. 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 O Oxford Aviation Services Limited - FLIGHT PLANNING AND MONITORING MRJT ADDITIONAL PROCEDURES 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. 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. Visibility 1Okrn or more and no weather significant to aviation. 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. 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. Isolated, embedded cumulonimbus with implied hail, moderate to severe icing and turbulence from FL250 to FL350. 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. 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 O Oxford Aviation Services Limited CHAPTER NINE. POINT OF NO SAFE IiETURN PNRJPSR Contents Page INTRODUCTION. SINGLE LEG PNR VARIABLE FUEL FLOWS. 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. 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. O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING POINT OF NO SAFE RETURN PNRIPSR AMC OPS 1. O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING 9. Derivation PNR formula O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING 9. Transposing formula to CRPS 9. 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. O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING 9. Example PNR Study the Figure 9. 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 O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING POINT OF NO SAFE RETURN PNRIPSR 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 O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING c POINT OF NO SAFE RETURN PNRIPSR 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. M +30 800nm L M L -30 800nrn Calculate the time and distance from L to the point of no return. 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 O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING POINT OF NO SAFE RETURN PNRIPSR MULTI-LEG PNR - METHOD Ref. 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. Multi - leg PNR O Oxford Aviation Services Limited POINT OF NO SAFE RETURN PNRIPSR FLIGHT PLANNING AND MONITORING 9. LEG DISTANCE TAS WIND COMP. A -B 520 200 -20 SAFE 1 Find the time and distance to the PNR from A. SAFE 250 Find the time and distance to the PNR from A. 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. 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. 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. POINT OF NO SAFE RETURN PNRIPSR Reference CAP697 and relevant MEP data. Reference CAP697 and relevant SEP data. Fuel in tanks 74GAL Safe Endurance Fuel 64. 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. The PNR is on leg D to E. 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 O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING ii C POINT OF NO SAFE RETURN PNRIPSR Surnmate the fuel required OUTBOUND and HOMEBOUND on each sector in turn A to B plus B to A etc. 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. 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? How far beyond U can the aircraft fly before returning? It then returns to X from Y covering 0. The total fuel used on the round trip is 17 800 kg. What is the distance from X to Y? The PNR is on sector C to D. The distance to the PNR from C - Distance from A O Oxford Aviation Services Limited CHAPTER TEN. CRITICAL POINTIEQUAL TIME POINT Contents Page 10. GS WME IH FROM Cp AT ALL. 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. 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 FLIGHT PLANNING AND MONITORING 10. Derivation of CP Formula ITransposing Formula for CRP5 O Oxford Aviation Services Limited FLIGHT PLANNING AND MONITORING 10. 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. E L0 l: See B l ATS route, 279 and 085 radials from WAL VOWDME at N53 23. 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 L0 l: See W91 ID Advisory Route, 242 and 058 radials from IOM VOWDME N54 04. 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. LOWER ATS ROUTES - CONDITIONAL ROUTES CDR. These routes are usable only under specified conditions.

Calculate: the % Surplus Fuel Bum. 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 responsible to the theoretical knowledge requirements of ATPL training. 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. This ignores he1 glad during taxying, the high fuel consumption in the climb, or other delays on the ground, but is good enough as a benchmark time. It also serves the large general and business aviation markets. Move vertically to read the NAM distances: Ans. Using the attached note wind and temperature chart Diagram 2 for flying the route from Madrid to Larnaca at FL 300 answer 4 to 6. The data sheets are used in a similar manner to those for SEPI. Additional fuel Extra fuel at commander's discretion. C indicates a Secondary Surveillance Radar with an la transmitting capability.