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EXERCISE 142

TURBULENCE
PENETRATION
PROCEDURES
CO-ORDINATED
BRIEFING

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Table of Contents
1.

Introduction

Page 4

2.

Turbulence Reporting

Page 5

3.

Anticipated Turbulence

Page 5

4.

Unanticipated Turbulence

Page 5

5.

Turbulent Air Penetration

Page 5

6.

Turbulence

Page 5

7.

FMC

Page 6

8.

Rules of Thumb for avoiding or minimising encounters with CAT

Page 6

9.

FAA Advisory Circular 00-30A


9.1

Introduction

Page 6

9.2

Purpose

Page 6

9.3

Background

Pages 6,7

9.4

Discussion

Pages 7,8,9

9.5

Recommendations

Page 9

9.6

Summary

Page 9,10

10. List of Manual References

11.

10.1

List of Manual References 744

Page 11

10.2

List of Manual References 747

Page 12

10.3

List of Manual References 767

Page 13

10.4

List of Manual References 737

Page 14

Appendix 1

Pages 15,16

Rules of Thumb to assist in avoiding or minimising encounter with


clear air turbulence.
12.

Bibliography

Page 17

Disclaimer:
All information contained in this document is accurate at time of printing.
For the latest version of information please refer to your fleet specific manuals.

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1.

INTRODUCTION

Welcome to the first of our series of Standard Briefings.

A recent Flight Training initiative is the introduction of Standard Briefings for Recurrent
Training exercises. The aim is to ensure that Pilots and Instructors from all fleets are given
the same briefing information for each exercise. These briefings will ensure that crew
receive the required information pertaining to the topic, and that Flight Training complies with
the Quality Assurance standards required by the ISO9002 accreditation.

Each Standard Briefing includes; an outline of the key areas related to the topic, a list of
applicable reference material and related material from industry sources. Please note that
the information contained in this document is accurate ONLY at the time of printing.

Turbulence Penetration Procedures for Exercise 142 is the first Standard Briefing to be
released under this new development.

In conjunction with this guide you are encouraged to conduct your own research to increase
your depth of knowledge and understanding of the topic under discussion.

Flight Training is continually striving to improve the training process. Feedback forms are
available at time of briefing and any suggestions for improvement are greatly appreciated.

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2.

TURBULENCE REPORTING (FAM 20(S) 4)

Light, moderate, severe, extreme.

From the Turbulence Reporting Criteria Table understand the aircraft reaction and
reaction inside aircraft to the various intensities of turbulence.

3.

ANTICIPATED TURBULENCE (FAM CABIN MANAGEMENT)

Liase with CSM

PA

Cabin Crew prioritise duties

Seat Belt sign ON

PA

Call Back

4.

UNANTICIPATED TURBULENCE (FAM CABIN MANAGEMENT)

Seat Belt sign ON

PA

Call back if situation allows

Note: In both cases, Flight Crew should be aware of Cabin Crew duties.

5.

TURBULENT AIR PENETRATION

FCTM 1.18
FCTM 01.10
FCTM 02.20.03
FCTM 1.31

- B737
- B767
- B747
- B744

This section of the FCTM details the Turbulent Air Penetration techniques.

Note that if severe Turbulence can not be avoided, an increased buffet margin is
recommended. This can be obtained by descending approximately 4,000 feet below
optimum altitude.

6.

TURBULENCE

OPERATIONS MANUAL SP.16.15


OPERATIONS MANUAL SP.16.8
OPERATIONS MANUAL 02.30.16
OPERATIONS MANUAL SP.16.15

- B737
- B767
- B747
- B744

This section of the Operations Manual details the Turbulence procedure.

Note that thrust is set as required for the phase of flight. Once set, change thrust
setting only if required to modify an unacceptable speed trend.

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7.

FMC

The FMC CRZ page displays proper N1 for Turbulence Penetration (Turb N1), during cruise.
This value is for reference only. It is not commanded to the autothrottle. For the B747 refer
to the table in the Performance Manual, Limitations section.

8.

RULES OF THUMB FOR AVOIDING OR MINIMISING ENCOUNTERS WITH


CAT

FAA Advisory Circular 00-30A provides discussion and recommendations that provide
information on avoiding or minimising encounters with CAT.

9.

FAA Advisory Circular 00-30A

9.1

Introduction

Describes various types of CAT.

Some weather patterns associated with CAT.

Rules of thumb for avoiding or minimising.

Encounters with CAT.

Although based on Northern Hemisphere conditions, the information applies equally to


Southern Hemisphere.

9.2

PURPOSE

This advisory circular (AC) describes to pilots, aircrew members, dispatchers, and other
operations personnel the various types of clear air turbulence (CAT) and some of the
weather patterns associated with it, and provides the "Rules of Thumb" for avoiding or
minimizing encounters with CAT.

CANCELLATION.
This revision supersedes AC 00-30, Rules of Thumb for Avoiding or Minimizing Encounters
With Clear Air Turbulence, dated March 5, 1970.

9.3

BACKGROUND

In 1966, the National Committee for Clear Air Turbulence officially defined CAT as "all
turbulence in the free atmosphere of interest in aerospace operations that is not in or
adjacent to visible convective activity (this includes turbulence found in cirrus clouds not in or
adjacent to visible convective activity)." Over time, less formal definitions of CAT have
evolved. Advisory Circular 00-45C, Aviation Weather Services, defines CAT as "high level
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turbulence (normally above 15,000 feet AGL) not associated with cumuliform cloudiness,
including thunderstorms." The Airman's Information Manual expands on the basic AC 0045C CAT definition as "turbulence encountered in air where no clouds are present. This term
is commonly applied to high level turbulence associated with windshear. Thus, clear air
turbulence or CAT has been defined in several ways, but the most comprehensive definition
is: "turbulence encountered outside of convective clouds." This includes turbulence in cirrus
clouds, within and in the vicinity of standing lenticular clouds and, in some cases, in clear air
in the vicinity of thunderstorms. Generally, though, CAT definitions exclude turbulence
caused by thunderstorms, low altitude temperature inversions, thermals, or local terrain
features.

CAT was recognized as a problem with the advent of multiengine jet aircraft in the 1950s.
CAT is especially troublesome because it is often encountered unexpectedly and frequently
without visual clues to warn pilots of the hazard.

9.4

DISCUSSION

One of the principal areas where CAT is found is in the vicinity of the jetstream or jetstreams.
A jetstream is a river of high altitude wind with a speed of 50 knots, or greater, following the
planetary atmospheric wave pattern. There are, in fact, three jetstreams: the polar front
jetstream, the subtropical jetstream, and the polar night jetstream. The polar front jetstream
as its name implies, is associated with the polar front or the division between the cold polar
and warm tropical air masses. The mean latitude of the jetstream core varies from 25 north
latitude during the winter months to 42 north latitude during the summer months.

The polar front jetstream is the centre of the planetary wave pattern and as such meanders
over a large portion of the hemisphere throughout the year, particularly during the winter
months when it is most intense. Although the polar front jetstream varies in altitude, the core
is most commonly found around 30,000 feet and it is generally best depicted on the 300
millibar constant pressure map.

The subtropical jetstream is a very persistent circumpolar jetstream found on the northern
periphery of the tropical latitudes between 20 and 30 north latitude. It normally forms three
waves around the globe with crests over the eastern coasts of Asia and North America and
the Near East. Like the polar front jetstream, the subtropical jetstream is most active during
the winter months and often intrudes well into the southeastern United States. It is generally
higher than the polar front jetstream with the core between 35,000 and 45,000 feet.

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The polar night jetstream is found in the stratosphere in the vicinity of the Arctic Circle during
the winter months and does not have a significant affect on air travel over the United States
and southern Canada.

CAT associated with a jetstream is most commonly found in the vicinity of the tropopause
and upper fronts. The tropopause is actually an upper front separating the troposphere from
the stratosphere. Analyses of the tropopause are issued by the National Weather Service on
a scheduled basis. In the absence of other information, the tropopause will generally have a
temperature of between -55 C. and -65 C. In some cases, it will be at the top of a cirrus
cloud layer. Clouds are very seldom found above the tropopause in the dry stratosphere,
except in the summertime when occasionally large thunderstorms will poke through the
tropopause and spread anvil clouds in the stratosphere. CAT is most frequently found on the
poleward side of the jetstream (the left side facing downwind). It is additionally common in
the vicinity of a jetstream maxima (an area of stronger winds that moves along the
jetstream).

There are several patterns of upper level winds that are associated with CAT. One of these
is a deep, upper trough. The CAT is found most frequently at and just upwind of the base of
the trough, particularly just downwind of an area of strong temperature advection. Another
area of the trough in which to suspect CAT is along the centerline of a trough where there is
a strong horizontal windshear between the northerly and southerly flows. CAT is also found
in the back side of a trough in the vicinity of a wind maxima as the maxima passes through.

One noteworthy generator of CAT is the confluence of two jetstreams. On occasion, the
polar front jetstream will dip south and pass under the subtropical jetstream. The area of
windshear between the two jetstreams in the area of confluence and immediately
downstream is frequently turbulent.

CAT is very difficult to predict accurately, due in part to the fact that CAT is spotty in both
dimensions and time. Common dimensions of a turbulent area associated with a jetstream
are on the order of 100 to 300 miles long, elongated in the direction of the wind, 50 to 100
miles wide, and 2,000 to 5,000 feet deep. These areas may persist from 30 minutes to a
day. In spite of the difficulty forecasting CAT, there are rules that have been developed to
indicate those areas where CAT formation is likely.

The threshold windspeed in the jetstream for CAT is generally considered to be 110 knots.
Windspeed in jetstreams can be much stronger than 110 knots and the probability of
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encountering CAT increases with the windspeed and the windshear it generates. It is not the
windspeed itself that causes CAT; it is the windshear or difference in windspeed from one
point to another that causes the wave motion or overturning in the atmosphere that is
turbulence to an aircraft. Windshear occurs in all directions, but for convenience it is
measured along vertical and horizontal axes, thus becoming horizontal and vertical
windshear. Moderate CAT is considered likely when the vertical windshear is 5 knots per
1,000 feet, or greater, and/or the horizontal windshear is 20 knots per 150 nautical miles, or
greater. Severe CAT is considered likely when the vertical windshear is 6 knots per 1,000
feet and/or the horizontal windshear is 40 knots per 150 miles or greater.

Until practical airborne detectors are developed, pilots are urged to use the "Rules of Thumb
to Assist in Avoiding or Minimizing Encounters With Clear Air Turbulence" contained in
Appendix 1. The majority of these guidelines were developed initially by the International
Civil Aviation Organization's (ICAO) Sixth Air Navigation Conference of April/May 1969, but
have been expanded based on recommendations from the Department of Defense, the
National Transportation Safety Board, and the Federal Aviation Administration.

9.5

RECOMMENDATION

All pilots and other personnel concerned with flight planning should carefully consider the
hazards associated with flight through areas where pilot reports or aviation weather
forecasts indicate the presence of CAT including mountain wave turbulence. The Rules of
Thumb in Appendix 1 are intended to assist pilots in avoiding potentially hazardous CAT
during flight.

9.6

SUMMARY

Definition of CAT: Turbulence encountered outside of convective clouds

Definition of Jetstream: A river of high altitude wind a speed of 50 knots or greater


following the planetary atmospheric wave pattern.

Three types of Jetstreams


1. Polar Front
2. Subtropical
3. Polar Night

The most common areas of Turbulence associated with Jetstreams greater than 110
knots are:
1. Poleward side of Jestream.
2. At the core (Jetstream Maxima).
3. Between 2 Jetstreams in area of confluence and downstream of that area.

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4. Where a vertical windshear of > 5 knots / 1000 feet or 20 knots over 100nm
horizontally exists.
5. In a sloping tropopause above the Jetstream.
6. In the Jetstream front below the core.
7. On the low pressure side of the core.

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10.

LIST OF MANUAL REFERENCES

Listed below are some relevant reference material related to Turbulence Penetration for
each aircraft type. Every effort has been made to ensure these lists are current on date of
printing. Please update your references as amendments are released.

10.1

List of Manual References for 747 400

Source
FCTM
FCTM
FCTM
FCTM
FCTM
FCTM
FCTM
FCTM
FCTM
FCTM
FCTM
OPS Manual
OPS Manual
OPS Manual
QRH
OPS Manual 2
OPS Manual 2
OPS Manual 2
Performance
Limitations RR
Performance
Limitations GE
Performance
Limitations GE
Performance
Planning RR
Performance
Planning GE
FAM
FAM
FAM
FAM
Flying Manual

Key words
Reduced Thrust Takeoff, potential
windshear conditions
Windshear
Windshear / GPWS
Turbulent Air Penetration
Cruise-Altitude Selection
High Speed Descent
Rapid Descent, Entry & Level Off
Holding
Reference Ground Speed
Final Approach, wind correction
Radar Operating Techniques
Engine Continuous Ignition GE
RVSM Contingency Procedures
Turbulence
Windshear
Automatic Flight Windshear
Recovery
Predictive Windshear
Windshear Alerts
Severe Turbulent Air Penetration

Page
01.23

Amendment
01 Apr 1999

01.27
01.30
01.31
02.21
02.35
02.39
02.42
02.65
03.13
04.33-38
SP.7.1
SP.11.10
SP.16.15
NNM.1.9
4.20.16

01 Apr 1999
01 Apr 1999
01 Apr 1999
01 Apr 1999
01 Apr 1999
01 Apr 1999
01 Apr 1999
01 Apr 1999
01 Apr 1999
01 Apr 1999
05 Oct 2000
30 Apr 2000
22 Dec 2000
01 Nov 2000
11 Feb 2000

15.10.12
15.20.16
1-3-5

30 Apr 2000
30 Apr 2000
01 Jul 1998

Engine Ignition

1-1-4

20 Oct 2000

Severe Turbulent Air Penetration

1-3-5

11 Mar 2000

Nav/Log - Shear Rate

1-9-18

20 Jun 2000

Nav/Log - Shear Rate

1-9-18

20 Jun 2000

Crew Safety Harnesses & Seat


Belts
Seat Belts & Illumination of Signs
Wake Turbulence Pilot Waivers

7-4

3 Oct 2000

8-9
9-19

3 Oct 2000
23 Aug 2000

Turbulence Reporting, Turbulence


Reporting Criteria Table
Windshear & Flight Planning

20(s)-4 &
-5
11-1

1 May 1999

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Apr 30/96

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10.2

List of Manual References for 747-2/3/SP

Source
747 FCTM
747 FCTM
747 FCTM
747 FCTM
747 FCTM
747 FCTM
FCTM

Key words
Turbulent Air Penetration
Cruise Turbulence
Descent (FRATS)
FFRATS Approach Procedures
Turbulence during descent
Turbulence during holding
Windshear

747B RRPerformance Manual


747B RRPerformance Manual
747B RRPerformance Manual
747B RRPerformance Manual
747B RRPerformance Manual
747-2/3/SP
Operations Manual
747-2/3/SP
Operations Manual
747-2/3/SP
Operations Manual
747-2/3/SP
Operations Manual
747-2/3/SP
Operations Manual
747-2/3/SP
Operations Manual
FAM

Power Plant Use of Ignition

FAM
FAM
FAM

Flight Operations
Flying Manual

Amendment
16 Jan 1998
18 Feb 1994
26 Oct 1998
26 Oct 1998
01 Mar 1995
18 Feb 1994
18 Feb 1994

Severe Turbulent Air Penetration

Page
02.20.03
02.30.01
03.20.02
03.20.02
03.30.02
03.30.03
01.10.16,
01.10.17
&
01.10.18
2-2-12

Approx N1% Thrust Setting

2-2-12

01 Sep 1999

Weather Radar With Turbulence


Display (338 only)
Engine Ignition

2-1-8

14 Jan 1991

2-1-7

28 Sep 1992

FFRATS

2-1-13

14 Jan 1991

Limitations Summary

01.10.01

05 Dec 2000

Severe Turbulence

02.30.16
&
02.30.17
02.43.01

24 May 2000

Autopilot/Flight Director Mode


Selector
Turbulence

07.10.05

23 Dec 1999

07.30.02

13 Jun 1998

Weather Radar

19.10.09

01 Apr 1994

Crew Safety Harnesses & Seat


Belts
Seat Belts and Illumination of
Signs
Wake Turbulence Pilot Waivers
Turbulence Reporting, Turbulence
Reporting Criteria Table

7-4

03 Oct 2000

8-9

03 Oct 2000

9-19
20(S)-4
& 20(S)5
11-1

23 Aug 2000
01 May 1999

Windshear and Flight Planning

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15 Jan 1996

30 Apr 1996

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10.3

List of Manual References for 767

Source
767 Operations
Manual
767 Operations
Manual
767 Operations
Manual
767 Operations
Manual

Key words
Turbulence

FCTM
FCTM

Turbulence Penetration
Turbulence Penetration Correct
Procedures
Turbulence Penetration
Discussion Items

FCTM

FCTM

Amendment
29 Jul 2000

Turbulence/Severe Turbulence

Page
Preface
0.3.6
SP 16.8

WX+T

11.10.19

29 Jul 2000

WX/Turbulence

2 Jan 2001

29 Jul 2000
11.Supp.
2
1-65
1-70

29 Feb 2000
29 Feb 2000

Many
lesson
plans

Turbulence Penetration

23 Aug 1993
01.10.09/
10

FAM CABIN
MANAGEMENT
FAM
FAM
FAM
767 RR Performance
Limitations
767-338
Performance
Planning
767-338
Performance
Limitations
767-238
Performance
Planning
767-238
Performance
Limitations
Flying Manual
Flying Manual
Flying Manual

Seat Belt Signs Turbulence


(anticipated/unanticipated)
Turbulence Reporting
Wearing of Seat Belts
Seat Belt Wearing of
Severe Turbulence Penetration

20(S)-4
7-4
8-9/10
1-1-6

01 May 99
03 Oct 2000
20 Dec 2000
15 Jun 2000

Severe Turbulence Air Penetration

6.1.1

24 Jan 1992

Severe Turbulence Air Penetration

1.1.6

5 May 1999

Severe Turbulence Air Penetration

6.1.1

24 Jan 1992

Severe Turbulence Air Penetration

1.1.6

30 Aug 2000

Climbing with anticipated


turbulence
Radar returns of turbulence
Doppler Turbulence Mode

5-14

01 Apr 1995

6-2/3
6-4

01 Apr 1995
01 Apr 1995

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10.4

List of Manual References for 737

Source
737 FCTM
737 FCTM
737 FCTM
737 FCTM
737 FCTM
737 FCTM
737 Operations
Manual, Volume 1
737 Operations
Manual, Volume 1
737 Operations
Manual, Volume 1
737 Operations
Manual, Volume 1
737 Operations
Manual, Volume 2
737 Operations
Manual, Volume 3
(-300)
737 Operations
Manual, Volume 3
(-400)

Key words
Landing
Turbulent Air Penetration
Windshear
Optimum Altitude
Holding
Rapid Descent
Operational Limitations

Page
1.10
1.18
1.20
3.4
4.1
5.14
L.10.3

Approach Procedure

NP.20.33 30 Sep 2000

Turbulence

SP.16.15

22 Dec 2000

Windshear

SP.16.16

22 Dec 2000

Weather Radar

11.20.7

30 Oct 1999

Turbulent Air Penetration

23.30.03

7/86

Turbulent Air Penetration

24.30.03

2/90

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Amendment
01 Feb 2000
01 Feb 2000
01 Feb 2000
01 Feb 2000
01 Feb 2000
01 Feb 2000
30 Jun 2000

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11.

APPENDIX 1
Rules of Thumb to assist in avoiding or minimizing encounter with clear air
turbulence

NOTE: The following Rules of Thumb apply primarily to the westerly jetstreams.

Jetstreams stronger than 110 knots (at the core) are apt to have areas of significant
turbulence near them in the sloping tropopause above the core, in the jetstream front below
the core, and on the low pressure side of the core. Windshear and its accompanying CAT in
jetstreams is more intense above and to the lee of mountain ranges. CAT should be
anticipated whenever the flightpath traverses a strong jetstream in the vicinity of
mountainous terrain. Both vertical and horizontal windshear are, of course, greatly intensified
in mountain wave conditions. Therefore, when the flightpath traverses a mountain wave type
of flow, it is desirable to fly at turbulence penetration speed and avoid flight over areas where
the terrain drops abruptly, even though there may be no lenticular clouds to identify the
condition. On charts for standard isobaric surfaces, such as 300 millibars, if 20 knot isotachs
are spaced closer together than 150 nautical miles (2 degrees latitude), there is sufficient
horizontal shear for CAT. This area is normally on the poleward (low pressure) side of the
jetstream axis, but in unusual cases may occur on the equatorial side. Turbulence is also
related to vertical shear. From the tropopause height/vertical windshear chart, determine the
vertical shear in knots per thousand feet. If it is greater than 5 knots per 1,000 feet,
turbulence is likely. Curving jetstreams are more apt to have turbulent edges than straight
ones, especially jetstreams which curve around a deep pressure trough. Wind shift areas
associated with pressure troughs and ridges are frequently turbulent. The magnitude of the
windshear is the important factor. If jetstream turbulence is encountered with direct tailwinds
or headwinds, a change of flight level or course should be initiated since these turbulent
areas are elongated with the wind and are shallow and narrow. If jetstream turbulence is
encountered in a crosswind, it is not so important to change course or flight level since the
rough areas are narrow across the wind. If turbulence is encountered in an abrupt wind shift
associated with a sharp pressure trough line, establish a course across the trough rather
than parallel to it. If turbulence is expected because of penetration of a sloping tropopause,
watch the temperature gauge. The point of coldest temperature along the flightpath will be
the tropopause penetration. Turbulence will be most pronounced in the temperature change
zone on the stratospheric (upper) side of the sloping tropopause. If possible, when crossing
the jet, climb with a rising temperature and descend with a dropping temperature. Weather
satellite pictures are useful in identifying jetstreams associated with cirrus cloud bands. CAT
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is normally expected in the vicinity of jetstreams. Satellite imagery showing wavelike or


herringbone cloud patterns are often associated with mountain wave turbulence. Pilots
should avail themselves of briefings on satellite data whenever possible. Last, but not least,
monitor your radio pilot reports can be invaluable and if you get caught by the CAT, file a
PIREP! NOTE: In this country, civil forecasts of areas of CAT are made by the National
Weather Service and disseminated as follows: (1) in area forecasts every 8 hours (every 6
hours in Hawaii); (2) on high level significant weather facsimile charts available every 6
hours, and (3) on a nonscheduled basis as inflight advisories (SIGMETS). SIGMETS are
issued when severe or extreme CAT is forecast or has been reported. This information is
available to pilots through the enroute advisory service (flight watch), in SIGMET alerts
broadcast on air route traffic control centre frequencies, and over the hazardous inflight
weather advisory service (HIWAS).

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12.

BIBLIOGRAPHY
Federal Aviation Administration, 1998, FAA Advisory Circular 00-30A, Federal
Aviation Administration, United States of America

Qantas Flight Publications, 2001, Aircrew Emergency Procedures Manual, Qantas Ltd,
Australia

Qantas Flight Publications, 2001, 747 Flight Crew Training Manual, Qantas Ltd,
Australia

Qantas Flight Publications, 2001, 744 Flight Crew Training Manual, Qantas Ltd,
Australia

Qantas Flight Publications, 2001, 767 Flight Crew Training Manual, Qantas Ltd,
Australia

Qantas Flight Publications, 2001, 737 Flight Crew Training Manual, Volume 1, Qantas
Ltd, Australia

Qantas Flight Publications, 2001, 737 Flight Crew Training Manual, Volume 2, Qantas
Ltd, Australia

Qantas Flight Publications, 2001, 737 Flight Crew Training Manual, Volume 3, Qantas
Ltd, Australia

Qantas Flight Publications, 2001, Performance 747B RR, Qantas Ltd, Australia

Qantas Flight Publications, 2001, 747-2/3/SP Operations Manual,

Qantas Ltd,

Australia

Qantas Flight Publications, 2001, 744 Operations Manual,

Qantas Ltd, Australia

Qantas Flight Publications, 2001, 767 Operations Manual,

Qantas Ltd, Australia

Qantas Flight Publications, 2001, 737 Operations Manual,

Qantas Ltd, Australia

Qantas Flight Publications, 2001, Flight Administration Manual, Qantas Ltd, Australia

Qantas Flight Publications, 2001, 744 Performance Limitations RR, Qantas Ltd,
Australia

Qantas Flight Publications, 2001, 767 RR Performance Limitations, Qantas Ltd,


Australia

Qantas Flight Publications, 2001, 767-338 Performance Planning, Qantas Ltd,


Australia

Qantas Flight Publications, 2001, 767-338 Performance Limitations, Qantas Ltd,


Australia

Qantas Flight Publications, 2001, Flying Manual, Qantas Ltd, Australia

Qantas Flight Publications, 2001, 744 Performance Limitations GE, Qantas Ltd,
Australia

Qantas Flight Publications, 2001, 744 Performance Planning GE, Qantas Ltd, Australia

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Version
1

Date
28/7/06

Authorised by
B McAlpine

Changes
Delete out of date references to AEPM

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