JAA ATPL BOOK 07 - Oxford Aviation - Jeppesen - Flight Planning and Monitoring

JOINT AVIATION.
AIRLINE TRANSPORT -3 LICENCE

a-
O Oxford Aviation Services Limited 2001
All Rights Reserved
This text book is to be used only for the purpose of private study by individuals and may not be reproduced in any form or medium,
copied, stored in a retrieval system, lent, hired, rented, transmitted or adapted in whole or in part without the prior written consent of
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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
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FOREWORD
Joint Aviation Authorities (JAA) pilot licences were first introduced in 1999. By the end of 2002, all 33
JAA member states will have adopted the new, pan-European licensing system. Many other countries
world-wide have already expressed interest in aligning their training with the syllabi for the various JAA
licences. These syllabi and the regulations governing the award and the renewal of licences are defined
by the JAA's licensing agency, known as "Joint Aviation Requirements-Flight Crew Licensing", or JAR-
FCL.
The introduction of JAA licences is, naturally, accompanied by associated JAR-FCL practical skill tests
(tests of flying ability) and theoretical knowledge examinations corresponding to each level of licence:
Private Pilot Licence (PPL), Commercial Pilot Licence (CPL), CPL with Instrument Rating and Air
Transport Pilot Licence (ATPL). The JAR-FCL skill tests and the ground examinations, though similar
in content and scope to those conducted by many national authorities, are inevitably different in detail
from the tests and examinations set by any individual JAA member state under its own national scheme.
Consequently, students who wish to train for JAA licences need access to study material which has been
specifically designed to meet the requirements of the new licensing system.
As far as the JAA ATPL ground examinations are concerned, the subject matter to be tested is set out in
the ATPL training syllabus contained in the JAA publication, 'JAR-FCL 1 (Aeroplanes)'. Inevitably, this
syllabus represents a compromise between the differing academic contents of the national ATPL training
syllabi it replaces. Thus, it follows that the advent of the new examinations has created a need for
completely new reference texts to cover the requirements of the new syllabus. This series of manuals,
prepared by Oxford Aviation Training and published by Jeppesen, aims to cover those requirements and
to help student pilots prepare for the JAA ATPL theoretical knowledge examinations.
Oxford Aviation Training (OAT) is one of the world's leading professional pilot schools. It has been in
operation for over thirty years and has trained more than 12,000 professional pilots for over 80 airlines,
world-wide. OAT was the first pilot school in the United Kingdom to be granted approval to train for the
JAA ATPL. As one of the most active members of the European Association of Airline Pilot Schools,
OAT has been a leading player in the pan-European project to define, in objective terms, the depth and
scope of the academic content of JAA ATPL ground training as outlined in 'JAR-FCL 1 (Aeroplanes)'.
OAT led and coordinated this joint-European effort to produce the JAA ATPL Learning Objectives which
are now published by the JAA itself as a guide to the theoretical knowledge requirements of ATPL
training.
In less than two years since beginning JAA ATPL training, and despite the inevitable teething problems
that national aviation authorities have experienced in introducing the new examination system, OAT has
achieved an unsurpassed success rate in terms of the pa'sses its students have gained in the JAA ATPL
examinations. This achievement is the result of OAT's whole-hearted commitment to the introduction
of the new JAA licensing system and of its willingness to invest heavily in the research and development
required to make the new system work for its students. OAT has not only been at the forefront of the
effort made to document JAA ATPL theoretical knowledge requirements, but it has also produced
associated academic notes of the highest quality and created computer-generated and web-based ATPL
lessons which ensure that its students are as well-prepared as possible to succeed in the ground
examinations. OAT's experience and expertise in the production of JAA ATPL training material make
this series of manuals the best learning material available to students who aspire to hold a JAA ATPL.
continued....
Jeppesen, established in 1934, is acknowledged as the world's leading supplier of flight information
services, and provides a full range ofprint and electronic flight information services, including navigation
data, computerised flight planning, aviation software products, aviation weather services, maintenance
information, and pilot training systems and supplies. Jeppesen counts among its customer base all US
airlines and the majority of international airlines world-wide. It also serves the large general and business
aviation markets.
The combination of Jeppesen and OAT expertise embodied in these manuals means that students aiming
to gain a JAA ATPL now have access to top-quality, up-to-date study material at an affordable cost.
Manuals are not, of course, the complete answer to becoming an airline pilot. For instance, they cannot
teach you to fly. Neither may you enter for the new JAA ATPL theoretical knowledge examinations as
a "self-improver" student. The new regulations specifi that all those who wish to obtain a JAA ATPL
must be enrolled with a flying training organisation (FTO) which has been granted approval by a JAA-
authorised national aviation authority to deliver JAA ATPL training. The formal responsibility to prepare
you for both the flying tests (now known as "skill tests") and the ground examinations lies with your
FTO. However, these OATIJeppesen manuals represent a solid foundation on which your formal training
can rest.
For those aspirant airline pilots who are not yet able to begin formal training with an FTO, but intend to
do so in the future, this series of manuals will provide high-quality study material to help them prepare
themselves thoroughly for their formal training. The manuals also make excellent reading for general
aviation pilots or for aviation enthusiasts who wish to further their knowledge of aeronautical subjects
to the standard required of airline pilots.
At present, the JAA ATPL theoretical knowledge examinations are in their infancy. The examinations
will inevitably evolve over the coming years. The manuals are supported by a free on-line amendment
service which aims to correct any errors and/or omissions, and to provide guidance to readers on any
changes to the published JAA ATPL Learning Objectives. The amendment service is accessible at
http://www.oxfordaviation.net/shop/notes.htm
OAT7sknowledge of and involvement in JAR-FCL developments are second to none. You will benefit
from OAT'S expertise both in your initial purchase of this text book series and from the free amendment
service. OAT and Jeppesen have published what they believe to be the highest quality JAA ATPL
theoretical knowledge manuals currently available. The content of these manuals enables you to draw
on the vast experience of two world-class organisations, each of which is an acknowledged expert in its
field of the provision of pilot training and the publication of pilot training material, respectively.
We trust that your study of these manuals will not only be enjoyable but, for those of you undergoing
training as airline pilots, will also lead to success in the JAA ATPL ground examinations.
Whatever your aviation ambitions, we wish you every success and, above all, happy landings.
Oxford, England. January 2002

PREFACE TO EDITION TWO, FIRST IMPRESSION
Edition Two of this work has been recompiled to give a higher quality of print and diagram. The
opportunity has also been taken to update the contents in line with Oxford Aviation Training's experience
of the developing JAA ATPL Theoretical Knowledge Examinations.
Oxford, England. September 2002

Textbook Series
Book Title JAR Ref. No. Subiect
1 010 Air Law
2 020 Aircraft General Knowledge 1 021 01 Airframes & Systems
021 01 01/04 Fuselage, Wings & Stabilising Surfaces

021 01 07 Hydraulics
021 01 05 Landing Gear
021 01 06 Flight Controls
021 01 08/09 Air Systems & Air Conditioning
021 01 09/10 Anti-icing & De-icing
021 04 00 Emergency Equipment
021 01 11 Fuel Systems
3 020 Aircraft General Knowledge 2 021 02 Electrics - Electronics
021 02 01 Direct Current

021 02 02 Alternating Current
021 02 05 Basic Radio Propagation.
4 020 Aircraft General Knowledge 3 021 00 Powerplant
021 03 01 Piston Engines

021 03 02 Gas Turbines
5 020 Aircraft General Knowledge 4 22 Instrumentation
022 01 Flight lnstruments

022 03 Warning & Recording
022 02 Automatic Flight Control
022 04 Power Plant & System Monitoring lnstruments
6 030 Flight Performance & Planning 1 03 1 Mass & Balance

032 Performance
7 030 Flight Performance & Planning 2 033 Flight Planning & Monitoring
8 040 Human Performance &

Limitations
9 050 Meteorology
10 060 Navigation 1 06 1 General Navigation
11 060 Navigation 2 062 Radio Navigation
12 070 Operational Procedures
13 080 Principles of Flight
14 090 Communications
15
- Reference Material
FLIGHT PLANNING AND MONITORING
CONTENTS
Chapter 1 Introduction
Chapter 2 Air Information Publications
Chapter 3 Topographical Chart
Chapter 4 Single - Engine Piston (SEP) Aircraft
Chapter 5 Multi - Engine Piston (MEP) Aircraft
Chapter 6 Medium Range Jet Transport (MRJT) - Fuel Planning
Chapter 7 MRJT - Additional Procedures
Chapter 8 Weather Charts
Chapter 9 Point of No (Safe) Return (PNWPSR)
Chapter 10 Critical Point (CP) - Equal Time Point
Chapter 11 Airways
Chapter 12 Airways - Miscellaneous Charts
Chapter 13 ATC Flight Plan (CA48)
Chapter 14 Abbreviations
Chapter 15 Abbreviations (JAR-FCL) - Definitions - Conversions
Chapter 16 Multi-choice SEP and MEP
Chapter 17 Multi-choice MRJT
Chapter 18 JAR-OPS 1 Subpart D, Operational Procedures
CHAPTER ONE - INTRODUCTION
Contents
Page
1.1 BACKGROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.2 EXAMINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 1
1.3 SAMPLE QUESTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 2

FLIGHT PLANNING AND MONITORING INTRODUCTION
1.1 BACKGROUND
Over the years the aviation structures and requirements of individual European States have
increasingly diverged. Therefore, to provide a common approach to licensing, type certification,
maintenance, and export and import, agreement has been reached on detailed aviation
requirements - Joint Aviation Requirements (JAR).
The Joint Aviation Requirements for Flight Crew Licensing (JAR-FCL) are designed to permit
use of licences and ratings without further formality in any participating state.
1.2 EXAMINATION
The examination, Flight Planning and Monitoring (paper 6), lasts three hours and comprises
one hundred un-connected questions. Suitable charts, maps and data sheets, will be provided
by the Authority, together with a four function, plus memory, electronic calculator.
The hundred disparate questions are allocated as follows:
a) 13 to cross-country flight plans.

5 to practical flight planning.
10 to the Air Traffic Flight Plan.
26 to IFR (Airways) Flight Planning.
6 to Jet Aeroplane Flight Planning.

10 on practical completion of a Flight Plan for a jet and computation of Critical Time
Point (Equal Time Point) and Point of No Return.
The cross-country and practical flight planning is based upon nominal single and twin piston-
engined 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 INTRODUCTION
1.3 SAMPLE QUESTIONS
Question No.31
The forecast wind velocity and outside air temperature at FL80 is 320/35kt. and 10C. An
aircraft at FL80 is maintaining a magnetic track of 080" at a corrected airspeed (CAS) of 135kt;
variation is 7 "W. Its groundspeed and true heading are:
Question No. 32
A Fokker F-27 flight planning chart states that the time to reach f1190 at a given gross mass is
22 minutes with a still air distance of 66nm. The ground distance travelled when the average
headwind component is 35kt will be;
Answer a) in each case.

CHAPTER TWO .AIR INFORMATION PUBLICATIONS
Contents
Page
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 1
DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 1
FORMAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 2
ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 2
AIP GEN-LOCATION INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 3
AIP GEN-NOTAMS (Notices to Airmen) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 4
AIP GEN-AERODROME FLIGHT INFORMATION SERVICE (AFIS)
and AERODROME TRAFFIC INFORMATION SERVICE (ATIS) . . . . . . . . . . 2 - 5
AIP GEN-METEOROLOGICAL CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 7
AIP GEN-METEOROLOGICAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . 2 - 8
AIP ENR-NAVIGATION AIDS EN-ROUTE . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 11
AIP ENR-CODENAMES FOR SIGNIFICANT POINTS . . . . . . . . . . . . . . . . . . 2 - 12
2.12 AIP ENR-NAVIGATION WARNINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 .13
2.13 AIP AD-AERODROME CATEGORISATION . . . . . . . . . . . . . . . . . . . . . . . . . 2 .17
2.14 AERODROME COMMUNICATION FACILITIES . . . . . . . . . . . . . . . . . . . . . 2 .17

.
2.15 AERODROME RADIO NAVIGATION AND LANDING AIDS . . . . . . . . . . . 2 .18
2.16 OTHER SOURCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 .19
2.17 SEARCHANDRESCUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 1 9

FLIGHT PLANNING AND MONITORING AIR INFORMATION PUBLICATIONS
2.1 INTRODUCTION
The JAR syllabus requires the extraction of information appertaining to Radio

Communications, Navigation AidsIDesignated Reporting Points, Navigation
Warnings/Obstructionsand Airfield Services from a relevant Air Information Publication
(AIP) and notices to airmen - NOTAMs.
The student will be required to extract details of:
a) Air Traffic Control procedures regarding departure, en-route, destination and alternate
airfields.
b) frequencies of communication and navigation aids (navaids) en-route and at airfields.
c) radio navigation and approach aids.
d) Aerodrome Flight Information Service (AFIS), Automatic Terminal Information Service

(ATIS) and in-flight weather services.
e) Danger, Restricted and Prohibited Areas; Military training areas, Air Navigation
Obstacles and Aerial Sporting and Recreational Activities.
The bulk of the four books of the UK AIP restrict its use to OperationIFlight Planning cells. The
same information will also be found, variously, in such representative publications as Aerad and
Jeppesen Flight Guides, High and Low Altitude Airways charts, Topographical charts, Standard
Instrument Departure (S1D)lInstrument Arrival (STAR) and Airfield Approach Charts etc.
2.2 DEFINITIONS
Air Information Publication (AIP). A publication issued by or with the authority of a State
and containing aeronautical information of a lasting character essential to air navigation.
The United Kingdom Air Information Publication is an example.
AIP Supplements. Temporary changes to the information contained in the AIP which are
published by means of special pages.
In the UK these are printed on yellow paper and filed in the AIP SUPPLEMENT SECTION
of the UK AIP, GENERAL (GEN) volume.
NOTAM. A notice distributed by means of telecommunications containing information

concerning the establishment, condition or change in any aeronautical facility, service,procedure
or hazard, the timely knowledge of which is essential to personnel concerned with flight
operations.

A NOTAM is originated and issued promptly whenever information to be distributed is of a

temporary nature and short duration or when operationally significant permanent changes of
long duration are made at short notice. They are displayed in, or issued by, operations and flight
planning centres.
2.3 FORMAT
The format of an AIP produced by an ICAO contracting state conforms to a common standard
in accordance with the Standards and Recommended Practices (SARP) of Annex 15 to the
Convention on International Civil Aviation and with the Aeronautical Information services
Manual (ICAO Doc 8 126). Thus the Air Information Publication United Kingdom is a typical
reference document. It is divided into:
a) VOLUME I - AIP PART 1, GENERAL (GEN) and AIP SUPPLEMENTS (AIP SUP).
b) VOLUME I1 - AIP PART 2, EN - ROUTE (ENR).
C) VOLUME I11 - AIP PART 3, AERODROMES (AD).
2.4 ABBREVIATIONS
Refer to Appendix 1 at the end of this book for the abbreviations incorporated in the UK AIP,
which are also contained in ICAO DOC'S 8400, 8 168 and 9569.
Refer to Appendix 2 for the abbreviations, incorporated in JAR-FCL 1 Subpart J, to be used for
the European Question Bank (EQB)

2.5 AIP GEN-LOCATION INDICATORS

(UK AIP GEN 2.4)
Location Indicator I Location Indicator I Location Indicator
Aberdeen EGPD Culdrose EGDR Hucknall EGNA
Aberporth EGUC Cumbernauld EGPG Humberside EGNJ
Alderney EGJA
Figure 2.1 Location Indicators
Location Indicators are allocated mainly to licensed aerodromes, Air Control Centres and
Flight Information Centres. An indicator comprises four letters; the first two denote the country
and the last two the airfield or centre. Thus:
UNITED KINGDOM
97 LondonlHeathrow
77 London ATCC(ACC FIC)
FRANCE
79 ParislCharles De Gaulle
ED FEDERAL REPUBLIC OF GERMANY - civil airfields

ET 77 - military airfields
EDD 77 - international aerodromes
EDM 77 Munich
ITALY
77 RomelCiampino
SPAIN
79 MadddlBarajas
KA to KZ UNITED STATES
CY and CZ CANADA
Agency Designator, three letters, and Office Designator, one letter, may be added after the
Location Indicator. This allows messages to be directed to an agency andlor an office at a
particular location.

For example the Agency Designators for an Air Traffic Control Unit and a Flight
Information Centre, at any location, are ZAZ and ZIZ; the Office Designators at any location
for Freight and Cargo and Passenger Handling are F and P.
Normally, for day to day operations, pilots need to be aware only of the significance of the
Location Indicator, particularly when filing a Flight Plan (CA48), where the entries for
departure, destination and diversion airfields, and FIRKJIR boundaries, are represented by a
particular four letter code.
2.6 AIP GEN-NOTAMS (Notices to Airmen) (Ref. UK AIP GEN 3.1)

All operationally significant information not covered by AIP amendment or AIP Supplement
will be issued as a NOTAM.
All operationally significant changes issued as Aeronautical Regulation and Control (AIRAC)
AIP Amendments, AIP Supplements or Aviation Information Circulars (AIC) will be
additionally announced by "Trigger" NOTAMS, which remain valid for 15 days after a
permanent change and for the complete duration of any temporary change or condition.
Three categories of NOTAMS are disseminated by the Aeronautical Fixed Service (AFS):
a) NOTAMN, which contains new information.
b) NOTAMR, which replaces a previous one.
c) NOTAMC, which cancels a previous one.
UK NOTAMS are divided into two categories:
a) Those containing information on UK International Airports and en-route information of

interest to both International and Domestic recipients. (A to H, J and exceptionally X).
b) Those containing information on domestic aerodromes and information to Domestic

recipients only. (L to N, R and exceptionally X).
Edited example NOTAMS:
a) Series A
(A0012199 NOTAMN)
E) MIDHURST DVOR 'MID' 114.000MHZ UIS )
b) Series E
(EOOlll99 NOTAMR)
E) NO STOPWAY LIGHTS ON RWY 09 DUE WIP RESITING )
2-4 O Oxford Aviation Services Limited

c) Series L
(LO018199)
E) NDB 'GST' NOT AVBL DUE MAINT. )
(A decode of the series lettering is at table 3.1.1., UK AIP GEN 3- 1-5)
2.7 AIP GEN-AERODROME FLIGHT INFORMATION SERVICE (AFIS) and

AERODROME TRAFFIC INFORMATION SERVICE (ATIS)
(Ref. UK AIP GEN 3.3.3)
OXFORD KIDLINGTON
Sevice Frequency
Callsign Hours of Operation Remarks
Designation (MHz)
I AFIS 1 Oxford
1 1 Sat, Sun & PH 0830 -1700 (Winter)
Sat, Sun & PH 0730-1600 (Summer) I I
I I
Information 8'875
ATIS Oxford Departure

Information 1 121'750 1 Sat, Sun & PH 0830-1700 (Winter)
Sat, Sun & PH 0730-1600 (Summer) I I
Fig. 2.2 Extract from AD 2 UK AIP
The Flight Information Service (FIS) (Fig.2.2) is provided at aerodromes to give information
useful for the safe and efficient conduct of flights in the in the Aerodrome Traffic Zone (ATZ).
From the information received pilots will be able to decide the appropriate course of action to
be taken to ensure the safety of the flight.
FIS is available during the aerodrome's operation hours. The Flight Information Service officer
is responsible for:
a) issuing information to aircraft in the ATZ to assist pilots in preventing collisions.
b) issuing information to aircraft on the manoeuvring area to assist pilots in preventing

collisions between aircraft and vehicles/obstructions on the manoeuvring area, or
between aircraft moving on the apron. ,
c) informing aircraft of essential aerodrome information (ie. the state of the aerodrome and
its facilities).
d) alerting the safety services.
el initiating overdue action.

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

2.8 AIP GEN-METEOROLOGICAL CHARTS

(Ref.UK AIP GEN 3.5)
The UK AIP Volume I General(GEN) Table 3.5.4.1. details the available Meteorological Charts,
(Fig 2.2A) their coverage and validity times. The charts required for the JAR syllabus are
explained fblly in the meteorological lessons. Students will be required to extract the
appropriate information from the relevant charts in order to complete NavigationIFuel Plans.
TABLE 3.5.4.1
Validity
Area Chart Levels Coverage Projection Issue Times
Times
Weather Surface - 15000 ft amsl British illes

and near
Continent
Spot Wind1
Temperature
Sig Wx/ FLIOO - FL450 Polar 0315 & 1200 and

TropopauseIMax Stereographic approx every every 6 hours
Wind 6 hours
Windnemperature 0410 0000

1630 0600
I635 1200
0400 1800
North Sig Wx/ N24 E056 Polar 0215 and 1200 and
Atlantic TropopauseIMax NO2 WOO4 Stereographic approx every every 6 hours
(NAT) Wind NO3 W083 6 hours
N28 W I 4 8
Windnemperature 0410 0000

1630 0600
1635 1200
0400 1800
Isobaric and Surface N37 E050 Polar 0415 0000

frontal analysis N68 W 105 Stereographic 0950 0600
(ASW N34 W055 1615 1200
N20 EOlO 2140 1800
full details.
Etc. See latest Table
for
Fig. 2.2A Meteorological Charts - Coverage and Validity Times
63 Oxford Aviation Services Limited

2.9 AIP GEN-METEOROLOGICAL INFORMATION

(Ref. LJK AIP GEN 3.5.)
Aviation Routine Weather Reports-METAR/(Actuals), Aerodrome Forecasts-TAP,

information concerning en-route weather phenomena which may effect the safety of aircraft
operations-SIGMET (including volcanic activity), and selected special weather reports-
SPECI, are broadcast by teleprinter and/or radio throughout the UK and internationally in
text form.
Students are required to decode METARs(Actua1s)-Figure 2.3, and TAFs-Figure 2.4.
Decode the following METAR and TAF with reference to pages 7-41/42; answers at end of
this chapter.
Report Type Location Indicator Datemime Wind Visibility RVR
METAR EGSS 31015G30KT280V350 R24lP1500

I
Present WX Cloud TemplDew QNH Recent WX Windshear TREND Rwy State
FEW005
SHRA SCTOIOCB 10103 (20995 RETS WS RWY23 NOSlG 88290592
BKN025
Fig. 2.3 METAR London Stansted (EGSS)
TAFs describe the forecast prevailing conditions at an aerodrome and usually cover a period
of 9 to 24 hours.
Location DateITime of
Report Type Validity Time Wind Visibility Weather
Identifier Origin
I TAF I EGKK 1 1306002 I 130716 -SHRA

1
Cloud Variant
, Validity Times
I FEW005 SCT018CB BKN025 I TEMPO I 1116 I
Visibility Weather Cloud Probability Validity Time Weather
4000 1 +SHRA I BKNOIOCB I PROBJO I 1416 I TSRA I

Fig. 2.4 TAF London Gatwick (EGKK)

The Meteorological Watch Offices (MWOs) are responsible for preparing and disseminating
SIGMETS to the appropriate ACCIFIC within their own and agreed adjacent FIRS. Aircraft in
flight should be warned of the occurrence or expected occurrence of a SIGMET phenomenon
for the route ahead for up to 500nm or 2 hours flying time. SIGMET examples are:
a) At subsonic levels-.
Freezing Rain
Severe Mountain Wave
Volcanic Ash Cloud
At transonic and supersonic levels (FL250-600)-

Hail
Volcanic Ash Cloud
Moderate or Severe Turbulence
Information to aircraft in flight is usually supplied in accordance with area Meteorological

Watch procedures, supplemented when necessary by an En-route Forecast Service.
Information is also available from the appropriate ATS Unit at the commander's request, or from
meteorological broadcasts.
Aircraft can obtain aerodrome weather information from any of the following:
a) VOLMET broadcasts. ( See Table Figure 2.5)
b) ATIS broadcasts
c) by request to an ATS Unit but whenever possible only if the information required is not
available from a broadcast.

METEOROLOGICAL RADIO BROADCASTS (VOLMETS)
Frequency Operating
Call SignllD Stations Contents Remarks
MHz Hours
1 3 4 5 7
London Volmet H24 Amsterdam The spoken word
(Main) continuous Brussels 1 Half hourly reports 'SNOCLO' will be
Dublin (METAR) added to the end of
Glasgow the aerodrome
London Gatwick 2 The elements of each report when that
London Heathrow report broadcast in aerodrome is
London Stansted the following order: unusable for take-
Manchester offs and landings
ParislCDG (a) Surface wind due to heavy snow
(b) Visibility (or CAVOK) on runways or
London Volmet H24 Birmingham (c) RVR if applicable runway snow
(South continuous Bournemouth (d) Weather clearance
Bristol (e) Cloud (or CAVOK)
Cardiff (f) Temperature
Jersey (g) Dewpoint
London Luton (h) QNH
Norwich (i) Recent weather if
Southampton applicable
Southend (j) Windshear if
applicable
London Volmet H24 Blackpool (k) Trend if applicable
(North) continuous East Midlands (1)Runway contamination
(Note 1) Isle of Man warning if applicable
Leeds Bradford
Liverpool 3 Non-essential words
London Gatwick such as 'surface
Manchester wind', 'visibility' etc
Newcastle are not spoken.
Teesside
4 Except for 'SNOCLO'
Scottish H24 AberdeenlDyce The Runway State
Volmet continuous BelfastIAldergrove Group is not
Edinburgh broadcast
Glasgow
lnverness 5 All broadcasts are in
LondonlHeathrow English.
Prestwick
Stornoway
Sumburgh
Note 1: Broadcasting range extended to cover Southeast England and English Channel
Note 2: An HF VOLMET broadcast for North Atlantic flights (Shannon VOLMET) is operated by the Republic Ireland
Figure 2.5 Volmet Broadcasts.

2.10 AIP ENR-NAVIGATION AIDS EN-ROUTE

(Ref. UK AIP ENR 4.1)
Name of Sation
(VOR set Variation)
IDENT Frequency
(Channel)
Hours of
Operation
(WinterlSummer)
Co-ordinates
1
no: : lE
Aerial
Remarks
Saint Abbs 112.50 MHz H24 DOC 50nm150000 ft

VOWDME (Ch 72X ) (200nm150000 ft in
-
(5.5"W 1995 ) -
Sector 054" 144"M)
Scotstown Head
NDB
Seaford
VOWDME
-
(5.5 W -1997)
1 sHD
SFD
I
383.0 KHz
117.0 MHz
(Ch 117X)
Range 80 nm (25nm in
Sector 180" t o 335"
MAG )
DOC120 nm150000ft
260 -290 M,
50nm150000 ft
elsewhere
Figure 2.6 En-route Radio Navaids
Questions may be asked on the frequencies and callsigns of particular navigation aids. As an example,
ENR4 of the UK AIP lists the en-route radio navigation aids alphabetically, together with their individual
identifying morse callsigns, transmitting frequencies, operational hours, DME aerial elevation, where
applicable, and any remarks. Thus:
A VHF Omni Range(V0R) and a Distance Measuring Equipment(DME) are situated

at Saint Abbs Head where in 1995 the magnetic variation was 5.5 W; the VOR beacon
is aligned with magnetic north.
The morse callsign is Sierra Alpha Bravo.
The VOR frequency to be selected by a civil operator is 112.50MHz which also

activates the DME's interrogatorltransponder UHF frequencies; military aircraft select
channel 72X to obtain range from the DME.
The station operates continuously 24 hours a day at,
The published latitude and longitude i i degrees minutes and seconds.
The DME antenna is 760ft above mean sea level.
Neither the VOR nor the DME should be used beyond 50nm and above 50000ft or
200nmn and 50000ft in the sector between 054 m and 144 M.

FLIGHT PLANNING AND IVlONlTORlNG AIR INFORMATION PUBLICATIONS
2.11 AIP ENR-CODENAMES FOR SIGNIFICANT POINTS

(Ref. UK AIP ENR 4.3)
-
$ See also AIP Ireland t - See also AIP France -
# See also AIP Spain Q - See also AIP Norway
Name Code Purpose (ATS Route or Other Route) Definition ('MAGlnrn)
ABDAL -
Cotswold CTA Arrivals to Bristol, Cardiff & CPT VOWDME fix
Filton 268'124 nrn
ABSlL -
UM604 IN866 VES VOWDME fix
249'11 48nrn
ACORN -
London TMA Gatwick SlDs BIG VOWDME fix
133'18nrn
DET VOWDME fix

2611
' 1 5nrn
LAM VOWDME fix

179'124nrn
ADMlS BKY VOWDME fix

088'14nm
CLN VOWDME fix

287'137nrn
ADSON SAM VOWDME fix

285'135nrn
AGANO -
Channel Islands CTR Alderney Arrivals JSY VOWDME fix
008'127 nrn
GUR VOWDME fix

064'167nrn
Figure 2.7 Coded Designators
Navigation positions not marked by radio navigation aids are given a coded designator of up to five
characters and are also defined by a radial and bearing from a co-located VORIDME, as can be seen
from fig. 2.7 above.

2.12 AIP ENR-NAVIGATION WARNINGS (Ref. UK AIP ENR 5)

For safety reasons, when planning a VFR or IFR flight at low or high Flight Levels, the pilot
must take into account the following:
a) Prohibited, Restricted and Danger Areas (Fig.2.8).
b) Military Exercise and Training Areas (Fig. 2.9).
c) Other Activities of a Dangerous Nature, such as High Intensity Radio Transmissions

(Fig. 2.10).
d) Air Navigation Obstacles En-route, such as bridges and chimneys (Fig. 2.1 1).
e) Aerial Sporting and recreational Activities (Fig. 2.12)
Identification and Name Upper Limit (ft) Activity Details, Remarks and Byelaw Reference
Lateral Limits Lower Limit (ft) ( One hour earlier during Summer period)
EG DO01 Trevose Head

ALT 100 Activity: Helicopter Exercises including winching
501918N 0053042W - 502400N SFC (Air Force Dept.)
0053900W-
503200N 0053400W - 503930N Hours: Mon to Thu 0800-2359, Fri 0800-1800.

0052400W-
504300N 0051230W - 503830N Service:DACS: St Mawgan APP on 126.500 MHz when

0050430W- open. Other times DAAIS: London lnformation on
50 1918N 0053042W- 124.750 MHz.
Remarks: Nil.
$ EG DO03 Plymouth
50100 1N 0034740W - 500339N Up to Activity: Ship Exercises ITarget TowingIFiringl Pilotless

0033430W- ALT 55000 Target Aircraft (Navy Dept).
4941O5N 0034912W - 493719N SFC
0040938W- Subject to
501001N 0034740W- co-ordination
procedures
above Hours:Mon to Thu 0800-2359, Fri 0800 - 1600 and
ALT 22000 a6 notified
Service: DACS: Plymouth Military on 121.250 MHz when

open; other times London Mil via London lnformation on
124.750 MHz.
Remarks: Pre-flight information may be obtained from

Plymouth Operations, Tel: 01752-557550
Figure 2.8. DangerIRestrictedlProhibitedAreas

Name Systemslmeans Remarks and Activity Times

Lateral Limits of activation announcement1 ( One hour earlier during summer
information for Civil Flights period)
1 2 3
Areas of fntense Air Activity (NAN
Oxford (h)
5156OON 0014900W - 520130N Radar services are available within Hours: Permanently active.
0011745w this area from Brize Radar on 134.300 Vertical Limits: SFC to 5000 ft ALT.
515745N 0011l26W - 514328N MHz. The attention of pilots is also Remarks: There is intense air activity
0010000W drawn to the Brize Norton Control associated with closely woven civil and
513433N 0010000W - 513423N Zone. military climb out and approach
OOlll38 W (See ENR 2-2-2-112) procedures for the many airfields in
513938N 00155lOW - 5156OON this vicinity.
00149OOW Pilots flying in this area are advised to
keep a constant vigilance particularly
during weekdays when military activity
is at its peak, and especially in the
area 8.5nm/308"(T) and 6nm1145" (T)
from OxfordlKidlington aerodrome
where aircraft may be holding waiting
clearance to join airways.
Figure 2.9. Military Training Areas.
Name Vertical Advisory Authority Remarks

Lateral Limits Limits Measures Responsible Activity Times
for ( One hour earlier
Information during
summer period)
' Barford St John

Radius 0.05 nm centred on 520001 N ALT 850 ft
0012105W
Boulmer
Radius 0.9 nm centred on 552400N ALT 1600 ft
0013706W
Buchan
Radiius 0.65 nm centred on 572759N ALT 4000 ft
00147O6W
Figure 2. I0. Other Dangerous Activities.

Column 2 Column 2 (cont) Column 2 (cont)
BRDG - Bridges FLR - Gas Flare TURB -Wind FarmITurbine Blades

(including Suspension) MINE - Mining Structures WASTE -Waste Pile
BLDG - Buildings - General OIL - Oil Refinery &
CHCH - CathedralIChurch Assoc Plant
(spire1steeple) PLT - Misc Industrial
CHlM - Smoke Stack or Plant Buildings
Chimney PYL - Powerline Pylons &
COOL- Cooling Tower Aerial
CRN - Cranes Cable-ways
RTM - RadioITV Towers
& Masts
(antenna)
Designation TypeIDescription Obstruction

(Name and Ref Number) (Multiple or Single) Lighting
TypeIColour
The Neaps (105A052) RTM S
Sullom Voe Flarestack(105A051) FLR S
Butt of Lewis (150A061) RTM S No
Thrumster (150A060) RTM M Yesj
Laboste (1508415) RTM S No
Rumster Forest (15OAO59) RTM S Yes
Latheron (150A058) RTM M Yes
Aird Uig (150A057) RTM S Yes
Berriedale (150A056) PYL M No

(Joined by cables)
Eitshall (15 0 ~ 0 5 5 ) RTM S Yes
Figure 2.1 1. En-route Obstacles.

Designation Vertical OperatorIUser Remarks

Lateral Limits Limits Tel No Activity Times
( One hour earlier during summer period)
Aberporth, Dyfed (W) Hours: HJ Sat, Sun, PH & as notified by

520646N 0043324W NOTAM
Site elevation: 425 ft amsl.
Abingdon, Grampian (T) Hours: HJ Sat, Sun & PH.

570430N 0025005W Site elevation: 261 ft amsl.
Aboyne, Grampian (T) Hours: HJ

570430N 0025005W Site elevation : 460 ft amsl.
Figure 2.12 Recreational Activities.
As stated before details of all the afore-mentioned Navigation Warnings are to be found on
Topographical Charts, appropriate En-route Low and High Level Airways Charts, Terminal
Charts and Airfield Approach Charts.

2.13 AIP AD-AERODROME CATEGORISATION

(Ref. UK AIP AD 1.4)
a) LICENSED
In the UK there are two types of civil aerodrome licence namely, PUBLIC USE LICENCE and
ORDINARY LICENCE.
Aerodromes or Heliports operated in accordance with a PUBLIC USE LICENCE must have their
hours of availability notified in the UK AIP and the aerodromelheliport must be available to all
operators on certain equal terms and conditions. However, this does not necessarily mean that
the aerodrome is available to all flights without limitation. Aircraft operators must check and
comply with the requirements and conditions of use indicated at AD 2 or 3.
Aerodromes or Heliports operated in accordance with an ORDINARY LICENCE may accept

flights operated by the holder of the licence or by those specifically authorised by that licence
holder. This normally means that prior permission is required for most flights but it does not
exclude the possibility of scheduled or non-scheduled public transport flights being arranged
after the formal agreement of the licence holder.
b) UNLICENSED
Unlicensed aerodromes are no longer detailed in the UK AIP
2.14 AERODROME COMMUNICATION FACILITIES

(Ref. UK AIP AD 2)
OXFORD/KIDLINGTON
EGTK AD 2.18 ATS COMMWICATION FACILITIES
Service Frequency
Callsign Hours of Operation Remarks
Designation (MHz)
1 2 3 4 5
I I Oxford Approach
I 125.325
I Mon-Fri 0830-1730 and by arrangement (Winter)
Mon-Fri 0730-1630 and by arrangement (Summer) I 1
Oxford Tower 118.75 Mon-Fri 0830-1730 and by arrangement (Winter)
TWR
Oxford Ground 121.950 Mon-Fri 0730-1630 and by arrangement (Summer)
111s 1 Oxford Information

I I Sat, Sun & PH0830-1700 (Winter)
sat, Sun & PH 0730-1600 (Summer)
I ATIS I Oxford departure

Information I 121.750
I Sat, Sun 8 PH0830-1700 (Winter)
sat, Sun 8 PH 0730-1600 (Summer) I
Figure 2.15. Aerodrome Communication Facilities.

2.15 AERODROME RADIO NAVIGATION AND LANDING AIDS
BOURNEMOUTH
EGHH AD 2.19 RADIO NAVIGATION AND LANDING AIDS
Type IDENT Frequency Hours of Operation Antenna Site Elevation of Remarks

Category Winter Summer co-ordinates DME
(Variation) # and by arrangement transmitting
antenna
LLZ 08 I BMH 110.5 M H z

ILS CAT 1
GP I BMH 329.6 Mhz 3 ILS Ref Datum

Hgt 53ft. Localiser
range is limited to
18nm+/- at 10 and
8nm at+- 35 of the
localiser centre-line
L BIA 339kHz On AD
Range 20nm
LLZ 26 I BH 110.50MHZ 3 ILS Ref Datum

ILS CAT 1 Hgt 50 ft. The quality
of guidance provided
GP I BH 329.60 MHz does not permit use of
the facility for
coupled approaches
below 350 ft.
On AD
DME I BMH Ch 42X 44 ft amsl Freq. Paired with ILS
(RWY 08) I BH and I BMH.
I BH Zero range is
(RWY 26) indicated at the
threshold of Runway
26 and 160m before
crossing threshold of
runway 08.
Figure 2.16. Radio Navigation and Landing Aids.
From the above table:
a) Bournemouth has a Category I Instrument Landing System (ILS) for runways OB(cal1sign I
BMH) and 26 ( callsign I BH). The Localiser (LLZ) frequency for either runway system is
110.50MHz; the paired glidepath (GP) frequency for each is 329.60MHz. The ILS hours of
operation are denoted as HO, which means that the service is available to meet operational
requirements. The antenna co-ordinates, published in the remarks column, are given in degrees,
minutes, seconds and hundredths of latitude and longitude.
The remarks column also states that the glideslope for each ILS is 3 , and that the ILS
Ref Datum Hgt (Reference Datum Height ) for runway 08 and 26 is 53ft and 50ft.

"The ILS reference datum point is a point at a specified height (around 50ft) located vertically
above the intersection of the runway centre-line and threshold, through which the downward
extended portion of the ILS glidepath extends."
The remarks column for the ILS also publishes the localiser limitations for runway 08 and states,
for the ILS on runway26, that "The quality of guidance provided does not permit use of the
facility for coupled approaches below 350ft."
L in the Type Column indicates that the airfield has a low powered Non-Directional Beacon
(NDB), known as a Locator, sited on the aerodrome (AD) at the published latitude and
longitude; its callsign is BIA, frequency 339kHz and operational hours H24 (continuous
service). Range 20nm in the remarks column is the promulgated range or Designated
Operational coverage (DOC):
"The range promulgated for UK NDBs is based upon a daytime signal protection ratio between
wanted and unwanted signals that limits bearing errors at that distance to +I- 5 . At ranges
greater than those promulgated bearing errors will increase. Adverse propagation conditions
particularly at night will also increase bearing errors. This protection takes into account average
atmospheric noise but not nighttime skywaves."
See the latest AIC on Radio Navigation Aids - Designated Operational Coverage.
The DME (Distance Measuring Equipment) is frequency paired with ILS I BMH(RWY 08) and
I BH (RWY 26). Ch(channe1number) 42X is the selection for military TACAN (TACtical Air
Navigation) equipped aircraft. The operational hours are H O and the aerial elevation is 44ft
amsl. With reference to the Remarks column, Zero range is indicated a t the threshold of
runway 26 and 160m before crossing the threshold of runway 08.
OTHER SOURCES
Publications such as Aerad and Jeppesen Flight Guides, Low and High Level Airways Charts,
Arrival and Departure Charts and Airfield Approach Charts all, variously, provide information
on airfield opening hours, handling, Communication and Radio Navigation and Landing Aids
etc.
SEARCH AND RESCUE
There may on occasions be a question relating to Search and Rescue (SAR). SAR is covered in
Air Law. References for this topic are:
a) School Training Notes, 010 Air Law.
b) UK AIP Document GEN 3.6.
C) ICAO Document Search and Rescue, Annex 12.

ANSWERS TO METAR and TAF
METAR Is a routine half-hourly or hourly weather report.
EGSS Stansted
Dateltime of observation 23rdl020UTC.
WIV 3 10 (T) 15kt; gusting to 30kt; variation in direction 280 (T)
to 350 (T).
Visibility 1400m to SW, 6000m to N.
Touchdown RVR RW24: (P = more than) 1500m.
Present weather Rain showers.
Cloud 1 to 2 oktas base 5000' aal.
3 to 4 oktas Cb base 1000' aal.
5 to 7 oktas base 2500 aal.
Air temp. +10 C, dewpoint +3 C.
QNH 995mb.
Present weather Thunderstorms.
Windshear RW23 in lowest 1600' of approach.
Trend No significant change.
TAF A forecast.
EGIUS Gatwick.
Dateltime of origin 13th0600UTC.
Validity 13th0700 to 1600.
WIV 310 (T), 15kt.
Visibility 8000m minimum.
Weather Light rain showers.
Cloud 1 to 2 oktas base 500' aal
2 to 4 oktas base 1800' aal
5 to 7 oktas 2500' aal
Temporarily 1100 to 1600,4000m visibility, heavy rain showers, 5 to 7 oktas Cb base 1000' aal; 30%
probability 1400 to 1600 thunderstorms and rain.

CHAPTER THREE .TOPOGRAPHICAL CHART
Contents
Page
3.1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 .1
3.2 WORLD GEODETIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 .1
3.3 TRACK (COURSE) MEASUREMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 .1
3.4 AERONAUTICAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 .2
3.5 TOPOGRAPHICAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 .4
3.6 MISCELLANEOUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 .6
3.7 ESTABLISHMENT OF MINIMUM FLIGHT ALTITUDES . . . . . . . . . . . . . . . . 3 .7
3.8 MINIMUM GRID ARlEA ALTITUDES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 .7
3.9 CHOOSING CRUISING LEVELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 .8
3.10 ALTIMETER ERRORS AND CORRECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . 3 .9
EXERCISE1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
EXERCISE2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 1 4
EXERCISE3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
ANSWERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.17

FLIGHT PLANNING AND MONITORING TOPOGRAPHICAL CHART
3.1 INTRODUCTION
The Jeppesen VFR + GPS (Visual Flight Rules + Global Positioning System) Chart
GERMANY ED - 6 EDITION 1999 is the reference for JAR-FCL 033 01 00 00, FLIGHT
PLANS FOR CROSS-COUNTRY VFR FLIGHTS. An examinee will be expected to
answer questions based upon this chart.
The chart is a Lambert Conformal Conic Projection with standard parallels of N37" and
N65"; its scale is 11500 000 with elevations in feet. It is designed for VMC Flight in
accordance with VFR. It is effective below FL125 in Austria, FL115 in France, FLlOO in
Germany and FL150 in Switzerland. The Isogonic lines are valid for 1999; see top of the chart
at EOO8 " 55' and E012 " 15'. The Highest Spot Elevation is l2O28ft at N47 07.4 E012 20.8.
Identification of adjacent charts is provided at the diagram top left-hand comer of the chart.
3.2 WORLD GEODETIC SYSTEM of 1984 (WGS 84)
The co-ordinates of VFR REPORTING POINTS, AERODROMES and RADIO

NAVIGATION AIDS use the World Geodetic System of 1984 (WGS 84). e.g.:
STUTTGART NDB = N48 42.7 E009 20.1

See the right-hand panels of the chart.
Example 1:
a) What are the WGS84 co-ordinates of FOXTROTT 2 VFR Reporting Point in the
Munchen Control Zone (CTR) ?
b) What are the WGS84 co-ordinates and ICAO designator for Innsbmck International
aerodrome ?
c) State the Radio Navigation Aid, its frequency, callsign, co-ordinates and magnetic
variation for MOOSBURG.
3.3 TRACK(C0URSE) - MEASUREMENT OF DIRECTION AND DISTANCE
TRUE DIRECTION is measured by placing the centre of a protractor over the midpoint of
the track, aligning its northlsouth axis parallel to the nearest meridian and reading off the track
direction in "(T). If the MAGNETIC direction is required the mean variation for the track is
found by interpolation between the appropriate isogonals, up-dated as necessary for the mean
annual change, and applying it to the true track direction as follows:
VARIATION WEST(+) - MAGNETIC BEST

VARIATION EAST (- ) I MAGNETIC LEAST

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

60nm = 69sm (60 X 1.15 = 69sm)
Example 2.
The magnetic track and distance, in nautical miles and kilometres, between aerodromes LAHR
(EDTL) and STUTTGART (EDDS) are ?
AERONAUTICAL INFORMATION
(See Fig. 3.1 and 3 . l A )
WAVPOIIfl? iNFORSUATl0hl: C om p u
with asslgnctd n a m e $ . Qsographlc;aI
are s h o w n an chart En tabulated for
NAVA
Copyr~ghtJeppesen sanderson Inc.
Figure 3.1 Aeronautical Information

VFR- and TM k tranart route

CfR wtth woypolnf
Controlad Alrspaee
wlth lower
and uppar Ilm 11 FIR andlor state boundary
Controtled Alrspnoe RaWroad, multipla crack
with lawer singla traok, wtth tunnel
and upper thSt
*M h d k a l e s pert tlme operation
Danger, Reslrloted or
..- - P r h a r y road wlth Highway
entry and extt polnte
Prohtbirsd Area w lth
MsntWlcation and
wwt1cal Wmlt
- l.w- . hoganle Lines
Copyright Jeppesen Sanderson Inc.
Figure 3.1A
As the symbols at Figures 3.1 and 3.1A may not be available always in the examination they
should be memorised.
a) AIRPORTS depicted on the chart are shown with their ICAO four letter code, location
name, elevation in feet, longest runway available in metres and tower communication
frequency; (v) indicates that VHF Direction Finding (VDF) is available.
WAYPOINT INFORMATION. Compulsoryand Non-compulsory Reporting Points

are shown, as at Fig. 3.1, on the chart with their assigned name.
NAVAID INFORMATION provides a navigational aid's frequency and

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

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

at Fig. 3.1A
RESTRICTED AREA - Airspace of defined dimensions within which the flight of

aircraft is restricted in accordance with certain specified conditions.
DANGER AREA - Airspace which has been notified as such within which activities
dangerous to the flight of aircraft may take place or exist at such times as may be
notified.
PROHIBITED AREA - An airspace of defined dimensions within which the flight of

aircraft is prohibited.
3.5 TOPOGRAPHICAL INFORMATION

(See Fig. 3.2)
Note the symbols for natural high points, given in feet, and the Terrain Contour Tints, given in
feet and metres. At the bottom right of the chart is a FEET METRE CONVERSION scale.
l m = 3.28ft
MINIMUM GRID AREA ALTITUDE (GRID MORA) figures are shown within each half
degree of latitude and longitude; two noughts should be added:
& = 4700ft
The resulting value provides a clearance of all terrain by 1OOOft in areas where the highest point
is 5000fi or lower and 2000fi where the highest point is 5001ft or more.

Figure 3.2. Topographical information

3.6 MISCELLANEOUS
FLIGHT INFORMATIONAND METEOROLOGICAL SERVICES. Frequencies
for ATIS, Flight Information Service and Weather Information are provided within
various Flight Information Regions (FIR) at nominated centres, at the inset chart
bottom left of the main chart.
GENERAL AVIATION FORECAST AREAS are shown in the adjacent chart. The
numbers refer to telephone numbers
Note the AIRSPACE CLASSIFICATIONGERMANY diagram and table. Only class

C, D, E, F and G are used in Germany.
Note the PHONETIC ALPHABET AND MORSE CODE.
Note the SEMI-CIRCULAR CRUISING LEVELS ON VFR FLIGHTS and those

for France.
VFR ROUTES WITHIN FRANCE. Bearings and tracks are magnetic and distances are
in nautical miles.
Note the table of AIRSPACE DESIGNATORS AND CONTROL FREQUENCIES.
Example 3.
Give a complete decode of the airfield information at Augsburg.
Example 4.
Decode the blue triangle to the east of Augsburg.
Example 5.
Decode the navaid information at N48 43.2 EOl 1 3 1.3 and N48 44.3 EOl 1 38.7.
Example 6.
What does the symbol at N48 22.9 E008 38.7 signify ?
Example 7. ,
What type of airspace is Salzburg VORIDME within ? Give its dimensions.
Example 8.
What are the Salzburg ATIS and Weather Broadcast frequencies ?

3.7 ESTABLISHMENT OF MINIMUM FLIGHT ALTITUDES

(Ref. JAR-OPS 1.250)
When selecting a Flight Altitudekevel which gives adequate clearance for a given sector the
following should be considered:
The accuracy with which an aircraft can determine its position.
The inherent inaccuracies of altimeters and their indications plus corrections required
to account for temperature and pressure variations in relation to ISA.
The characteristics of the terrain.
Rotor Turbulence and Standing Waves.
The accuracy of the navigational chart.
The vertical extensions of Danger, Restricted and Prohibited areas. (Avoid them if they
cannot be overflown).
The vertical extensions of the types of airspace.
The highest ground or obstacle within the promulgated distances either side of the
planned track.
The ICAO Standard Semi-circular Cruising Levels. (See paragraph 3.9)
3.8 THE MINIMUM GRID AREA ALTITUDES (GRID M O W ) printed on the chart have
already been referred to. These could be used:
a> as a rapid means of assessing the appropriate Flight LevelIAltitude.
b) as a means of cross checking terrain clearance values that have been obtained using the
stated methods.
c) as a rapid means of re-assessing safe clearance of terrain, eg. when a pilot becomes
unsure of his exact position in relationqo his intended track.
Candidates will be required to find the highest obstacle within a given distance either side of
track.

3.9 CHOOSING CRUISING LEVELS

(See Figure 3.3 and bottom of the chart)
ICAO STANDARD SEMI-CIRCULAR CRUISING LEVELS
< < lo
BELOW FL290
IFR VFR
359"M 359"M
105
100 etc. etc.
etc.
180M 180M
c
AT AND ABOVE FL29O VFR
IFR
359"k
FLS
320
360
400
390 440
430 etc.
etc. 420
410
etc. etc.
180M
179"M 179"M
Figure 3.3. ICAO Semi-circular Cruising levels
The choice of safe Flight Level is determined by the aircraft's planned Magnetic track (not
heading), stated obstacle clearance allowance and regional forecast route QNH. For VFR flight
for SEP and MEP aircraft the BELOW FL290 VFR diagram, top right of figure 3.3, is the
reference. Flight Levels for a track between 0 OM and 179OM are odd levels plus 500ft; for
tracks between I80M and 359"M they are even levels plus 500ft.
(When choosing levels for the Medium Range Jet Transport (MRJT) aircraft, the IFR BELOW
FL290 and AT AND ABOVE FL290 will be the reference for IFR flight).

3.10 ALTIMETER ERRORS AND CORRECTIONS
An altimeter is calibrated in relation to the International Standard Atmosphere (ISA) ie:
A mean sea level pressure and temperature of 1013.25mb and +15"C, and a mean
temperature lapse rate of 2C (1.98C)/1000ft up to 36090ft, where it remains constant at
-56.5OC.
Thus, when calculating the height increment/decrement in feet from an airfield to an aircraft's
Flight Level (pressure altitude), which is based upon the above standard conditions, the
differences in pressure and temperature between the actual and ISA conditions must be
accounted for.
a) Pressure Difference
The initial pressure setting for take-off will be QNH, which when set on the altimeter sub-scale
causes it to indicate the aircraft's altitude (airfield elevation) above mean sea level at take-off,
disregarding instrument error.
On passing the transition altitude the standard pressure setting of 1013.25mb is set on the
altimeter sub-scale. The difference between 1013.25mb and the airfield QNH will result in a
barometric error, height loss or gain, in the order of 30ft Imb.
-
1013.25mb > QNH less height gained (Figure 3.4)
-
1013.25mb < QNH more height gained (Figure 3.5)
b) Temperature Difference from ISA at Cruising Pressure Level
The standard temperature for an aircraft flying at FL85, for example, is - 2C. If the Corrected
Outside Air Temperature (COAT) is -15 "C the aircraft is flying in air colder and denser than
standard; as pressure decreases more rapidly in a column of colder air the altimeter will over
read. Conversely, when the COAT is warmer than standard the air is less dense and the altimeter
will under read. Therefore when 1Ol3.25mb is set:
-
LOWER COAT altimeter OVER READSi
HIGHER COAT - altimeter UNDER READS

The "ALTITUDE" window on the reverse of the CRP5 is used to correct for the difference in
temperatures. Using the CRP5:
Set FLIGHT LEVEL (85) against COAT (-15C) in the "ALTITUDE" window; read off
TRUE ALTITUDE (8100)in feet on the OUTER SCALE against FLIGHT LEVEL (85) on
the INNER SCALE. Thus the altimeter is over reading by 400ft.
If FL85 had been chosen to provide a 1000ft clearance above an obstacle at 7500ft amsl within
the stated limits on the aircraft's planned sector, then the actual clearance would be 600ft. A
safer level to accord with ICAO VFR Semi-circular Cruise Levels would thus be FLlO5.
Consider an aircraft is flying at FL75 (ISA 0 "C), with a COAT of +16 "C:
Set FLIGHT LEVEL (75) against COAT ( +16"C) in the "ALTITUDE" window; read off
TRUE ALTITUDE (7925) in feet on the OUTER SCALE against FLIGHT LEVEL (75) on
the INNER SCALE. The altimeter will under read by 425ft:
In this instance FL75 was chosen to provide a clearance of lOOOft above an obstacle of 6500ft
amsl. The actual clearance is thus 1425ft.
Hence remember the adage in relation to temperature (and pressure):
"High to low mind how you go"
Example 9.
An aircraft is airborne from an airfield, elevation 8001,on a track of 090" (M); QNH 996mb.
a) What VFR Flight Level must the aircraft maintain in order to clear an obstacle,
4400' amsl, by 10001?
b) What height is climbed to this Flight level?

STANDARD PRESSURE 1013.25 mb
Figure 3.4. 1013.25mb > QNH

Figure 3.5.1013.25mb < QNH
-
With reference to the VFR + GPS Chart GERMANY EDITION 1999 ED 6 and VFR flight answer
the following:
EXERCISE 1.
Decode the airfield symbol at N4728 E00833.
Reference N4811 E01052. What is the significance of

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

EXERCISE 2.
1. The above route is continued to C, N47 44.7 E009 33.6:
Identify and describe the position and symbol at C.
At this position what is the value of magnetic variation and airspace structure
encountered ?
State the ATlS frequency at FRIEDRICHSHAFEN.
Decode the * against D3000.
What is an aircraft's DME range and RMI (Radio Magnetic Indicator) NDB (Non-
Directional Beacon) bearing when overhead C from FRIEDRICHSHAFEN?
What air activity is anticipated as an aircraft approaches C ?
What is an aircraft's transponder setting for Friedrichshafen ?
What type of railway serves the town of Friedrichshafen ?
2. Describe the radio navigation facilities at N48 37.1 E009 15.6.
3. Describe the radio navigation facilities at N48 4 1.3 E009 13.5.

EXERCISE 3.
WIND
TRACK HDG HDG
FROM TO FL VRN TAS GS DlST TIME ETA
HT. "T "T "M
DIRN. SPEED
A-N4840.2 E00906.9 B-N4825 E00822 260 40 165
B-N4825 E00822 C-N4802 E00736 260 40 165
C-N4802 E00736 D- LFSB (BALE) 260 35 165
Complete the above navigation plan. The aircraft sets heading from overhead A at 1123UTC on a VFR flight. SAFE HEIGHT values to be based upon clearing
all terraidobstacles, within 1O
m of track and a 1O m radius around each reporting point, by 1OOOft where the terraidobstacle elevation is up to 5000ft; 2000ft
clearance above terraidobstacles above 5001ft. Select the correct lowest flight level but one.
1. Describe the reporting points A, B, C and D.
2. What does the river just after C represent ?
3. State the type and dimensions of the Airspace Structure at D.
4. Describe the airfield at D fwlly.
5. What is the most prominent ground feature to the NW of LFSB ?
6. What is the highest chart Grid MORA affecting the route ?

Name and describe a BUILT-UP AREA that provides a good track check on the B to C sector.
What is the estimated time of arrival (ETA) at said landmark ?
8nm after C, what prominent features enable the aircraft to check its position ?
Name the countries that the route traverses.
What is the route distance in kilometres ?
State the AT1S and weather (WX) frequencies for Zurich.
What is the height in metres (amsl) of the spot elevation at N48 20 E008 09 ?
With reference to STUTTGART, N48 41.4 E009 13.3:
a) What is the significance of EDD in the locator EDDS ?
b) Decode 119.05 and 3045m.

ANSWERS TO EXERCISES
Example 1. a) N48 23.6 EOll 48.8 b) N47 15.6 EOll 20.6, LOWI.
c) VHF Omni-range (VOR)/DistanceMeasuring Equipment (DME), 117.1SMHz,
MBG; magnetic variation 1"E.
Example 2. 071(M), 58.5nm, 1 0 8 . 5 h .
Example 3. Civil airport with hard runway; ICAO designator EDMA; elevation15 15ft; longest
runway 128Om; Tower frequency 124.97MHz; VDF available.
Example 4. Compulsory VFR reporting point; N43 23. 6 E0 11 04.0; 3 12 radial 12nm from MAH
VOR, frequency 108.4MHz.
Example 5. Ingolstadt TACAN (Tactical Air Navigation), VHF paired frequency 111.40MHz,
callsign IGL. Ingolstadt NDB (Non-Directional Beacon), frequency 345kHz, callsign
IGL.
Example 6. VO R (VHF Omni-Range) beacon, frequency 116.lOMHz, callsign SUL.
Example 7. A Control Zone, Class D airspace. from ground level to 7000ft amsl.
Example 8. ATIS 125.72MHz; WX 113.80MHz from SBG VOR.
Example 9. a) FL75. b) 6 184'.
EXERCISE I.
International Airport.
a) ET = German military airfield.
b) 141.25MHzis the available communication frequency, VDF not available; 2442m is the
longest runway available.
Civil Airport with hard runway.
Hang-glider site.
Means VDF available on that frequency.
a) 124"(T), 35nm/65h, (65-4 352 = 35nm). b) 134"(M), 109kt, 19min.
c1 lit obstacle 3760ft amsl. d) FL55.
e) At A: Very high Frequency Omni-range (VOR), 116.1OMHz, callsign SUL.
At B:Non-Directional Beacon(NDB), 401kHz, callsign MEG.
0 Civil Heliport. g) 4800R.
h) Restricted area ED - R l32A, Ground to 18000MSL, therefore dog-leg around it.
Hang-gliding and parachuting Albstadt-Degerfeld.; Ultra-light aircraft at Sulz am
Neckar and Rosenfeld. ,
i) 128.95 and 126.12MHz.
C, D, E, F and G.
1372m.
C; Radar 131.22MHz.
Glider site; cableway; man-made lit obstruction, 5866ft amsl.

EXERCISE 2.
Compulsory reporting point Echo for VFR approach to Friedrichshafen.

0, E and D.
129.60MHz.
Indicates part-time operation.
5nm; 194".
Ultra-light aircraft.
A a n d C 0021.
Multi track and single track.
2 VORTAC at TANGO; 112.50MHz; callsign TGO.

3. DME at STUTTGART airfield; 115.45MHz; callsign SGD; VDF 119.05MHz.

EXERCISE 3.
WIND
FROM TO
SAFE
HT.
FL
DIRN. SPEED
TRACK
"T
HDG
"T
VRN
HoF TAS GS DlST TIME ETA
A-N4840.2 E00906.9 B-N4825 E00822 4444 65 260 40 243 247 0 247 165 126 34 16 1139
B-N4825 E00822 C-N4802 E00736 5068 85 260 40 233 239 0 239 165 129 39 18 1157
C-N4802 E00736 D-LFSB 5094 85 260 35 185 197 0 197 165 152 27 10.5 1207.5
A: NDB, callsign SY, frequency 384kHz.

B: Northern shore of lake.
C: Right-angled bend in a single track railway.
D: Southern end of BALE airfield at threshold of westerly runway.
Franco-German boundary.
D, 1000 above ground level; a Control Zone..
International airport, ICAO designator LFSB; 883R elevation; longest runway2370m;tower frequency1 18.30MHzwith VDF; NDBs BS 376kHz and BN 353kHZ; VORIDME 117.45MHz.
Dual highway interchange.
7 100R.
Village of Haslach in a river valley.
1145.5.
The Rhine and abeam Bremgarten airfield.
Germany, France.
l85km.
128.52MHz; 127.20MHz.
1O5Om.
a) EDD means that Stuttgart is a German International Airport.
b) The available communication, and Very High Frequency Direction Finder (VDF), frequency is 119.05MHZ. 3045m is the length of the longest runway.
CHAPTER FOUR .SINGLE ENGINE PISTON AIRCRAFT
Contents
Page
FUEL POLICY .INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 .1
FUEL POLICY .PLANNING OF FLIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 .1
FUEL POLICY- PRE-FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 .2
FUEL POLICY .IN-FLIGHT FUEL MANAGEMENT . . . . . . . . . . . . . . . . . . . . 4 .4
FLIGHT PROGRESS FUEL GRAPH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 .6
FUEL POLICY .AERODROME AUTHORISATION . . . . . . . . . . . . . . . . . . . . 4 .8
NAUTICAL AIR MILES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 .9
EXERCISE 1. AIR DISTANCE TO GROUND DISTANCE . . . . . . . . . . . . . 4 .12
SINGLE ENGINE PISTON AEROPLANE ( SEP ) . . . . . . . . . . . . . . . . . . . . . . 4 .13
SEPUNITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.13
SEP .SOME USEFUL CONVERSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 .14
4.10 SEP.TIME. FUELANDDISTANCETOCLIMBDATA . . . . . . . . . . . . . . . . 4 - 1 6
EXERCISE 2 . SEP CLIMB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 .18
4.11 RECOMMENDED CRUISE POWER SETTINGS TABLES . . . . . . . . . . . . . . 4 .21
4.12 ECONOMY CRUISE POWER SETTINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 .25
4.13 RANGE PROFILE FIGURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 .27
4.14 ENDURANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 2 8
EXERCISE 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 3 0
EXERCISE 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 3 2
4.15 FUEL MONITORING - IN FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 3 4
ANSWERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 - 3 6

FLIGHT PLANNING AND MONITORING SINGLE ENGINE PISTON AIRCRAFT
4.1 FUEL POLICY - INTRODUCTION

(Ref: Section 1, JAR-OPS 1.255: Section 2, AMC OPS 1.255: IEM OPS 1.255(c)(3)(i):
JAR-OPS 1.295: JAR-OPS 1.375. Figure 4.0 page 4-5.)
JAR - OPS 1 applies to Commercial Air Transportation (Aeroplanes) operations. For the
purposes of 030 - Flight Performance and Planning the references above and paragraphs 4.2
to 4.5 apply, where appropriate, to the nominated generic Single and Multi-engine Piston
aircraft, and the Medium Range Jet Transport aircraft.
Before discussion and analysis of the Data Sheets for the above aircraft types a knowledge of
the above regulations is required.
An operator must ensure that every flight carries sufficient he1 for the planned operation, and
reserves to cover any re-planning necessary for in-flight contingencies. A contingency is a
chance occurrence or unforseen event. Contingency Fuel is carried to compensate for
deviations:
a) of an individual aircraft from the expected fuel consumption data;
b) from the forecast meteorological conditions; and
c) from the planned routeing and/or cruising levels/altitudes.
4.2 FUEL POLICY - PLANNING OF FLIGHTS
The operator shall ensure that the planning of flights is based only upon:
a) Procedures and data derived from the Operations Manual or current aeroplane specific
data.
b) The conditions under which the flight is to be conducted, including:
i) realistic fuel flows expressed as kglh, lb/h or gallh;
ii) the aircraft's anticipated weights (masses)

(Weight (W) is defined as the gravitational force acting on a body at the Earth's
surface. W = mass X acceleration due to gravity, and should be distinguished
from mass which is determined by the quantity of material measured in pounds,
kilograms etc.)
iii) expected meteorological conditions; and
iv) Air Traffic Service procedures and restrictions

4.3 FUEL POLICY- PRE-FLIGHT

The pre-flight calculations must be done for the following:
a) TAXY FUEL. This should not be less than the amount expected to be used prior to
take-off; APU consumption, if relevant, and local departure airport conditions should
be considered
b) TRIP FUEL. This should include fuel:
i) for the take-off from the airfield elevation, the departure procedure, and thence
to the top of climb (TOC) at the initial cruising levellaltitude.
ii) from the TOC to top of descent (TOD) , including any step climbs or descents.
iii) fkom TOD to the point where the approach is initiated; account is taken of
expected arrival procedures.
iv) for approach and landing.
c) RESERVE FUEL which encompasses:
i) Contingency Fuel (see above for definition ), which should be the higher of
either 1) or 2):
1) 5% of the planned trip fuel, or in the event of in-flight replanning,

5% of the trip fuel for the reminder of the flight , or;
not less than 3% of the planned trip fuel or, in the event of in-flight
replanning, 3% of the trip fuel for the remainder of the flight
provided that an en-route alternate is available. (The en-route
alternate should be located within a circle having a radius equal to 20%
of the total flight plan distance, centred on the planned route at a
distance from the destination of 25% of the total flight plan distance,
or at 20% of the flight plan distance plus 50nm, which ever is the
greater), or;
an amount of fuel sufficient for 20 minutes flying time based upon
the planned trip fuel consumption, provided the operator has
established a fuel consumption monitoring programme for individual
aeroplanes, and uses valid data determined by means of such a
programme for fuel calculation, or;
an amount of fuel of not less than that which would be required to fly
for 15 minutes at holding speed at 1500ft (450m) above the
destination aerodrome in standard conditions.
2) An amount to fly for 5 minutes at holding speed at l5OOft (450m)

above the destination airfield in Standard Conditions.

ii) Alternate Fuel, if a destination alternate is required. This fuel should be

sufficient for a:
1) missed approach from the applicable MDNDH(sic) at the destination
aerodrome, to the missed approach altitude, taking into account the
complete missed approach procedure.
2) a climb from the missed approach altitude to the cruising level/altitude.
3) the cruise from TOC to TOD.
4) from TOD to the point where the approach is initiated, taking into
account the expected arrival procedure, and
5) an approach and landing at the destination alternate airfield selected in
accordance with JAR-OPS 1.295. If, in accordance with JAR-OPS
1.295(d), two destination airfields are nominated the alternate fuel
required should be the larger of the two amounts.
iii) Final Reserve fuel. This should be:
1) for aircraft with reciprocating engines, fuel to fly for 45 minutes, or

2) for aeroplanes with turbine power units, fuel to fly for 30 minutes at
holding speed at 1500ft(450m) above aerodrome elevation in
standard conditions, calculated with the estimated mass on arrival at the
alternate or the destination, when no alternate is required.
iv) Additional Fuel if required. Additional fuel is only required if the sum of trip,
contingency, alternate and final reserve fuels are insufficient to cover the
requirements of AMC OPS 1.255 paragraph 1.6. This states that, for such an
eventuality:
1) Additional Fuel should permit holding for 15 minutes at 1500ft

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

4.4 FUEL POLICY - IN-FLIGHT FUEL MANAGEMENT
A commander must ensure that fuel checks are carried out in flight at regular intervals. The
fuel remaining must be recorded and evaluated to:
a) Compare actual consumption with planned consumption.
b) Check that the remaining fuel is sufficient to complete the flight, and
c) Determine the expected fuel remaining on arrival at the destination.
The relevant fuel data must be recorded.
If, as a result of an in-flight fuel check, the expected fuel remaining on arrival at the destination
is less than the required alternate fuel plus final reserve fuel, the commander must take into
account the traffic and the operational conditions prevailing at the destination airfield,
along the diversion route to an alternate aerodrome and at the destination alternate
aerodrome, when deciding to proceed to the destination aerodrome or to divert, so as to land
with not less than final reserve fuel.

INTENTIONALLY BLANK

FLIGHT PROGRESS FUEL GRAPH -FIGURE 4.0
(The following text and Figure 4.0 may help explain the complex fuel requirements.
Questions on the graph are not posed in the examination.)
Prior to computerised FuelIFlight Plans and aircraft Flight Management Systems (FMS) a
common method used to depict the fuel required for a flight, and for in flight fuel management,
was the "FLIGHT PROGRESS FUEL GRAPH".
At flight briefing a graph was constructed, vertical axis FUEL REMAINING, horizontal axis
DISTANCE TO GO (GONE). The planned fuel remaining at Departure, Top of Climb,
sensibly spaced reporting points, Top of Descent and Destination was then plotted at the
appropriate distances. See the PLANNED FUEL LINE Figure 4.0. A second line could also
be plotted to indicate the amount of contingency fuel. Figure 4.0 shows CONTINGENCY plus
ANTI-ICE FUEL.
Contingency Fuel is usually a percentage of the planned Trip Fuel. (See AMC OPS 1.255
paragraph 1.3). As the flight progresses this contingency fuel may or may not be burnt and may
still be in the tanks at final landing. During a flight this excess contingency fuel is sometimes
used to re-clear an aircraft to its original intended destination when it has filed to a suitable
aerodrome en-route with the intention of re-clearing. (See paragraph 7.11).
The bottom right hand comer of the graph shows the planned amounts of DIVERSION and
FINAL RESERVE FUEL, and could also show ADDITIONAL and EXTRA FUEL if they
were required. The Distance To Go has no significance for these amounts but, obviously, the
expected fuel remaining at the destination should not be less than that required. The amount of
fuel between the ContingencyIAnti-iceline and the sum of the Final Reserve and Diversion Fuel
is a bonus and extra to the planning requirement.
In flight the fuel remaining at the selected reporting points, or at half-hourly or hourly intervals,
was logged and plotted. See the IN-FLIGHT FUEL LINE Figure 4.0. If the In-Flight Fuel
Line diverged drastically from the Planned Fuel Line then appropriate action would have to be
considered, such as returning to the departure airfield or diverting to a suitable en-route airfield
to up-lift fuel.
A check of the aircraft's fuel system may be required if it was thought that the excess
consumption was caused by a fuel leak or a fuel-gauge fault. An error in computation at flight
planning or in the actual fuel amount up-lifted at departure may have been the cause of the
short-fall. Aircraft have run short of fuel. Very strong un-forecast headwinds have been
encountered. Pounds to kilograms, kilograms to pounds, have been erroneously converted and
specific gravities applied incorrectly !

FLIGHT PROGRESS FUEL GRAPH
@. .... ............
" ".**
0
IN-FLIGHT
FUfL LINE
3k Fuel in tanks 13500kg
16 14 12 10 8 6 4 2 0
DISTANCE TO GO x 100 nm
Figure 4.0
4.5 FUEL POLICY - AERODROME AUTHORISATION

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

4.6 NAUTICAL AIR MILES
Many of the graphs for the Single-Engine Piston (SEP), Multi-engine Piston (MEP) and, later,
the Medium Range Jet Transport (MRJT) aircraft, refer to nautical air miles (NAM). They are
a measure of the air distance flown by an aircraft. i.e. the distance flown at the True Air
Speed (TAS). In still air (or when there is no wind component along the aircraft's heading
vector ) the NAM flown are equal to the Nautical Ground Distance (NGM) flown. NGM
is the distance flown by the aircraft over the ground, as may be measured on a chart.
Usually the air is moving and an aircraft flying through this moving air will fly a different
distance over the ground. If the air is moving in the opposite direction to the aircraft ( a
headwind, or minus wind component ) then the aircraft will fly more NAM than NGM.
(See Fig. 4.1a.)
AIR DISTANCE I
START
0.
GROUND DISTANCE WIND COMPONENT
Fig. 4.la. NAM greater than NGM
Similarly, if the wind is blowing in the direction that the aircraft is flying, (a tailwind or
plus wind component ) the NAM will be less than NGM. (See Fig. 4. lb.)
STAM
GROUND DISTANCE
Fig.4.1b. NAM less than NGM

The relationship between NAM, NGM, TAS, GS (ground speed ) and wind component
(WC) is:-
NGM = GS
- TAS +I- WC
NAM TAS TAS
Example:
An aircraft flies at TAS 142 kt for 63 NAM. If the WC is -20kt, how many NGM does it fly?
NGM = TAS +I- WC Gives:

NAM TAS
NGM =
54.1 NGM
Figure 4.2:
Red cursor: 122 on the outer scale is set against 142 on the inner.
Blue cursor: 54 is read on the outer scale against 63 on the inner.
Fig. 4.2. NAM to NGM using CRP5
If the TAS (or GS ) are not known, the conversion can still be carried out.

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

60
This gives the formula:
NGM = NAM +I- x sector time)

60
Example:
An aircraft climbs to cruising level in 11.5 minutes, covering 23.5 NAM. If the wind component
is -30 kt, how many NGM are flown in the climb?
NGM = 2 3 . 5 - ( 3 ~ 1 1 . 5 )
60
= 17.75 ( or18 ) NGM.

EXERCISE 1. AIR DISTANCE TO GROUND DISTANCE
Fill in the blanks ; use CRP5 for questions 1-4 (Answers are at the end of the chapter)
N---4
TAS
180
245
432
WC
-30
GS
150
21 0
492
NGM
86
745
NAM
74
785
256
TIME
Use Calculator for questions 5-8
Use any method for remaining questions

4.7 SINGLE ENGINE PISTON AEROPLANE ( SEP )
The tables for SEP refer to a more complex aircraft than the Warrior. The SEP is a monoplane
with a reciprocating engine. It has a constant speed propeller, propeller RPM being
controlled by the pilot via an RPM ( or Pitch) lever. The fuel/ air mixture may be "rich " ( more
fuel ) or "lean" ( less fuel). Total fuel/ air mixture going into the engine is adjusted by varying
the manifold pressure ; the higher the manifold pressure, the more mixture being burnt.
The SEP manifold pressure is measured in inches of mercury; eg "25.0 in H G . As the aircraft
climbs, the throttle lever must be advanced, manually, in order to maintain a desired pressure.
Sometimes an engine device can add more fuel/ air mixture automatically, without the pilot
moving the throttle lever. Eventually, in the climb, an altitude will be reached where manifold
pressure can no longer be maintained. In this case, the throttle lever will remain at "maximum
forward" and manifold pressure will start to reduce. This altitude is called "full throttle
height" and the power is said to be at "full throttle ".
The SEP has a retractable undercarriage. The tables assume that the undercarriage is at the
appropriate position for the stage of flight ie "down or extended" for landing and take off, "up
or retracted" for climb, cruise and descent. There is no requirement to consider abnormal cases.
Details:
Maximum Take-off Mass (MTOM) 3650 LB
Maximum Landing Mass (MLM) 3650 LB
Maximum fuel load 74 US GAL
Fuel density 6lbsIUS GAL (unless advised otherwise)
4.8 SEP UNITS
Mass Imperial pounds, LB ( sometimes - P )

Fuel volume United States Gallons, US GAL
Fuel density SG .72
Fuel mass LB, or PPH (pounds per hour)

4.9 SEP - SOME USEFUL CONVERSIONS
1 US GAL = 8.3LB@SGl
1 IMPGAL = lOLB@SGl
US GAL -
- IMPGAL x 10 = 1.2
8.3
US GAL = IMP GALS x 1.2
(NB US Gallons are smaller, so there are more of them.)
1 USGAL = 3.785 L
1 kg
-
- 2.205 LB
The SEP Maximum Fuel capacity is 74 US GAL, therefore:
74
- = 61.7 IMP GAL, or, using CRP5, see arrow A at fig. 3.
1 ')
(Under the red cursor 74, on the inner scale, is set against the U.S. gal. datum. This setting
suffices for answers a, b, c and d ).
b) Given 6 LB 1 US GAL (8.3LB @ SG 1), then fuel density is:
:.Fuel capacity is 74 x 8.3 x 0.72= 442 LB, or, using CRP5, see arrow B at fig 3.
c) 7 4 x 3.785 = 280 L, or, using CRP5, see arrow C at fig. 3.
d) As 1 Kg = 2.205 LB, using 0.72 SG:, then
Fuel capacity is: 74 x 8.3 x 0.72 -

- ' 200.5 kg, or, using CRP5, see arrow D at
fig. 3.
or, as 1 US GAL = 3.785 litres and 1 litre @ SG1 = 1 kg
74 x 3.785 x .72 - 202 ke.

Fig. 4.3 Conversion of US Gallons

4.10 SEP - TIME, FUEL AND DISTANCE TO CLIMB DATA

(Ref. Fig. 4.4.)
The graph gives time, he1 and distance (NAM) to climb to any height (as pressure altitude and
OAT) from MSL. If the airport is at MSL, the climb data can be read from the graph in one
pass:
Example 1:
Calculate the climb time, fbel and distance for take-off from airfield at MSL, OAT +20 " C, initial
climb weight 3400 LB to cruise at FL 70, OAT +5"C.
Enter the table at bottom left with cruise OAT (+5 "C).
Move vertically up to cruise FL ( pressure altitude ) (70).
Move horizontally right to start climb weight (3400).
Move vertically down to read data:
Time ........
min, fuel ..........
GAL, distance ........
NAM.
When take-off is from an airfield above MSL, use the procedure above and subtract the time,
fuel, distance for a notional climb from MSL to airfield pressure altitude.
Example 2:
OAT at take-off 15" C

OAT at cruise -5" C
Airport pressure altitude 5653 Feet
Cruise pressure altitude 11500 Feet
Initial climb weight 3650 LB
Enter at bottom left of table with OAT at take-off (+15" C) and move vertically up to take-off
pressure altitude (5653).
Move horizontally right to initial (take-off) weight of aircraft (3650).
Move vertically down to read time, fbel, distance in turn:
........... ...........
min GAL .......
AM. A
Repeat for cruise OAT and cruise pressure altitude:
..........
min, ..........
GAL ...........
NAM. B
Subtract A from B:
........... ..........
min GAL NAM ..........

Figure 2.1 Time, Fuel and Distance to Cruise Climb
Climb Speed: 110 Knots all Weights
ASSOCIATED CONDITIONS
-
POWER ...................FUEL THROTTLE 2,500 RPM
FUEL DENSITY.. ..........6.0 LBSlGAL
MIXTURE.. ................FULL RICH
COWL FLAPS ............ .AS REQUIRED
-50 -40 3 0 -20 -10 0 10 20 30 40 50 60 0 10 20 30 40

OUTSIDE AIR TEMPERATURE ("C)
1 ~ 1 ~ 1 ~ 1 1 1 1 ~ 1 11 1 ~1 1 1 1 1~ 1
0 1 2 3 4 5 6 7 8 9 1011
FUEL TO CLIMB (GALLONS)
I l l
J; 1 1 1 1 1 1 1 1 1 1 1 ~ 1 '
0 10 20 30 40 50 60 70 80
DISTANCE TO CLIMB (NAUTICAL MILES)
Fig. 4.4. Time, Fuel and Distance to Climb

EXERCISE 2. SEP CLIMB
Using figure 2.1, calculate for each climb the time, fuel and distance. Convert NAM to NGM and
complete the navigation and fuel plans, below.
Airfield of Pressure -
OAT take- Pressure OAT- cruise Initial
take-off altitude - off altitude- weight
take-off cruise
1 A 1000 +20 6000 +5 3600
2 B 4000 -10 7500 -20 3000
3 C 4623 -15 9500 -25 3200
4 D 3780 + I5 8500 0 3525

INTENTIONALLY BLANK

Figure 2.2 RECOMMENDED CRUISE POWER SETTINGS Table 2.2.1

25.0 IN. HG (or full throttle) @ 2500 RPM
Of Peak EGT Cruise Lean Mixture

3400 Ibs.
Notes: 1. Full throttle manifold pressure settings are approximate

2. Shaded area represents operation with full throttle
3. Fuel flows are to be used for flight planning only and will vary from aeroplane
to aeroplane. Lean using EGT.

4.11 RECOMMENDED CRUISE POWER SETTINGS TABLES

(Ref. Fig. 4.5)
Each table in the Figure 2.2 series shows the performance data for a given power setting. For
example, table 2.2.1 is for:
Manifold pressure of 25.0 IN. HG ( mercury) @ 2500 RPM.
The data is given for three different ISA temperature deviations: STANDARD DAY, ISA
+20C and ISA -20C. Note that above a certain altitude (full throttle height ), the stated
manifold pressure cannot be produced by the engine and the tabulated values of manifold
pressures (shaded areas) are approximately the maximum that can be expected.
The tables are used by turning to the page for the selected power setting and then choosing the
nearest temperature deviation to that forecast. There is no need to interpolate between tables.
Now select the cruising Pressure Altitude ( Flight Level or FL ) and read horizontally to extract:
a) Fuel flow ( in pounds per hour or gallons per hour, as required),
b) IAS (knots), and,
C) TAS (knots).
Interpolation between pressure altitudes is required.
Example 3:
What is the fuel flow, IAS and TAS for ISA + 0 at FL 80, using power 25" HG @ 2500 RPM?
............PPH............G-PH............kt...........kt.

Example 4:
Give the fuel flow (GPH) and TAS for 25" HG @ 2500 RPM at FL 65, ISA -17C..
Use ISA -20C.
Extract data for FL 60 and FL80 and calculate the differences.
FL 60 15 GPH 170 kt
We note that both fuel flow and TAS reduce with altitude. Therefore, the values we need for
FL65 are:
a) 500 x 1.2 less than 15 GPH

- = .......................GPH
2000
d) -
500 x 2 less than 170 kt - ......................kt
2000

INTENTIONALLY BLANK

Figure 2.3 ECONOMY CRUISE POWER SETTINGS Table 2.3.1
2-0C 21-0 IN. HG (OR FULL THROTTLE) @ 2100 RPM
Of Peak EGT CRUISE LEAN MIXTURE

3400 Ibs.
Press. I Man. I Fuel Flow Air Speed

Press.
"C "F IN. HG PPH GPH
0 0
2000
o m 4000
Figure 4.6. Cruise Power Settings

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

4.12 ECONOMY CRUISE POWER SETTINGS
These tables are used in the same way as the RECOMMENDED CRUISE POWER tables.
Example 5.
(Ref. Fig. 4.6. and 4.5)
Complete:
a> line 1 of the following flight plan using a power setting of 21.0 IN. HG. (or full
throttle) @ 2 100RPM (fig.4.6).
b) line 2 of the plan using 25 IN. HG (or full throttle) @ 2500RPM (fig. 4.5.).
c) Consider lines 1 and 2 and complete the following:

The ......... power setting entails......... flight time and........... fuel required:
i) higher, more, less.

ii) lower, more, more.
iii) lower, more, less.
iv) no differences.

Figure 2.4 RANGE
RANGE PROFILE
ASSOCIATED CONDITIONS STANDARD DAY 15A
EXAMPLE
WEIGHT..............................3663 LBS BEFORE ENGINE START COURSE ALTITUDE.............3663 LBS BEFORE ENGINE START
FUEL...................................A V O GASOLINE POWER SElTING................AVIATION GASOLINE
FUEL DENSITY....................60 LBSIGAL 20C LEAN
INITIAL FUEL LOADING......74 US GAL (444 LBS) RANGE.................................88NM
TAKE OFF ALTITUDE..........SL
WIND....................................ZERO
OFF PEAK EGT
RANGE - NAUTICAL MILES
Figure 4.7 Range Profile

4.13 RANGE PROFILE FIGURE

(Ref. Fig. 4.7. )
This table gives an estimate of the maximum still-air range, for each of four power settings, for
a selected pressure altitude.
The calculated range includes fuel for:
b) cruise
4 taxi and run-up, plus
d) a reserve fuel for 45 minutes at economy cruise power .
This table enables the pilot to rapidly select a suitable cruise level for a route distance and
preferred power setting. It is also possible to select a power setting, given a preferred cruise
altitude and route distance.
To use the table, enter on the left with cruising pressure altitude and move horizontally to the
selected power setting curve. Move vertically downwards to read off the range in Nautical Air
Miles.
The printed example shows a cruise at FL 115, power 25" HG (or full throttle) @, 2500 RPM,
giving a range of 866 NAM.
Example 6:
Which power setting would give the greatest range if flight was limited to not above FL80?
Enter on the left at Pressure Altitude 8000 and move right, reading the range as each power curve
is reached.
Power Range
Full throttle @ 2500 RPM

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

4.14 ENDURANCE
(Ref. Fig. 4.8.)
The table gives endurance ( ie. how long the aircraft can remain airborne; not necessarily the
time to achieve the maximum range ). Use in a similar manner to figure 2.4.
Example 7:
What will be the endurance if you plan to cruise at FL80, using power set at 23 IN HG ( or full
throttle ) @ 2300 RPM ?
Ans. .............h.
Example 8:
What is the endurance and approximate TAS for a flight at 11,500 feet pressure altitude, 23 IN
HG (or full throttle) @ 2300 RPM ?
Ans. ............h; .............kt

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

Figure 2.5 ENDURANCE PROFILE STANDARD DAY ISA 20C LEAN
ASSOCIATED CONDITIONS EXAMPLE: 2500RPM
WEIGHT 3663LBS BEFORE ENGINE START CRUISING ALTITUDE 1l5OOFT
FUEL AVIATION GASOLINE POWER SETTING FULLTHROTTLE
FUEL DENSITY 6.0 LBSlGAL
INITIAL FUEL LOADING 74 US GAL (444 LBS) ENDURANCE 5.39 HRS (5 HRS 23MIN)
TAKE-OFF ALTITUDE SL
ENDURANCE-HOURS
Figure 4.8. Endurance
EXERCISE 3.
Complete the attached NavIFuel plan for a flight from airfield A to E, with the alternate at F.
Use the following data:
a) Airfield A's pressure altitude is 1236ft; OAT +26 "C.
b) Airfield E's pressure altitude is 2125ft: OAT +23 "C.
c1 Take-off weight is 3650LB.
d) Use a cruise power of 25.0 IN. HG (or FULL THROTTLE) @ 2500RPM.
e) Use VFR ICAO Semi-circular Cruising Level rules.
i1 Taxy :- 3 US GAL.
ii) Holding Fuel:-
Use "Economy Cruise Power Settings" for 2 1.0 IN. HG @ 2 1OORPM, at 1500' above
the airfield pressure altitude.
ii) 74 US GAL of fuel is loaded.
g)
Met. Forecast
h) For the climb find the wind velocity at 213 of the climb profile from the airfield to the
cruising level.
i) Aircraft airborne at 1152UTC.

- -
SllNGLElTWlN PISTON ENGINE NAVIGATIONAND FUEL PLAN Exercise 3
STAGE SAFE FL OAT Temp WIND Track Hdg Vrn. Hdg TAS Wind GS
ALT "C Devn "T "T "M kt. Comp
FROM TO Dirn. Speed
A TOC 3200 fl I10 4E
TOC B 5100 75 110 4E
B C 5100 75 055 3E
C D 4100 65 350 2E
D E 3800 65 343 1E
ALTERNATE TRIP TOTALS

r
E TOC 3800 fl 115 1E 6
TOC F 3800 55 115 1E

----
pi5iGE-1
TIME FUEL RMG
GALILB
CONS.
GPHILBPH
ENDURANCE
hlmin
ETA I 5% CONTINGENCY FUEL
45 min HLDG FUEL (Final Res.)
EXTRA FUEL IF REQD.
TOTAL REQUIRED
------
TOTAL ON BOARD
L
*NB FUEL REMAINING LESS HLDG FUEL TOTAL ENDURANCE
EXERCISE 4 .
Complete the attached NavIFuel plan for a flight from airfield A to C with an alternate at D.
Choose cruising levels to comply with the ICAO VFR semi-circular rules; the appropriate levels
to be the lowest available above the MSAs. The forecast regional QNH is 1013.2 mb/hPa
throughout. Use the following data:
Airfield A's pressure altitude is 2050ft; OAT +1 "C.
Airfield C's pressure altitude is 3 120ft; OAT 0 " C.
Airfield D's pressure altitude is 1000ft; OAT 0 "C.
Power settings:
i> Cruise: 25 IN. HG (or full throttle) @ 2500RPM.

ii) Hold: 2 1 IN. HG (or full throttle) @ 2 100RPM at 1500' over head C.
Fuel:
i) Taxy: 3 US GAL.
ii) 74 US GAL loaded.
Take-off weight 3650LB
Met. Forecast
11 ROUTEIALT N I

-
SINGLEITWIN PISTON ENGINE NAVIGATION AND FUEL PLAN - Exercise 4
TOC
TOC
EXTRA FUEL IF REQD.

4.15 FUEL MONITORING - IN FLIGHT

(Ref. Fig. 4.9.)
The main purpose of a fuel plan is to ensure that enough fuel is loaded on the aircraft for the
flight to be completed safely. Once airborne it is essential to check regularly that fuel is being
used at ( or near ) the planned rate. We must check that there is enough fuel remaining for our
needs. There are several methods of doing this. We will study one method, which may be
modified if necessary.
Take the worked answer for Exercise 3.

Read the entry " TOTAL ENDURANCE ". It shows a total endurance of 5 hours 36.5 minutes.
This is the time it would take to bum 74 US GAL at the average flight plan consumption of 13.2
GPH.. Of course, this would leave the aircraft with dry tanks, so there is no margin for error.
In practice, "SAFE ENDURANCE" is quoted. This is the time expected to be taken to bum
most of the fuel leaving a reserve available. This reserve could be any figure set by ourselves,
our company or by an aviation authority. We shall take as our reserve the 45 MINUTES OF
HOLD1NG FUEL already calculated. The exact figure will vary daily but on each flight we shall
know that if we fly to the limit of SAFE ENDURANCE, we shall still be able to hold over
destination or diversion airfield for 45 minutes.
Calculate safe endurance for Exercise 3.

Fuel available is 74 - 6.7 US GAL -
- 67.3
Average flight plan consumption 13.0 + 13.5 = 13.2 GPH
-
Safe Endurance = 67.3 x 60 - 305.9 minutes or 5h 6m.
13.2
When we have taken off, if we add take off time to safe endurance we shall have a time
representing "ETA at limit of Safe Endurance" orjust "limit of Safe Endurance". As long as the
aircraft is about to land by that time, there is enough fuel remaining. It is prudent to revise
"limit of Safe Endurance" as the flight progresses.
In the case of Exercise 3 (See fig. 4.10.), take off was at 1152 UTC, so the limit of Safe
Endurance is 1658. This ignores he1 used during taxying, the high fuel consumption in the
climb, or other delays on the ground, but is good enough as a benchmark time.
In flight, we start to monitor fuel consumption at TOC. TOC time was 1200 UTC and fuel
remaining in tanks was 68.2 US GAL. Subtract 6.7 GAL holding fuel, leaving 61.5 remaining
to bum. At this stage it is not possible to estimite accurately the in-flight consumption, so use
the flight plan average, 13.2 GPH .
Safe Endurance -
- 61.5 x 60 - 279.5 min or, = 4h 39.5
13.2
Limit of safe endurance -
- 1200 + 4h 39.5 = 1639.5

Compare this result (1639.5) with the previous ETA (1658). Where have those several minutes' fuel gone? Answer: taxying, high fuel consumption in
the climb, or other delays. So we can adopt 1639.5 as the new limit of Safe Endurance.
Next fuel check is taken at 1230 UTC. Fuel in tanks = 61.4 GAL. Calculate the fuel consumption since TOC at1200UTC and revise the Limit of Safe
Endurance. Compare with previous. Make further checks at 1300 ( fuel in tanks = 55.1) and 1320 (50.6 GAL). At 1300UTC revise the average
consumption from the check at 1200 ( 1 hour) and at 1320 revise consumption since 1230 (50 min.). In all cases compare your results with the other
figures.
Compare your average consumption with the flight plan values, for example. Justify any discrepancies. To practise this procedure complete the "fuel
monitoring " block on Exercise 3 flight plan.
Answer
9 TAXI FUEL
3.0
~ W L L I - - - - ~ ~
10 TIME FUELRMG CONS. ENDURANCE ETA 5% CONTINGENCY FUEL

1.7
11 68.2-6.7 TOC 61.5 13.2 4h39.5 1639.5 45 rnin HLDG FUEL (Final Res.)
6.7
12 61.4 -6.7 1230 54.7 13.6 4h01.5 1631.5 EXTRA FUEL IF REQD.
,
13 55.1 6.7 1300 48.4 13.1 3h41.5 1641.5 TOTAL REQUIRED
46.0
14 -
50.6 6.7 1320 43.9 13.0 3h23 1643 TOTAL ON BOARD
74
15 *NB FUEL REMAINING LESS HLDG FUEL TOTAL ENDURANCE

5h 36.5
Figure 4.9. Fuel Monitoring

ANSWERS TO EXAMPLES and EXERCISES
Example 1
Example 2
18 - 6.5 = 11Smin
6 - 2.5 = 3.5 GAL
36 - 12.5 = 23.5 NAM
Example 3
Example 4
Example 5
a) and b)
FUEL
TEMP. WIND DIST. FUEL
LINE FL OAT
DEVN:
TAS
COMP.
GS
NGM FLOW
R.E:
1 75 2 +2 139 -12 127 45 21 9.5 3.3
2 . 75 2 +2 169 -12 157 45 17 13.5 3.9
Example 6
797,844,895,912, NAM
Example 7
5.3h
Example 8
5.9h, 153kt TAS
Example 9
25 IN HG @ 2 1OORPMor, cruise at FL120 or above.

EXERCISE 1.
AIR DISTANCE TO GROUND DISTANCE
TAS WC GS NGM NAM TIME

180 -30 150 86 103
180 +30 210 86 74
245 -12 232 745 785
432 +60 492 292 256

Exercise 2.
SEP CLIMB
Fl 1
Airfield of
take-off
A
Pressure
altitude
take-off
1000
-
OAT
take-off
+20
- Pressure
altitude- cruise
6000
OAT-
cruise "c
+5
Initial Weight
3600
11.4 I I NAM 71 2.6 1 14nam 61 2,2/ 13NAM
2 B 4000 -1 0 7500 -20 3000
21 11 5 51 21 IOnam 31 11 5NAM
3 C 4623 -1 5 9500 -25 3200
41 1.51 9 8.51 31 16nam 4.51 1.517NAM
4 D 3780 +I5 8500 0 3525

.............
3.51 1.31 7 101 3.51 190nam 6.51 2.21 12NAM
From To FL WC GS Dist Time Fuel Fuel

Flow Reqd.
GAL
A TOC f +5I 2.2
TOC fi -15 1
TOC 2' -10 1.5
TOC r* +3I 2.2

S I N G L E m I N PISTON - ENGINE NAVIGATION AND FUEL PLAN - Exercise 3
Line STAGE SAFE FL OAT Temp WIND Track Hdg Vrn. Hdg TAS Wind GS
ALT OC Devn OT OT OM kt. Comp
LBPH
FROM TO Dirn. Speed
1 A TOC 3200 26/15 - 1 1 20 110 110 4E 106 - -20 - 12 8 - 2.8
2 TOC B 5100 75 15 15 120 23 110 111 4E 107 170 - 148 40 16 13.0 3.4
3 B C 5100 75 14 14 120 23 055 062 3E 059 170 - 158 67 25.5 13.0 5.5
4 C D 4800 65 16 14 120 22 350 356 2E 354 171 - 185 123 40 13.5 9.0
5 D E 3800 65 16 14 120 22 343 348 1E 347 171 - 188 95
6 ALTERNATE - 27.6
----- .-A
7 E TOC 3800 23/18 - 120 20 115 115 1E 114 - -20' 6 4 1.5
8 TOC F 3800 55 18 14 120 20 115 116 IE 115 172 - 152 59

23.5 13.9 5.4
---- -
9 TAXI FUEL 3
10 TIME FUEL RMG CONS. ENDURANCE

ETA
5% CONTINGENCY FUEL 1.7
GALlLB GPHILBPH hlmin
11 68.2-6.7 TOC 61.5 13.2 4h39.5 1639.5 45 min HLDG FUEL (Final Res.) 6.7
12 EXTRA FUEL IF REQD.

61.4- 1230
1300 TOTAL REQUIRED 45.9

13 55.1-
1320 TOTAL ON BOARD 74

14 50.6-
-
15 *NB FUEL REMAINING LESS HLDG FUEL TOTAL ENDURANCE 5h36.5
-
STAGE WIND
SAFE OAT Temp Track Hdg Vrn. Hdg TAS Wind GS
FL
ALT OC Devn "T "T OM kt. Comp
FROM TO Dirn. Speed
A TOC 3100 r -15 120 20 120 120 10W 130 - -20
TOC B 6500 75 -15 -15 125 25 120 121 10W 131 168 -24 144
B C 85 -17 -15 127 25 215 206 10W 216 167 -2 165
ALTERNATE
1
I TRIP TOTALS
C TOC 6600 P -15 120 20 120 120 12W 132 - -20' -

TOC D 75 -15 -15 125 25 120 121 12W 133 168 -25 143
b
CHAPTER FIVE .MULTI-ENGINE PISTON AIRCRAFT
Contents
Page
5.1 MEP 1-MULTI-ENGINE PISTON AEROPLANE . . . . . . . . . . . . . . . . . . . . . . . 5 .1
5.2 MEP 1.FUEL, TIME AND DISTANCE TO CLIMB DATA . . . . . . . . . . . . . . . . 5 .2
5.3 MEP 1-RANGE AT STANDARD TEMPERATUmS. . . . . . . . . . . . . . . . . . . . 5 .4
5.4 MEP 1-POWER SETTING AND FUEL FLOW . . . . . . . . . . . . . . . . . . . . . . . . . 5 .6
5.5 MEP 1-TRUE AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 .8
5.6 MEP 1-ENDURANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 .10
5.7 MEP 1.DESCENT FUEL, TIME AND DISTANCE . . . . . . . . . . . . . . . . . . . . . 5 .12
EXERCISE1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 - 1 4
EXERCISE2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 1 6
EXERCISE3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 1 9
ANSWERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 2 1

FLIGHT PLANNING AND MONITORING MULTI- ENGINE PISTON AIRCRAFT
5.1 MEP 1-MULTI-ENGINE PISTON AEROPLANE
Data sheets are provided for a multi-engined aircraft (MEP1). This is a monoplane with two
reciprocating engines, twin counter-rotating constant speed propellers and a retractable
undercarriage; similar to a Piper Seneca.
Maximum Take-off Mass (MTOM) 4750 L B

Maximum Zero Fuel Mass (MZFM) 4470 L B
Maximum Landing Mass (MLM) 4513 L B
(Mass of aircraft = crew and payload but no fuel )
Maximum fuel load 123 US GAL
Assumed fuel density (Unless otherwise advised) 6 LBlUS GAL (SG.72)
:. Maximum fuel mass
The Power Settings of 75%, 65% and 45% equate t o High Speed Cruise, Economy
Cruise and Long range Cruise.
The data sheets are used in a similar manner to those for SEPI. The following paragraphs
explain the use of the data sheets. The answers to the examples and exercises start at page 2 1.

5.2 MEP 1-FUEL, TIME AND DISTANCE TO CLIMB DATA

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

Ans. ...... ......
GAL; min; .......NAM
Subtract the results for still air:
Ans. ......GAL;......min;.......NAM

Figure 3.1 CLIMB
-
OUTSIDE AIR TEMPERATURE "C TIME, DISTANCE & FUEL TO CLIMB
Figure 5.1. Cruise Climb
5.3 MEP 1-RANGE AT STANDARD TEMPERATURES.

(Reference figure 5.2)
Two values of range can be extracted, with either 45 MIN. RESERVE FUEL AT 45%
POWER or WITH NO RESERVE
Example 2:
Cruise altitude l65OOft, 45% (Long Range Cruise) power. Calculate the range (NAM) with and
without reserves.
Enter graph with cruise altitude.

Move horizontally to power selected intersections with and without reserve .
Move vertically to read the NAM distances:
Ans. .........NAM with reserves

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

Figure 3.2 RANGE
-
RANGE NAUTIACL MILES -
RANGE NAUTICAL MILES
WITH 45 MIN. RESERVE AT 45% POWER WITH NO RESERVE
Figure 5.2.Range
5.4 MEP 1-POWER SETTING AND FUEL FLOW

Power settings are expressed as 75% (HIGH SPEED), 65% (ECONOMY), 55% AND 45%
(LONG RANGE). TAS is extracted from the SPEED POWER table, figure 5.4.
Enter the table with the required % power to obtain fuel flow in US GALIhr
The manifold pressure is read off against pressure altitude and RPM in the correct % power
column
Note that, for example, 75% power and a fuel flow of 29.OGPH should be achieved at FL60 at:
Also, that the fuel flow decreases as power decreases, thus giving greater range and endurance.
To correct for temperatures different from ISA:
For each 6C above ISA, add 1% to tabulated manifold pressure and fuel flow.
For each 6C below ISA, subtract 1% from tabulated manifold pressure and fuel flow.
Make corrections to the nearest 1% only.
Example 3:
Power 65%, RPM 2600, FL 60. Give manifold pressure and fuel flow for ISA and ISA + 12"C.
Ans. ISA:..........IN HG;..........GPH.

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

POWER SETTING, FUEL FLOW AND TAS
Enter the power setting table (fig. 3.3) with required % power to obtain fuel in US gallons per hour.
Manifold pressure is read off against pressure altitude and RPM in the correct % power column
To maintain constant power, add 1% for each 6C above standard. Subtract 1% for each 6C below standard. Do not exceed 34 inches MAP in cruise.
Figure 3.3 POWER SETTING TABLE
POWER 75% I 65% I 55% I POWER
FUEL FLOW 29.0 GPH 1 23.3 GPH I 18.7 GPH I FUEL FLOW 16.0 GPH
RPM 250 260 240 250 260 210 220 230 240 250 260 RPM
0 0 0 0 0 0 0 0 0 0 0
Pres.
Alt (fi)
Temp
"C ISA
MANIFOLD PRESSURE
I Pres.
Alt. (Ft)
MANIFOLD PRESSURE
MAX EGT MAX EGT 1650F

1525F
I Figure 5.3. Power Setting Table

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

Figure 3.4 SPEED POWER
-20 0 20 40 120 140 160 180 200

OUTSIDE AIR TEMPERATURE OC- -
TRUE AIRSPEED KNOTS
SEA LEVEL
Figure 5.4. TAS-KNOTS
5.6 MEP 1-ENDURANCE

The endurance in hours can be obtained either with the 45 MIN. RESERVE FUEL AT 45%
POWER or WITH NO RESERVE.
Example 5:
Cruise altitude l65OOft, 45% power setting. Calculate the fuel endurance with and without the
reserve.
Enter the graph with the cruise altitude.

Move horizontally to the 45% power setting lines in turn for with and without reserves.
Go vertically down to read the endurance in hours to two decimal places.
Ans. Endurance with reserves = ............hrl............hr............min

Ans. Endurance without reserves = ............hrl............hr............min

Figure 3.5 ENDURANCE
SEA LEVEL
ENDURANCE - HRS. -
ENDURANCE HRS.
WlTH 45 MIN. RESERVE AT 45% POWER WlTH NO RESERVE
Figure 5.5. Endurance
5.7 MEP 1- DESCENT FUEL, TIME AND DISTANCE

This table works in the same way as the climb table in that one entry will give the fuel, time and
distance to descend from a pressure altitude (FL) to MSL. If the destination airfield is not at
MSL, then a second entry is needed to extract data for a hypothetical descent from airfield FL
to MSL. This data is subtracted from the former to give the actual descent fuel, time, distance.
Example 6:
Cruise altitude is 16500ft, OAT -13C; destination airfield altitude and OAT are 3000ft and
22C. 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.
Ans. ............
GAL; ............
min; ............
NAM
Repeat the process for the airfield's altitude and temperature.

Ans. ............
GAL; ............ ............
min; NAM
Calculate the difference in the results.

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

Figure 3.6 DESCENT
FUEL, TIME AND DISTANCE TO
40 3 0 -20 -10 0 10 20 30 40 0 I 0 20 30 40 50 60 70 80
OUTSIDE AIR TEMPERATURE "C- FUEL. TIME AND DISTANCE TO DESCEND
Figure 5.6. Descent Graph
EXERCISE 1.
Complete the attached NavIFuel plan for a flight from airfield A to C; alternate D.
a) Airfield A pressure altitude is 2000ft; OAT +2 1"C.
b) Airfield C pressure altitude is 3000ft; OAT +22 "C.
c > Airfield D is at mean sea level; OAT +24 "C.
d) Take-off weight is 4750LB (MTOM); he1 123 GAL.
4 Cruise at FL165 A to C, 65% power setting.
f 1 Diversion data is given.
Met forecast:
11 ROUTE 11
g) 45' holding fuel at 45% POWER at FL 165.
h) For climb use WIV at 213 point of climb profile; for descent use WIV at % point of descent
profile.
i1 For endurance use cruise at FL 165 @ 65% power.

11 SINGLEITWIN PISTON - ENGINE NAVIGATION AND FUEL PLAN - Exercise 1
Line
FROM
STAGE
TO
SAFE
ALT
FL
OAT
OC
Temp
Devn
WIND
Dirn. Speed
Track
T
Hdg
"T
Vrn. Hdg
OM
TAS
kt.
Wind
Camp GS
IDIST. Time
TRIP TOTALS
FUEL MONITORING
I I
TAXI FUEL
I
FUEL RMG CONS. ENDURANCE
GAULB GPHILBPH himin
5% CONTINGENCY FUEL
45 min HLDG FUEL (Final res.)
EXTRA FUEL IF REQD.
TOTAL REQUIRED
~- --
TOTAL ON BOARD

EXERCISE 2.
Using the enclosed European Low Level Wind and Temperature chart (valid 15Z, 2/12/98)
complete the attached NavIFuel plan for a flight from A (N4500 E00500), overhead B (N4730
E00500) to C (N50000 E 00500). Destination alternate is D (close to C) .
a) Airfield A pressure altitude is 2200ft; OAT +6 "C.
b) Airfield C and D pressure altitudes are 200ft and 0C.
c> Take-off weight is 4750LB (MTOM); Fuel 123GAL.
d) Cruise at FL 145 from A to C, power setting 75%.
e) Divert at FL55.
f) Hold at 45% power setting at FL145.

European Low Level WindITemperature Chart
I FROM
LBPH
1 TOC
1 TOD
-----------
TOC 2900 F
D 1900 55
I '
FUEL MONITORING
TIME FUEL RMG

I
CONS.
I
ENDURANCE
I
TAXI FUEL
I 4m2
GALILB GPHILBPH hlmin ETA 5% CONTINGENCY FUEL
EXTRA FUEL IF REQD.
TOTAL REQUIRED
TOTAL ON BOARD

EXERCISE 3.
FUEL MONITORING IN FLIGHT

The enclosed flight plan indicates the fuel remaining readings logged at 100 (take-off) and
every succeeding 20 minutes. Monitor the fuel used since take-off , and calculate at the times
stated the:
a) average consumption per hour during the flight.
b) elapsed time to the limit of safe endurance.
C) ETA for limit of the Safe Endurance.
Log all answers.
This simplified fuel monitoring system (compared with Chapter 4) reflects a more practical way
of dealing with the notoriously inaccurate fuel gauges in light aircraft.
In reality, expect wide swings in the average fuel consumptions calculated during a flight. Note
that on a long flight the calculated fuel consumption will become more accurate as the flight
progresses, but the gauge indications of the fuel remaining in tanks will be less accurate. Hence,
the necessity for the regular and frequent recording of the actual fuel consumption, so that
reasonable estimates of the ETA to the limit of Safe Endurance can be made.

-
-
FUEL ll
I
-
SlNGLErrWlN PISTON ENGINE NAVIGATION AND FUEL PLAN
I _----
- Exercise 3
TAXI FUEL
I
TIME FUEL RMG
GAULB
CONS.
GPHILBPH
ENDURANCE
hlmin
ETA
I 5% CONTINGENCY FUEL
EXTRA FUEL IF REQD.
TOTAL REQUIRED
TOTAL ON BOARD
I
75-12= I I I I NB: FUEL REMAINING LESS HLDG FUEL TOTAL ENDURANCE
ANSWERS TO EXAMPLES AND EXERCISES
Example 1
2 gal; 3 min; 5 narn

15 gal; 27 rnin; 50 narn
Example 2
943 narn
1059 narn
Example 3
30.3 in Hg; 23.3 gph

30.9 in Hg; 23.8 gph (2% added)
Example 4
TAS 173 kt
Example 5
6.16 hr16 hr 10 min (.16x 60 = 9.6 min)

6.91 hrl6 hr 55 min (.91 x 60 = 54.6 min)
Example 6
6 gal; 16 rnin; 44 narn


II - -
S I N G L E m I N PISTON ENGINE NAVIGATION AND FUEL PLAN Exercise 1
DIST. Time
TAXI FUEL 1 4.2
45 min HLDG FUEL (Final res.)

11 -
SINGLE/lWIN PISTON ENGINE NAVIGATION AND FUEL PLAN - Exercise 2
TAXI FUEL
I I
-
TAXI FUEL
TIME FUEL RMG CONS. ENDURANCE 5% CONTINGENCY FUEL

ETA
GAULB GPHILBPH hlmin
EXTRA FUEL IF REQD.
TOTAL REQUIRED
TOTAL ON BOARD
NB: FUEL REMAINING LESS HLDG FUEL TOTAL ENDURANCE

CHAPTER SIX .MEDIUM RANGE JET TRANSPORT
Contents
Page
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 .1
AEROPLANE DATA AND CONSTANTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 .1
OPTIMUM CRUISE ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 .4
SHORT DISTANCE CRUISE ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 .6
SIMPLIFIED FLIGHT PLANNING .INTRODUCTION . . . . . . . . . . . . . . . . . . 6 .8
SIMPLIFIED FLIGHT PLANNING .METHOD . . . . . . . . . . . . . . . . . . . . . . . . . 6 .8
SIMPLIFIED FLIGHT PLANNING .ADDITIONAL ALLOWANCES . . . . . 6 .10
SIMPLIFIED FLIGHT PLANNING EXERCISES 1 & 2 . . . . . . . . . . . . . . . . . . .6 .16
ANSWERS TO SIMPLIFIED FLIGHT PLANNING . . . . . . . . . . . . . . . . . . . . . 6 .17
DETAILED FUEL PLANNING .INTRODUCTION . . . . . . . . . . . . . . . . . . . . 6 .19
DETAILED FUEL PLANNING .EN-ROUTE CLIMB . . . . . . . . . . . . . . . . . . 6 .19
DETAILED FUEL PLANNING .WIND RANGE COliRECTION . . . . . . . . . 6 .20
DETAILED FUEL PLANNING .INTEGRATED RANGE . . . . . . . . . . . . . . . 6 .22
DESCENT TABLE .DETAILED FLIGHT PLANNING . . . . . . . . . . . . . . . . . 6 .29
EXERCISE2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 3 0
NON NORMAL OPERATIONS . . . . : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 3 4
FUEL TANISERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 .36
CALCULATION OF TRAFFIC LOAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 .39
EXERCISE3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 4 1
ANSWERS TO DETAILED FUEL PLANNING . . . . . . . . . . . . . . . . . . . . . . . . 6 - 4 7

FLIGHT PLANNING & MONITORING MEDIUM RANGE JET TRANSPORT
6.1 INTRODUCTION
The performance data base for a modem jet aircraft is invariably contained in the operating company's
flight planning computer set-up and the aircraft's Flight Management System (FMS). The company
Operation's computers will produce flight plans for optimum routes and cruise modes, according to the
instructions given. eg:
Best direct track non-airways.
Best direct airways track.
Best North Atlantic track.
Least fuel or time track.
Extended Range Operations (EROPS) and Non Normal Operations, such as gear down flight.
Crews use the FMS data base for in-flight fuel monitoring, and re-planning of the aircraft's performance
when necessary, in order to obtain prompt accurate information and to reduce the need to refer to the
relevant Operations Manual.
However, JAR Flight Crew Licensing, Flight Planning & Monitoring (Aeroplanes), require the student
to be familiar with the reference material in the CAA Data Sheet MRJT 1, which is based upon extracts
from the Boeing 737 - 400 Operations Manual, and to answer related examination questions.
6.2 AEROPLANE DATA AND CONSTANTS
The aeroplane is a monoplane with twin turbo-jet engines and a retractable undercarriage.
Structural Limits:
Maximum Ramp (Taxi) Mass (MRM) 63060kg

Maximum Take Off Mass (MTOM) 62800kg
Maximum Landing Mass (MLM) 54900kg
Maximum Zero Fuel Mass (MZFM) 51300kg
Dry Operating Mass (DOM) (Average value; from source other than 34270kg
CAA Data Sheet)
Maximum Fuel Load 531 1 US GAL
16145kg @ 3.04kglUS GAL
Constants:
Fuel Density, unless otherwise stated: 3.04kglUS Gal
6.71blUS Gal

From the foregoing data note the following:
Maximum Take-off Mass (MTOM) is the maximum permissible total aeroplane mass at the
start of the take-off run.
Maximum Landing Mass (MLM) is the maximum total permissible landing mass upon
landing under normal circumstances.
Maximum Zero Fuel Mass (MZFM) is the maximum permissible mass of the aeroplane with
no usable fuel.
Dry Operating Mass (DOM) is the total mass of the aeroplane ready for a specific type of
operation, excluding all usable fuel and traffic load. This mass includes:
i) crew and their baggage.
ii) catering and removable passenger service equipment.
iii) potable water and lavatory chemicals.
iv) food and beverages.
Traffic Load is the total mass of passengers, baggage and cargo, including any non-revenue
load.
The amount of fuel allowed for running the Auxiliary Power Unit (APU), starting the engines,
"push-back" and taxi to the take-off point is:
-
Maximum Ramp Mass (MRM) Maximum Take-off Mass (MTOM)
-
63060 62800 = 260ka
Taxi fuel is roughly I 1kglmin. The APU burns 115kglh
The maximum traffic load is:

MZFM DOM -
-
51300 34270 = I703Okg
(Traffic Loads are dealt with at paragraph 6.163
The fuel constants are based upon 3.04kglUS Gal = 6.71blUS Gal.
1 Us Gal - 8.31b @ SG 1
Therefore, fuel SG - 6.7 = .81 (-807)
-
83
US Gal to kg: 5311 x 8.3 x .81 -- 16193kq (16133kg @ .807)
2.205

INTENTIONALLY BLANK

6.3 OPTIMUM CRUISE ALTITUDE

(Ref. Fig. 6.1 - 4 . 2 . 1 in Data Sheet)
The optimum pressure altitude for best fuel mileage is presented for .78Mach cruise, and Long
Range Cruise (LRC) or .74Mach. LRC is recommended for minimum trip fuel as it gives 99%
of the maximum fuel mileage in zero wind. When cruising within 2000ft of the optimum altitude
LRC approximates to a .74Mach cruise.
If the aircraft is flown above or below the optimum altitude for LRC or .74Mach the following
table tabulates the fuel penalty incurred:
OFF-OPTIMUM FUEL MILEAGE PENALTY %

CONDITION LRC .74Mach
2000ft ABOVE
OPTIMUM ALTITUDE
2000ft BELOW
4000ft BELOW
8000ft BELOW
12000ft BELOW
Example 1:
Enter the Optimum Cruise Altitude table with the Cruise Mass (Weight) 56800kg, move
vertically up to the selected cruise profile, LRC1.74Mach or .78Mach, and move horizontally to
read the optimum cruise pressure altitude.
Example 2:
Cruise weight 62000kg. Calculate the optimum pressure altitude for a .74Mach cruise and the
fuel and mileage penalty if the aircraft is cleared to fly 4000ft below.
..............................? (Answers Page 17)

OPTIMUM ALTITUDE
CRUISE WEIGHT 1000 KG
L
45 50 55 60 65 70
BRAKE RELEASE WEIGHT 1000 KG
SHORT DISTANCE CRUISE ALTITUDE
TRIP DISTANCE NAM BRAKE RELEASE WEIGHT 1000 KG
Fig. 6.1. Optimum and Short Distance Cruise Altitudes.

6.4 SHORT DISTANCE CRUISE ALTITUDE

(Ref. Fig. 6.1 - 4.2.2 in Data Sheet)
The cruise distance for sectors of 235nm or less is limited by those required for the climb and
descent. The Short Distance Cruise Pressure Altitude table shows the maximum pressure
altitude at which it is possible to cruise for at least a minute.
Example 3:
Enter with the trip distance, 175nm, and move to the temperature line, ISA + 20C; move
horizontally to the Reference Line and follow the trade lines to intercept the vertical at the Brake
Release Weight, 52000kg; move horizontally to read the optimum cruise pressure altitude:
Example 4:
Sector distance 15Onm,temperature at MSL take-off of 30 "C and brake release weight 425OOkg.
Calculate the maximum short distance cruise pressure altitude.
...............................? (Answers Page 17)

INTENTIONALLY BLANK

6.5 SIMPLIFIED FLIGHT PLANNING - INTRODUCTION

(Ref. Figs. 6.2 to 6.6 - Figs. on Pages 25 to 40 CAA Data Sheet)
Simplified Flight Planning graphs are provided in the CAA MRJT 1 Data Sheet for:
Three LONG RANGE CRUISE; 100 - 600; 200 -1200 and 1000 - 3000nm.
Three 0.74MACH CRUISE; ditto.
Three 0.78MACH CRUISE; ditto.
One 300KIAS CRUISE; 0 - 1000nm.
One STEPPED CLIMB ; 1000 - 4000nm.
One ALTERNATE PLANNING - LRC; 0 - 500nm.
One HOLDING FUEL PLANNING
The LRC, 0.74Mach, 0.78Mach and 300KIAS Cruise graphs have the same presentation.
This chapter provides sample cruise graphs at Figures 6.2,6.3,6.4 and 6.5.
The Simplified Flight Planning charts determine trip fuel and time from brake release to
touchdown. APU usage, taxi, in flight flaps down manoeuvring (other than straight in
approach), Cost Index Adjustments and reserve fuel should be added to the trip fuel from
these charts to obtain the total fuel required. Additional fuel for holding is obtained from the
Holding Fuel Planning table. (Figure 6.6)
6.6 SIMPLIFIED FLIGHT PLANNING - METHOD
Example 5:
LRC trip distance 1000nm; cruise at FL290 with 50kt headwind, ISA - 10"C. Estimated
landing weight 40000kg. Calculate the fuel required and flight time.
Enter with the trip distance and go vertically to the reference line. Follow the flow lines and
correct for 50kt headwind.
Move vertically from this point to the first 29 intersection of the Pressure Altitude lines.
Move horizontally across to the Landing Weight reference line and follow the flow lines to
correct for Landing Weight. Move horizontally across and extract the Fuel
Required ...................
kg
,
Go back to the original vertical line and at the 29 intersection on the upper Pressure Altitude
intersections move horizontally to the Trip Time reference line; follow the flow lines to ISA -
10" C. Move horizontally and read off the Trip Time .......,.. ..........
h min

SIMPLIFIED FLIGHT PLANNING
I00 200 300 400 500 600

TRIP DISTANCE NAUTICAL GROUND MILES
Fig. 6.2. Long Range Cruise

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

TAS +I-
Wind Component
SIMPLIFIED FLIGHT PLANNING - ADDITIONAL ALLOWANCES
% %
COST
FUEL TIME
INDEX
ADJUSTMENT ADJUSTMENT
Cost Index Adjustment
The LRC Simplified Flight Planning charts are based upon climb, cruise and descent speeds
which produce an approximate minimum trip fuel. If the flight is planned to operate with the
Flight Management System (FMS) in the economy (ECON) mode adjustments to the trip fuel
and time are necessary to account for the different flight profile; the table above itemises
these adjustments.
Ground Operations
Fuel may be saved by minimising APU operation. The average APU fuel flow for normal
operations is 115kglh (2501blh).
The taxi fuel allowance is llkglmin (251blmin).

#
Cruise - Air Conditioning (AC) Packs and Enginelwing Anti-ice
AC packs at high flow: Increase the trip fuel by 1%.
Anti-ice: Engine only. Increase trip fuel by 70kglhr.

Engine and Wing. Increase trip fuel by 18Okglhr.

d) Altitude Selection
The best fuel consumption for mileage at a given cruise profile is achieved at the optimum
altitude. The fuel penalty for operations off the optimum altitudes is given by the following
table.
1 OFF-OPTIMUM FUEL MILEAGE PENALTY %
I CONDITION LRC .74Mach
2000ft ABOVE
OPTIMUM ALTITUDE
2000ft BELOW
4000ft BELOW
8000ft BELOW
1 12000ft BELOW
e) Descent
The Simplified Flight Planning charts assume a descent at 0.74MachI250KIAS and a straight
in approach.
For every additional minute of flaps down operation add 75kg of fuel.
For Engine Anti-ice during the descent add 50kg.
f) Holding Fuel
The holding fuel is extracted from the HOLDING FUEL PLANNING table figure 6.6 (Page
40 CAA MRJT 1 data Sheets). The chart is based upon a racetrack pattern at the minimum
drag airspeed, with a minimum of 2 10KIAS. Interpolation for weight and pressure altitude is
required.
E.g. An aircraft holding at a pressure altitude of 1500ft with a weight, at the start of a 30' hold, of
54000kg has a planned fuel flow of 2520klhr. The expected fuel burn in the 30' hold is thus:
2520 + 2 = 1260kg. The aircraft weight at the end of the hold is 54000 - 1260 = 52740kg.

SIMPLIFIED FLIGHT PLANNING Figure 4. 3. 2A
SIMPLIFIED FLIGHT PLANNING

.74 MACH CRUISE
Fig. 6.3. .74 Mach Cruise

SIMPLIFIED FLIGHT PLANNING Figure 4.3.5.
This chart allows the planner to optimise aeroplane performance by increasing the
cruise altitude in 4000ft steps in order to allow for the increase in optimum altitude
as aeroplane weight decreases. The graph is based on 4000ft stepped climbs to
2000ft above the optimum altitude.
The graph provides trip fuel and time, at LRC or 0.74M, from brake release to
touchdown.
The method of use is the same as that for the constant altitude charts except that
the argument of "brake release weight" is used in place of "cruise pressure altitude" -
see chart example.
Simplified flight planning
Fig. 6.4. Stepped Climb Cruise

SIMPLIFIED FLIGHT PLANNING Figure 4. 3. 6

-
ALTERNATE PLANNING LONG RANGE CRUISE
BASED ON:
MISSED APPROACH.
CLIMB TO CRUISE
ALTITUDE.
CRUISE AT LRC.
DESCENT AND
STRAIGHT ON
APPROACH.
FOR DISTANCES >
5OOnm USE LRC.
5 SIMPLIFIED FLIGHT
PLANNING.
TAIL lo(
DISTANCE TO ALTERNATIVE NAUTICAL GROUND MILES
Simplified Flight Planning
Fig. 6.5. Alternate planning

4. HOLDING FUEL PLANNING
The table below provides fuel flow information for planning holding reserve fuel requirements.
Chart is based on racetrack pattern at minimum drag airspeed - minimum speed 2 10 KIAS.
For holding in straight and level reduce table values by 5%.
Figure 4.4
FLAPS UP
Pressure WEIGHT 1000 Kg
Altitude 66 64 62 60 58 56 54 52 50 48 46 44 42 40 38
Ft TOTAL FUEL FLOW KGIHR
Fig. 6.6. Holding

6.8 SIMPLIFIED FLIGHT PLANNING EXERCISES
EXERCISE 1.
Plan a stepped cruise using the following data:

The distance departure (MSL) to destination (MSL) is 2000nm, WC bOHead, ISA -5 "C and brake release
weight 57500kg. Destination holding fuel, normal race track pattern, for 45' at pressure altitude of 25OOft
at an estimated start weight of 44000kg.(use Holding Fuel Planning table)
Departure APU usage 50'. Taxi time estimated at 15' before take-off and 10' at destination or alternate;
all descents straight in. Air Conditioning packs at high flow from the departure to destination and for
the diversion.
Wing and engine anti-icing fuel for departure to destination, plus an hour during the diversion; climb and
descent to be counted as cruising.
Destination to Alternate distance is 300nm, WC 20Tail; estimated landing weight at diversion is
42000kg.
Calculate:
a) the total fuel for this route.
b) the flight time departure to destination, and destination to the alternate.
c) the destination landing weight, after holding for 20'.
d) the diversion airfield landing weight, assuming the holding fuel is unused.
EXERCISE 2.
a) Calculate the fuel required and flight time, given:

300kt cruise at FL200 and ISA - 10" C. Route distance 6OOnm,WC 130head. Estimated landing
weight 45000kg.
b) The altitude and mean sea level pressure at the destination airfield are 70ft and 982mblhPa.
Calculate the fuel flow and fuel required if the aircraft is held for 45min at 4000ft above the
airfield in straight and level flight, at a start weight of 5 1000kg. ( lmb/hPa = 30')
c) An aircraft is to fly a track of 180(T), variation 10E, route distance 1750nm with zero wind
and temperature ISA+ 10"C. Its planned cruise weight is 58000kg, and estimated landing weight
47500kg. Calculate the optimum flight level and the fuel and time for a 0.78M cruise.

ANSWERS TO SIMPLIFIED FLIGHT PLANNING
Example 1.
335008 at LRC1.74Mach; 32600ft at .78Mach
Example 2.
3 1500ft, fuel penalty +4%, mileage - 4%
Example 3.
28000ft
Example 4.
295008 (ISA +15"C)
Example 5.
6700kg; 3h.
EXERCISE 1.
a) 17814kg. b) 5h 42min; 50min. c)
EXERCISE 2.
a) 6250kg, 2h 18min. b) 2340kg/h, 1755kg.
c) FL330 and above, 1O6OOkg; 4h.

FLIGHT PLANNING AND MONITORING MEDIUM RANGE JET TRANSPORT
EN - ROUTE CLIMB
FIGURE 4.5.1 280.174 ISA -6C TO -15OC
Press Units BRAKE RELEASE WEIGHT KG.

Alt. MinIKg.
Ft. NAMIKls
Timelfuel
DistfTAS
Timelfuel
DisVTAS
Timelfuel
DistfTAS
33000 Timelfuel
DistfTAS
32000 Timelfuel
DistlTAS
31000 Timelfuel
DistfTAS
30000 Timelfuel
DistfTAS
29000 Timelfuel 1711550
DistrrAS 921361
28000 Timelfuel I611450
DistfTAS 841356
27000 Timelfuel 1511400
DistrrAS 771352
26000 Timelfuel I411350
DistfTAS 711348
Fuel Adjustment for high elevation Airport Elevation 2000 4000 6000 8000 I0000 12000
airports
Effect on time and distance is negligible Fuel Adjustment -50 -100 -150 -250 -300 -350
Jar FPTab7
Fig. 6.7. Detailed fuel Planning - En-route Climb

6.9 DETAILED FUEL PLANNING - INTRODUCTION

(Ref. Figs 6.7 to 6.17 - Pages 40 to 98 CAA Data Sheet)
Detailed Fuel planning information is provided in the CAA MRJT 1 Data Sheet for:
Four EN-ROUTE CLIMB TABLES, ISA -15 to 25C

One WIND RANGE CORRECTION GRAPH
Eleven LONG RANGE CRUISE TABLES, FL270 FL370 -
Seventeen Mach 0.74 CRUISE TABLES, FL210 FL370 -
Six Mach 0.78 CRUISE TABLES, FL290 FL390 -
Eight LOW LEVEL CRUISE 300 KlAS TABLES, FL140 TO FL210
Two DESCENT TABLES
One "Gear Down" Ferry Flight Table
-
One LRC CRITICAL FUEL RESERVES GRAPH 1ENGINE INOPERATIVEand ALL
ENGINES OPERATIVE
-
One LRC In Flight Diversion 1 ENGINE INOPERATIVE
Two Fuel Tankering Graphs
One Fuel Price Differential Graph
Figures 6.7 to 6.17 in this chapter are a representative selection of the above.
6.10 DETAILED FUEL PLANNING - EN-ROUTE CLIMB

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

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

Example 2:
Calculate the en-route climb data from the following:

Airfield elevation 3000ft, mean wind component 30Head, brake release weight 59000kg, cruise
pressure level 35000ft and OAT -62 "C.
.........min; fuel burn...........kg;...........nam,.......n g TAS ............kt ?

(Answers page 6.47)
6.11 DETAILED FUEL PLANNING - WIND RANGE CORRECTION

(Ref. Fig. 6.8 - 4.5.2 in Data Sheet)
This graph is used for conversion of nautical ground miles to nautical air miles. It is
provided for detailed flight planning, in conjunction with the "integrated range tables", for
typical distances between checkpoints. For longer distances apply a multiple of 10 to the air and
ground distances.
Enter the graph with average TAS and correct for the wind component.
Move to the appropriate ground distance slope and proceed vertically down to read the air
distance .
Example 3.
Given a cruise distance of 35OOngm, average TAS 505kt and 50head WC calculate the nautical
air mile distance.
From graph: ...............nam? or

CRP5: Put the groundspeed 455kt (outer scale) against the TAS 505kt (inner scale)
and read off the nautical air miles (inner scale) against nautical ground miles
(outer scale)
...............nam? or
Formula: NAM = 3500XTAS = .......,.......nam ?
GS

Figure 4.5.2 WlND RANGE CORRECTION GRAPH
AVERAGE CRUISE TAS KTS AIR DISTANCE NAM
*FOR LONGER DISTANCES SEE THE TEXT I WlND RANGE CORRECTION
Fig.6.8. Detailed Fuel Planning-WindIRange Correction

6.12 DETAILED FUEL PLANNING - INTEGRATED RANGE
Integrated range tables for Long Range Cruise, 0.74 and 0.78Mach Cruise and Low Level 300
KIAS Cruise are included in the CAA Data Sheet MRJT 1, pages 47 to 88. The same method
of data extraction is used for all tables.
The tables use the "difference" principle, the difference in two weights being the fuel weight
used for a sector. The corresponding difference in the tabulated distance equates to the
still air distance for that weight of fuel. Thus, all ground distances affected by a wind
component must be first converted to still air distances.
For convenience gross weights are tabulated at lOOkg intervals so that table values may be
extracted without interpolation. For instance, using the table page 47 CAA MRJT 1, a gross
weight of 5 l5OOkg equates to a cruise distance of 3093 nam; a cruise distance of 4420nam
equates to a gross weight of 59600kg.
The TAS for the 0.74m and 0.78mrn is tabulated at the top of each pressure altitude page; for
LRC the TAS is found against the adjacent gross net weight figure.
Note the corrections to Fuel Flow and TAS, below each table, for Operation at Non-
standard Temperatures
Carefully study the graphs and then attempt Example 4, page 6-24.

4.5.3.1 Long Range Cruise
All Engines Maximum Cruise Thrust Limits AIC Auto
PRESSURE ALTITUDE 27000 Ft.
GROSS
WT.
KG CRUISE DISTANCE NAUTICAL AIR MILES
TAS
35000 371
36000 375
37000 379
38000 383
39000 387
40000 391
41000 394
42000 398
43000 401
44000 405
45000 408
46000 411
47000 414
48000 417
49000 420
50000 423
51000 426
52000 428
53000 43 1
54000 433
55000 435
56000 437
57000 438
58000 440
59000 441
60000 442
61000 443
62000 444
63000 444
64000 444
6500 444
66000 444
67000 444
P-TAb4-5-3
NOTE- OPTIMUM WEIGHT FOR PRESSURE ALTITUDE EXCEEDS STRUCTURAL LlMlT
THRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER EXCEEDS STRUCTURAL LIMIT
THRUST LIMITED WEIGHT FOR ISA + 15 ' EXCEEDS STRUCTURAL LIMIT
THRUST LIMITED WEIGHT FOR ISA + 20 EXCEEDS STRUCTURAL LIMIT
ADJUSTMENTS FOR OPERATION AT NON-STANDARD TEMPERATURES -
INCREASE FUEL REQUIRED BY 0.5 PERCENT PER 10 DEGREES C ABOVE ISA
DECREASE FUEL REQUIRED BY 0.5 PERCENT PER 10 DEGREES C BELOW ISA
INCREASE TAS BY I KNOT PER DEGREE C ABOVE ISA
DECREASE TAS BY 1 KNOT PER DEGREE C BELOW ISA
Fig. 6.9. Detailed Flight Planning - LRC
6 - 23 O Oxford Aviation Services Limited

MACH 07.4 CRUISE
PRESSURE ALTITUDE 21000 Ft. TAS 453 Kts
GROSS
WT
KG
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

THRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER EXCEEDS STRUCTURAL LlMlT
Fig. 6.10. Detailed Flight Planning-mach 0.74 Cruise

4.5.3.3 LOW LEVEL CRUISE 300 KlAS

PRESSURE ALTITUDE 14000 Ft. TAS 366 Kts
0 200 300 500 600 900

GROS
CRUISE DISTANCE NAUTICAL AIR MILES

THRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER EXCEEDS STRUCTURAL LlMlT
THRUST LIMITED WEIGHT FOR ISA + 15 , EXCEEDS STRUCTURAL LIMIT
Fig. 6.1 1. Detailed Flight planning-Low Level

Example 4. Mach 0.74 INTEGRATED FUEL PLAN. Reference page 70 CAA MRJT 1 Data Sheet
INTEGRATED FLIGHT PLAN EXAMPLE 4
SECTOR Gross
Temp Temp Track Wind GS Cruise Minus
FL OT TAS NGM EET NAM Start FUEL
NAM
FROM TO
"C Devn
Dirn Speed
comp kt
WT
Value
-
A B - 330 0 -20 240 53500
B C - 330 0 -30 370
C D - 330 0 -40 410
1. Extract cruise TAS ............ kt. 2. Convert NGM to NAM
3. Enter 0.74M cruise table with Gross Weight 53500kg and extract Cruise Distance, ................ Subtract ...........NAM, = .............nam.
4. Enter table with ...............nm and extract corresponding Gross Weight, .............kg. Fuel burn A to B is ................ - ................ = ..................kg-
5. Copy Minus NAM from LINE 1 into Cruise Value LINE 2. Subtract ............ NAM = ............ nam.
6. Enter table with ................nm and extract corresponding Gross Weight, ................kg. Fuel burn B to C is ................ - ............... = ................kg.
7. Repeat the process.
Note: a) The percentage increase or decrease i n Fuel Required for 10C above or below ISA.
b) The increase or decrease i n TAS by Ikt per 1"C above or below ISA.
INTENTIONALLY BLANK

FLIGHT PLANNING & MONITORING. MEDIUM RANGE JET TRANSPORT
Figure 4.5.4 Descent
.74M/250 KlAS
PRES. TIME FUEL DISTANCE NAM

ALT. MIN. KG.
FT. LANDING WEIGHT KG.
.70M1280/250 KlAS
I 1 DISTANCE NAM
PRES. 1 IIIVI~ ruu
ALT. I
MIN. KG. LAN[ ING WEIGHT KG.
FT.
35000 45000
21 280 88 100
20 275 84 96
20 275 80 91
19 270 76 86
18 265 72 82
17 260 69 78
17 255 64 73
BASED ON IDLE THRUST

ALLOWANCES FOR A STRAIGHT-IN APPROACH ARE INCLUDED.
Fig. 6.12. Descent

6.13 DESCENT TABLE - DETAILED FLIGHT PLANNING

(Ref. Fig 6.12 - Page 89 CAA MRJT 1 Data Sheet)
Time, fuel and distance(nam) for a flight idle thrust descent are tabulated for :
a) 0.74M1250 KIAS, which approximates to an economy descent, and
b) 0.70M1280 KIAS, turbulent air penetration descent.
Allowances are included for a straight-in approach with undercarriage down.
Increase fuel during the descent by 50kg for engine anti-ice.
Example 5.
Given a landing weight of 54900kg and a mean descent wind component of 5Okt head calculate
the time, fuel and ground distance for a 0.74M descent from FL330.
Fuel ...........kg; time............min; distance...........nam;...........ngm.

Example 6.
An aircraft with an estimated landing weight of 48500kg descends from FL3 10 to fly a straight
in approach, through turbulent air with the engine anti-ice on; the wind component is 45kt tail.
Calculate the fuel burn, time and ground distance
Fuel ..........
kg; time ............
min; distance ............
nam; ...........
ngm.
EXERCISE 1
Complete the Integrated Flight Plan from the following data:

Long Range Cruise flight at FL370 from A to E with a nominated alternate airfield. Airfield
elevation at A is 3000ft; mean sea level at E and the Alternate. The gross take-off
weight(mass) at A is 56000kg. The estimated landing weights at E and the alternate are 46000kg
and 43000kg.
Fuel: ,
Route: Allow 5% contingency A to E.
Descent: Straight in descent with gear down and no air turbulence.
Diversion: Use Alternate Planning LRC graph page 39, CAA Data Sheet.
TaxiIAPU: Allow 260kg.
Air Conditioning: 1% for cruise A to E.
Engine and wing anti-ice: 180kglh for cruise A to E.
Holding: Compute 45' holding fuel for straight and level flight at a
pressure height of 1500ft overhead E. (page 40 CAA Data
Sheet). Use 47000kg as the start weight for the hold.

When the plan is completed answer the following:
a) Assuming that the contingency and holding fuel are unused, what is the estimated
landing weight at the Alternate?
b) At a cruise weight of 56000 kgs what is the optimum LRCl0.74M level ?
c) The aircraft's track is 180" (T) and variation 10"E. The lowest optimum IFR cruise level
is ?
d) If the variation was 10"W what is the amended lowest optimum IFR level ?
e) If the gross brake release weight is 46000kg, trip distance 150nam and temperature ISA
+10 "C, what is the short distance cruise ?
EXERCISE 2
Complete the Integrated Flight Plan from the following data:
The aircraft's estimated cruise weight is 60000kg; the ramp weight is 61500. It is tasked to fly
a route where the overall magnetic variation is 15"W. The trip is to be flown at the lowest ICAO
IFR optimum pressure altitude for 0.78M. Details are provided in the attached Flight Plan and
all the airfields are less than 100ft above mean sea level. The forecast QNH at the destination,
E, is 1029mb.
Fuel:
Route: Allow 5% contingency A to E.
Descent: Straight in descent with gear down with turbulence forecast.
Diversion: Use Alternate Planning LRC graph page 39, CAA Data Sheet;
estimated landing weight 47000kg.
TaxiIAPU: Allow 20' APU and 20' Taxi.
Air Conditioning: 1% extra to cruise fuel to destination.
Engine and wing anti-ice: 180kgIh for cruise A to E.
Holding at E: Compute 45' holding fuel, straight and level, at an altitude of
2000ft overhead E. (page 40 CAA Data Sheet). Assume an
initial weight of 50000kg.
When complete, answer the following:
a) During the descent into E the pilot sele~tedthe flaps down 4 minutes before the ILS
outer marker. What extra fuel was burnt ?
b) How much of the contingency fuel was used if the engine anti-ice was selected during
the descent ?
c) If the Anti-ice, Air Conditioning and half the TaxiIAPU fuel have been burnt, what is
the estimated landing weight at E?
d) If a LRC flight is planned to operate in the ECON mode what adjustments to fuel and
time are needed if the Cost Index is 30 ?

INTENTIONALLY BLANK

6.14 NON NORMAL OPERATIONS

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

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

-
Figure 4.6.1 Non Normal operation 'Gear Down' Ferry Flight
[SIMPLIFIED FLIGHT PLANNING~
0 200 400 600 800 1000

TRIP DISTANCE NAUTICAL GROUND MILES
Fig.6.13. Non Normal Operation - 'Gear Down' Ferry Flight

6.15 FUEL TANKERING

(Ref. Figs. 6.16/17 - Page 96 CAA MRJT 1Data Sheets)
When the cost of fuel at the destination airfield is greater than that at the departure, the LRC or
.74Mach Fuel Tankering graphs may be used to determine if it is economical to carry fuel
in excess of that required for the flight; a large percentage of this extra fuel can then be used
for the return flight or another sector. These charts should only be used if the cruise altitude
capability is not adversely affected by tankering.
To obtain the smaller, but potentially significant, percentage ofthe surplus fuel that will be burnt,
due to the increased gross weight of the aircraft resulting from the tankered fuel, the entering
values for each graph are:
a) Trip distance NAUTICAL AIR MILES.
b) Cruise pressure altitude.
c) Landing Weight (WITHOUT TANKERING).
The LRC example (Fig. 6.16) shows that, for a trip of 1600nam at FL 330 and 42500kg Landing
Weight (Without Tankered Fuel), if excess fuel is carried 13.2% of it will be consumed as a
fuel penalty, due to the aircraft's higher gross weight.
For fuel tankering to be economical the fuel price at the destination must be greater than
the break even fuel price. The Fuel Price Differential Graph (Fig. 6.17) presents the Break
Even Fuel Price Destination Airport for any Surplus Fuel Burn percentage and Fuel Price at
Departure Airport; the fuel price is quoted as cents/US Gal.
Using the 13.2% Surplus Fuel Burn in the example and a Departure Airfield Fuel Price of
100 cents the Break Even Fuel Price Destination Airport is 115 cents.

LONG RANGE CRUISE
SURPLUS FUEL BURN %
SURPLUS FUEL BURN %
Figure 6.16. Fuel Tankering

Figure 4.8.2 Fuel Price Differential
0 5 10 15 20 25 30
SURPLUS FUEL BURN X
Fig. 6.17. Fuel Tankering-Fuel Price Differential
Example 9.
An aircraft is planned to fly a LRC at FL350, ISA -lOC, at an average gross cruise weight of
55000kg and a Landing Weight(Without Tankered Fuel) of 475OOkg; the wind component is
-30kt and the trip distance 1600ngm. Calculate:
the % Surplus Fuel Bum.
the Break Even Fuel Price Destination Airport if the Fuel Price at Departure Airport is
75centsAJS Gal. ..................
cents
Example 10.
An aircraft is tasked to fly a .74Mach cruise at FL310, ISA +15"C with a Landing
Weight(Without Tankered Fuel) of 4OOOOkg. The sector distance is 1050ngm,wind component
+35kt. Calculate
the % Surplus Fuel Bum.
the Break Even Fuel Price at Destination if the Fuel price at Departure is 85 cents/US
Gal.
....................
cents

6.16 CALCULATION OF TRAFFIC LOAD
Careful flight planning ensures that sufficient safe fuel is carried for a particular flight. This fuel
load, together with the airframe limitations listed below, will determines the revenue earning
portion of the Traffic Load. TRAFFIC LOAD is the total mass of passengers, baggage and
cargo, including any non-revenue load.
When the fuel required has been decided for a particular flight the Traffic Load may be
calculated after taking into account the following airframe structural limitations:
a) DRY OPERATING MASS (DOM) is the total mass of the aeroplane ready for a
specific type of operation excludinp all usable fuel and traffic load. This mass
includes such items as:
i) Crew and baggage.
ii) Catering and removable passenger service equipment.
iii) Potable (drinking) water and lavatory chemicals.
b) MAXIMUM ZERO FUEL MASS (MZFM) is the maximum permissible mass of

an aeroplane with no usable fuel.
C) MAXIMUM STRUCTURAL TAKE-OFF MASS (MTOM) is the maximum

permissible total aeroplane mass at the start of the take-off run.
d) MAXIMUM STRUCTURAL LANDING MASS (MLM) is the maximum

permissible total aeroplane mass upon landing under normal circumstances.
The DOM will vary as the role of the aircraft varies. For instance, the DOM for a freight task
is considerably less than that for the same airframe fitted out to carry a maximum passenger
load.
The MZFM is a stress limit which is determined by structural airworthiness requirements. All
extra weight above this limit must comprise fuel only. The added fuel, which is invariably
carried in the wing, increases its stiffness and reduces its bending and torsion (twisting). Thus
the MZFM can in many instances determine the overall Traffic Load, particularly on sectors
which require a small fuel uplift; the reduced fuel requirement cannot automatically be
substituted with extra traffic load. Thus:
OVERALL (STRESS) TRAFFIC LOAD = MZFM - DOM
MTOM and MLM are obvious limitations on the Traffic Load and under normal operating
conditions they must not be exceeded. MTOM comprises the DOM, route fuel at start of the
take-off run and Traffic Load.
The MLM comprises the DOM, the fuel remaining at touchdown and the Traffic Load.

Thus all three limits must be considered, separately, prior to flight in order to determine
the limiting Traffic Load.
( N.B. See appendix 2 this book, and pages 2 and 3 of the CAA Flight Planning and Monitoring
Data Sheet, for those definitions which are not given in ICAO or JAA documentation but are in
common use.
Example 11.
Calculate the maximum Traffic Load given:
MTOM
MLM
MZFM
DOM
Fuel at Take-off
Estimated landing fuel
a) Stress limit Traffic Load
b) TOM limit -
MTOM (DOM + Take-off Fuel)
-
209000 ( '125000 + 37500)
----------kg
c) LM limit -
MLM (DOM + Landing Fuel)
-
183000 ( 125000 + 11000)
----------kg
The smallest of the three is the maximum Traffic Load: kg
Or, using a tabulated format:
11 DOM 11 - 125000 1- 125000 1- 125000 I
Maximum Traffic Load

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) The maximum Traffic Load

ii) The take-off weight when maximum payload is carried.
11 Zero Fuel Mass I Take-Off Mass I Landing Mass 1)

b) Assume for a flight from A to B:

Maximum Take-off Mass
Dry Operating Mass
Mean TAS
Distance A to B
Mean consumption
Reserve he1 to be carried (assume unused)
Maximum Landing Mass
Calculate the maximum Traffic Load which can be carried:
i) In still air conditions.

ii) With a headwind of 40 kt.
-------- MAXIMUM ZERO FUEL MASS-----------0
DOM FUEL AT START OF TAKE-OFF
I 2. TRAFFIC LOAD ?
I
1. MZFM TRAFFIC LOAD LIMIT - kg
2. MTOM TRAFFIC LOAD LIMIT - kg
3. MLM TRAFFIC LOAD LIMIT - kg
4. MAXIMUM TRAFFIC LOAD (SMALLEST OF THE THREE) = ....................... kg

C) Details of a flight from P to Q are as follows:

MTOM
Dry Operating Mass
Maximum Zero Fuel Mass
Mean TAS
Distance P to Q
Mean Fuel consumption
Reserve Fuel (assume unused)
Find:
i) Maximum Traffic Load in still air.
ii) Maximum Traffic Load with a 100 kt tail wind.
DOM 1 -I.H TRAFFIC LOAD ? 1 FUEL AT START OF TAKE-OFF I

I I 2. TRAFFIC LOAD 7
I
r
DOM
3. ~m
LOAD?
MZFM TRAFFIC LOAD LlMlT - kg
MTOM TRAFFIC LOAD LIMIT - kg
MLM TRAFFIC LOAD LlMlT - kg
MAXIMUM TRAFFIC LOAD (SMALLEST OF THE THREE)

d) Given:
Maximum Take Off Mass 114 000 lb
DOM 61 000 lb
Maximum Zero Fuel Mass 95 000 lb
Average groundspeed 500 kt
Mean fuel consumption 6250 lb/h
Reserve he1 to be carried (assume unused) 5000 lb
Maximum Landing Mass 102 000 lb
Calculate the maximum traffic load that could be carried over the following sector distances:
i) 800 nm
ii) 1700 nm
DOM

e) Given:
Maximum Take-off Mass
Maximum Zero Fuel Mass
Dry Operating Mass
Traffic Load
Total trip fuel required (including all reserves and diversion fuel)
Estimated reserve on landing
Calculate the extra fuel uplift available..
f) Given:
Maximum authorised Take-off Mass 45 000 kg
DOM 24 500 kg
Maximum authorised Zero Fuel Mass 36 500 kg
Mean TAS 425 kt
Maximum fuel capacity 13 300 kg
Mean fuel consumption 2400 kglh
Reserve fuel (assume unused) 1300 kg
Maximum Landing Mass 39 500 kg
Assuming still air conditions determine:
i) The absolute maximum Traffic Load this aircraft can carry.
ii) The greatest distance over which the maximum traffic load in (i) can be carried. (Assume
reserve fuel unused).
iii) The maximum range of this aircraft (assume reserve fuel unused).
iv) The greatest Traffic Load which can be carried over the maximum range in (iii).
Zero Fuel Mass Take-Off Mass Landing Mass I

g) An aircraft is to fly from A to B and then to C without refuelling at B.
MTOM at A 41 800 kg
MTOM at B 37 000 kg
DOM 23 500 kg
Maximum Zero Fuel Mass 31 300 kg
Mean TAS 418 kt
Distance A to B 521 nm
Distance B to C 703 nm
Wind component A to B tailwind 35 kt
Wind Component B to C headwind 30 kt
Mean fuel consumption A to B 3 100 kglhr
Mean fuel consumption B to C 2950 kglhr
Reserve fuel (assume unused) 2000 kg
Maximum Landing Mass at B 38 000 kg
MLM at C 36 500 kg
Cargo weighing 1250 kg loaded at A must be carried to C.
Determine the maximum Traffic Load that could be loaded at :
a--------
MAXIMUM ZERO FUEL MASS-----------0
DOM FUEL AT START OF TAKE-OFF
2. TRAFFIC LOAD ?
*--------
MAXIMUM ZERO FUEL MASS ----------G
DOM
MZFM TRAFFIC LOAD LIMIT = kg
MTOM TRAFFIC LOAD LlMlT - kg
MLM TRAFFIC LOAD LlMlT - kg
MAXIMUM TRAFFIC LOAD (SMALLEST OF THE THREE)

ANSWERS TO INTEGRATED FLIGHT PLANNING ETC.
Example 1. 19min, 155Okg, 104nam/ngm, 374kt TAS.
Example 2. 19.5min, 1475kg, 109.5nam/lOlngm, 379kt TAS.
Example 3. 3900nam, 3888nam, 3885nam.
Example 4. See Flight plan over.
Example 5. 2lmin, 285kg, 103nam, 85.5ngrn.
Example 6. 19min, 270 + 50 = 320kg, 88.5nam, 102ngm.
Example 7. 7 1OOkg, 2h 24min
Example 8. 1O3OOkg, 2h 48min
Example 9. 16.8%, 90cents
Example 10. 6.2%, 92cents.
Example 11. 46000kg, 46500kg, 47000kg. Answer is lowest of the three: 46000kg
EXERCISE 1.
a) Estimated landing weight at Alternate is 44766kg. b) FL338.
C) FL330. d) FL310. e) 30000ft
EXERCISE 2.
a) 4 X 75 = 300kg. b) 50kg c) 49971 - (642 + 129 + 98) = 49102kg
d) Increase fuel by 1.5%; no time penalty.
EXERCISE 3.
a);) 9040kg; ii) 73960kg b)i) 10100kg; ii) 9270kg c)i) 9930kg ii) 17500kg
d)i) 340001b ii) 267501b e) 2600kg f)i) 12000kg ii) 1275nm iii) 2 l25nm
iv) 7200kg g)i) 7 l5Okg ii) 4900kg

-
=
LlNE
-
1
-
2
-
3
-
4
-
5 1. Extract cruise TAS 430kt. 2. Convert NGM to NAM
-
6 3. Enter 0.74M cruise table with Gross Weight 53500kg and extract Cruise Distance, 3796nm. Subtract 252NAM, 3544nm. ,
-
7 4. -
Enter table with 3544nm and extract corresponding Gross Weight, 52100kg. Fuel burn A t o B i s 53500 52100 = 1400kg.
-
8 5. Copy Minus NAM from LINE 1 into Cruise Value Line 2. 3544. Subtract 398nam = 3146nm.
-
9 6. -
Enter table with 3146nm and extract corresponding Gross Weight, 50000kg. Fuel burn B t o C i s 52100 50000 = 2100kg.
-
10 7. Repeat the process.
-
11 Note: a) The percentage increase or decrease in Fuel Required for 10C above or below ISA.
-
12 b) The increase or decrease in TAS by Ikt per 1"C above or below ISA.
5% CONTINGENCY
SECTOR
Temp
FL
FROM TO "C
CHAPTER SEVEN .MRJT ADDITIONAL PROCEDURES
Contents
Page
ETOPS .INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 .1
ETOPS .DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 .1
ETOPS .MEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 .2
ETOPS .COMMUNICATIONS AND NAVIGATION FACILITIES . . . . . . . . . 7 .4
ETOPS .FUEL POLICY PRE-FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 .4
ETOPS .FUEL POLICY IN-FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 .5
ETOPS .CRITICAL FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 .5
ETOPS .MOST CRITICAL POINT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 .6
ETOPS .COMPUTER FLIGHT PLAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 .8
ETOPS .DATA SHEETS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 .10
RE-CLEARANCE FLIGHT PLAN .INTRODUCTION . . . . . . . . . . . . . . . . . . 7 .18
RE-CLEARANCE FLIGHT PLAN .FUEL REQUIREMENTS . . . . . . . . . . . . 7 .20
RE-CLEARANCE .PRACTICAL EXAMPLE . . . . . . . . . . . . . . . . . . . . . . . . . 7 .20
ISOLATED AERODROME PROCEDUN . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 .22
COMPUTER FLIGHT PLANS .INTRODUCTION . . . . . . . . . . . . . . . . . . . . . 7 .23
COMPUTER FLIGHT PLANS .CHECKING ACCURACY . . . . . . . . . . . . . . 7 .27
METEOROLOGICAL CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 .28
EXERCISE 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 .37
ANSWERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.42

FLIGHT PLANNING AND MONITORING -
MRJT ADDITIONAL PROCEDURES
7.1 EXTENDED RANGE TWIN OPERATIONS (ETOPS) - INTRODUCTION

(Reference: JAR - OPS 1.245, IEM OPS 1.245(a), JAR - OPS 1.246, JAR - OPS 1.255,
AMC OPS 1.255,1.297(d), CAP513)
The loss of a power unit, or certain major systems, by twin-engined Performance Class A
aircraft whilst flying over water or remote areas, causes greater problems than similar events
on aircraft with three or four engines. It is, therefore, necessary to limit the distance all such
twin-engined aircraft (including those powered by turbo-props and reciprocating engines) may
be away from an adequate airfield. This distance equals one hour's flight time, in still air
and standard conditions, at the normal one-engine-inoperative cruise speed. (See Fig. 7.1)
Any operations planned to fly a twin-engined public transport aeroplane beyond this
distance from an adequate aerodrome will be considered to be Extended Range Twin
Operations (ETOPS). (See JAR - OPS 1.245 and Fig. 7.1)
An operator may be authorised to conduct ETOPS with a particular airframelengine

combination within a particular area (e.g. North Atlantic) where the maximum diversion time,
from any point along the proposed route of flight to an adequate aerodrome, is up to 180
minutes or less (i.e. 90,120 or 138 minutes) at the normal one-engine-inoperative cruise speed
(under standard conditions and in still air). These areas will be specified on the permission
issued by the Regulatory Authority for the purpose of approving ETOPS. An operator shall not
conduct operations beyond the threshold distance determined in accordance with JAR -
OPS 1.245 unless approved to do so by the Authority and prior to an ETOPS flight an
operator shall ensure that a suitable ETOPS en-route alternate is available within the
appropriate diversion time.
7.2 ETOPS - DEFINITIONS

(See Fig. 7.1)
Extended Range Twin Operations are those operations intended to be, or actually, conducted
over a route that contains a point further than one hour's flying time (in still air) at the normal
one-engine-inoperative cruise speed from an adequate aerodrome. When, alternatively a
Threshold Distance has been agreed with the Authority, all non-ETOPS flights shall remain
within the Threshold distance of an adequate aerodrome.
ETOPS Segment is the portion of an ETOPS flight that begins when the aeroplane is first more
than the Threshold distance from any adequate aerodrome (ETOPS Entry Point) and ends when
the aeroplane is last more than the Threshold distance from any adequate aerodrome (ETOPS
Exit POINT).
Normal One-engine-inoperative Cruise Speed

An operator shall determine a speed for the calculation of the maximum distance to an adequate
aerodrome for each two-engined aeroplane type or variant operated, not exceeding V,, based
upon the true airspeed that the aeroplane can maintain with one-engine-inoperative under certain
conditions.
See JAR - OPS 1.245 (b) for determination of this speed, which is only intended to be used to
establish the maximum distance from an adequate aerodrome.

Threshold Time is 60 minutes.

(Before granting an extension to the Threshold Time the Licensing Authority considers the
following factors: propulsion system reliability record, modification and maintenance
programme, flight dispatch requirements, training evaluation programme, operations limitation
and specifications, operational validation flight and continuing surveillanceand engine reliability
monitoring.).
Threshold Distance is the distance travelled in still air in 60 minutes by an aircraft at the normal
one-engine-inoperative cruise speed.
Rule Time is the maximum time that any point on the route may be from a suitable aerodrome
for landing, as specified by the Authority and included in the operations Manual.
Rule Distance is the distance travelled in the Rule Time, at the normal one-engine-inoperative
cruise speed.
Adequate Airfield. In general terms an operator may make an appraisal that an aerodrome has
long enough runways, and is sufficiently equipped, to be considered adequate for his planned
ETOPS routes. In particular it should be expected that at the anticipated time of use:
a) the aerodrome will be available and equipped with the necessary ancillary services, such as
ATC, sufficient lighting, communications, weather reporting, navaids and safety cover, and
b) at least one letdown aid (ground radar would so qualify) will be available for an instrument
approach.
Suitable Airfield. The commander must satisfy himself on the day, using criteria provided by
the operator, that he has sufficient adequate aerodromes which, taking into account the weather
and any equipment unserviceabilities, are suitable for his intended operation. An aerodrome
shall not be selected as an ETOPS en-route alternate unless the appropriate weather reports or
forecasts, or any combination thereof, indicate that, during a period commencing 1 hour
before and ending 1 hour after the expected time of arrival at the aerodrome, the weather
conditions will be at or above the planning minima prescribed. (JAR - OPS 1.297 (d)).
7.3 ETOPS - MINIMUM EQUIPMENT LIST (MEL)
Primary system redundancy levels appropriate to ETOPS will be reflected in the MEL. For
aeroplanes in operational service the existing'MEL will be re-evaluated and adjusted as
necessary to reflect the primary system redundancy levels required for ETOPS. Primary
airframe systems are those which have a fundamental influence on flight safety and could
be adversely affected by the shutdown of a power unit. Examples are:
Electricalhattery, Hydraulic, Pneumatic, Flight Instrumentation, Fuel, Flight Control, Ice
Protection, Engine Start and Ignition, Propulsion System Instruments, Navigation and
Communications, APUs, Air Conditioning and Pressurisation, Cargo Fire Suppression,
Emergency Equipment, Engine Fire Detection and Extinguishing Systems and any other
equipment for ETOPS .

CIRCLES ARE RADIUS 60 MIN AT ONE-ENGINE-INOPERATIVE CRUISE TAS
DESTINATION
A, B, C, D & E ARE ADEQUATE AERODROMES. A, B, C & E ARESUITABLE AERODROMES.

X IS ETOPS ENTRY POINT. Y IS ETOPS EXIT POINT.
Fig 7.1 ETOPS Concept
From the intersection of a Critical Line with the track it is the same still air time to fly to either of the two SuitableJAdequate airfields
ETOPS - COMMUNICATION and NAVIGATION FACILITIES
An aeroplane shall not be dispatched on ETOPS unless:
communication facilities are available to provide, under all expected conditions of propagation
at the normal one-engine-inoperative cruise altitudes, reliable two-way voice communications
between the aeroplane and the appropriate air traffic control unit over the planned route of flight
and routes to any suitable alternate to be used in the event of diversion; and
non-visual ground navigation aids are available and located so as to provide, taking account of
the navigation equipment installed in the aeroplane, the navigation accuracy required over the
planned route and flight altitude, and the routes to any alternate and altitudes to be used in the
event of diversion for whatever reason; and
approved visual and non-visual aids are available at the specified alternates for the authorised
types of approaches and operating minima.
ETOPS - FUEL POLICY PRE-FLIGHT
An operator shall ensure that the pre-flight calculation of usable fuel required for a flight
includes:
a) Taxy fuel.
b) Trip fuel.
c) Reservefuelconsistingof;
i) Contingency
ii) Alternate fuel, if a destination alternate is required
iii) Final reserve fuel (for aeroplanes with turbine power units, fuel to fly for 30
minutes at holding speed at 1500ft (450m)above aerodrome elevation in
standard conditions), and
,
iv) additional fuel, if required by the type of operation (e.g. ETOPS), and
d) Extra fuel if required by the commander.

-
ETOPS FUEL POLICY IN-FLIGHT
An operator shall ensure that in-flight replanning procedures for calculating usable fuel required
when a flight has to proceed along a route, or to a destination other than originally planned,
includes:
a) Trip fuel for the remainder of the flight.
b) Reserve fuel consisting of;
i) Contingency fuel.
ii) Alternate fuel, if a destination alternate is required.
ii) Final reserve fuel (for aeroplanes with turbine power units, fuel to fly for 30
minutes at holding speed at 1500ft (450m)above aerodrome elevation in
standard conditions), and
iv) additional fuel, if required by the type of operation (e.g. ETOPS), and
c) 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. Thus for ETOPS operations the "Trip fuel for the remainder of the
flight" will be the CRITICAL FUEL i.e the fuel from the most Critical Point (CP)/Equal Time
Point(ETP) to the diversion aerodrome (See Fig. 7.2) based upon a consideration of three
possible events:
Simultaneous failure of an enpine and the pressurisation ( this is the worst scenario) An
emergency descent down to FLl 00 at V,,/M,, with the speed brakes extended and cruise to
the diversion airfield at LRC speed (See Fig. 7.4)
Total pressurisation failure (but no engine failure). An emergency descent down to FLl 00
at V,dM,, with the speed brakes extended and cruise to the diversion airfield at LRC speed.
(See Fig. 7.5)
Enpine failure (but no pressurisation failure). Descent and cruise will be initiated at the
selected speeds and stabilising level. (See Fig. 7.7)

The fuel required will be the greatest of the All-engine and two Single Engine cases. This
amount is then compared to the fuel planned to be on the aircraft at the most critical CPIETP;
if it is greater than the planned amount then additional fuel must be uplifted.
(Examples based on the three scenarios and CAA Data Sheet MRJT 1 will be encountered later
in the chapter).
7.8 ETOPS - CHART CALCULATION OF THE MOST CRITICAL POINT
Figure 7.2 shows how the most critical point (CPIETP), i.e. the one based upon the two
alternates furthest along track, is derived. It is based upon the Critical Line between airfields
at C and E which is found by extending the bisector of the line between C and E to cut the
ETOPS track.
Thus, the distances from this intersection to either C or E are equal, and, in still air conditions,
the flight time at the one-engine-inoperative TAS will also be equal.
Assume:
One-engine-inoperative cruise TAS 400kt.
690nm, from C and E Critical Line intersection with the ETOPS track, to airfield C or E.
Mean forecast wind velocity 230185, for flight to C or E at planned one-engine-out stabilising
pressure level.
Therefore:
-
- 690nm at 400kt
Still air time to C or E
-
- 104min
104min at a wind speed of 85kt =
Back-plot a wind vector from the Critical Line intersection with the ETOPS track, in the
direction 230 ", for 147nm. At the end of this vector plot the Equal Line, parallel to the Critical
Line.
,
The intersection of this Equal Line with the ETOPS track is the most limiting ETOPS
CPIETP. Thus:
a) at this position it is the same engine-out flight time to airfields at C or E, and
b) the flight planned fuel from this point must be equal to or greater than the Critical Fuel
to C or E. If it is not then the extra fuel required must be loaded.

CIRCLES ARE RADIUS 60 MIN AT ONE-ENGINE-INOPERATIVE CRUISE TAS
CPIETP
DESTINATION BETWEEN C & E
A, B, C, D & E ARE ADEQUATE AERODROMES. A, B, C & E ARE SUITABLE AERODROMES.

X IS ETOPS ENTRY POINT. Y IS ETOPS EXIT POINT.
Fig 7.2 Construction of CPIETP for ETOPS

ETOPS - COMPUTER FLIGHT PLAN (CFP)
Usually the CFP is the master reference for ETOPS planning. In addition to the normal fuel and
route information an extra page gives specific ETOPS data. Figure 7.3 is a typical ETOPS page
for a trip from Muscat (OOMS) to Male (VRMM) with Bombay (VAAB) as the off-route
diversion; all three airfields are suitable and adequate. All airfields are loaded into the flight
planning computer to provide the following typical information:
Block 1 (For ease of reference and understanding the CFP information has been delineated by
numbered blocks).
This gives the elapsed time from airborne at Muscat to the Equal Time Points between
OOMSIVABB, 1hr 30min and VABBNRMM, 2hr 18min.
Blocks 2 and 2A
These blocks provide for each CPIETP:
Latitude and longitude of the CPIETP.
Minimum Safe Altitude from the CPIETP to each diversion airfield
Magnetic track to each diversion airfield from the CPIETP.
Worst case flight level, based upon engine and pressurisation failure, to each airfield from the
CPIETP.
Distance, time, IAS, TAS and groundspeed, using the selected cruise mode.
Fuel required for the worst case (engine and pressurisation failure) from the CPIETP to each
airfield.
Critical Fuel. This should always read "zero" because the CFP assumes that all the contingency
has been used and compares the predicted fuel remaining at each CPIETP with the fuel required
to the diversion airports. This ensures that the fuel on board will equal or exceed the
requirement. ,
In the case where the fuel remaining is predicted to be less than that required for diversion,
the CFP automatically adds fuel to the "Fuel Summary'' block as "Additional Fuel" so the
Critical fuel will read "zero"
The Two Engineldepressurisation case fuel is also calculated; in normal circumstances this is
less than the engine failureldepressurisation requirement.

ETOPS INFORMATION
Block 1 ELAP TIME ETPl 1.30 ETP2 2.18
ATD.. .......... .ETA ............. .............

EQT ALTNS OOMSNABB VABBNRMM
p- pp - - - -
- -- -- pp -
linl
MORA TRK FL DST TIME IAS TAS GIs FUEL CRIT TWO
REQD FUEL ENG
FUEL
B*k2
lN1615.3 OOMS 97 325 100 538 1.27 320 376 371 9687 0 9549
1E06346. VABB 77 72 100 548 1.27 320 377 382 9648 0 9506
FUEL REM NO CONT 17083 FUEL REM ALL CONT 17956 I

Block 4 ( FUEL REQUIRED INCLUDES 0.01 0.0 PC ANTICING 4.100 PC DEG 1
Block 2A MORA TRK FL DST TIME IAS TAS GIs FUEL CRIT TWO
REQD FUEL ENG
FUEL
I N1115.8 VABB 77 31 100 549 1.27 320 377 381 9599 0 9416
E06756.1 VRMM 13 142 100 539 1.27 320 378 375 9595 0 9408
FUEL REM NO CONT 133 13 FUEL REM ALL CONT 14186

I
FUELREQUIREDINCLUDES 0.010.0 PC ANTICING 4.100 PC DEG
Block 5 ALTERNATE REQUIRED AVAILABILITY TIMES
ALTERNATE FROM TO
OOMS NIA
VABB 01.17
1 VRMM 02.05
START OF ICAO FLIGHT PLAN
(FPL - UAE070 - IS)

- EA3 1/H - SDIIC
- OMDB2320
- N0468F330 DCT DENBO A58 IZK R456 LELEM DCT
- VRMM0335 VCBI
- EETlOOMM0011 VABF0054 VRMF0255
REGlA6EKB SELI'FQGL)
END OF ICAO FLIGHT PLAN
Figure 7.3 ETOPS Computer Plan - MuscatIOOMS to MaleIVRMM

Block 3 and 3A
This gives the predicted Fuel on Board at the CPIETP, assuming the contingency fuel (normally
5%) has been used, plus a second figure which does include the contingency. The CFP,
however, will use the No Contingency Fuel Remaining case when comparing the Critical Fuel
Case with normal fuel planning.
Block 4 and 4A
The first group of figures show the fuel which has been included in the "Fuel Required"
calculations to account for forecast icing conditions; the second figure is the Performance Factor,
which is the percentage fuel performance degradation for the individual aircraft.
Block 5
Indicates the period of time during which the alternates are required to be available; times in
UTC. These provide the window for NOTAMS and Weather Forecasts and are based upon the
expected departure time.
ETOPS - DATA SHEET MRJT 1

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

a) temperatures hotter than ISA.
b) icing conditions.

Figure 4.7.1a Critical Fuel Reserve

ONE ENGINE INOPERATIVE CRITICAL FUEL RESERVES
LONG RANGE CRUISE
BASED ON: Emergency descent to 10000ft. One missed approach; Approach and land.
Level cruise at 10000ft.. 5% allowance for wind errors.
250 KlAS descent to 1500ft. Includes APU fuel burn.
15 minutes hold at 1500ft
INCREASE FUEL REQUIRE0 BY 0 516 FOR EACH 10C HOTTER THAN ISACONDITIONS.
IF ICING CONDITIONS EXIST INCREASE FUEL REQUIRED BY 20% TO ACCOUNT FOR ENGINE
AND WNG Nl ON AND ICEACCUMUUTlONON UNHEATEDSURFACES.
ALLOMWYCE FOR PERFORMANCE DEfERIORA1"IONNOf INCLUDED,
COMPARE THE FUEL REQUIRED FROMTHIS CHART W'TH CRil'lCAL FUEL RESERVES FOR MIO ENGINES
OPERATWE. USE THE HlCiHER OF THE T W
Figure 7.4 One Engine Inoperative Critical Fuel Reserves LRC
-)
-
/ -I 1
A A
Figure 4.7.1b Critical Fuel Reserve

ALL ENGINES OPERATIVE CRITICAL FUEL RESERVES
LONG RANGE CRUISE
BASED ON:
Emergency descent to 10000fl. 15 minutes hold at l5OOfl.
Level cruise at 10000fl. One missed approach; approach & land
250KIAS descent to 1500ft. 5% allowance for wind errors
0 200 400 600 800 I000 1200 1400

DISTANCE TO DIVERSION AIRPORT FROM CRITICAL POINT NM
INCREASE FUEL REQUIRED BY 0.5% FOR EACH 1O0CHOTTERTHAN ISA CONDITIONS. IF ICING CONDITIONS EXIST,
INCREASE FUEL REQUIRED BY 20% TO ACCOUNT FOR ENGINE AND WING ANTlllClNG ON AND ICE ACCUMULATON ON
UNHEATED SURFACES.
ALLOWANCE FOR PERFORMANCE DETERIORATION NOT INCLUDED.
COMPARE THE FUEL REQUIRED FROM THE CHART WITH CRITICAL FUEL RESERVES FOR ONE ENGINE INOPERATIVE.
USE THE HIGHER OF THE TWO.
Figure 7.5 Critical Fuel Reserve LRC- All Engines Operative

Example 1
An aircraft at a weight of 48OOOkg suffers an engine and pressurisation failure simultaneously.

The forecast conditions at FLlOO are +5 "C and a 50kt headwind for the 850nm distance from
the CP to the diversion airfield. Calculate the LRC Critical Fuel Reserve needed.
Ans ....................kg
Example 2
Use the same details above, assuming pressurisation failure only.
Ans ....................kg
Example 3
An aircraft at a weight of 5OOOOkg has an engine and pressurisation failure simultaneously. The
forecast is icing conditions at FLlOO, -15C and a 60kt tailwind and for the 750nrn distance
from the CP to the diversion airfield. Calculate the LRC Critical Fuel Reserve needed.
Ans ....................kg
Example 4
Use the same details above, assuming pressurisation failure only.
Ans ....................kg
(Answers page 7-42)

Figure 7.6 (Figure 4.7.2 CAA Data Sheet MRJT 1) AREA of OPERATION - DIVERSION
DISTANCE.
The area of operation is defined as the region within which the operator is authorised to
conduct ETOPS. The distance to the diversion airfield from any point along the route must be
flown within the approved time using the single engine cruise speed, assuming still air and ISA
conditions.
The maximum diversion distance used to establish the area of operation may be obtained from
this chart.
Method:
Enter the chart with the appropriate speed and weight at the point of diversion. Select the
appropriate time.
Read off the maximum diversion distance.
Example 5
Fill in the Diversion Distances to a diversion airfield from any point on track, given the following
table of speeds, weights and approved times:
11 Speed I Div. Wt. I 12Omin I 135min I 150min I 180min 11

-
Figure 4.7.2 Area of Operation Diversion Distance
ONE ENGINE INOPERATIVE
Speed
-
Div TIME MINUTES
MIKIAS Wt
000
-
Kg
35
40
45
50
55
60
65
-
70
35
40
45
50
55
60
65
-
70
ISA BASED ON DRIFTDOWN STARTING AT OR NEAR OPTIMUM ALTITUDE
Figure 7. 6 Area of Operation - Diversion Distance

Figure 7.7 (Figure 4.7.3 CAA Data Sheet MRJT 1) IN FLIGHT DIVERSION (LRC) - ONE
ENGINE INOPERATIVE. This graph is a simple method of determining the fuel required
and time for the flight from a diversion point to a selected alternate. It is based upon one
engine in-operative and NO pressurisation failure, with the aircraft drifting down to cruise
at its selected level.
Example 6
The One-engine-inoperative, LRC, diversion distance to the alternate is 940nm at a weight of

60000kg; wind component 50kt head, cruise FL260 and ISA Dev. +20C. Determine the fuel
required and diversion time.
Enter the graph with the diversion distance, move vertically to the WIND REF LINE and follow
the curved flow lines to the value 5OHead. From this position go vertically to the PRESSURE
ALTITUDE lOOOft slope of 26 and move horizontally to the WEIGHT AT POINT OF
DIVERSION REF LINE; follow the curved flow lines to intercept the 60000kg value and from
here go horizontally to extract the FUEL REQUIRED....................kg.
Return to the intersection of the vertical distancelwind line with the PRESSURE ALTITUDE
1000ft slope of 26 and continue vertically to intercept the second PRESSURE ALTITUDE
lOOOft slope of 26 and move horizontally to the ISA DEV "C REF LINE; follow the
temperature slope and read off the time ...............hr..........hr.........min.
(N.B. The solid line = 6000', the dashed line = 26000'; therefore, interpolation is required).
Example 7
The One-engine-inoperative, LRC diversion distance to the alternate is 400nm at a weight of

60000kg; wind component 1OOkt Tail, cruise FL60 and ISA Dev. +10 "C. Determine the fuel
required and diversion time.
...................kg ...............hr ..........hr ..........

Example 8
Given:
Distance from CP to diversion BOOnm, wind component 25head, weight at CP 55000kg.
Calculate:
,
a) The fuel required for an engine and pressurisation failure diversion; outside air temperature at
cruise level is +5 "C with forecast icing...................kg
b) The fuel required for a pressurisation failure diversion; temperature at cruise level is +5 "C with
forecast icing...................kg
c) The fuel and time for a LRC engine failure diversion at FL220, OAT -19 "C.
....................kg ................hr ...............hr ................min

Figure 4.7.3 In Flight Diversion (LRC) ONE ENGINE INOPERATIVE
DISTANCE FROM POINT OF DIVERSION TO

ALTERNATE NAUTICAL GROUND MILES
Figure 7.7 In Flight Diversion (LRC) - One Engine Inoperative

7.1 1 RE-CLEARANCE FLIGHT PLAN - INTRODUCTION

(Ref: CAP 360 Part One - Operation of Aircraft, para 8.8.5; AMC OPS 1.255 of JAR-
OPS 1 Subpart D)
When a flight cannot depart with the required fuel calculated in accordance with the Normal
Planning Formula, despatch may be achieved by the operator nominating a suitable
aerodrome en-route as the destination with the intention of obtaining a re-clearance in flight
to the original destination, if the commander is satisfied that:
a) the nominated destination aerodrome is both suitable and available with the weather forecast
satisfactory for landing.
b) the fuel on board, when passing over or abeam the nominated aerodrome en-route, is sufficient
to satisfy the Normal Planning Formula from that point to the original destination
Pilot navigation logs must show the name of the airfield en-route that is used for this planning
purpose; the weather conditions for both destination and nominated en-route aerodromes must
be recorded.
For flights that use Re-clearance in Flight the fuel remaining at the original airfield's Missed
Approach Point (MAP) should not be less than the Company Minimum Reserve (CMR) which
is the sum of:
>
i Alternate fuel.
ii) Contingency fuel based upon the Alternate fuel requirements, and
iii) Holding fuel.
A Re-clearance Flight should not be attempted unless the departure fuel is sufficient to
guarantee a reasonable expectation of there being enough fuel remaining, abeam or in the
vicinity of the en-route airfield, to permit Re-clearance to the scheduled destination. The
success of a Re-clearance procedure will depend, in the main, on whether unforeseen events,
such as not being cleared to the optimum cruise level or avoidance of weather, have caused the
contingency fuel allowance to be used. The non-consumption of contingency fuel, which can
be a considerable amount (usually 5% at least bf the route fuel), permits Re-clearance to be
a feasible and safe procedure.
Some Authorities are not willing to have aerodromes nominated as a destination, if that is not
the intention, as may be the case in this procedure.

INTENTIONALLY BLANK

7.12 RE-CLEARANCE FLIGHT PLAN - FUEL REQUIREMENTS
The requirements are that:
a) The Flight Planning fuel for the Nominated En-route Airfield is in accordance with the
normal procedures:
APUItaxy fuel.
Trip fuel to nominated aerodrome.
Contingency fuel.
Alternate fuel.
Final Reserve fuel.
Additional fuel.
Extra fuel at commander's discretion.
b) The Fuel from the Re-clearance Point to the Scheduled Airfield comprises:
Trip fuel to scheduled destination.

Contingency fuel:
i) 5% of the trip fuel for the remainder of the flight to the destination aerodrome; or,
ii) 3% of the fuel for the remainder of the flight provided an en-route alternate is available.
The en-route alternate should be located within a circle having a radius of 20% of the
totalflight plan distance, centred on the planned track at 25% of the said distance, or
at 20% of the said distance plus 50nm , whichever is the greater. (See Fig. 7.8)
Alternate fuel.
Final reserve fuel.
Additional fuel
Extra fuel at commander's discretion.
7.13 RE-CLEARANCE - PRACTICAL EXAMPLE

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

The ATC Flight Plan is filed, and a computer flight plan, EAST MIDLANDS to LISBON,
obtained. This states that the distance and flight time are 969nm and 3hr 45min with a trip fuel
of 7402kg. Thus, with the maximum fuel of 7726kg loaded there is now an excess trip he1 of
324kg. The aircraft can now be despatched to LISBON with the intention of Re-clearing to its
scheduled destination, FARO.
-
Circle
Airways mute, distanca 3660

NM Circle, radius 732 NM,
centred on a point 915 NM
from the destination
Shading indicates
Me areas in whlch
Me en-route
alternate should be
Fig. 7.8 Location of a Fuel En-route Alternate
The aircraft gets airborne at 1025UTC. During the flight the two computer flight plans are
referred to and at regular intervals and reporting points, the Fuel On Board (FOB), is checked
and logged.

Eventually, at 1122UTC, overhead position QPR, (the morse identifier of Quimper VHF Ornni
Range beacon), the FOB is calculated and logged as 5200kg. The original computer flight
plan for the flight to the scheduled destination, FARO, requires 5200kg to be in the tanks,
this is 400kg in more than the 4800kg required by the computer plan to the suitable en-route
destination, LISBON. Thus, it is now legal for the aircraft to Re-clear to its original scheduled
destination of FARO as it has the required remaining trip fuel, contingencies and reserves.
7.14 ISOLATED AERODROME PROCEDURE
If an operator's fuel policy includes planning to an isolated aerodrome for which there is no
destination alternate, such as Easter Island, Cocos Island or Ascension Island, the amount of
fuel at departure should include:
Taxy fuel
Trip fuel.
Contingency fuel calculated in accordance with AMC OPS 1.255 paragraph 1.3.
Additional fuel if required, but not less than:
a) For aeroplanes with reciprocating engines, fuel to fly for 45 minutes plus 15% of the flight plan
time planned to be spent at cruising level, or two hours, whichever is the less; or,
b) For aircraft with turbine engines, fuel to fly for two hours at normal cruise consumption after
arriving overhead the destination aerodrome,
including final reserve fuel; and
Extra fuel if required by the commander.

(See Chapter 8).

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

Line
1 PLAN 6340 EGKK TO EDDF 757B M801F 09130192

2 NONSTOP COMPUTED 11452 FOR ETD 18302 PROGS 300002 KGS
3 FUEL TIME DIST ARRIVE TAKEOFF LAND AV PLD OPNLWT
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
11 EGKK DVR6M DVR UG1 NTM NTMlA EDDF
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
20 DVR6M DVR 092 .. 068 0 11 . .. 011 1 .... ... . ... 0294
21 023 114.95
22 UG1 TOC 097 .. 014 0102
23 023
24UGl KONAN 097 LO1 010 0101 .. ..
25 023
26UGl KOK 097 LO1 025 0103 .. ..
27 023 114.5
28 UG1 REMBA 108 LO2 090 0111 . ..
29 026
30 UGl NUVIL 109 LO1 024 0103 .. ..
31 034
32UG1 SPI 110 LO1 004 0101 .. ..
33 034
34UG1 LARED 131 LO2 009 0101 .. ..
35 034
36UG1 TOD 131 LO3 007 0101 .. ..
37 043
38 UGl NTM 131 .. 030 0106 .. ..
39 043
40NTMlAEDDF 089 .. 081 0116 .. ..
41 043
42 ELEV 00364FT
43 EGKK N5 1O89WOOO113 DVR N5 1O97EOO 1217 KONAN N5 1O78EOO2OOO
44 KOK N5 lO57EOO2392 REMBA N50398E004549 NUVIL N50322EOO5315
45 SPI N50309E005375 LARED N50252E005480 NTM N5OO 1OEOO632O
46 EDDF N50021E008343
47 FIRS EBURIOO 14 EDDUl0036
48 (FPL-JD105-IN)
49 -B757/M-SXIJC
50 -EGKK1830
5 1 -N0457F370 DVR6M DVR UG1 NTM NTMl A
52 -EDDF0055 EDDL
53 -EET/EBUROO 14 EDDU0036
54 REGIGBDKC SELIJDHC
55 El0 152 PI12 1 R/V SIM JIL Dl6 l5OC YELLOW
56 NWHITE BLUE
Figure 7.9 Computer flight plan - Gatwick to Frankhrt.

Line 1. Departure, Gatwick (EGKK) and Destination, Frankfurt (EDDF); aircraft type; cruise
at Mach 0.8; IFR and date - monthldaylyear.
Line 2. Computation time; Expected Time of Departure; based upon meteorological forecast
midnight 30" September; weights in kilograms.
Line 3. AV PLD = available payload; OPLN WT = operational weight.
Line 4. POA = point of arrival, EDDFIFrankfurt; 309 1kg of route fuel; %minutes flight time;
362nm route distance; expected arrival time l925Z; take-off weight 77390kg; landing
weight 74299kg; operational weight (weight less fuel and payload) 58638kg.
Line 5. ALT = alternate airfield EDDLIDusseldorf; 1485kg diversion fuel; 24 =min diversion
time; expected arrival time 19492; diversion wind component 15kt head(minus).
Lines 6 to 10. These state the fuel and time for:

HLD = holding fuel, 1521kg.
CON = contingency fuel, 155kg (5% of 309 1kg).
REQ = fuel required, less taxy and start up, for the route, 6252kg.
XTR = extra fuel if required.
TOT = total fuel on board and equivalent time (time to empty tanks)
Line 11. 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.
Line 12. The average wind component for the route is 29kt tail(p1us). MXSH =maximum
windshear (increase in speed) of 5ktl1000ft at the KOK VOR. This strength of
windshear indicates that clear air turbulence (TURB) is a possibility and a climb to a
higher level could produce better fuel economy - a higher groundspeed and a lower fuel
flow. The average temperature is -1 "C. NAM = nautical air mile distance
337nm.
362ngm - 29 x 55 = 335nam
60
Line 13. A Pressure Altitude of 37000ft, FL370,chosen for the flight.
Lines 14 to 16. An analysis of the long range cruise fuel and flight times for FL370, 330 and 410.
Line 17. Elevation of Gatwick (EGKK) airfield, 202ft.
Line 18. Column headings: AWY = airway designator; WPT = navigation waypoint and its
identifier; MTR = magnetic track; DFT = drift; ZD = zone, leg or sector distance; ZT
= zone, leg or sector elapsed time in hrlmin.; ETA and ATA (estimated and actual time
of arrival) logged when airborne; CT = the accumulative flight time; WIND = wind
velocity as a five figure group 27 = 270(T), 045 = 45kt.; COMP = wind component;
GRS = groundspeed; DSTR = total distance remaining; REM = kg of fuel remaining.

Line 19. MSA = zone, leg or sector minimum safe altitude; FRQ = the radio frequency of the
navigational beacon at the waypoint.
Line 22/36. TOC = top of climb; TOD = top of descent.
Line 42. elevation, 364ft, of Frankfurt.
Lines 43 to Waypoint co-ordinates for entry into Flight Management Computers, if required.
46.
Line 47. Accumulative elapsed times, from take-off, to the Brussels and Rhein Flight
Information Region (FIR) boundaries.
Lines 48 to
55. This is the computerised version of the ATC Flight Plan (CA48), which is usually
acceptable to ATC:
Aircrafi identification is JD105 for a Non-scheduled, N, IFR flight, I.

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

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

7.17 METEOROLOGICAL CODES

(Ref. UK AIP GEN 3.5.1 Jan 98)
Aviation Routine Weather Reports - METAR/(Actuals), Aerodrome Forecasts - TAFs,

information concerning en-route weather phenomena which may effect the safety of aircraft
operations - SIGMET (including volcanic activity), and selected special weather reports-
SPECI, are broadcast by teleprinter andlor radio throughout the UK and internationally in text
form.
Students are required to decode METARs (Actua1s)-Figure 7.10 and 11, and TAFs-Figure 7.12.
Report Type Location Indicator DatelTime Wind Visibilty RVR
METAR EGSS 2310202 31015G30KT280V350 1400SW 6000N R241P1500
present wx TemplDew Pt QNH Recent WX Windshear TREND Rwy State
FEW005
SHRA SCTOl OB 10103 Q0995 RETS WS RWY23 NOSlG 88290592
BKN025
Fig. 7.10 METAR London Stansted (EGSS)
For a comprehensive explanation of Fig. 7.10 refer to the UK AIP GEN 3-5-27 to 33.
METAR
This is a routine aviation weather report, compiled half hourly at fixed times while the station
is open. A SPECI is an aviation selected weather report, prepared to supplement routine
reports when improvements or deterioration through certain criteria occur.
Location Indicator
ICAO four letter code indicators. EGSS = London Stansted.
DateITime
The date and time of the observation is in hours and minutes UTC, followed by Z.
Wind.
Direction is in degrees True (three digits) rounded to the nearest 10 degrees, followed by the
speed (two digits, exceptionally three), both usually meaned over the ten minutes immediately
preceding the observation time. These are followed without a space by KT, KMH or MPS.
G followed by two or three digits = the maximum gust speed when it exceeds the mean speed
by 10kt.
e.g. 31015G30KT.

If, during the 10 minute period preceding the observation, the total variation in wind direction
is 60" or more, the observed two extreme directions between which the wind has varied will
be given in clockwise order, separated by V, but only when the speed is more than 3kt.
e.g. 31015G30KT 280V350
00000 = Calm
VRB = variable wind direction followed by the speed.
Horizontal Visibility
When there is no marked variation in visibility by direction the minimum is given in metres.
When there is a marked directional variation in the visibility, the reported minimum will
be followed by one of the eight points of the compass direction.
e.g. 4000NE
When the visibility is less than l5OOm and the visibility in another direction more than 5000m
additionally the maximum visibility and direction will be given.
e.g. 1400SW 6000N.
9999 = visibility of lOkm or more.
0000 = visibility of less than 50m.
Runway Visual Ranpe (RVR)
An RVR group always includes the prefix R followed by the runway designator and a diagonal,
in turn followed by the touchdown zone RVR in metres. If the RVR is assessed on two or more
runways simultaneously, the RVR group will be repeated; parallel runways will be distinguished
by appending, to the runway designator, L (Left), C (Central) or R (Right).
e.g. R24Lll100 R24R10750.
When the RVR is greater than the maximum value which can be assessed the group will be
preceded by P followed by the highest value which can be assessed. When the RVR is assessed
as more than l5OOm it will be reported as Pl5OO.
e.g. R24lPl500
When the RVR is below the minimum value which can be assessed, the RVR will be reported
as M followed by the appropriate minimum value assessed.
,
e.g. R241M0050
Consult the reference for RVR Trends and Significant Variations; until further notice UK
aerodromes will not be required to report them.

Weather
Each weather group may consist of appropriate intensity indicators and letter abbreviations in
groups of two to nine characters and drawn from the following table, Fig. 1 1.
SIGNIFICANT PRESENT AND FORECAST WEATHER CODES
Qualifier Weather Phenomena
Intensity or Proximity Descriptor Precipitation Obscuration Other
- Light MI- Shallow -

DZ Drizzle -
BR Mist -
PO DustISand Whirls
(Dust Devils)
Moderate -
BC Patches RA- Rain FG - Fog
(no qualifier)
BL - Blowing SN- Snow FU- Smoke -
SQ Squall
+ Heavy
('Well developed' i n SH - Showers -
SG Snow -
VA Volcanic Ash FC - Funnel Cloud (s)
the case of FC and Grains
PO) -
TS Thunderstorm DU- Widespread (tornado or water-
IC- Ice Crystals Dust spout)
VC -
FZ freezing (Diamond
In the vicinity (not at (super-cooled) Dust) -
SA Sand
-
SS Sandstorm
the aerodrome but not
further away than -
PR Partial PE- Ice-Pellets -
HZ Haze
DS - Duststorm
approx 8 k m from the (covering part of an
aerodrome perimeter) aerodrome) -
GR Hail
GS - Small hail
(< 5mm in
diameter)
and/or snow
pellets
Figure 7.1 1 Weather Codes
Mixture of precipitation types may be reported in a combination as one group, but up to

three separate groups may be inserted to indicate the presence of more than one
independent weather type.
Examples; MIFG, VCSH, +SHRA, RASN, -DZ HZ.
Note 1: BR, HZ, FU, IC, DU and SA will not be reported when the visibility is
greater than 5000m.
Note 2: Some codes are shown that will not be used in the UK METARs and
TAFs but may be seen in continental reports and when flying in Europe.

Cloud.
A six figure group will be given under normal circumstances, the first three to indicate cloud
amount.
FEW = 1 to 2 oktas.
SCT = scattered, 3 to 4 oktas.
BKN = broken, 5 to 7 oktas.
OVC = overcast, 8 oktas.
The last three characters indicate the height of the base of the cloud layer in hundreds of feet
above airfield level.
e.g. FEW018 = 1 to 2 oktas at 1800' above airfield level.
Only significant convective clouds are identified:
CB = cumulonimbus.
TCU = towering cumulus.
Layers or masses of cloud are reported as follows:
First Group = lowest individual layer of any amount.

Second Group = next individual layer of more than two oktas.
Third Group = next higher layer of more than 4 oktas.
Additional group = significant convective cloud if not already reported.
The cloud groups are given in ascending height order.
e.g. FEW005 SCTOlO SCT018CB BKN025
When there is no cloud to report and CAVOK does not apply, the cloud group is replaced by
SKC, sky clear.
8
Sky obscured is coded VV followed by the vertical visibility in hundreds of feet. When the
vertical visibility cannot be assessed the group will read VV/// (See Met 0 -1 para. 3.1).

CAVOK
Visibility, RVR weather and cloud groups are replaced by CAVOK when the following
exist:
Visibility is 10km or more.
No cloud below 5000ft or below the highest Minimum Sector altitude, whichever is the
greater, and no Cumulonimbus.
No significant weather phenomena at or in the vicinity of the airfield.
Air Temperature and Dewpoint
These are given in Degrees Celsius; M = a negative value
QNH is rounded down to the next whole millibar and reported as a four digit group preceded by
the letter Q. If the value is less than 1000mbs the first digit is 0.
Where reported in inches of mercury, the pressure is prefixed by 'A', and the pressure entered
in hundreds of inches. with the decimal point omitted between the second and third digits.
Supplementary Information
Recent Weather will be operationally significant weather observed since the previous
observation (or in the last hour, whichever is the shorter), but not now. the appropriate present
weather code will be used, preceded by RE; up to three groups may be inserted to indicate the
,
former present weather type.
e.g. RETS REGR
Windshear, WS, may be inserted if reported along the take-off or approach paths in the lowest
1600ft with reference to the runway.
e.g. WS RWY20, WS ALL RWY.

Trend
For selected aerodromes this is a forecast of significant changes in conditions during the two
hours after the observation time.
Change Indicator:
BECMG ( becoming) or TEMPO (temporary), which may be followed by a time group (hours
and minutes UTC) preceded by one of the letter indicators FM (from), TL (until), AT (at).
Weather:
Standard codes are used. NOSIG replaces a trend group when no significant changes are
forecast to occur during the trend forecast period.
e.g. BECMG FM1100 25035G50kt; TEMPO FM0630 TL0830 3000 SHRA.
Runway State Group
Refer to UK AIP GEN 3-5-30
Missing Information
Information missing from a METAR or SPEC1 may be replaced by diagonals.
Example 9
Decode the following;
a) METAR EGGX 30122OZ 140005KT O45OE R12/1000N DZ BCFG VV/// 08/07 Q 1004NOSIG=
b) METAR EGLY 3012202 24015KT 200V280 8000 -RA SCTOlO BKN025 OVC080 18/15
Q0983 TEMPO 3000 RA BKN008 OVC020=
c) METAR EGPZ 3012202 30025G37KT 270V360 1200NE 6000s +SHSNRAGS FEW005

SCTO 10 BKN020CB 03/MOlQ0999 RETS BECMG AT 1300 9999 NSW SCTO15 BKN100=

AERODROME FORECAST-TAFs
TAFs describe the forecast prevailing conditions at an aerodrome and usually cover a period of
9 to 24 hours. TAFs are issued separately from the METAR and SPEC1 and do not refer to any
specific report; however, many of the METAR groups are also used in the TAFs and significant
differences are detailed below.
DateITime of
Report Type Location Identifier Validity Time Wind Visibility Weather
Origin
TAF EGKK 1306002 130716 31015KT 8000 -SHRA
I Cloud I variant I Validity Times

I
Visibility Weather Cloud Probability Validity Time Weather
4000 +SHRA BKNOlOCB PROB30 1416 TSRA
Fig. 7.12 TAF London Gatwick (EGKK)
Differences from the METAR
Identifier
In the validity period, the first two digits indicate the day on which the period begins, the next
two digits indicate the time of commencement of the forecast in whole hours UTC and the last
two digits are the time of ending of the forecast in whole hours.
Horizontal Visibility
As with METAR code, except that only one value, the minimum, will be forecast.
Weather
If no significant weather is expected the group is,omitted. However, after a change group, if the
weather ceases to be significant, the abbreviation NSW is used for No Significant Weather.
When a clear sky is forecast the cloud group is replaced by SKC, sky clear. When no cumulo-
nimbus or clouds below 5000ft, or below the highest minimum sector altitude, whichever is the
greater, are forecast and CAVOK or SKC are not appropriate, then NSC, No Significant Cloud,
is used. Only CB cloud will be specified.

The abbreviation FM followed by the time to the nearest hour and minute UTC is used to
indicate the beginning of a self contained part in a forecast. All conditions given before this
group are superseded by the conditions indicated after the group.
e.g. FM1220 27017KT 4000 BKNOlO.
The change indicator BECMG followed by a four figure time group, indicates an expected
permanent change in the forecast meteorological conditions, at either a regular or irregular rate,
occurring at an unspecified time within the period.
e.g. BECMG 2124 1500 BR.
The change indicator TEMPO followed by a four figure time group indicates a period of
temporary fluctuations to the forecast meteorological conditions which may occur at any time
during the period given. The conditions following these groups are expected to last less than one
hour in each instance and in aggregate less than half the indicated period.
e.g. TEMPO 1116 4000 +SHRA BKNOlOCB.
Probability
The probability of an occurrence happening will be given as a percentage, although only 30%
and 40% will be used. The abbreviation PROB is used to introduce the group, followed by a
time group, or an indicator and a time group:
e.g. PROB30 0507 0800 FG BKN004; PROB40 TEMPO 1416 TSRA.
Amendments
When a TAF requires amendment, the amended forecast may be indicated by inserting AMD
after TAF in the identifier and this new forecast covers the remaining validity period of the
original TAF.
e.g. TAF EGZZ AMI) 1308202 130816
Figures 7.13 (page 38) - METAR and SPEC1 , and 7.14 (page 39) - TAF DECODE are from
the UK AIP GEN 3-5-33134 and may be used as a means of decoding weather reports.

Example 10.
Decode the following:
a) 18HR TAF
FTUK3 1 EGGY 102200
EGLL 110624 13010KT9000 BKNOIO BECMG 0608 SCTOl5 BKN020 PROB30 TEMPO
0816 17025G40KT 4000 TSRA SCTOlO BKNOl5CB BECMG 1821 3000 BR SKC=
b) 9HR TAF
FCUK33 EGGY 300900
EGGW 301019 23010KT 9999 SCTOlO BKN018 BECMG 1114 6000 -RA BKN012
TEMPO 1418 2000 DZ OVC004 FM1800 30020G30KT 9999 - SHRA BKNOl5CB=:

EXERCISE 1.
TERMINAL WEATHER
Using the attached sheet of terminal information, page 7-39, answer the following questions.
1. Frankhrt-Main EDDF
The W N at 21 1000 is expected to be:
2. Zurich LSZH
The reduction in visibility at 2 10100 is likely to be caused by:
a) low stratus.
b) fog.
c) mist.
d) showers.
3. RomeILIRA
On the 2 1st there could be CB cloud overhead:
a) throughout the period.

b) after 1800.
c) gradually between 1200 and 1800.
d) between 1200 and 1800.
4. MilanILIML
Minimum visibility forecast for 2 10500 is:
a) 5000m in mist.
b) 5 km in haze.
c) 9000m in fog.
d) 900m in fog banks.
5. ZurichILSZH
Visibility at 2 11600 is expected to be:
a) 7KM
b) 7000m
4 2500m
d) 6000m

6. MiladLIML
The lowest cloud base expected at 201730 is:
a) 5,000 feet
b) unlimited (no cloud)
c) 2,500 feet.
d) 3,000 feet.
7. Frankfurt Maid EDDF

The lowest cloud present at 201720 was:
a) 1 to 2 oktas at 4,500 feet

b) 1 to 4 oktas at 450 feet.
c) 5 to 7 oktas at 2,500 feet.
d) 3 to 4 oktas at 250 feet.
8. MiladLIML
The lowest visibility to be expected at 202 100 is:
a) more than 10 h.
b) 3000 m.
c> 5000 m.
d) 900 m.
9. GenevaILSGG
The lowest visibility observed on the 20th is:
a) 5000 metres to the north east.

b) 5000 metres to the north.
c) 4000 metres to the north east.
d) 7000 metres to the south.
10. At which of these stations and at what time is the highest relative humidity to be found?
a) EDDF at 1650.
b) LIRA at 1720.
C) LIML at 1720.
d) LSGG at 1650.
11. MilanILIML
What is the visibility forecast to be at LIML at 20173O?
a) 3000m.
b) 8000m.
C) 5000m.
d) I O h or more.

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

AERODROME ACTUAL WEATHER METAR AND SPECl DECODE (Figure 7.13) -
Code Element Example Decode NoteslAlternative Coding
I IDENTIFICATION
a. METAR or SPECl LMETAR 'METAR' - -
WETAR aviation routine report, SPEC1 selected special (not disseminated from UK civil aerodrome)
b. Location lndicator EGlL London Heathrow' Station 4 letter ICAO Indicator
c. DateITime 2910202 'at ten twenty zulu on 2gth' Jsually omitted when METARs are present in a bulletin
WIND 'three one zero degrees, fifteen knots, n a x only given ifz 10kt than mean. VRB = Variable 00000 kt = Calm
. Wind directionlspeed inax twenty seven knots'
'varying between two eight zero and
Ib. Extreme direction variance b 8 0 ~ 3 5 0 three five zero degrees'
F VISIBILITY 1000 = 'less than 50 metres' 9999 = 'ten kilometers or more'

'Minimum Visibility' 'One thousand four hundred metres to 3irection of min visibility given by eight points of compass when required
- the south west'
Maximum Visibilty 'six thousand metres to the north' 3iven when min visibility < 1500 m and max visibility > 5000m
27W1100 'RVR,runway two seven right one 'IVR tendency (U = increasing, D = decreasing, N = No Change) may be added aafter fig. 1 e R27W1100D
thousand one hundred metres' PI500 = more than 1500 m, MOO50 = less than 50m
-
eignificant variations example R2410750V1100Di.e. varying between two values
. PRESENT WEATHER theavy rain showers9 1= Heavy ('well developed9in the case of + FC and +PO) - = Light No qualifier = Moderate
I I P C = Patches DU =Dust FZ = Freezing IC= Ice Crystals RA=Rain SQ=Squalls
rR = Mist
FC=Funnel Cloud GS = Small hail or snow
pellets
PE = Ice Pellets
PO=Dust Devils,
SH= Showers TS=Thunderstorm
SG=Snow VA=Volcanic Ash

grains
PR= Banks SN=Snow VC=ln Vicinity
p to three groups may be present, constructed by selecting and combining from the above. Group omitted if no weather t o report.
. CLOUD* =EW005 SCTOIOCB =ew at 500 feet Scattered cumulonimbus FEW-'Few' (1-2 oktas) -
SCT = 'Scattered' (3 4 oktas) BKN = 'Broken (5-7 oktas)
BKN025 at one thousand feet' Only two cloud types reported: TCU = Towering Cumulus CB = Cumulonimbus
111 = 'state of sky obscured'(cloud base not discernible) igures in lieu of 'Ill'give greater visibility in hundreds of feet.
casionally more, cloud groups may be reported.
. CAVOK' CAVOK 'Cav-oh-kay' Vis zlOkm, no cumulonimbus cloud and no cloud below 5000ft or highest MSA (greater), no weather significant t o aviation.
. TEMPIDEW POINT* 10103 'temperature ten degrees celsius, Dew If dew point missing, example temperature reported as 10111
point three degrees celsius'
9. QNH* Q0995 'nine nine five' Q indicates millibars. If letter A is used, QNH is in inches and hundredth.
10. RECENT WEATHER SETS 'Recent Thunderstorms' RE = Recent, weather codes given above; up t o three groups may be present.
11. WINDSHEAR WS RWY24 'Windshear runway two four' Will not be reported at present for UK aerodromes.
-- - -
t
12. TREND ECMG FM 1100 'Becoming from 1100,250" 35 knots ma BECMG = Becoming TEMPO= Temporarily NOSlG = No sig change
035G50KT TEMPO 50 knots, temperarily from 06.30 until NSW = No sig weather AT = At FM = From TL = Until NSC= No sig cloud
%ol630 TL 08.30 3000 38.30 3000 metres. Moderate rain ny of the wind forecast, visibility, weather or cloud groups may be used, and CAVOK.
SHRA showers' Multiple groups may be present
-
AERODROME FORECAST TAF DECODE (Figure 7.14)
Code Element Example Decode NoteslAlternative Coding
I. REPORT TYPE* TAF 'TAF ' Name for an aerodrome forecast
2. LOCATION* EGSS 'London Stansted' station 4 letter ICAO Indicator
3. DATErrlME OF ORIGIN 'For 13th at oh six hundred Zulu' Usually omitted
I. VALIDITY TIME 'valid from oh seven hundred to sixteen

hundred on 13'h'
i. WIND* 'Three one zero degrees fifteen max thirty VRB = Variable 0000 kt =Calm
knots'
i. MIN VISIBILITY or CAVOK* 'Eight kilometres' 9999= 10km or more; 0000 = less than 50 metres
r. SIGNIFICANT WEATHER ' light rain shower' See present weather table on METAR page for details
NSW = No significant weather
- -
1. CLOUD* 'Few at five hundred feet, scattered at one -

SKC = Sky clear FEW = Few I 2 oktas -
SCT = 3 4 oktas -
BKN = 5 7 oktas
thousand feet, scattered cumulonimbus at OVC = 8 oktas
one thousand eight hundred feet, broken at WIII = state of sky obscured (figures in lieu of 'Ill'give forecast vertical visibility in
two thousand five hundred feet' hundreds of feet)
NSC = No significant cloud (none below 5000ft & no CB) CB will be will be
the only cloud-type specified.
). SIGNIFICANT CHANGES
a. Probability PROB30 IPROB thirty' Normally only 30% or 40% Probability should be used. Tempo may or may not be
1416 'From fourteen hundred to sixteen hundred' present.
b. Time or Indicates beginning and end of forecast period in Co-ordinated Universal Time
3. BECMG 1418 'becoming from fourteen hundred to sixteen (UTC), (Zulu time (Z))
c. Change indicator hundred
b. FM1400 or Also TEMPO = Temporarily may be used
d. Met-Groups r s M BKNOI OCB 'From fourteen hundred' followed by
'Thunderstorms with rain, broken
cumulonimbus at one thousand feet; Met group follows indicating a change in some of all of the elements in the first
part of the TAF
Indicates a mandatory code element; CAVOK will replace visibility and cloud groups.
ANSWERS
Example 1 8 100 X 1.005 = 8 140kg.
Example 2 8600 X 1.005 = 8643kg.
Example 3 5500 X 1.20 = 6600kg.
Example 5
-
11 Speed ( Div. Wt. 1 120min 1 135min I 150min I 180min
Example 6 7300kg; 2.95hr12hr 57min.
Example 7 2800kg; 1.05hrllhr 03min.
-
Example 8 a) 7600 X 1.005 X 1.2 - 9 166kg.
b) 7900X1.005X1.18 = 9369kg.
C) 5400kg, 2.4hr; 2hr 24min
Example 9
a) EGGX:
Mean surface wind 140" (T), 5kt; minimum visibility 450m to the East; mean RVR 1OOOm at the
threshold RWY 12, no apparent tendency; moderate drizzle with fog patches; sky obscured,
vertical visibility not available; dry bulb +8 "C, dewpoint +7 " C; airfield QNH 1OO4mb. Trend:
no significant change expected next two hours.
b) EGLY:
Mean surface wind 240 "(T), 15kt; varying between 200 "(T) and 280 "(T); minimum visibility
8km; light rain; cloud 3 - 4 oktas base 1000ft, 5 - 7 oktas 2500ft, 8 oktas 8000ft; dry bulb +lgC,
dew point +15"C; QNH 983mb. Trend: temporarily 3000m in moderate rain with 5 - 7 oktas
800ft, 8 oktas 2000ft.
C) EGPZ:
Mean surface wind 300(T), 25kt; gust 37kt, varying between 270(T) and 360(T); minimum
visibility 1200m to the North East, maximum 6km to the South; heavy shower of snow, rain and
small hail; 1 - 2 oktas base 500ft, 3 - 4 oktas base 1000ft, 5 - 7 oktas CB base 2000ft; dry bulb
+3 " C, dew point - 1" C; QNH 999mb; thunderstorm since previous report. Trend: Improving at
1300UTC to 1Okm or more, nil weather, 3 - 4 oktas 1500ft, 5 - 7 oktas 10000ft.

Example 10.
a Eighteen hour TAF issued at 2200UTC on loth. London Heathrow valid from 0600UTC to
midnighUTCt on the next day. Wind 130(T) 10kt. Visibility 9km. Broken (5 - 7 oktas) at
1000ft. Becoming from 0600UTC to 0800UTC, scattered at 1500ft and broken at 2000ft. 30%
probability temporarily 0800UTC to 1600UTC wind 170"(T) 25kt, maximum 40kt; visibility
4000m; thunderstorms with rain; scattered (3 - 4 oktas) at 1000ft; broken cumulonimbus at
l5OOft. Becoming from 1800UTC to 2 1OOUTC 3000m visibility, mist, sky clear.
b) Nine hour TAF issued at 0900UTC on 30th. Luton, valid from 1OOOUTC to 1900UTC on 30th.
Wind 230" (T) 1Okt, visibility 10km or more. Scattered at 1OOOft, broken at 18OOft. Becoming
from 1100UTC to 1400UTC 6km visiibility in light rain, broken (5 - 7 oktas) at 1200ft.
Temporarily 1400UTC to l800UTC 2000m visibility in moderate drizzle; overcast 400ft. From
1800UTCwind 300 "(T) 20kt maximum 3Okt, visibility 1Okmor more, light rain showers, broken
cumulonimbus at 1500ft.
EXERCISE 1.

CHAPTER EIGHT .MRJT ADDITIONAL PROCEDURES
Contents
Page
8.1 WEATHER CHARTS .INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 .1
8.2 WEATHER CHARTS .LOW LEVEL SIGNIFICANT WEATHER . . . . . . . . . . 8 .1
8.4 SIGNIFICANT WEATHERITROPOPAUSEIMAXIMUMWIND CHARTS .

MEDIUM AND HIGH LEVELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 .5
8.5 WINDS AND TEMPERATURE CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 .9
EXERCISE1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 - 1 2
EXERCISE3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 - 1 8
ANSWERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 - 2 6

8.1 WEATHER CHARTS - INTRODUCTION
Questions will be posed on the analysis of present weather and wind pattern charts affecting a
given route. Significant Weather and Tropopause/MaximumWind Velocity charts are produced
by the UK Met OfficeICAA to international standards laid down by ICAO and the World
Meteorological Organisation (WMO).
8.2 WEATHER CHARTS - LOW LEVEL SIGNIFICANT WEATHER
Low level charts F215 (Fig.8.1) and F415 (Fig. 8. 2) deal with flights at and below FL150.
F2 15 covers the British Isles and the channel coastal area of France; F4 15 is similar but extends
further into Europe.
With reference to Fig. 8.1, and the two charts at the top of the form:
The left hand chart shows the Forecast Weather for 3 hours either side of the validity time
09002, with a description below. The right hand one is an Outlook chart showing the expected
weather 6 hours further on from the end of the period:
eg. Validity time 09002, chart covering the period 06002 to 12002, outlook at 18002.
The UK AIP, GEN 3-5-1 1 (1 Jan 98) provides the following explanation applicable to both
charts:
Main Forecast Weather Chart and Text
a) The fixed time weather chart, top left of F2 15, shows the forecast position, direction and
speed of movement of the surface fronts and pressure centres for the fixed time shown.
The positions of the Highs (H) and Lows (L), with pressure values in millibars, are
shown by the symbols 0 and X. The direction and speed of movement (knots) of fronts
and other features is given by arrows and figures. Speeds less than 5kt are shown as
'SLOW'. All features are given identifying letters to enable their subsequent
movements to be followed on the Outlook Chart.
b) Freezing levels (0 "C) are shown in boxes as thousands of feet at appropriate places on
the chart.
c) Zones of distinct weather patterns are enclosed by continuous scalloped lines, each zone
identified by a number within a circle. The forecast weather conditions (visibility,
weather and cloud) during the period of validity, together with any warnings and any
remarks, are given in the text underneath the charts, each zone being dealt with
separately and completely.
d) In the text, surface visibility is expressed in metres (m) or kilometres (km), with the
change over at 5km.

Weather is described in plain language, using well known and self evident abbreviations
Cloud amount (in oktas) and type, with the height of base and top, is given, with all heights
in ft. amsl.
Warnings and significant changes and the expected occurrence of icing and turbulence are
given in plain language, using standard abbreviations where possible.(See Appendix 1)
The height of any sub-zero layer below the main layer is given in the text.
Hill fog is not used but 'cloud covering hills' is thought to be more informative and implies a
visibility less than 200m.
e) Single numerical values given for any element represent the most probable mean in a
range of values, covering approximately +I- 25%.
Outlook Chart and Text
At the top right- UK

hand side of the LOW LEVEL
FORECAST
form an outlook VALID BETWEEN
chart shows the p-piq

AND
expectedposition 1
120 1 12002
of the main
NUMBERS IN CIRCLES ARE
synoptic features WEATHER ZONES
OC LEVELS (BOXED) ARE IN
at the end of the 1000'S OF FEET AMSL
outlook period. CLOUD HTS IN TEXT ARE IN
FEET AMSL
No weather
TS AND CB IMPLY MODISEV ICE
zones are given AND TURB
FORECAST FOR 20 I 1 0900 Z I OUTLOOK AT 1 20 1 1800 2 1
on this chart but
a pattern of ZONE l GEN 30KM NIL 3-6lSCUSC 250016000, 2-516000, 2-518AC
ISOL, 12KM RASH 12000115000
surface isobars is MAINLY E 618CUSC 150019000
CLD O N HILLS. M O D ICE AND M O D TURB
shown. The IN C L D .
ZONE 2 GEN 2 5KM NlLlRA
outlook text OCNL 8KM RA
MAINLY
following the FRONT
main forecast I S O L SEA

AND
5000 MISTIDZ 6 - 8 l 8 S T S C 800/5000,4-618LYR 5000112000
CLD O N HILLS. M O D ICE A N D M O D T U R B
W INWARD IN C L D
text describes the COT
principle weather ZONE 3 GEN

0CNL
5000M
200M
MIST
FOG
5-718STSC 50012000
818ST 10011200
changes expected 1
CLD O N HILLS
ZONE 4 GEN 2 OK NIL 0-318SCUSC 450018000, 1-418AC 1 2 0 0 0 - 1 6 0 0 0
during the 6 hour OCNL BEC 8KM HAZE NIL
ISOL l OKM RASH 3-618CU 300011 2 0 0 0
outlook period. ISOL LAND,
AFTER 4 00 OM MIST NIL
1l00Z
ISOL 5 00M FOG NIL
MAINLY CLD O N HILLS. M O D ICE AND M O D TURB
LAND IN C L D
UNTIL 082
ISOL LAND
UNTIL 072
OUTLOOK UHnL 2018002: SOL T W E A W RA SH DEVELOPING IN ZONE 4, OTHERWISELITTLE CHANGE.

METFORM 215: ISSUED BY MET OFFICE BRACKNELLAT 0249 Z 2O/MAYll908
Figure 8.1 Low Level Weather F215

METFAX AVIATION
EUROPEAN LOW LEVEL WEATHER CHART (F415)

ISSUED BY THE MET OFFICE BRACKNELL
SUITABLE FOR INITIAL DEPARTURESAND FLIGHTS BETWEEN 091200 & 091800 UTC.
ZONE I GEN 30 KM NIL W 8 S C 200013000 4500. -

ISOL N 8KM NIL/DZ W 8 S C 2000/3000.
ISOL, MAINLY LAND 2000M MIST1DZ 5718STSC 50013000.
BEFORE 09002
CLD ON HILLS. MOD TURB IN CLD.
-ppppppp-
ZONE2 GEN 30KM NIL 1 4 8 LOC'N 718CUSC 300015000.

ISOL LAND CLEARING 6KM MIST 2-518ST 80011500.
BY 112
ISOL LAND BEFORE 09Z 500M FOG 518ST 1001800.
CLD ON HILLS. MOD TURB IN CLD
OCNL MOD TURB BLW GOOD OVER LAND SW ENGLAND
ZONE 3 GEN 15KM NlL/RA SH &3/8SC 300014000.3-518AC 8000116000.

ISOL IOKM RA SWTS 1-518SC 1500/4000,6/8C8 5000125000.
OCNL NEAR FRONT 3000M HEAVY M S 4-718ST 50011000,818NS 1500125000.
EMBD CB 4000135000.
ISOL SWCOT SW 500M FOGIRA 818ST 10011000,5-818LYR 1000120000.
CLD ON HILLS. MOD ICE AND MOD TURB IN CLD.
MOD SOL SEV TURB BLW 6000 OVER LAND.
ZONE 4 GEN 20KM NIL 3-5CUSC 250016000 4ASC9 14000/25000

LOC sw 6KM TSMAIL 718C3 2000137000
CLD ON HILLS ISOL MOD ICE AND MOD TURB IN CLD.
ZONE5 GEN 20KM NIL NIL.

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

.......................
Forecast Weather below 15000ft.
Met Oflice Bracknell issued at..........0345...... ........ UTC
Notes: Vis in m or km. Hill fog implies 200m or less.
TS and CB im-ly moderatelsevere icing and tufbulence.
Height AMSL xxx = above 15000ft
Figure 8.2 European Low Level Weather

8.3 SPOT WIND CHARTS FOR F2141415
Charts, relating to F2 15 and F4 15, provide expected winds between 1,000 and 24,000 ft. Each
box is placed over the intersection of a meridian and a parallel (shown at the top of the box).
(See Fig. 8.3)
Questions on F2 141215 are contained in Exercise 3 at the end of this chapter.
P H I X . 00;
-
04 oCT ' 98 2 1 : 35 F R O M MET I TOPS B R Q i l j N E L L '0 4886
ISSUED BY HETEDROL001CAL OFFICE, BRACKNELL FORM 21k

F I X E D T I M E CHART VRLID AT 3 UTC ON HONDRY 5/10/98
I lo2 oco PO +061 ; ;1
z)I "
ORTR IS FOR LAT/LONP POSITIONS
BHOWN R T TOP OF EFICti B O X .
RLTITUDES ARE ABOVE nsL
I THOUSRNOS Of FEET 1
TEtlPERATURE I N DEGREES CELSIUS 1
Figure 8.3 Low Level Winds F214

8.4 SIGNIFICANT WEATHER/TROPOPAUSE/MAXIMUM WIND CHARTS - MEDIUM

AND HIGH LEVELS
a) Charts normally available in the UK are:
EUROPE covering FLl 00 to FL450.
NORTH ATLANTIC covering FL250 to FL630.
MIDDLE & FAR EAST covering FL250 to FL630.
AFRICA covering FL250 and above.
CARIBBEANISOUTH AMERICA covering FL250 and above.
An example of the EUROPE chart is at Figure 8.4.
b) Symbols are shown at Fig. 8.5 and must be learnt, together with the abbreviations over
the page.
c) Figure 8.6 indicates the wind symbols for the Significant

Weather/Tropopause/MaximumWind chart

Area I Chart I Levels I Coverage I Issue Times I Validity Times 1
sig N53 E065 0315 and

Europe ~ x l ~ r o p o p a u s eFL -
~ 100 450 ~ 2 ~50 3 4 approx every 1200 and
(EUR' N26 WO18 6 hours every 6 houm
Max Wind
N54 W050
Figure 8.4 EUR Significant ~ e a t h e r l ~ r o ~ o ~ a u s e l ~ a xWind
imum Chart

Meteorological Charts-Explanatory Notes

1 Symbols for a significant Weather, Tropopause and Freezing Level etc.
Thunderstorm
Tropical cyclone Snow
Severe squall line
Hail Shower
- - -
A Moderate turbulence \ Severe sand or dust haze

Severe turbulence f Widespread sandstorm or duststorm
C> Marked mountain waves CO Widespread haze
-
W Light aircraft icing Widespread mist
-
- Widespread fog
W Moderate aircraft icing
V Severe aircraft icing s Freezing fog
?, Freezing precipitation r Widespread smoke
9 Drizzle 0 Volcanic eruption
Note: Altitudes between which phenomena and associated cloud are protected are indicated by flight levels, top ovi
base or top followed by base. 'XXX' means the phenomenon is expected to continue above andlor below the
vertical coverage of the chart. Phenomena of relatively lesser significance, for example light aircraft icing or
drizzle, are not usually shown on charts even when the phenonmenon is expected. The thunderstorm symbc
implies hail, moderate or severe andlor turbulence.
Tropopause spot altitude (eg FL400) -- - - -

Boundary of area of significant weather
Boundary of area of clear air turbulence.
High point or maximum in tropopause The CAT area may be marked by a
topography (eg FL440) numeral inside a square and a legend
desribing the numbered CAT area my
Low point or mimnimum in tropopause be entered in the margin.
topography (eg FL340)
Freezing level.
a
@
State of sea (wave height in metres).
Sea surface temperature ("C).
1 1 1 - ibis p
2 Fronts and convergence zones
I LI l ~ o l front
d at the surface h i s of trough I
Iwarm front at the surface of ridge
Occluded front at the surface Convergence line
Quasi-stationary front at the surface Inter-tropical convergence zone
Note: An arrow with associated figures indicates the direction and the speed of the movement of the front (knots).
Dots inserted at intervals along the line of a front indicate it is a developing feature (frontogenesis),while bars
indicate it is a weakening feature (frontolysis).
Figure 8.5 Significant Weather Symbology.

Cloud Abbreviations
Cirrus
Cirrocumulus
Cirrostratus
Altocumulus
Altostratus
Nimbostratus
Stratocumulus
Stratus
Cumulus
Cumulonimbus (its insertion implies hail, moderate or severe icing andor
turbulence)
LYR Layer or layered (instead of the cloud type)
Amount:
Clouds except CB
SKC = clear (0 okta)
FEW = few (118 or 218)
SCT = scattered (318 or 418)
BKN = broken (518 to 718)
OVC = overcast (8/8)
CB only
ISOL = individual CBs (isolated)
OCNL = well separated Cbs (occasional)
FRQ = Cbs with little or no separation (frequent)
EMBD = thunderstorm cloud contained in layers of other clouds (embedded)
Example weather Abbreviations:
RA = rain
DZ = drizzle
SN = snow
SH = showers
FZ = freezing
TS = thunderstorms
Other phenomena may be expressed as a combination or written in full. TS implies severe

turbulence and icing.

MAXIMUM WIND 270" (T), 1IOKT AT FL380
A DOUBLE BAR MARKS A SPEED CHANGE OF 20KT,

AND/OR HEIGHT CHANGE OF 3000FT
Figure 8. 6 Significant Weather/Tropopause/Maximum Wind Chart
8.5 WINDS AND TEMPERATURE: CHARTS
Corresponding to the charts listed above are charts of similar coverage, which show winds and
temperatures for a particular flight level. The flight levels are listed in column 3 of page 3-5-10
of the GEN section of the Air Pilot (Appendix A to Chapter 18). On these charts (see Fig. 8.7)
winds are given every 5O of latitude and longitude using the symbology shown in Fig. 8.8.
To find the wind and temperature at a position other than that at a latllong intersection, some
careful interpolation is required. To find an average wind for a whole route you must split the
route into a number of sections, say 10' of latitude or longitude (depending on the direction) find
the wind & temperature for each section and find a mathematical average. If the winds found
vary through 360, you will have to take care eg. the average of the two winds 3 10120 and 0 10130
is 340125 and not 160/25!
To find the wind component, the average WIV will have to be applied to the mean track for
the route using a representative TAS and the navigation computer. (For normal subsonic jet
transport aircraft flying between 30,000 and 40,000 ft, 480 kts is a reasonable figure).
Exercises 1 & 2 at the end of this chapter cover the use of both the significant weather and
temperature charts.

Fig. 8.7 FL300 Wind and Temperature Chart

Wind 300" (T) 30 kt, temperature

-36" C at arrow head
Wind 240" (T) 15kt, temperature

+2"C at arrow head
Figure 8.8 Symbols - WindITemperature Chart.

EXERCISE 1
Significant Weather/Tropopause/MaximumWind Chart (Diag.l), TAFS (Para. d)) and

Upper Wind and Temperature Chart (Diag.2)
Detail significant weather from London to Cairo via Palerrno above FL240: specifying where
changes occur by latitude, or longitude as appropriate.
Tabulate the mean WIV and temperature at FL 300 at each 10" degree longitude line along the
route (i.e. at 10E, 20E, 30E etc.) and calculate the mean W N over the whole route.
Calculate the ISA temperature deviation at FL 300 overhead:
i) London
ii) Cairo
Give forecast landing conditions from the list below:
i) HECA for the period 1800 GMT to 0000 GMT.
ii) LICJ for the period 1200 to 1800 GMT.
TAFS Middle East:
FTEG 3 1 OLBA 28 1100

HECA 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
LICJ FT 280606 29008G19KT 6000 FEW020 SCT030 TEMPO 0906
32030KT 0800 +TSSA SCT030CB BECMG 2302 VRBO5KT 2500 HZ
BECMG 0305 30008G18kt 3000 HZ

Exercise 1 Diagram 2

EXERCISE 2.
Significant WeatherITropopauselMaximum Wind Chart (Diag. I), TAFS and Upper

WindITemperature Chart (Diag.2)
a) Detail significant weather from London to Chicago giving cloud, icing, turbulence and
CAT over the route above FL 250 specifying longitude where changes occur.
b) Tabulate the mean W N and temperature at FL 340 at each loodegree longitude line
along the route (i.e. at 10W, 20W, 30W etc.) and calculate the mean W N over the
whole route.
c) If the flight is carried out at FL 340 between London and 30W will this route portion
be flown in the stratosphere?
d) Give forecast landing conditions from the list of TAFS as follows:
9 CYMX for the period 0600 GMT to 1000 GMT.

ii) KORD for the period 1000 GMT to 1200 GMT.
Oct721 : 31 : 56 1998 Airtransat FOMS
STATION WEATHER INFORMATION
CYMX YMX
TAF 0716202 071717 08008KT P6SM OVC030 TEMPO 1923 4SM -SH RA OVC020
FM2300Z 18015KT 6SM -RA SCT006 OVC020 TEMPO 23 11 3SM -RA OVC006 PROB30
0205 2SM TSRA OVC006 FM1100Z 29008KT P6SM -SHRA OVC030 TEMPO 1117 4SM
-SHRA BR OVC020 RMK NXT FCST BY 232
TAF 071015Z 071 111VRB03KT P6SM SCT040 BKN080 BECMG 1214 09012KT FM1400Z
09012KT P6SM SCT030 OVC080 TEMPO 2 103 6SM -SHRA OVC020 FM0300Z 15010KT
6SM -SHRA SCTOlO OVC020 TEMPO 03 11 3SM -SHRA OVCOlO RMK NXT FCST BY
172
KORD ORD
TAF 07 l623Z 071717 07008KT P6SM FEW030 SCT120 BKN220 BECMG 1920 BKN030
OVC100 FM2300Z 05008KT P6SM BKN030 OVC100 TEMPO 0002 P6SM -SHRA BKN030
OVC080 FM02000Z 05008KT 6SM -RA OVC025 TEMPO 0206 3SM -RA BR OVC015
FM0600Z 05006KT 5SM -RA BR SCT006 OVC012 TEMPO 0613 2SM -RA BR OVC006
FM1400Z 28010KT P6SM OVC025 RMK NXT FCST BY 232 TAF 071015Z 071 111
06008KT P6SM SCT120 BKN230 TEMPO 1800BKNO4O OVC 100FMOOOOZ 05008KT P6SM
BKN040 OVC 100 TEMPO 0 104 P6SM -SHRA BKN030 OVC080 FM0400Z 05008KT 6SM
-RA OVC025 TEMPO 041 1 2SM -RA BR OVCO10 RMK NXT FCST BY 172


Diagram 2 - Exercise 2

EXERCISE 3
Using the attached significant weather chart (Diagram 1) answer question 1 and 3 on the route
from Madrid to Larnaca, following the marked route.
1. The highest tropopause height en-route would be at:
a) overhead 20E
b) overhead Madrid
c) Larnaca
d) 1OOE
2. The CAT expected at 5OE en-route would be:
a) moderate between FL230 and FL460

b) moderate from below FLl 00 to FL 160
c) moderate fiom FL 260 to FL 370
d) moderate between FL 290 to FL 440
3. If this route was flown at FL290 moderate to severe turbulence and icing could be expected at
a) 5"E
b 10E
c) Overhead Larnaca
d) 25"E
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.
4. The mean wind velocity and temperature between Madrid and 30E would be:
5. The ISA deviation overhead Madrid is:

The highest ground speed would be achieved at:
Using the attached F 214 UK low level wind and temperature chart (Diagram 3) answer
Questions 7 to 9.
The mean wind and temperature between Liverpool (EGGP) and Jersey (EGJJ) at 14000 ft
would be:
At position 57" 30'N 05"OO'W between 2000ft and 5000ft the ELR in existence would lead to
a state of: Ignore this question.
a) neutral equilibrium
b) absolute stability
c) conditional instability
d) absolute instability
The ISA deviation at 55" N 00" E at 18000 ft would be:
a> ISA - 3C
b) ISA + 0C
c> ISA + 12C
d) ISA + 3C
Using the attached F215 UK low level forecast (Diagram 4) answers 10 to 15.
The type of fog forecast in Zone 4 is most likely to be:
a) radiation fog.
b) frontal fog.
c) advection fog
d) arctic smoke

At 0900 Z the occlusion velocity is:
a> 120/20kt
b) 080/35kt
c> Less than 5kt
d) 090/30kt
In Zone 3 the cloud is:
a) strato cumulus
b) stratus and strato cumulus
c> alto cumulus
d) stratus, strato cumulus and alto cumulus
By 1200 Z the lowest visibility will be found in:
a> Zone 4
b) Zones 2 and 3
c) Zone 5
d) Zones 2 , 3 and 4
The highest cloud tops expected at Kidlington between 0600 Z and 1200 Z are:
a) FL250
b) 14000 ft AGL
c> 8000 ft AMSL
d) 25000 AMSL
The surface wind direction expected at London Heathrow at 1800 Z is:
From the TAFSsfor MKPP and KBOS given below answer 16 to 20.
MKPP 270606 10017KT 3000 HZ SCT024

PROB30 TEMPO 0812 2000 + SHRA
BKNO 1OCB BECMG 1215 VISBOSKT
CAVOK BECMG 0103 1001OKT 5000
SCTO15
KBOS 271212 VRBO5 CAVOK BECMG 1819

06012KT BECMG 0204 05025G35KT 5000
OVC030 PROB40 1012 2800 SN

16. The visibility at MKPP at 1600 Z is expected to be:
a) 2000 m
b) 3000 m
c) 5000 m
d) 10 krn or more
17. The lowest cloud base forecast for MKPP at 1100 is:
a) 2400 RAMSL
b) above 5000 ft AMSL
c) 2400 ft AGL
d) 1000 ft AGL
18. The highest surface wind speed at MKPP is expected between:
a) 0600 Z and 0600 Z

b) 0600 Z and 1200 Z
c> 1200 Z and 1500 Z
d) 0800 Z and 1200 Z
19. At KBOS at 1100 Z which of the following weather conditions are expected:
a) visibility of 28 km
b) 818 cloud at 2800 ft.
c) 40% chance of moderate snow
d) surface wind of O5025KT.
20. At KBOS at 1600 Z the visibility is expected to be:
a) 5000 m
b) more than 10 k m
C) 2800111
d) 1012 m

8-22 63 Oxford Aviation Services Limited


-- - - --- - -. ~ w
F I X E D T I R E CHRRT VQLID R T 9 UTC ON T U E S D A Y 5/1/93 r ~ ~ - z
2 4 250 -
55 29
18 250 SO - 1 5
10 240 50 - 0 2
Of 230 40 + 06
02 230 35 + 1 l
. .
.ALTI TUDES RRE ABOVE nsL '
'
I T H ~ u S ~ ~ N OOF
S FEET)
TEnPERfiTURE IN DECREES CELSIUS
n~ nn7 i z T+Q I.XXXXX EGRR 0 0 0 0 :

Exercise 3 - Diagram 3

ANSWERS
Exercise 1
London to 50N: Nil significant weather. tropopause between FL350,330

50N to 47N: Cloud below, including isolated embedded cumulonimbus, tops FL220.
50n to 42N: Nil significant weather; tropopause at FL300.
42n to Palermo: Moderate clear air turbulence between F1290 and 440, associated with
a westerly jet stream, speed 140kt, at 40N and FL370; tropopause
height FL400.
Palermo to Cairo: Nil significant weather, but check the Sigrnets for volcanic ash as Etna
is on track at 15E.
OOE 10E 20E 30E AVERAGE

300165 270190 270155 0 10140 302164
-50C - 42C -36C - 39C - 42C
i) London "C ii) Cairo "C

ISA - 45C - 45C
Forecast - 50C - 39C
Devn. - 5C + 6C
i) HECA
Surface wind variable at 5kt; no cumulonimbus cloud; cloud base not lower than 5000ft
or MSA, whichever is the greater. Visibility 1Okrn or more and no weather significant
to aviation.
ii) LICJ
Surface wind 290 "(T) at 8kt, gusting to 19kt; visibility 6000m; cloud few (1 to 2 oktas),
base 2000ft, and scattered (3 to 4 oktas ), base 3000ft. Temporarily (less than one hour
in each instance, and less than half of the whole period) surface wind 320(T) at 30kt,
visibility 800m in heavy thunderstorm and sand; cloud scattered, cumulonimbus base
3000ft.
Exercise 2
a) LONDON to 05 "W Nil significant weather.

05Ow to22"W Well separated cumulonimbus contained in layers of other clouds, with
moderate to severe turbulence and icing, and hail
Moderate clear air turbulence between FL250 and FL350.
Nil significant weather.
Moderate, occasion all^ severe, clear air turbulence from FL250 to
FL400, associated with a north-westerly l5Okt jet-stream at FL340,
crossing track at 38"W.
Nil significant weather.
Isolated, embedded cumulonimbus (with implied hail, moderate to
severe icing and turbulence) from FL250 to FL350.

60W to 75"W Moderate, occasionally severe, clear air turbulence from FL250 to
FL400, associated with a 150kt south-westerly jet-stream at FL340,
crossing track at 62 "W.
75"W to 84"W Moderate, occasionally severe, clear air turbulence from FL250 to
FL400, associated with a northerly jet-stream of about 100kt at FL350,
crossing track at 83 "W.
84 "W to Chicago Nil significant weather.
2240+8=280 -385 -+ 8 =-48

* use 370195 490+8=61
280161
c) Yes. Maximum height of tropopause (450), 300,250, (500)
d) i) CYMX 0600UTC to 1OOOUTC:

Surface wind 180(T) 15kt, visibility 6 statute miles in light rain, cloud 3 to 4 oktas,
base 600ft above the aerodrome level (aal) and 8 oktas, base 2000ft aal. Temporarily
(for less than 1 hour in each instance and less than half the period between 2300UTC
and 1100UTC in aggregate) visibility 3 statute miles in light rain, cloud 8 oktas, base
600ft above airfield level.
ii) KORD 1000UTC to 1200UTC:
Surface wind 050(T) 6kt, visibility 5 statute miles in light rain and mist, cloud 3 to 4
oktas, base 600ft aal and 8 oktas, base 1200fi aal. Temporarily (for less than 1 hour in
each instance and less than half the period between 0600UTC and 1200UTC in
aggregate) visibility 2 statute miles in light rain and mist, cloud 8 oktas, base 600frt aal.
Exercise 3
a d c a c d a c d a
11 12 13 14 15 16 17 18 19 20

CHAPTER NINE .POINT OF NO (SAFE) IiETURN (PNRJPSR)
Contents
Page
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 - 1
DERIVATION OF THE FORMULA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 .3
TRANSPOSING THE FORMULA TO CRP5 . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 .4
THE EFFECT OF WIND ON THE LOCATION OF THE PNR . . . . . . . . . . . . . 9 .4
SINGLE LEG PNR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 .5
EXERCISE 1 .SINGLE LEG PNR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 .6
MULTI-LEG PNR .METHOD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 .8
EXERCISE 2 .MULTI-LEG PNR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 .9
DERIVATION OF THE FORMULA FOR VARIABLE FUEL FLOWS . . . . . 9 .12
EXERCISE 3 .SINGLE LEG PNR VARIABLE FUEL FLOWS. . . . . . . . . . . . .9 .13
EXAMPLES MULTI-LEG PNR VARIABLE FUEL FLOWS. . . . . . . . . . . . . . 9 .16
EXERCISE 4 . MULTI-LEG PNR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 .20

FLIGHT PLANNING AND MONITORING POINT OF NO (SAFE) RETURN (PNRIPSR)
9.1 INTRODUCTION
(Ref. Fig. 9.1)
- -- -
PRE-PUWED POINT OF W RENRW

6 S O W (0) to PHR
/
I
/
GS HOW (H) FROM PNR
-
DISTANCE OUT TO PNR = DISTANCE HOME FROM PNR.
Figure 9.1. Point of No (Safe) Return
The POINT O F NO RETURN (PNR), or POINT O F SAFE RETURN, is the furthest point
along a planned route to which an aircraft can fly and return to the departure airfield, or
departure alternate, within the SAFE ENDURANCE of the aircraft. SAFE ENDURANCE is
the length of time an aircraft can fly without consuming the mandatory reserves of fuel that are
required overhead its departure airfield, or departure alternate, in the event of the aircraft
returning from the PNR . This SAFE ENDURANCE, quoted as a period of time (or an amount
of fuel) is used to calculate the PNR. It must not be confused with the TOTAL ENDURANCE,
the time an aircraft can remain airborne, at the end of which the tanks are empty.
If the state of the weather, runway, let-down aids or political situation at a destination airfield
is likely to deteriorate and the only recourse would be to return back to the departure airfield,
or departure alternate, it is prudent to calculate a PNR. Normally, the calculation of a PNR
would only be necessary for flights to an "isolated destination and no adequate destination
alternate exists" (See JAR-OPS 1 Subpart D, 1.295d)). Occasions on which a PNR may be
required might include flights from mainland airfields to destinations such as Easter Island,
Cocos Island, Tahiti, Ascension Island and the Azores.
In flight, at a reasonable time before the ETA for the PNR, the pilot checks that the destination
airfield's weather, landing aids and runway state are acceptable for a period of usually one hour
before to one hour after the destination ETA.
The distance OUT to the PNR equals the distance Home from the PNR. The time OUT to the
PNR and time HOME from the PNR will be the same in zero wind; if there is an overall wind
component the time OUT and time HOME will be unequal. But, in each case, the two values
total the Safe Endurance time.

AMC OPS 1.255 of JAR-OPS 1 Subpart D states that if an operator's fuel policy includes
planning to an isolated aerodrome for which a destination alternate does not exist, the amount
of fuel at departure should include:
a) Taxy fuel.
b) Trip fuel.
c) Contingency fuel (usually 5% of trip fuel, but see 1.3 of reference).
d) Additional fuel if required, but not less than:
i) For an aircraft with a reciprocating engines, fuel to fly for 45 minutes plus
15% of the flight time planned to be spent at cruising level, or two hours,
whichever is less; or
ii) For aeroplanes with turbine engines, fuel to fly for two hours at normal
cruise consumption after arriving overhead the destination aerodrome,
e) Extra fuel if required by the commander.

9.2 DERIVATION OF THE FORMULA

(Ref. Fig. 9.2. )
E = THE SAFE ENDURANCE

T = TIME TO the PNR
E-T = Time HOME FROM the PNR
0 = Groundspeed TO from PNR
H = Groundspeed HOME FROM the PNR
DISTANCE = TIME x SPEED

By definition DISTANCE OUT TO PNR = DISTANCE HOME FROM PNR
TXO
TO
TO+TH =
T(0 + H) =
T -
.
I
Figure 9.2. Derivation PNR formula

9.3 TRANSPOSING THE FORMULA TO CRPS
I
Figure 9.3. Transposing formula to CRPS
9.4 THE EFFECT OF WIND ON THE LOCATION OF THE PNR:
Let E = 10h; TAS = 300kt.
STILL AIR min
min @ kt
nm (Answer 1500nm)
sOkt HEADWIND OUT
min @ kt
nm (Answer 1458nm)
50kt TAILWIND OUT min
min @ kt
nm (Answer l458nrn)
In still air the distance to the PNR is the greatest.

Any wind component reduces the distance to the PNR.
This distance is the same for a HEAD or TAIL wind of the same value.
The greater the wind component the greater the reduction in the distance to the PNR.

9.5 SINGLE LEG PNR

(Ref. Fig. 9.4)
A
TAS = 220 KT
DEPARTURE
(HOME)
DES
Figure 9.4. Example PNR
Study the Figure 9.4 and, using the formula, calculate the Time and Distance to the PNR. The
aircraft is flying towards its destination at a TAS of 220kt with a wind component of +45kt. Its
total Endurance is 7h 40min and the Safe Endurance is 6h; use TAS 220kt throughout.
(Answer: 143min, 632nm)

EXERCISE 1 - SINGLE LEG PNR
a) An aircraft is to fly 800nm from A to B at 160kt groundspeed; the return groundspeed to its
diversion A is 190kt. If its safe endurance is 5 hours calculate the time and distance from A to
the point of no return.
(Ans: 163min; 435nm)
b) Determine the time and distance to the point of no return from the following data:
a) Outbound leg; TAS 275kt, HEADWIND COMPONENT 35kt.

b) Return leg; TAS 285kt, TAILWIND COMPONENT 35kt.
c) Fuel available, excluding reserve, 2 1420 lb.
d) Mean fuel consumption 3730 lblh.
(Ans: 197min; 788nm)

c) On a flight from L to M the TAS is 170kt and the fuel in tanks is sufficient for the time of the
flight, plus 2 hours. In the event of the aircraft having to divert back to L the aircraft must arrive
overhead with sufficient fuel for a hrther 75 minute flight.
Route details:
FROM TO WC. DIST.

L M +30 800nm
M L -30 800nrn
Calculate the time and distance from L to the point of no return.
(Ans. 117.5min; 392nm)
d) An aircraft has 2320 Imp gal of fuel in tanks (SG 0.72). The fuel consumption is 2 1OOlbIh, TAS
270kt and a forecast outbound wind component of 4Okt head(assume 40kt tail for the return).
Calculate the distance beyond which it will be imprudent to return to the departure airfield to
arrive overhead with a reserve of 260 Imp gal.
(Ans: 931nm)

MULTI-LEG PNR - METHOD

(Ref. Fig. 9.5)
The PNR is calculated by finding the time out and time home on each leg in turn and
comparing the accumulating times with the Safe Endurance time to compute the remaining
Safe Endurance. Eventually, a leg will be reached where there is insufficient time, within the
remaining Safe Endurance, to fly out and back. This will be the sector on which the PNR lies.
The remaining Safe Endurance on this leg is used then to calculate its PNR. The time and
distance from the start of the flight to this PNR can then be calculated easily by adding on the
appropriate leg distances and outbound times.
Safe Endurance = 3h 30min (210')
Time A to B = 57' Time B to C = 40' Time C to D = 68'

Time B to A = 41' Time C to B = 33'
Total Time for flight A to B to C and return 4 7 1 '
.a. Remaining Endurance = 210' 171' - = 39' and PNR is on C to D

Calculate PNR for C to D using 39' as Safe Endurannce and add
distances and times to find PNR in relation to A.
Figure 9.5. Multi - leg PNR

9.7 EXERCISE 2 - MULTI-LEG PNR See b) worked example.

a)
I LEG DISTANCE TAS WIND COMP. SAFE 1

A -B 520 200 -20
Find the time and distance to the PNR from A.
(Ans. 200min; 61 lnm)

I LEG DISTANCE TAS WIND COMP. SAFE

A-B 410 250
I C-D I 200 I 250
Find the time and distance to the PNR from A.
Time A to B -
- 114.5' +
-
- 86.5'
Time B to A
20 1 PNR on B to C
-
- 280' - 201' - 79'
Remaining Endurance -
-
- 79 X 275 - 43.5'
Time to PNR from B
225 +275
Time to PNR from A - 43.5 + 114.5 - 158'
Distance to PNR from A -

- 410 + (43.5' @ 225kt) = 573nm
(Ans. 158min; 573nm)

C) PNR using a departure airfield alternate.
LEG TRACK0 DISTANCE TAS WIND SAFE

Departure
080 250 230 +40
to S
S to
120 500 230 +50 2lOmin
Destination
S to
290 180 230 -25
Alternate
In the event of a return the aircraft plans to land at the alternate airfield, after overflying S.
Calculate the time and distance to the PNR from S.
(Ans. 40min; 187nm)

FLIGHT PLANNING AND MONITORING POINT OF NO (SAFE) RETURN (PNWPSR)
9.8 DERIVATION OF THE FORMULA FOR VARIABLE FUEL FLOWS
In the preceding examples Safe Endurance was quoted in hours and minutes. If it is given as an
amount of fuel then the following formula, which takes into account individual sector fuel flows
altitudes, temperatures, wind components and engine configurations, may be used:
LET d -
- Distance to the PNR
-
-
F Fuel available (less reserves) for calculation of the PNR
CO = The fuel consumption OUT to the PNR, kglnm
CH = The fuel consumption HOME from the PNR, kglnm
FUEL USED TO THE PNR + FUEL USED HOME FROM THE PNR = F
dCO+dCH = F
d(C0 + CH) = F
d - F
EXAMPLE VARIABLE FUEL FLOWS PNR -SINGLE SECTOR

TAS 3 10kt; wind Component out to the PNR +30kt. Total fuel available less reserves 39500kg;
fuel flow out to PNR at FL 270 is 6250kglh; fuel flow home from the PNR at FL310 is
5300kglh. Calculate the distance and time to the PNR.
CO = - kglnm
d - 39500 - nm
+
Time toPNR = @ kt
- min
(Answer: 1059nm, 187min)
When no GS or FF is quoted Consumption Out or Home may be calculated by:
LEG FUEL
LEG DISTANCE

EXERCISE 3 - SINGLE LEG PNR VARIABLE FUEL FLOWS.
1. Given:
Fuel flow out TO PNR 115001b/hr TAS 474kt Wind component 50kt head
Fuel flow HOME from PNR 103001b/hr TAS 466kt Wind component 70kt tail
Flight Plan fuel 820001b
Fuel less reserves 700001b
The time and distance to the PNR are:
2. An aeroplane is to fly 1l9Onm from A to B at a TAS of 2 1Okt with a forecast wind component
of 3Okt head (assume 30kt tail on return to A). The mean he1 consumption outbound is expected
to be 2400kglh, and 2000kglh if the aircraft has to retum to A. If the fuel available is 14500kg,
excluding reserve,the distance and time to the point of no return are.
3) At 10202 an aircraft leaves its PNR to return to overhead its departure airfield.
Given:
Fuel flow out TO PNR 33 10kg/hr TAS 484kt Wind component 30kt head
Fuel flow HOME from PNR 28 10kglhr TAS 475KT Wind component 50kt tail
Route distance 2500nm
Total Endurance he1 28900kg
Safe Endurance he1 2 1000kg
The aircraft's ETA at the departure airfield and planned fuel bum on the return flight are:

4. Reference CAP697 and relevant MEP data.

Given:
Fuel in tanks 123GAL Safe Endurance Fuel 93SGAL
Departure OUT to PNR
FL80 COAT -1 "C Power Setting 55% @ 2300RPM Wind Component 20kt tail
PNR HOME to Departure
FL140 COAT -13 "C Power Setting 65% @ 2500RPM Wind component 35kt head
The distance and time to the PNR are:
5. Reference CAP697 and relevant SEP data.
Fuel in tanks 74GAL Safe Endurance Fuel 64.6GAL 25IN HGl2500RPM

Departure OUT to PNR
FL 105 COAT -18 "C Wind component 20kt head
PNR HOME to Departure
FL115 COAT -20 "C Wind component 30kt tail
The distance and time to the PNR are:

ANSWERS

9.9 EXAMPLES VARIABLE FUEL FLOWS PNR - MULTI - LEG
WC (HOME)
LEG DISTANCE TAS WC (OUT) kt
kt
C - D 270 480 - 30 + 35
D - E 340 480 - 50 +55
The fuel flow C to D to E is 11900kg/h at FL 290 and 11650kglh E to D to C at FL 3 10. The

fbel available less reserves is 20000kg. Find the distance and time to the PNR from C.
Instead of calculating the time OUT and HOME on consecutive legs calculate the fuel
required OUT and HOME, and compare the accumulating fuel required with the Safe
Endurance fuel to find the leg on which the remaining Safe Endurance fuel lies, and hence
the PNR. :
a) Fuel C - D - 11900 x 270 =

450
Fuel D - C
b) Fuel remaining F = 20000 - kg
-
kg
C) :. The PNR is on leg D to E.
CO = 11900 -
- kglnm
430
CH = 11650 -
- kglnm
535
e) Dist. to PNR from C = -

nm
Time to PNR from C = min

MULTI-LEG PNR - LEG DISTANCE AND FUEL REQUIRED GIVEN

(Ref. Flight Plan page 9-16)
An aircraft, All Up Weight (AUW) 270000kg, is overhead A en-route to D via B and C and has
66000kg of fuel remaining. If destination D is not available or suitable for landing the aircraft
must arrive back at A with a minimum overhead fuel reserve of 10770kg. Refer to the method
below and answer the following:
The planned weight of the aircraft on returning to A will be:
0 204000kg
ii) 231820kg
iii) 2 l477Okg
iv) 242590kg
The last point to turn back to A is on leg:
0 A -B
ii) B-C
iii) C-D
iv) Beyond D
The distance to this point from A is:
i) 1465nm
ii) 1158nm
iii) 1152nm
iv) 1lOOnm
Assume the aircraft has returned to A from its PNR and calculate its weight;
- kg. (Enter line 10)

270000 - (66000 - 10770) -
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,

ii) Surnmate the fuel required OUTBOUND and HOMEBOUND on each sector in
turn (A to B plus B to A etc.) and compare the accumulating total at each sector
point with the Safe Endurance allocated, until the remaining fuel indicates the
sector on which the PNR must lie.
C) The remaining amount of fuel assessed will be "f' in the formula.
CO and CH for the sector containing the PNR are calculated by:
p
SECTOR DISTANCE (nm)
The distance "d" on the sector containing the PNR may now be calculated
(Answer page 9 - 27/28)

9.10 EXERCISE 4 - MULTI-LEG PNR
a)
11 LEG I DISTANCE I TAS I WIND II11

II I nm I kt I COMPONENT
A-B 300 250 +30

B-C 350 250 +40
Find the time and distance from A to the Point of No Return to A if the safe endurance is 3 hours.
(Ans. 78min; 368nm)

~[LEG I DISTANCE
nm
I I
TE WIND
COMPONENT I
Find the time and distance from D to the Point of No Return to D if the safe endurance is 5 hours
10 minutes.

c1
LEG TRACK DISTANCE TAS WIND

(T) nm kt VELOCITY
L
H-J 131 370 270 230140

J-K 156 296 270 250130
I K-L 1 097 1 114 1 270 1 270150 I
If the safe endurance is 4 hours 20 minutes and it is not possible to return to and land at H, how
far beyond J can the aircraft fly before returning and landing at J?
(Ans. 397nm from J)

LEG TRACK DISTANCE TAS WIND

(T) nm kt VELOCITY
r
P-Q 275 150 305 320125
Q-R 234 420 305 270150

R-S 210 310 305 240135
Total endurance is sufficient for flight from P to S, plus 1%hours.
Find the time and distance from P to the Point of No Return to P, if the aircraft is to arrive back
over P with enough fuel for 45 minutes further flight.

On a flight from M to N at FL 350,0.8 Mach, temperature deviation +5OC, wind component 40

kt head, distance 870 nm, fuel flow 1 1 550 kglh, an aircraft carries enough fuel to fly the distance
plus a contingency of 7%.
If a return is made to M, the wind component will be 30 kt tail and the fuel flow 11 100 kglh,
other details as for the onwards flight. How far towards N can the aircraft fly before returning
to M if the contingency fuel is included in the calculation?
(Ans. 5 10nm)

f)
1 1
DISTANCE GS FUELFLOW
TFtAYK nm kt kglh
LEG
T-U 090 265 220 6500
U-V 100 380 200 6500
V-U 280 380 215 6500
U-W 325 240 245 6500
Fuel available (excluding reserves) 23 000 kg.
If, after passing U, a return is necessary T will not be available for landing and the aircraft will
fly via U to W. How far beyond U can the aircraft fly before returning?
(Ans. 140nm)

An aircraft flies from X to Y covering 0.085 nm/ kg of fuel. It then returns to X from Y covering
0.073 nm/ kg of fuel. The total fuel used on the round trip is 17 800 kg. What is the distance from
X to Y?
(Ans. 699nm)

ANSWERS TO EXERCISES
See para. 9.9
- FLIGHT PLAN
Line STAGE TNI)

Temp Temp Track TAS Wind GS Dist Time Fuel START MID
FL
FROM TO O C Devn Dir Speed OT kt Comp kt nm min kglh WEIGHT(kg)
I 1 I TAKE OFF
The fuel available to calculate the PNR is:
:. The PNR is on sector C to D.
-
-
The distance to the PNR from C
Distance from A

CHAPTER TEN .CRITICAL POINTIEQUAL TIME POINT
Contents
Page
10.1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 0 - 1
10.2 DERIVATION OF FORMULA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 .2
10.3 THEEFFECTOFWINDONTHEPOSITIONOFTHECP . . . . . . . . . . . . . . . 1 0 - 3
10.4 SINGLE SECTOR ALL-ENGINE CP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 .3
10.5 ENGINE FAILURE CP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 .5
10.6 EXERCISE .SINGLE SECTOR CP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 .7
10.7 MULTI-LEG CP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 .10
10.8 EXERCISE .MULTI-LEG CP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 .11

FLIGHT PLANNING AND MONITORING CRITICAL POINTIEQUAL TIME POINT
10.1 INTRODUCTION
(See Fig. 10.1.)
GS WME IH) FROM Cp

AT ALL.ENGINE TAS
THE AU-ENGINE TRUE AIRSPEEDS ARE USED

TO CALCULATE THE @ROUNDSPEED TO TH CP, (H)AND (0)
Figure 10.1. All -Engine Critical Point (Point of Equal Time)
The Critical Point (CP), or Equal time Point, is that track position, in relation to two suitable
airfields, from which it is the same time for an aircraft to fly to either. These two airfields could
be the departure and destination airfields, or any two airfields situated suitably in relation to the
aircraft's track.
The CP allows the pilot to decide quickly which of the two diversion airfields is the closer in
time if there is a failure of an engine or a major system, or other event such as a serious illness
on board. The fuel loaded for a flight (trip fuel, contingency allowance, holding and alternate
fuel etc.) will be sufficient always for the aircraft to fly from the CP to either nominated
airfield. The CP is a time problem. To make the time HOME from the CP equal to the time
ON from the CP the two distances will be different, unless there is zero wind; in which case
they are equal.
Routes over the oceans or remote parts of the world, where, in the event of an emergency, there
is a scarcity of suitable en-route diversions within reasonable flying time from any point on the
proposed track, may necessitate the calculation of a CP between departure and destination
airfields and those en-route that are adequate.
For instance, a limit has been set on the distance a twin may be from an adequate airfield. This
distance will be equal to one hour's flight time, in still air, at the normal one-engine in-operative
cruise speed. Any operation planned beyond this distance from an adequate aerodrome is
considered to be Extended Range Twin Operations (ETOPS: see CAP 5 13). Approved ETOPS
requires the calculation of CPs between adequate airfields.
O Oxford Aviation Services Limitea

FLIGHT PLANNING AND MONITORING CRITICAL POINTIEQUAL TlME POINT
10.2 DERIVATION OF FORMULA

(See Fig. 10.2.)
D = Total Distance
X =DistancetoCPhmA
D X - = Distance from CP to B
H = Groundspeed HOME from CP
0 = Groundspeed ON from the CP
DISTANCE
By definition TlME HOME = TlME ON and TIME =
GROUNDSPEED
D-X
HD-HX
Figure 10.2. Derivation of CP Formula ITransposing Formula for CRP5

10.3 THE EFFECT OF WIND ON THE POSITION OF THE CP:
Let A to B total distance D = 500nm and TAS = 300kt.
STILL AIR X = 500 x

+
-- HALFWAY
60kt HEADWIND X
+
- > HALFWAY
- < HALFWAY
a) In Still air the CP is HALFWAY.

b) If there is a wind then the CP moves INTO WIND.
c) The stronger the wind the greater the movement INTO WIND.
10.4 SINGLE SECTOR ALL-ENGINE CP
Fill in the groundspeed rectangles at Figure 10.3 and calculate the distance and time to the All-
engine CP. The all-engine TAS is 475kt; engine failure TAS 380kt. The route distance is 2050
nm.
Answer: 985nm, 1 13.5min:

ALL ENGINE TAS = 475kt B

Figure 10.3. Example All Engine Single Leg CP
The accuracy of the answer can be proved by calculating that the time ON and HOME from the
CP are EQUAL:
Time CP to A - min. (137.5min)
Time CP to B = min. (137.5min)

10.5 ENGINE FAILURE CP

(Ref. Fig. 10.4)
1. M E ENGINE FAiLURE TRUE AIRSPEEDS ARE USED TO CALCULATE 0AND (0)

2. TO CALCULATE THE ELAPSED TM E TO THE CP THE ALL-ENGINE TASlOi) IS USED
I
Figure 10.4. Engine Failure Critical Point
The loss of a power unit will necessitate invariably a "drift down" to a stabilising pressure
altitude where the aircraft will either continue ON, or return HOME, at the reduced engine-
failure TASIGS, depending on whether the failure occurred before or after the ETA (computed
at the All-engine TASIGS) for the Engine-failure CP. If the engine failure happened at the CP
then, in theory, the pilot could choose to fly to either airfield as the flight times are equal.
With reference to Figure 10.5 fill in the groundspeed rectangles and calculate the distance and
time to the Engine-failure CP.
(Answer: 974nm, 112.5min)
Q Oxford Aviation Services Limited

GS HOME (H)
ALL ENGINE TAS = 475kt

ENGINE FAILURE TAS =380kt 1
Figure 10.5. Example Engine Failure CP Single Leg
The accuracy of the answer can be proved by calculating that the time ON and HOME from the
CP are EQUAL:
Time CP to A = min. (174.5min)
Time CP to B = min. (1 74.5min)
The difference in distance to an all-engine and engine failure CP can be seen to be very small,
even though in these two examples there was a difference in all-engine and engine failure TAS
of 95kt. Thus an engine failure (7P is normally constructed, which may then be used for serious
occurrences other than power unit failure.
To calculate the distance X to an engine-failure,CP use the engine-failure TAS to calculate 0

and H in the formula.
To calculate the distance X to an all-engine CP use the all-engine TAS to calculate 0 and H in
the formula.
To calculate the time to fly to an all-engine or an engine-failure CP use the all-engine TAS to
calculate the groundspeed from the departure point to the CP.

10.6 EXERCISE - SINGLE SECTOR CP
a) On a flight of 1400nm the groundspeeds from the critical point to departure P and destination
Q are 3 1Okt and 230kt. Calculate the distance and time to the critical point between P and Q.
(Ans:8O4nm, 2 1Omin)
b) The distance C to D is 1120nm, TAS 210kt and wind component -35kt (assume the wind
component is +35kt D to C). Calculate the distance and time from C to the critical point between
C and D.
(Ans: 653nm, 224min
c) A flight at 165kt TAS is to made from L to N, l62Onm. If the track direction is 035O(T) and wind
velocity is 090135, after what period of time will it be quicker to continue the flight to N rather
than return to L ?
(Ans: 9 12nm, 386min)

d) A flight is to be made from A to F; tracks and distance are:
SECTOR DISTANCE( nm)

A-B 220
B-C 170
C-D 480
D-E 95
E-F 320
Assuming that the mean TAS is 325kt, and the mean wind components from the critical point to
F and A are +35kt and -25kt, calculate the time and distance to the critical point between A and
F.
(Ans: 584nm, 100 min)
e) A twin engine aircraft is to fly 1700nm from R to S. Assume
2 engine TAS
Single engine TAS
Mean wind velocity
Track
Airborne time
After what time will it be quicker to continue the flight to S from the engine failure critical point?
(Ans: 1028UTC)

f 1 Using the following data calculate the time and distance from A to the critical point between A
and B; assume 3 engine flight at the critical point.
Distance A to B
Track A to B
Mean wind velocity
Mean TAS 4 engines
Mean TAS 3 engines
(Ans: 123.5min, 970nm)

MULTI-LEG CP
When flying between two points on a route made up of two or three (or more) sectors of different
distances, and possibly directions, it will be necessary to consider the outer tracks and equalise
their HOME and ON times to find the remaining portion of the route on which the CP lies; this
small portion can then be considered as a single leg CP.
Then, as with the PNR, the relevant distances can be added to find the total distance to the CP
from the stated point and the time to the CP calculated.
X = DXH
O+H
+ HOME
The flight time B to A = The flight time Z to C + C to D
61' = 61'
Therefore the CP lies on the single leg B to 21.
Calculate the CP on the single leg B to Z using its groundspeeds HOME and ON and
distance for D.
The total Distance t o the CP from A = Distance A t o B + Distance B t o CP.

The total Flight Time to the CP from A = Flight Time A to B + Flight Time B to CP.
The following examples may be completed using the above technique, with slight modification
as necessary to cope with the variations in data posed by individual questions.

10.8 EXERCISE - MULTI-LEG CP See c) worked example
a) CP, two sectors, all engine operating.
I
- - - - -- -
LEG DISTANCE(nm) TAS(kt) WIND COMPONENT
A - B 450 175 -25kt
B - C 430 175 -15kt
Find the distance and time to the CP between A and C.
(Answer: 488nm; 194min)

b) CP, two legs, all engines operating.
I LEG DISTANCE(nm) TAS(kt) WIND COMPONENT I

1 D - E I 220 I 200 I +40kt I
E - F 180 200 -lOkt
Calculate the distance and time to the CP for the above route.

c) CP, three sectors, all engines operating.
I LEG DISTANCE(nm) TAS(kt) WIND COMPONENT
-
G - H
--
252 250 -2Okt
H - J 502 250 -5kt
J - K 310 250 +lokt
What is the distance and time to the CP between G and K ?
Time H to G = 56'
Time J to K = 71.5' Difference = 15.5'
Position Z on leg H to J such that:

- Elapsed Time J to K (713 ) . CP is on leg Z to J.*
Elapsed Time Z to H to G (7 1S') -
Distance Z to H -
- 15.5'@255kt = 66nm
- - 436nm
Z to J* 502-66 -
-
- 436 X 255 - 222nm
CP from Z -
245 + 255
CP from G - 252+66+222 - 540nm
Time to CP from G = 65.5'+16'+54.5' -

- 136'

d) Engine failure CP, three legs.
)I LEG 1 DISTANCE(nrn) I ALL ENGTAS I ENG

TAS 1 WIND
COMPONENT 1
Find the distance and time to the engine failure CP between L and P.

e) All engine CP, three legs.
I LEG DISTANCE(nm) Groundspeed ON Groundspeed HOME
R - S 845 330kt 270kt
S - T 305 350kt 285kt
T-U 630 370kt 310kt
Calculate the distance and time to the CP between R and U.
(Answer: 762nm, 138.5min)

CHAPTER ELEVEN .AIRWAYS
Contents
Page
11.1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 - 1
11.2 JEPPESEN MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 .2
11.3 JM-EN-ROUTECHARTLEGEND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 - 3
11.4 JM-SID ANDSTARLEGEND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 - 8
11.5 JM .APPROACH CHART LEGEND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 .8
11.6 AIR TRAFFIC SERVICES ROUTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 .9
11.7 A E A , LOWANDHIGHLEVELCHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 - 2 3
EXERCISE1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 - 2 3
EXERCISE2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 - 2 8
ANSWERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 - 3 3

FLIGHT PLANNING & MONITORING AIRWAYS
11.1 INTRODUCTION
To prepare for the examination students will need Jeppesen's "Student Pilot Route Manual for
JAR-Flight Crew Licensing", or an equivalent approved publication;the selected Jeppesen charts
are NOT current and are NOT to be used for navigation. The manual contains more charts
than are required presently. This anticipates the gradual increase in the question bank as new
questions, probably based upon the non-European charts, are produced and validated by the
Subject Expert Team (SET).
For the examination students will, for example, be expected to:
a) select routes, and decode and explain the meaning of the symbols, from en-route, area,
departure arrival and airfield charts.
b) extract, from the above charts, tracks, distances, heightslaltitudes, magnetic variation,
and frequencies/callsigns of navigation facilities etc.
c) compute heading, groundspeed and elapsed time.
d) select the correct flight level(s)for track direction(s) and obstacle clearance.
e) complete a part of a Navigation PlanNavigation Log.
f 1 identify airspace classifications and restricted areas.
g) extract Instrument Approach Minima at destination and alternate aerodromes.
At the time of writing, August 99, the CAA will provide the manual for the examinations for
the first few months; thus, during the examination the student may use the legend. However,
because the allotted time for answering the questions is limited, the student must be familiar
with the ABBREVIATIONS, CHART GLOSSARY and the most commonly used symbols
from the CHART LEGENDS, all of which are included in the INTRODUCTION to the
manual.

11.2 JEPPESEN MANUAL (JM) - CHART GLOSSARY
The glossary provides:
a) Unique ICAO definitions commonly used in Jeppesen publications; FAA (USA) terms
are included when different from ICAO. It is recommended that these definitions,
particularly the ICAO ones, are carefully studied and committed to memory. The
following ICAO definitions should be noted:
AERODROME ELEVATION. The elevation of the highest point of the landing area.
ALTITUDE. The vertical distance of a level, point or an object considered as a point,

measured from mean sea level.
DECISION ALTITUDE (DA) or DECISION HEIGHT (DH). A specified altitude

or height in the precision approach at which a missed approach must be initiated if the
required visual reference to continue the approach has not been established. DA is
referenced to means ea level; DH is referenced to the threshold elevation.
ELEVATION. The vertical distance of a point or a level, on or affixed to the surface

of the earth, measured from mean sea level.
FLIGHT LEVEL (FL). A surface of constant atmospheric pressure which is related

to a specific pressure datum 1013.2mb (hPa), and is separated from other such surfaces
by specific pressure levels.
HEIGHT. The vertical distance of a level, a point or an object considered as a point,

measured from a specified datum.
MINIMUM DESCENT ALTITUDEIHEIGHT. A specified altitudelheight in a non-

precision approach or circling approach below which descent may not be made
without visual reference,
THRESHOLD. The beginning of that portion of the runway usable for landing
TRANSITION ALTITUDE. The altitude at or below which the vertical position of

the aircraft is controlled by reference to altitudes.
TRANSITION LAYER.. The airspace between the transition altitude and the
transition level.
TRANSITION LEVEL. The lowest flight level available for use above the transition
altitude.

b) Abbreviations which relate to the information included in the manual's charts and
aviation in general. Continuous reference to the abbreviations, in conjunction with the
various charts and enclosed examples and exercises, will facilitate the retention of their
meanings in the student's memory. Note the following ICAO abbreviations:
QFE. The atmospheric pressure at aerodrome elevation, or at runway threshold.
QNH. The altimeter sub-scale reading to obtain elevation when on the ground
(Ref. ICAO Doc 8 168-OPS1611 Vol. 1,4" Edition 1993, Chapter 1)
QNE is the meteorological signal which requests, "What indication will my altimeter
give on landing at ............. at ............hrs, my sub-scale being set to 1013.2hPa?
(Ref. ICAO Doc840014.4" Edition 1989. page9-59)
QNE is the height indicated on landing at an aerodrome when the altimeter sub-scale
is set to 1013.2hPa.
(Ref. Handbook of Aviation Meteorology 3rdEdition, 1994, HMSO)
"When 1013.2mb is set on the subscale the height indicated on the pressure altimeter
with the aircraft on the ground is known as the QNE value. This setting is used for some
high level aerodromes where the QFE would be so low as to be outside the limits of the
subscale setting. (The setting of 1013.2mb is sometimes referred to, incorrectly, as
the QNE)."
(Ref. CAP 390 ATC Training Manual section 2-Meteorology).
The Jeppesen definition of QNE is: Altimeter setting 29.9211Hgor 1013.2mb.
11.3 JM - EN-ROUTE CHART LEGEND
The legend is for use in conjunction with the enclosed charts, the majority of which use the
Lambert Conformal Conic projection and are designed primarily for airway instrument
navigation using cockpit instruments, radio communications and ground based radio navigation
aids. It should be noted that not all symbols apply in all areas and that symbols in green are
printed in green on two-colour charts; all symbols are blue on single-colour charts. Detailed
examples and exercises based upon the legend and various charts are provided later in this
chapter. A general discussion follows on the legend which is divided into the following
classifications
a) NAVAID SYMBOLS
Note the symbols for:

VOR (Very High Frequency Ornni-directional Range).
Terminal VOR.

TACAN (Tactical Air Navigation) or DME (Distance Measuring Equipment).
VORTACNORDME.
NDB ( Low and Medium Frequency Non-directional Beacon).
ILS (Instrument Landing System).KRM course is a Russian localiser equivalent.
MLS (Micro-wave Landing System).
Fan Markers.
Broadcast Stations.
NAVAID IDENTIFICATION
The shadow box is used when the navaid is associated with an airway or route.
Off-airway navaids are un-boxed except that off-airway VORs are boxed on other
than US and Canadian charts.
COMMUNICATIONS
Radio frequencies for communication are printed above the NAVAID name to indicate
that voice communication is available through the Navaid. Radio frequencies in the
120MHz range are shown with the numbers "12" omitted. e.g. 122.2 and 122.35 are
shown as 2.2 and 2.35.
NAVAIDICOMMUNICATIONS DATA
This section shows how a navaid's operational status is depicted; the availability of a
TWEB (Continuous weather broadcast); a SABH radio beacons' primary fbnction is to
transmit continuous automatic weather information; R = En-route radar available; H +
04 & 15 (1) means that a Marine NDB begins transmission at four minutes passed the
hour and at 15 minute intervals thereafter and each transmission lasts for 1 minute.
RESTRICTED AIRSPACEIRESTRICTED AIRSPACE DESIGNATION
A knowledge of the symbols and abbreviations for the various types of restricted
airspace is essential.
AIRPORTS
Memorise the symbols for civil and military airfields.

g) AIRWAY AND ROUTES AND CENTRE-LINES
A knowledge of the meaning of these symbols is required. In particular note the

depiction of:
Airways.
Types of reporting points.
LF bearings (to the navaid) and radials (from the navaid).
Holding patterns.
AIRWAY INFORMATION
Note, in particular, the different designations of airways and routes and minimum
clearance limits e.g:
i) V168. Victor (VOR airway) routeslainvays are found on US and Canadian

Low Level charts, which are effective up to, but not including, 18000' msl.
ii) 571. Jet routeslairways are for high performance aircraft . They are effective
at and above 18000' msl to FL450 in the US and at and above 18000' msl to
unlimited in Canada.
iii) A l . European countries use the phonetic alphabet.
iv) MINIMUM EN-ROUTE IFR ALTITUDE (MEA)

(See pages 16-15 to 16- 19 for methods of calculating MEA, MOCA etc.)
The lowest published altitude between radio fixes that meets obstacle clearance
requirements between those fixes and in many countries assures acceptable
navigational signal coverage. The MEA applies to the entire width of the
airway, segment or route between the radio fixes defining the airway, segment
or route.
v) MINIMUM OBSTRUCTION CLEARANCE ALTITUDE (MOCA)
The lowest published altitude in effect between radio fixes on VOR airways
(i.e. below 18000'msl), off-airway routes or route segments which meets
obstacle clearance requirements for the entire route segment and in the USA
assures acceptable navigational signal coverage only within 22nm of a VOR.
vi) MINIMUM OFF-ROUTE ALTITUDE (MORA)
This is an altitude derived by Jeppesen. The MORA provides known obstacle

clearance within 1Onm of the route centre-line.

vii) MAXIMUM AUTHORISED ALTITUDE (MAA)
A published altitude representing the maximum usable altitude or flight level

for an airspace structure or route segment.
viii) E means that even altitudeslflight levels, in thousands of feet, are used in
the arrow's direction and odd altitudesfflight levels in the opposite; contrary
to ICAO Semi-circular rules.
0 means that odd altitudeslflight levels, in thousands of feet, are used in the
arrow's direction. It is used only on one-way airways.
E and 0 indicates that all altitudes, even and odd, are available in the
indicated direction.
PPR means that Prior Permission is Required from ATC for flight in the
arrow's direction.
i) AIRWAY NAVAIDIREPORTING POINT BY-PASS
The symbols depicting the by-passing of a navaid or reporting point should be noted.
j1 BOUNDARIES
Students need to be familiar with the boundary symbols.
k) CONTROLLED AIRSPACE & ICAO AIRSPACE CLASSIFICATIONS
Reference to the symbols in conjunction with the exercises in this chapter will enable
the student to become familiar with the symbols for the above.
ICAO Airspace Classification is designated by the letters A to G:
Class A: IFR flights only are permitted; all flights are subject to ATC service and are
separated from each other.
,
Class B: IFR and VFR flights are permitted; all flights are subject to ATC service and
are separated from each other.
Class C: IFR and VFR flights are permitted and all flights are subject to ATC service
and IFR flights are separated from other IFR flights and from VFR flights.
Class D: IFR and VFR flights are permitted and all flights are subject to ATC service;
IFR flights are separated from other IFR flights and receive traffic information in respect
of VFR flights; VFR flights receive traffic information in respect to all other flights.

Class E: IFR and VFR flights are permitted; IFR flights are subject to ATC service and
are separated from other IFR flights. All flights receive traffic information as far as is
practicable.
Class F: IFR and VFR flights are permitted; all participating IFR flights receive an air
traffic advisory service and all flights receive ilight information service if requested.
Class G: IFR and VFR flights are permitted and receive flight information service if
requested.
Note the depiction, with airspace classification, of Terminal Control Area ( TMA),
Control Area ( CTA) and Control Zone ( CTR).
1) ORIENTATIONIBORDER INFORMATION & MISCELLANEOUS
The location of airfields, navaids and reporting points, etcetera, on the charts can be
readily plotted by reference to the latitude and longitude grid.
The isogonals are indicated at the edge of a chart or extended h l l y across the chart in
a continuous dashed line.
Shorelines and large inland lakes are shown. The Border and Miscellaneous information
should be noted.
The Grid Minimum Off-route Altitude (Grid M O M ) values clear all terrain and
manmade structures by 1000ft in areas where the highest elevations are 5000ft
amsl or lower. MORA values clear all terrain and manmade structures by 2000ft
in areas where the highest elevations are 5001ft amsl or higher. When a Grid
MORA is shown as "Unsurveyed " it is due to incomplete or or insufficient
information. Grid MORA values followed by +I- denote doubtful accuracy, but are
believed to provide sufficient reference point clearance.
m) HIGH ALTITUDE CHART LEGEND
This legend's symbols are additional and are applicable to the High Altitude Charts;
preceding legend symbols also apply to the charts.
n) AREA CHARTS
This legend is applicable to Area Charts and is additional to the preceding legends.
Students must familiarise themselves with the Area Chart symbols as questions will be
posed on them in the examination. Note the symbols for:
i) Departure and arrival routes.

ii) Speed Limit Point.

iii) Man-made structures.

iv) Depiction of communication frequencies.
0) AREA CHARTS-GENERALISED TERRAIN CONTOURS
Terrain information may be depicted on area charts when terrain within the area chart
coverage rises more than 4000' above the main airport; see Madrid Area Chart. The
absence of terrain contours does not imply the absence of terrain or structures. The
contour information does not assure clearance above or around terrain or man-made
structures. There may be higher uncharted terrain or man-made structures within the
vicinity. Terrain information is useful for visual orientation and general visualisation
of terrain. It does not replace the minimum altitudes dictated by the airway and air route
structure.
11.4 JM - SID and STAR LEGEND
As the examination will include questions on selected Standard Instrument and Standard
Terminal Arrival charts the student must have a thorough knowledge of this legend.
The charts provide a graphical (i.e. not to scale) illustration of the governing authority's
prescribed procedures.
11.5 JM - APPROACH CHART LEGEND
As with the SIDs and STARS questions will be set in the examination on selected Approach
Charts. Students are advised to become as conversant as possible with the layout and content
of this comprehensive legend. The sub-divisions of this legend, which are a potential source of
examination questions, are:
a> Landing Minimums.
b) Airport Chart Format and Plan View.
c) Additional Runway Information.
d) Lighting Systems.
4 Take-off and Alternate Minimums.
f) GPS Approach Charts
g) ICAO recommended airport signs and runway markings.

6 AIR TRAFFIC SERVICES (ATS) ROUTESISTANDARD ROUTES

(Ref: Current UK AIP ENR 1 and ENR 3)
In the United Kingdom ATS Routes are based upon significant geographical points which may
or may not coincide with the location of a radio navigation aid. These significant points can be
found in column 1 of the table at ENR 3.
Unless stated otherwise an airway is 5nm either side of a straight line joining each two
consecutive points shown in column 1 of the table. Upper ATS routes and Advisory Routes
have no declared width but for the purposes of ATS provision are deemed to be 5nm either
side of a straight line joining each two consecutive points. The vertical extent is shown in
column 3 of the table.
ENR 3 is divided into:
a) LOWER ATS ROUTES which have an upper limit of FL245.

Ref. E(L0)l: See B l ATS route, 279 and 085 radials from WAL VOWDME at N53
23.5 W 003 08.0.
b) LOWER ATS ROUTES - (ATS ADVISORY ROUTES). These have a maximum
upper limit of FL24O. The route designator for an Advisory Route always ends with D.
e.g. AID, N562D.
Ref. E(L0)l: See W91 ID Advisory Route, 242 and 058 radials from IOM VOWDME
N54 04.0 w004 45.7
(Note: Advisory Routes, class F airspace, are thus not established within Controlled
Airspace and are designated routes along which Air Traffic Advisory Service is
available. An Air Traffic Advisory Service is a service provided within advisory
airspace to ensure separation, in so far as is practical, between aircraft which are
operating on IFR flight plans.
Controlled Airspace is airspace of defined dimensions within which Air Traffic

Control Service is provided to IFR and VFR flights in accordance with the airspace
classification A, B, C, D and E. Thus an Air Traffic Control Service provides the
much more complete service of:
i) preventing collisions between aircraft.

ii) preventing collisions on the manoeuvring area between aircraft and
obstructions.
iii) expediting and maintaining an orderly flow of air traffic.
C) LOWER ATS ROUTES - (CONDITIONAL ROUTES (CDR)).

These routes are usable only under specified conditions. (See ENR 1.1.1.1 para 1.5 and
ENR 3.2.2.1)

d) UPPER ATS ROUTES from FL245 to FL460. The route designator is always
preceded by U. e.g. UAl, UB40.
Ref. E(HI)4: See UGl Upper ATS route, 295 and 111 radials from STU VORIDME
N51 59.7 WOO5 02.3.
e) UPPER ATS ROUTES - (CONDITIONAL ROUTES (CDR))
f) SUPERSONIC TRANSPORT ROUTES (SST)
SST aircraft operating to or from London and Paris on transatlantic flights will be
cleared by ATC to use as appropriate the Upper ATS Routes, which are for their use
only. i.e SL1, SL2, SL3, SL4, SL5 and SL7.
g) STANDARD ROUTES
(Ref. Figure 1)
Standard Routes are mandated in the UK AIP at ENR 3-5-2-9 (25 Mar 99):
i) UK Upper ATS Routes for N. Atlantic Traffic Flow (Westbound).
ii) UK Upper ATS Routes for N. Atlantic Traffic Flow (Eastbound).
iii) UK Upper ATS Routes for N. Atlantic Traffic Flow (Eastbound) with
destinations to exit points and Brussels (EBBR), Koln Bonn (EDDK), Munich
(EDDM), London Heathrow (EGLL), Amsterdam/Schipol (EHAM), Paris Orly
(LFPO), Milan (LIMC), Tel AVIV (LLBG) and Geneva (LSGG).
Questions may appear on Standard Routes.

lrigin Cruising Destination Remarks

AD or Levels (FL) (AD or Exit (Times 1 hour earlier
Mry -
Min
PoinffRoute for Summer)
JointlRoute or Region)
)r Region)
1 2
31LLY - UN6IO - STN-UN615-GOW - UA1 - MID - UA34 ETRAT

;ON 01OW ;TN - UN615 - GOW - UA1 - MID - UA34 ETRAT
j9N OIOW STN - UN615 - GOW - UAI- MID - UA34 ETRAT
j8N 01OW 3EN - UN590 - GOW - UA1 - MID - UA34 ETRAT
57N 01OW TIR - UN580 - GOW - UA1 - MID - UA34 ETRAT
j6N OIOW dAC-UA2-DCS - UA1 - MID - UA34 ETRAT
3EVOL 3AKUR - UN456 - STU - UP2 - NIIGIT - UB39 - MID - UA34 ETRAT
3ABAN 3AKUR - UN546 - STU-UP2-NIGIT - UB39 - MID - UA34 ETRAT
3URAK \]ORLA - UR 37 - SAM - UR8 - MID - UA34 ETRAT
30LIP VORLA - UR37 - SAM - UR8 - MID - UA34 ETRAT
SlPER TAKAS - French UIR (TAKAS)
KENUK TAKAS - French UIR (TAKAS)
-
TULTA French UIR (TULTA)
61N OIOW 31LLY - UN6IO - STN - PELOM - UL74 TOPPA

61N OIOW 31LLY - UN610 - STN - UN591 - AMIBA - UL7 LONAM
60N OIOW 3TN - UN591 - PELOM - UL74 TOPPA
60 N 01OW 3TN - UN591 - AMIBA - UL7 LONAM
59N 01OW 3TN - UR38 -FINDO- UY806 - DODSI - UN591- PELOM- UL74 TOPPA
59N OIOW 3TN - UN591 - PELCOM- UL74 TOPPA Use when UY806 i s
not available
59N OIOW 3TN - UR38 - FIND0 - UY802 TOPPA
58N OIOW 3EN - UN585 - FINDO- UY802 TOPPA
58N OIOW 3EN - UN585 - FIND0 - UR38 - NEW- UL602 - DOGGA - UB1 BLUFA
58N OIOW 3EN - UN581- ADN- UN591-AMIBA-UL7 LONAM
57N OIOW TIR - UN580 - GOW - UL602 - NEW - UY800 - SOMIT - UY802 TOPPA
57N OIOW TIR- UN580 - GOW - UA1 VEULE
56N OIOW MAC- UA2 - DCS - UA1 VEULE
55N 01OW TADEX - UN551-BEL - UB3-HON-UA1 VEULE
DEVOL TIVLI - UG4 - LND - UR168 CAVAL Note 1
BABAN TlVLl - UG 4- LND - UR168 , CAVAL Note 1
BURAK TIVLI - UG4 - LND - UR168 CAVAL Note 1
DOLlP RATKA - French UIR (RATKA)

GlPER -
TAKAS French UIR (TAKAS)
KENUK TAKAS - French UIR (TAKAS)
GUNS0 TAKAS - French UIR (TAKAS)
Note 1: Eastbound traffic via UR1668 - CAVAL may be tactically re-routed by ATC via UG$ -
LIZAD if UR168 is not available in French Airspace
Figure 11.IExample Standard Routes

h) PREFERRED ROUTES
(Ref. Fig. 2)
Preferred Routes are published in the UK AIP at ENR 3-5-3-1 (15 Jul99):
i) Daventry CTA Overflights. (Eastbound).

ii) Daventry CTA Overflights. (Westbound).
iii) Scottish Terminal Control Area (TMA) Transits (Westbound).
iv) Scottish Terminal Control Area (TMA) Transits (Eastbound).
Questions may appear on Preferred Routes.
Origin Cruising Levels Route Destination Remarks

(AD or (AD or Exit (Times I
Entry PointJRoute PoinVRoute hour earlier
Min Max
or Region) or Region) for Summer)
2 3
TLA TLA- GRICE GRICE

PTH 80 240 GRICE-TRN BLACA
MARGO 100 240 TLA-FOYLE RANOK
DCS 80 80 TLA-FOYLE RANOK
MARGO 100 240 TLA GOW
DCS 80 80 TLA GOW
SAB 80 240 GOW TRN
GRICE Note 2 130 FENIK - DCS - A2 POL

GRICE 150 240 FENIK - DCS- A1 CALDA
RANOK Note 2 130 GOW - DCS - A2 POL
RANOK 150 240 GOW - DCS - A1 CALDA
GOW Note 2 130 DCS - A2 POL
GOW 150 240 DCS - A1 CALDA
MAC Note 2 130 HERON - TRN - NGY DCS - A1 - POL
MAC 150 240 HERON - TRN - NGY - DCS - A1 CALDA
BLACA 90 240 TRN - GRICE PTH
TRN 90 240 GOW SAB
Note 1: Aircraft not intending to land at aerodromes within Edinburgh or Glasgow CTRs will be cleared by the most expeditious
routes according to prevailing conditions.
Note 2: In general, such aircraft will be cleared to overfly the TMA not below Flight Level equivalent of 7000 ft and pilots are advised
to flight plan accordingly (the actual cruising level will be allocated by ATC).
Figure II.2 Example Preferred Routes

INTENTIONALLY BLANK

I
amm
EPPESEN 2 9 97 6
~0 - 2 ~ ) LONDON, UK
4 ~ ~ v113.75
s 115.1 125.9 I HEATHROW
RANS LEVEL: BV ATC
~RANS ALT: 6000' OCKHAM ONE ALFA (OCK 1A)
OCKHAM ONE DELTA (OCK ID)
OCKHAM ONE FOXTROT (OCK IF)
ARRIVALS
FROM WEST 8 MMTHWLST
WHEN OCK VOR OR DME UNSERVICEABLE USE
QHoldlng speed In the LONDON EPSOM (EPM) lA, ID, IF 0
TMA up to and including FLl4O
is MAX IAS 220 KT. At FL150
and above standard ICAO hol-
I SPEED LIMIT PROCEDURES I %

I Maintain MAX I A S 250 KT from posl- I -v
0 EPM IA, em ID, EPM IF

To be used when OCK VOR or DME unserviceable
I&
N52 21.4 WWt 39
[LON R-277/057) NOT TO SCALE
iA-: Now chart (STAR8 trm8forr.d fran 10-X). JEPPESN SANDERSON, INC., 1997. A U RIGHTS RESERVED.
I
NOT FOR NAVIGATIONAL PURPOSES - INFORMATION ONLY
Figure 11.3

Example 1. (STAR).
Answer the following questions with reference to Fig. 11.3 and the appropriate legend(s):
Decode *ATIS.
What is the Transition Level and Altitude? Define both terms and transition layer.
With reference to the OCKHAM ONE DELTA (OCK I D ) procedure: The descent
planning clearance is?
Explain the significance of the symbol
State the holding speeds in the London TMA.
The elevation of the airfield is?
Decode the triangular symbol at KENET.
Define the geographical position of KENET in relation to the LON and OCK
VOWDME beacons
Decode SLP.
Explain the symbols defined by the 275 radial (R275 ") at 12nm from the OCK VOR.
State the speed limiting procedures for this STAR.
What is the planned possible descent clearance for the OCK 1F procedure?
At what distance would this planned descent start from the OCK VOWDME?
With reference to the HONILEY VOWDME:
i) State its callsign. ii) State its frequency. iii) What does s8 D 6o
, mean?
Detail the meaning of, and the flight procedure for, the oval pattern located at the OCK
VOR.

LONDON. OK
- I
* ~ n 1'13.75
s 115. 1 133.07 HEATHROW
HEAM1IOW O i w c fAPPi
~ 93 2
(/a) 1 1
MEA'IHROW~WW 118.7 118.5 ILS DM RWY 27L
~ ~ 121.9
n d
Copyright Jeppesen Sanderson, Inc. -NOT FOR NAVIGATIONAL PURPOSES -INFORMATION

ONLY
Figure 11.4 Approach Chart Example

Example 2. (Approach Chart)
Answer the following with reference to the appropriate legend(s) and Fig. 11. 4.
PLANVIEW
With reference to the top left-hand box decode :
i> "HEATHROW Director (APP) (R) 119.72".

ii) Alt Set: hPa. Rwy Elev: 3Hpa.
iii) Trans alt. 6000' (5923').
i> Define MSA.

ii) What is the MSA to the East of the airfield?
Decode @
Decode LOC * 109.5 ILL.
Decode the information at BOVINGDON.
Describe the MISSED APPROACH HOLD1NG south of BNN VOWDME.
State the difference between the route delineated by the 137 radial from the BNN VOR
and its arrowhead at l9nm from the BNN DM,E and the route and arrowhead
delineated by the 096 radial from LON VOWDME.
What is the inbound track of the ILS localiser beam?
Where can the details of the danger area EG (D) - 133 be found? Decode the details.
PROFILE VIEW and LANDING MINIMUMS
What is the elevation of the threshold of runway 27L?
What are the recommended height and,altitude at 4nm from the ILL ILS DME when the
ILS glideslope is unserviceable?
Decode: OCA (H) RWY 27L. ILS D: 264' (187).
Decode TCH 56'.
Explain the meaning of the propeller symbol.
Decode G S 1405' (1328').

p) What does -----M- fl and f l signify?
q) Quote the D N H for the ILS precision approach and the MDNH for the localiser only
(glideslope out) non-precision approach.
r) What is the missed approach procedure?
S) Define:
Non-precision approach and landing operations.
MDNH.
Precision approach and landing operations.
DNH.
Missed approach Point.
Missed approach procedure.
RVR.
t > Decode: ALS out; TDZ or CL out.
u) An aircraft has a groundspeed of150kt during the descent on the ILS glidepath. What is
the glidepath angle and the required rate of descent?
v) Describe the Missed Approach Point (MAP).
w) What is the visibility and authorised UK RVR for a C Category aircraft when the
touchdown lights are out of service?
x) Define visibility.

INTENTIONALLY BLANK

m
LONDON, UK
LONOONC~~~~~O~ 118.82 I HEATHROV
'RANS LEVEL: BY ATC
'RANSALT: boool BROOKMANS PARK SIX FOXTROT (BPK 6F)
BROOKMANS PARK SIX GOLF (BPK 66)
BROOKMANS PARK SIX HOTEL (BPK 6H)
DEPARTURES
(RWYS 271/R, 23)
CHUTERN
N51 37.4 WOO0 31.0-

MSA
A irpor t
Above
4000'
A l l SIDs include noise preferential routes. Initial

SPEED QONTROL PROCEDURE
climb straight ahead t o SBO'(800'QFE).
Speed limit: 250 KT below FLIOO
Cross appropriate Noise Monltorlng Terminal (refer "lessOtherwise by
'leared
to chart 10-48) at a minimum of 1080'(1000' QFE). .
thereafter maintain a minimwn climb gradient of
243' per nm (4%) t o 4000'.
Cruising levels w i l l be issued after take-off by

London Control.
Do not climb above the altitudes shown in the
SlDs until specifically cleared by ATC t o do so. *
I
At D6 LON turn RIGHT, intercept 05S0 bearing to CHT NOB, Cross LQN R-302 above 350OS,
turn RIGHT, intercept BPK R-248 inbound t o BPK VORDME. LON R-320 above,4000', BPK
voRDME at BOO0 .
@ JEPPESEN UNI#RSON, INC.,
I
NOT FOR NAVIGATIONAL PURPOSES -I NFORMATION ONLY
Figure 11.5

Example 3. (SID)
Answer the following with reference to the appropriate legend(s) and Fig. 11. 5.
State the transition codes for runways 27R, 27L and 23.
What is the procedure after the 2 DME arc on the BROOKMANS PARK SIX HOTEL
DEPARTURE?
With reference to the BPK 6H what does the symbol at N5 1 30.1 WOO0 37.4 signify and
what are the direct and curved path ground distances to it?
State the frequency of BUR NDB.
Quote the altitudes required:
i) crossing the 302 radial.

ii) crossing the 320 radial.
iii) at the BPK VOR
An aircraft, cleared for the BPK 6F procedure, is airborne at 06 13 UTC. What is its ETA
at BPK if its average groundspeed is planned to be 240kt? (use mental arithmetic).
State the SPEED CONTROL PROCEDURE.
What is the routing at D6 LON?
What is the minimum crossing height at the appropriate Noise Monitoring Terminal?
State the climb procedures thereafter.
If an aircraft's groundspeed is 240kt what is its minimum rate of climb to comply with
the noise abatement criteria?
What is the Minimum Sector Altitude for the BPK 6G departure to the CHT NDB, and
what obstacle clearance does it providq?
What are the Transition Level and Transition Altitude?
State the departure control frequency.
What is the radius, and centre, of the Minimum Safe Altitude circle?

Example 4. Standard Routes
With reference to Fig. 11.1 and Chart E (HI) 312 choose the correct Standard Route from 57N
010W to LGAT (Athens) via VEULE and complete the following Flight Plan.
TRACK
(MI vARNm I TRACK
T I MET.
WN
t-t
57N OlOW
a) What is the latitude and longitude of VEULE?
b) What is the correct Flight Level (FL) to fly between FL300 and 360 as far as COWLY?
c) Calculate the Estimated Time of Arrival (ETA) at COWLY if an aircraft left 57N OlOW
at 09372.
d) What is total ground distance and total air distance?
Example 5 Preferred Routes
With reference to Fig. 11. 2 and E(L0) 1enter in the Flight Plan below the appropriate Preferred
Route from MAC to CALDA (N534627 W0023838).
a) What is the significance of the designator N522D?

b) What type of route is it between TRN and NGY?
C) What is the lowest eastbound FL?
d) What is thre ETA at CALDA? (ETA for MAC is 23592).
e) What are the individual totals for ground and air nautical miles?

11.7 AREA, LOW and HIGH LEVEL CHARTS
Before attempting the exercises students should study the following example Jeppesen charts
together with the relevant legends:
a) LONDON, UK and PARIS, FRANCE AREA.
EXERCISE 1
Using the appropriate JM Legends, Jeppesen itemised charts and the following information
complete the enclosed Airways Flight Plan.
Charts:
SID London Heathrow MIDHURST DEPARTURES.
AREA LONDON - UK and PARIS - FRANCE.
EN-ROUTE E(HI)4
STAR PARIS, FRANCE, Charles de Gaulle
Route:
LONDON HEATHROW (EGLL) N5129 WOO 28 to PARIS CDG (LFPG) N4901 E02 33.
Depart EGLL using SID MID 3G to MID VOWDME; aircraft is airborne at 0623UTC.
ATS route to BOGNA (N50 42.1 WOO0 15.0). N.B this position on the E(HI)4 chart is called
WOR. From BOGNA to HARDY (N50 28.3 EOOO 29.5) and then to DPE (N49 55.6 EOO 1 11.3).
Arrival via STAR DPE lE, 1W to Paris CDG.
Met. Winds:
FL 250 MID to HARDY 300185
HARDY to DPE 300160
L
TAS FL250 39Okt.

-
JAA AIRWAYS FLIGHT PLAN (Exercise I)
FROM TO AWYl FL VRN. WN TR. TR. HDG. TAS WC GS DlST EET ETA
SlDlSTAR (MAG) (MAG) (TRUE) (MAG)
EGLL D l 2 LON fl 25 6
MID (TOC) 8
--- --
MID (TOC) 250
250
UIR BDY 250
250
SOKMA ATC 6
MERUE(T0D) ATC
---
MERUE(T0D) LFPG - ATC 40 12
TOTALS
Refer to the relevant JM ChartsILegends and answer the following:
Reference LONDON, UK HEATHROW SID, MIDHURST DEPARTURES.
1) Itemise the speed control procedure.
2) State the noise abatement procedure.
3) If an aircraft's groundspeed is 175kt what rate of climb must it maintain to fulfill the noise
abatement requirements ?
4) State the altitude requirements at: D8 LON, D l 2 LON, D 17 LON and MID VORIDME.
5) When may these altitude requirements be exceeded ?
Reference LONDON, UK AREA chart:
6) What is the significance of the green O at N5 135 WO 1 14 ?
7) State the name and dimensions of the above area.
8) What is the significance of the green 0 which is 2nm to the SE of the symbol at f ) ?
9) For London Heathrow what are the communication frequencies for:
i) Radar. ii) Tower.
iii) Ground . iv) ATIS.
What does Cpt mean ? What does the * mean ?
10) With reference to the green and blue symbols O in the region N52 WO 1what:
i1 are the navigation facilities available ?
ii) is the holding pattern at Daven,try VOR for eastbound aircraft ?
ii) is the alternate procedure when Daventry VOR is unserviceable ?
11) What does the symbol at N5 1 07 WOO 26 mean ?
12) Describe the alternate holding pattern for BIG N5 1 19.8 EOOO 02.2.
13) Decode fully CTR A at N51 30 WOO 30.

With Reference ATS route A37, 058 radial fiom DET VOR (N51 18.2 EOOO 35.9)
14) What is this airway used for normally ?
15) Decode FL90 1900a.
16) Decode l9to the south of DET VOWDME.
17) What is the next reporting point ,eastbound, after TOBIX ? State its latllong.
Reference E(HI)4:
18) What is the chart's scale and above what flight level is the chart designed for ?
19) What are the upper and lower limits of UK and French Upper Airspace ?
20) What is the upper limit of UK and French high altitude airways ?
2 1) If an aircraft is tracking 359 "(M) with a heading of 0 10" (M), what is its lowest available
FL in UK Upper Airspace ?
22) Itemise the radio communicationfrequencies on UA47 from the UIR boundary to SOKMU
at FL250, and the Upper Air Control Centre in which the aircraft is operating.
23) What is the magnetic variation WORTHING to HARDY ?
24) Describe the symbols at N49 55.6 EOOl 10.3.
25) What does the blue symbol 0 indicate at N50 13 WOl 41 ?
Reference PARIS, FRANCE AREA CHART:
26) What is its scale ?

,
27) What is the Approach Radar frequency for an aircraft descending from FL 190 to FL 110
?
28) Overhead ABB VOR what is the decode for the SECTOR TNI box to the northeast ?
29) What is the magnetic variation on this chart ?
30) What is the distance and magnetic track between N49 0 1.9 EOOl 13.3 and N49 33.2 E002
29.4?

3 1) What is the highest Grid MORA ?
32) Decode the blue symbol O.
Reference PARIS, FRANCE CHARLES DE GAULLE STAR:
33) State the ATIS frequency, Transition Altitude and Level.
34) Describe the ALTERNATE HIGH holding pattern at DPE.
35) List all the arrivals for propeller driven aircraft.
36) An aircraft is fitted with a twin-needle Radio Magnetic Indicator (RMI) and DME. How
does it fix its position at MERUE ?
37) Decode the symbology at SOKMU.
Reference PARIS CHARLES DE GAULLE VORJDME RWY 27 page 23-1 JEPPESEN

APPROACH CHARTS:
38) What are the descent instructions just prior to crossing CRL VORIDME ?
39) What are the instructions at the intersection of the CRL 119 radial at 18nm DME, and the
CGN VOR 072 radial ?
40) State the crossing heights at the RSY locator and the distance to the threshold.
41) In the event of an overshoot what are the height instructions to hold at MERUE ?
42) State the MDA(H) for a straight in approach and define MDA(H).
Miscellaneous:
43) What are the INS co-ordinates for STAND No. A9 ?
44) What are the lengths in metres and feet of the two runways at Paris Charles de Gaulle ?
45) Are Simultaneous Parallel Departure Procedures allowed at Paris CDG ? If so what are
the regulations ?

EXERCISE 2.
Refer to the appropriate JM legends, listed charts and the following information and complete the
enclosed Airways Plan.
Charts:
SID Paris, France, Charles de Gaulle ABBEVILLE DEPARTURES.
AREA PARIS, FRANCE and LONDON, UK.
EN-ROUTE E(L0)2.
STAR LONDON,UK Heathrow.
Route:
PARIS CHARLES DE GAULLE (LFPG) N4901 E02 33 to LONDON HEATHROW (EGLL)
N5 1 29 WOO 28. The aircraft is airborne at 0823UTC
Depart LFPG using SID ABB 8AlD to ABB VORJDME.
ATS route A20 from ABB to CLIFF
Arrival via BIGGIN STAR
Met winds:
FL240 TOC to TIGER
TAS FL240

-
JAA AIRWAYS FLIGHT PLAN (Exercise 2)
TO AWYI FL VRN. WN TR. TR. HDG. TAS WC GS DlST EET ETA

SIDISTAR (MAG) (MAG) (TRUE) (MAG)
---
SID 185 18.5
D l 8 BT F
TOC fl 36
- -
E
AWY
ABB 240
NASDA
NASDA CLIFF
TIGER(T0D)
STAR ---
FTIGER (TOD) D l 2 BIG
BIG
EGLL -
\
\
10
12
30.5
3
12
TOTALS
General questions charts E(L0)l and 2:
What are their scales ?
On a proposed flight Manchester to Naples which E(L0) charts are required ?
State the limits and classifications of designated airspace for the UK and France.
In relation to UTC quote the normal Summertime hours for Belgium.
It is 2040 UTC 3013197. What is the LMT beyond E40 ?
In relation to COMMUNICATION decode the following :
State the common emergency VHF frequency.
With reference to Brize Norton:
a) What is: its ICAO location indicator ?
b) What is its panel location ( "zigdex") for E(L0) 1 and 2 ?
c) Decode its communication facilities.
What do the shaded areas on the chart coverage panel signify ?
SSB means ?
An aircraft is overhead N51 05.2 WOO4 08.6 maintaining a track of 185"(M) with a
heading of 180"(M). Should it be flying:
a) an ODD level ?
b) an EVEN level ?
4 an ODD + 500' level ?
d) an EVEN + 500' level ?

An aircraft, heading 089"(M), is outbound on the 107 radial from the IOM VOR (N54
04.0 WOO4 45.7). What is its correct flight level ?
a) FLSO.
b) 90.
c) 95.
d) 255.
Where are details on E(L0)2 of:
a) High Intensity Radio Transmissions to be found ?
b) Areas of Intense Air Activity to be found ?
State the vertical limits for UK AERODROME TRAFFIC ZONES.
What are the UK ALTIMETER SETTING requirements ?
In the UK what is the airspace classification of Airways and Advisory Routes ?
Where are details of UK Military Air Traffic Zones (MATZ) published on E(L0)2?
Give the details for EG(D) - 014 at N50 30 W02 35.
Fully decode the symbols at N50 44 W03 25.
Reference Exercise 2 and chart E(L0)2:
20) At NASDA what IFR is the aircraft leaving and entering ? (State their ICAO location
indicators).
2 1) Decode all the airway symbols within a 7nm radius of NSO 25 E01 26, including the blue
thickly dashed line. (Ignore Le Touquet).
22) Decode the semi-circle around CLIFF.
23) What is the highest Grid MORA from ABB VOR onwards ? Define Grid M O W .
Reference London, UK Heathrow STAR:
24) Decode the symbols at Dl2 BIG.
25) State the "SPEED LIMIT PROCEDURESIATC REQUIREMENTS".

26) Quote the "DESCENT PLANNINGIATC REQUIREMENTS" for the BIG 2A STAR..
27) Decode O.
28) Which three radials fix CLIFF ?
Reference Paris, France Charles de Gaulle SID Abbeville Departures:
29) What does the symbol at 5nm on the BT VOR 33 lradial signify ?
30) State the SPEED CONTROL PROCEDURES.
31) With reference to RWY 27 departures, if the take-offs and landings at ORLY are
westerly, is an ABB 8A or ABB 8D filed?
32) What is the INITIAL CLIMB OUT procedure and minimum gradient for an ABBEVILLE
departure RWY 27?
33) At a groundspeed of 230kt what rate of climb is required in ftlmin ?
Miscellaneous: (refer to London Heathrow charts)
34) Where are the Noise Abatement Procedures to be found, and what are the day and
nighttime operational limits ?
35) State the JAA MINIMUMS for LONDON HEATHROW for Runway 27L CAT2 ILS for
an aircraft with an approach speed of 160 kt.IAS.
36) What are the Missed Approach Radio Failure Procedures for EGLL for RWY 27LlR via
the EPSOM NDB ?
37) With reference to a Surveillance Radar Approach LONDON HEATHROW, page 18-1
JM .
a) What is Heathrow Director Approach frequency ?

,
b) What is Heathrow Radar frequency ?
c) What are the Missed Approach Holding points and heights ?
d) What are the published Heights Above Aerodrome (HAA) at 3 and 2nm ?
e) What is the minimum altitudelheight at 4nm ?

ANSWERS TO EXAMPLES1 EXERCISES
Example 1. (STAR)
* = Part-time operation; ATIS = Automatic Terminal Information Service.
The Transition Level is allocated by ATC; the Transition Altitude is 6000'.

Transition Level is the lowest level available for use above the transition altitude.
Transition Altitude is the altitude at or below which the vertical position of the aircraft
is controlled by reference to altitudes.
Transition layer is the airspace between the transition altitude and transition level.
(Ref. ICAO Doc 4444-RACl50 1)
As directed by ATC.
For arrivals from the West and Northwest: When the OCK VOR or DME is
unserviceable use EPSOM (EPM) 1A, ID, 1F arrivals.
Q Holding speed in the London TMA up to and including FL140 is MAX IAS 220KT.
At FL150 and above standard ICAO holding speeds apply. i.e.
Above FL140 to 200 inclusive: 240Kt in normal conditions; 280Kt or 0.8Mach,

whichever is less, in turbulent conditions.
Above FL200 to 340 inclusive: 265Kt in normal conditions; 280Kt or 0.8Mach,
whichever is less, in turbulent conditions.
Above FL340: 0.83Mach in all conditions.

(Ref. ICAO Doc 8 168-OPSl611 Vol. 1, page 4-3)
KENET is a non-compulsory airspace fix.
LON: VOR 277" radial; DME 37 nm. OCK: VOR 293 " radial; DME 40nm.
SLP = Speed Limiting Point. 0
X = non-compulsory airspace fix; the shaded square = Speed Limiting Point.
"Maintain MAX IAS 250KT fromposition 3 Min before holding facility or position (SLP)
shown on chart"
Pilots should plan for a possible descent clearance as follows:

OCK 1F : FL140 1Onm before Nigit Int (intersection).

n) i) HON. ii) 113.65MHz.

iii) DME capability is indicated by a small "Dmpreceding the VOR frequency.
0) Holding Pattern or Racetrack Pattern. Inbound to the OCK VOR on the 332" radial.
Outbound from overhead the VOR onto a track of 152"(M) to a maximum range of 9nm
(D9) from the OCK DME. 7000 indicates the minimum holding altitude (MHA).
Example 2. (Approach Chart)
a) i) Heathrow Director, Approach Control Radar available, frequency 1 19.72MHz.

ii) The altimeter setting information is given in hectopascals (inches on request). The
runway elevation of 3Hpa (3mb), which equals 90ft roughly,is the barometric
pressure equivalent for the QFE altimeter setting. This value is subtracted from
the reported QNH setting to obtain QFE. The height reference datum will be the
runway threshold elevation (Rwy), airport elevation (Apt) or the runway
touchdown zone elevation (TDZ), as applicable.
iii) The transition altitude 6000' based on QNH and 5923' based on QFE; the
difference. 77', equates to the elevation of the runway touchdown point.
b) i) The Instrument Approach Chart Minimum Safe Altitude (MSA), supplied by the
controlling authority, is the minimum safe altitude which provides up to 1000'
obstacle clearance within a 25nmradius from the navigational facility upon which
the MSA is predicted. If the radius is other than 25nm it is stated. This altitude
is for emergency use only and does not necessarily guarantee NAVAID
reception. When the MSA is divided into sectors, with each sector a different
altitude, the altitudes in these sectors are referred to as "minimum sector
altitudes"
ii) 2300'.
c) Q: Advise ATC if unable to receive DME. Equivalent radar fix will be provided at 7.5nm
and 4nm from the ILL ILS localiser.
LOC: Not available without the ILS DME.
Initial and intermediate approach valid up to 220kt IAS.
ILS DME reads zero at threshold of runway 27.
d) The ILS localiser frequency is 109.5MHz; the ILS callsign is ILL and the * = part-time
operation.
e) IAF = Initial Approach Fix based upon the BOVINGDON VOWDME, frequency
113.75MHz, callsign BNN.. D = Distance Measuring Equipment available. When the
BNN VOWDME is unserviceable use the position at BOVVA which is defined by the
32 1radial at 32nm from the Biggin VORIDME (see JM STAR 10-2A).

f) The Missed Approach Holding is based upon the CHILTERN Non-Directional Beacon
(NDB)/Locator, callsign CHT, frequency 277kHz; race-track pattern inbound 293 " (M) to
the overhead then left turn outbound onto 113"(M).
The route fiom the BNN VOWDME is an approach transition; the 096 radial and small
arrowhead is a cross radial
274"(M), its QDM.
Refer to the en-route chart E(L0)2. It extends from the ground to 1400' and operates from
0800-2359 local time and 1400 to 2200 local time when notarnrned.
77'.
1410' QNH; 1333' QFE; (77' difference).
D = AIRCRAFT APPROACH CATEGORY and speed of 1411165kt, which is 1.3 V,,.

The Obstacle Clearance Altitude /Height (OCAJH) are 264', QNH and 187', QFE.
V,,. = the stall speed or the minimum steady flight speed in the landing configuration.
OCA (H) is the lowest altitude or height above the elevation of the relevant runway
threshold or aerodrome elevation as applicable, used in establishing compliance with
appropriate obstacle clearance criteria. For a precision approach procedure (i.e.ILS
localiser and glideslope serviceable) it is the lowest altitude or height above the relevant
runway threshold, at which a missed approach must be initiated to ensure compliance
with the appropriate obstacle clearance criteria. (Ref. ICAO Doc 8 168, 1993)
m) TCH 56' = ILS glideslope threshold crossing height.
n) Final Approach Fix (FAF) 7.5nm DME range from the runway threshold, 8.7nm DME
range from LON VOWDME; 2500' (2423') is the minimum glideslope intercept altitude
or height.
Glideslope altitude (1405') and height (1328') at 4nm ILS ILL DME range from
touchdown.
The M symbol and arrow signifies the non-precision approach (i.e. localiser only
serviceable, no glideslope infomation) Missed Approach Point (MAPtIMAP). The
arrow without the dashes means the applicable Decision Altitude or Height (DAIH) for
the precision approach ILS procedure (localiser and glideslope serviceable).
The DAIH is 277' (QNH)/2001(QFE);the MDAIH for the localiser only (glideslope out)
approach is 490' (QNH)/4 13' (QFE).
The missed approach is: "Climb straight ahead to 3000' (2923') then as directed bt ATC
(Max IAS 185kt). In the event of complete radio failure see 11-7."

Non-precision Approach and landing operations. An instrument approach and landing

which does not utilize electronic glidepath guidance. i.e. localiser only ILS, VHF Omni-
range (VOR), Non-Directional Beacon (NDB), VOR/DME, etc., approaches.
Minimum Descent AltitudeIHeight (MDAIH). A specified altitudekeight in a non-

precision approach or a circling approach below which descent may not be made
without visual reference.
Precision Approach and landing operations. An instrument approach and landing using
precision azimuth and glidepath guidance with minima as determined by the category of
operation. i.e. ILS, MLS and Precision Approach Radar (PAR).
Decision AltitudeIHeight (DAIH) is a specified altitude or height in the precision

approach at which a missed approach must be initiated if the required visual reference to
continue the approach has not been established.; DA is referenced to mean sea level
(QNH) and DH to the threshold elevation (QFE). The required visual reference means
that section of the visual aids or of the approach area which should have been in view for
sufficient time for the pilot to have made an assessment of the aircraft position and rate
of change of position, in relation to the desired flight-path.
Runway Visual Range (RVR) is the maximum distance a pilot 15ft above the runway
in the touchdown area can see marker boards by day or night when looking in the direction
of take-off or landing. (ref. School Met. notes).
Missed Approach Point (MAPt). That point in an instrument approach procedure at or

before which the prescribed missed approach procedure must be initiated to ensure
minimum obstacle clearance.
Missed approach procedure. The procedure to be followed if the approach cannot be

continued.
(Ref. ICAO Doc 9365-ANl910, TdEd., 1991)
ALS out = approach lights out of service; TDZ or CL out = Touchdown lights or centre-
line lights out of service.
The MAP or MAPt is at Snm from the ILL ILS DME, which is Snm from the threshold.
800m and 600m.
Visibility is the ability; as determined by atmospheric conditions and expressed in units

of distance, to see and identify prominent unlighted objects by day and night.
(ICAO Doc 4444-RAC 501 13thEd., 1996).

Example 3. (SID)
BPI( 6F, BPK 6G and BPK 6H.
After take-off from runway 23 fly straight ahead; at a range of 2nm from the LON
Distance Measuring Equipment (DME) turn right and intercept the 122"(M) bearing from
the BUR Non-directional Beacon (NDB), i.e. the bearing of 302 " (M) to the NDB.
X = a non-compulsory airspace fix; 6nm direct from the LON DME. 7nm along the
curved track.
421kHz.
i) Above 3500ft but not above 6000ft.
ii) Above 4000ft but not above 6000ft.
iii) At 6000ft.
Ground distance = 32nm; at 4nmlmin ETA = 0613 + 8min; Ans. 0621UTC.
Speed limit: 250kt IAS below FLlOO unless otherwise cleared by ATC.
At 6nm from the LON DME turn right to intercept the 058 "(M) track to the CHT NDB
( i.e. 238 "(M) bearing from the NDB). At CHT intercept the 248 radial from BPK
VOIUDME to fly inbound to the beacon.
lO8Oft (QNH), 1000ft (QFE).
Maintain a minimum climb gradient of 243ftlnrn (4%) to 4000ft.
972ftlmin.
2 1OOft; 1OOOft.
Transition Level is given by ATC; Transition Altitude is 6000ft.
1 18.82MHz.
25nm radius, unless annotated otherwise, centred on the airport.

Example 4. Standard Route
TRACK TRACK MET. HDG' AIR

FROM TO VARNm TAS GS. DIST. TlME ETA
(MI (TI WN (TI DIST.
57N OlOW TIR 115 9W 106 250140 109 490 520 107 I01 12.5 0949.5
TIR GOW 122 8W 114 250150 118 490 522 89 83 I0 0959.5
GOW DCS 157 7W 150 240160 157 490 486 79 79 I0 1009.5
DCS HON 162 6W 156 240160 163 490 478 154 158 19.5 1029
HON COWLY 157 4W 153 230170 160 490 470 49 51 6 1035
a) VEULE N49 5 1.4 EOOO 37.2
b) FL330.
c> ETA COWLY 1035 2.
d) 478gnm;472anm.
Example 5. preferred Route
FROM To
AIR
WAY
TRACK
(M)
VARN.
TRACK
(T)
MET.
wN
HDG.
(T)
TAS GS.
gnmlam
I TlME I ETA ~
MAC HERON N522D 110 7W 103 240140 107 470 498
HERON TRN N522D 110 7W 103 240140 107 470 498
TRN NGY ATS 119 7W 112 250160 117 470 512
NGY DCS A1 140 7W 133 250160 140 470 493
DCS CALDA A1 162 6W 156 260170 165 470 480
a) N522D is an Advisory Route.
b) ATS signifies that an Air Traffic service is available between TRN and NGY.
c> FL150.
d) 0017.52.
e> 155gnm; 148anm.

JAA - AIRWAYS FLIGHT PLAN (EXERCISE 1 Answer)
FROM TO AWYI FL VRN. WN TR. TR. HDG. TAS WC GS DlST EET ETA
SlDISTAR
-- (MAG) (MAG) (TRUE) (MAG)
EGLL D l 2 LON MID 3 6 c 4W 25 6
D l 2 LON MID (TOC) MID 3 6 c4W 202 197 16 3

--
MID (TOC) BOGNA A1 250 4W 305185 150 146 155 390 +73 463 25 3
-- -
BOGNA HARDY A TS 250 4W 305185 120 116 119 390 +83 473 32 4
HARDY UIR BDY UA47 250 4W 305160 146 142 149 390 +55 445 9 1
UIR DPE UA47 250 4W 305160 146 142 149 390 +55 445 33 4.5
DPE SOKMU STAR ATC 3W 167 164 37 6
SOKMU MERUE(T0D DPE ATC 3W 17 3.5
MERUE(T0D) LFPG 1W ATC 3W 40 12

--
TOTALS 234 43
EXERCISE 1.
Speed limit: 250 kt IAS below FLl00 unless otherwise cleared by ATC.
Initial climb straight ahead to 580' (500' QFE). cross appropriate Noise Monitoring
Terminal at a minimum of 1080' (1000' QFE), thereafter maintain a minimum climb
gradient of 243'1nm (4%) to 4000'.
above 30001,above 4000', above 5000', at 6000'.
Do not climb above the altitudes shown in the SIDs until specifically cleared by ATC to
do so.
AREAS OF INTENSE AIR ACTIVITY (AIAA) not otherwise protected by regulated

airspace, with an exceptionally high intensity of civil and/or military flights or where
aircraft, singly or in combination with others, regularly participate in unusual
manoeuvres. For pilots unable to avoid these areas Lower Airspace Radar Service
(LARS) is available from the nearest units.
OXFORD AIAA from the ground to 5000'.
Benson Military Air Traffic Zone (MATZ). See top right hand comer of chart for
dimensions and details.
i) 125.62MHz(ByATC).
ii) 118.7MHz, 118.5MHZ, 124.47MHz (By ATC).
iii) 121.9MHZ Delivery, 121.97 Pre-Taxi procedure clearance (Cpt).
iv) 113.75MHZ, 115.1OMHz. 123.9MHz.
The * indicates part-time operation.
i) A VOR and associated DME and a non-compulsory reporting point at Daventry. A

medium frequency NDB, 335kHz, and a non-compulsory reporting point at Westcott.
ii) Inbound on airway centre-line, left-hand pattern.
iii) When Daventry VOR is unserviceable the alternate procedure is inbound 190"(M) to
the Westcott NDB, right hand p a t t h .
A Lower Airspace Radar Service is available at Dunsfold within unregulated airspace up

to FL95 within 30nm of the airport and within limits of radarlradio coverage. Refer to
E(L0) charts for frequencies.
The WEALD (N5 1 19.8 EOOO 02.2) ALTERNATE HOLDING, available when Biggin
VOR unserviceable, is based upon BOV VORIDME, inbound on the 141radial from 37nm
to 32nm from the DME, right-hand pattern.

London Control Zone from ground level to 2000' above airfield level (see note on
Aerodrome Traffic Zones bottom right of chart).
Normally for Gatwick arrivals.
FL90 = Minimum En-route Altitude (MEA) expressed as a Flight Level. AN MEA is

the lowest published altitude between radio fixes that meets obstacle clearance
requirements between those fixes and in many countries assures acceptable
navigational signal coverage. The MEA applies to the entire width of the airway,
segment or route between the radio fixes defining the airway, segment or route.
1900a = the Jeppesen Route Minimum Off -route Altitude (MORA). This altitude
provides reference point clearance within lOnm of the route centre-line (regardless of
route width) and end fixes. MORAs clear all reference points by 1000' in areas where the
highest reference points are 5001' amsl or lower and 2000' where reference points are
500 1' or higher.
l9 = Grid Minimum Off-route Altitude (Grid MORA). An altitude derived by

Jeppesen or provided by State Authorities. The Grid MORA altitude provides terrain and
man-made structure clearance within the section outlined by latitude and longitude lines.
MORA does not provide for navaid signal, or communication, coverage. See page 6 JM
Chart Glossary for terrain clearance criteria.
LOGAN; N5144.9 E 001 36.5.
linch = 20nm; FL200.
UK: FL245 to FL660. France: FL195 to FL660.
129.35MHz, 131.25MHz; PARIS UAC.
A compulsory reporting point overhead the DIEPPE VOR (no DME) frequency
115.8MHZ; the flag is aligned with local magnetic north.
CRUISING LEVELS AVAILABLE ONLY: URl between Midhurst and ORTAC.

Northbound FL250 etc .......see box N49 30 EIWOO 00.
1inch = 1Onm.

Aircraft are controlled by PARIS CONTROL, with radar available, frequency 127.3MHz..
3W.
068 "(M), 59.5nm.
3000R.
HOLDING PATTERNS. Refer to respective STAWARRIVAL charts for holding

information. (see south of DIEPPE).
128.OMHZ; TRANS. LEVEL by ATC; TRANS ALT 4000'.
FL 150 to 240 - inbound on the 151"(M) track, based upon the 33 1 radial from PON,
right-hand turn at its intersection with the 250 radial from ABB. maximum 240IAS,
1.5min base legs.
DPE lH, 1P; DVL 1W above FL195; DVL 1H above FL195; CAN 1H FL 130
maximum; LGL 1H; CHW 1H and 1W above FL195.
334radial from PON VOR 1280radial26nm DME from CRL VOWDME.
Non-compulsory airspace fix.
3nm west of CRL cross at FL1 10 and descend to 4000' on QNH.
Cross at and maintain 4000' QNH.
2260' QNH11873' QFE; 5.7nm.
Minimum Holding Altitude (MHA) 3000'
820' QNH1433' QFE. A specified altitude or height in a non-precision approach or circling

approach below which descent may not be made without visual reference. (ICAO).
N49 00.0 E002 33.9. ,
13829ftl4215m and 11811ftl3600m. (see Airport chart)
Ceiling and visibility 4000R and 5000m or more; cross-wind less than 25kt. When in
operation it will be transmitted on ATIS and RNAV systems shall be FMS or multi-sensor
type. (see Airport chaa).

JAA - AIRWAYS FLIGHT PLAN (EXERCISE 2 Answer)
FROM TO AWYI FL VRN. WN TR. TR. HDG. TAS WC GS DlST EET ETA
----
LFPG D l 8 BT F 3W 185 18.5 6 0829
D l 8 BT TOC ABB8A F 3W 360 36 6 0835

.---
TOC ABB A20 240 3W 303170 349 346 343 450 -50 400 20 3 0838
ABB NASDA A20 240 3W 303170 321 318 318 450 -67 383 36 5.5 0843.5
NASDA CLIFF A20 240 3W 303170 319 316 317 450 -68 382 26 4 0847.5
CLIFF TIGER(T0 STAR 240 4W 304170 319 315 317 450 -68 382 16 2.5 0850
TIGER D l 2 BIG BIG \r 4w 10 3 0853
D l 2 BIG BIG 2A 4W 12 4 0857

It
BIG EGLL \r 4W 30.5 12 0909
TOTALS 205 46
E(L0) 1 1inch = 20nm; E(L0)2 1 inch = 15nm.
E(LO)l, 2, 7, 8 , 9 and 10.
UK class (G )up to FL245; France class (G, D) up to FL195.
April to October, UTC + 2 hours.
2040UTC + 0400 = 0040 3 1/3/97.
G = guard only. * = Part-time operation. X = On request.
R = radar capability. C = clearance delivery. Cpt = Clearance (pre-taxi

procedure)
121S00MHz.
a) EGVN. b) Panel 3C E(L0)l and panel 7A E(L0) 2.
c) Brize Norton Airbase; Brize Approach 133.75MHz (part-time operation),

119.0MHz on request. Zone Radar Service (part-time operation) 134.3MHZ.
Tower and Ground 126.5MHz, part-time operation and on request.
Coverage of appropriate Area Charts.
Single Sideband suppressed carrier wave HF (Short-wave) communications.
1lb.
12c. W2D is an Advisory Route (D).
a) E(L0)2; see N50 30 W07 30. b) E(L0)2; see N50 15 W07 30.
From the ground to 2000' above aerodrome level (AAL). (see N5045 W 06 30).
See E(L0)2 N5 1 30 W06 15. D
Airways within the UK are class A; Advisory Routes are class F. (see N51 25 W04 40).
See N49 45 W07 45.
Its vertical dimension is' from the ground to 5000'. It is operative Monday - 0800LT to
Friday 1800LT and when notified; controlled by Portland Approach.

Exeter civil airport, elevation 102'. Aerodrome Traffic Zone from the ground to 2000'
AAL; en-route radar service available. NDB(Locator) callsign Echo X-ray, frequency
337khz, part-time transmission. ILS available.
Paris LFFF; London EGTT.
The overall distance from ABB VOR to BIG VOR is 1OOnm.

A20 is the ATS route designator within the one-way arrow symbol.
The distance between ABB VOR and NASDA is 36nm.
FL70 = The Minimum En-Route IFR Altitude(MEA): The lowest published altitude
between radio fixes that meets obstacle requirements between those fixes and in many
countries assures acceptable navigational signal coverage. The MEA applies to the width
of the airway, segment or route between the radio fixes defining the airway segment or
route.
2100a = The Minimum Off-Route Altitude. This is an altitude derived by Jeppesen
which provides known obstruction clearance within 10nm of the route centre-line.
Q = A20 normally one-way westbound for airfields and FL listed. at N50 35 W06 15.
The blue thickly dashed line = AREA CHART coverage for LONDON, UK EGLL
AREA.
The semi-circle is a by-pass symbol. i.e CLIFF does not apply to G27, only to A20 and
the ATS route to SFD VOR.
2400'. See page 6 Jeppesen Chart Glossary.
SLP = Speed Limiting Point; its symbol is the shaded square. X = non-compulsory
airspace fix.
Maintain maximum IAS of 250kt from a position 3 minutes before the holding facility,
or the SLP position shown on the chart.
FL 150 by TIGER. ACTUAL DESCENT CLEARANCE WILL BE AS DIRECTED BY

ATC.
Holding speed in the LONDON TMA up to and including FL140 is maximum IAS 220kt.
At FL 150 and above standard ICAO holding speeds apply.
SFD VOR 076, LYD VOR 222, BIG VOR 139.
Noise monitoring point.
MAX IAS 250kt below FLlOO unless otherwise instructed by ATC.
ABB 8A.

Minimum climb gradient 5.5% up to FL150. intercept the VOR CGN 268 radial; at
1Snm from CGN DME turn right.
1281ftlmin.
See LONDON, UK NOISE HEATHROW , pages 11-4 to 11-4B.
97dba 0700 - 2300LT; 89dba 2300 - 0700LT.
160kt = CAT D aircraft (see page 1 Glossary)
DH 100' DA 177'. Radio Altitude (RA) 100'; RVR 35Om. Touchdown Zone (TDZ) or
Centre-line Lights (CL) out, the RVR = 550m , with Autoland = 300m. (page 11-9X).
In the event of complete radio failure climb STRAIGHT AHEAD (MAX IAS 185kt) to
D1O.O LON VOR, then turn leR to EPM NDB not above 3000' (2920') thence leave EPM
NDB on a track ..........etc (see page 11 -7).
(See page 18 -1)
a) 119.72MHz.
b) 119.21119.9MHz.
c) CHT NDB Minimum Holding Altitude (MHA) 4000' and EPM NDB 3000' MHA.
d) 1030' QNH, 950' QFE; 730' QNH, 650' QFE. i.e. 300ftlnm.
e) 1180' QNH, 1104' QFE.

CHAPTER TWELVE .AIRWAYS .MISCELLANEOUS CHARTS
Contents
ATLANTIC POLAR HIGH ALTITUDE EN-ROUTE CHART SAT(H1)

Page
12.1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 .1
12.2 PROJECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 .1
12.3 DIRECTION. MAGNETIC VARIATION. DISTANCE . . . . . . . . . . . . . . . . . . 12 .2
12.4 GRIDNAVIGATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2 - 4
ANSWERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 2 - 9
PLOTTING CHARTS NCP. NAP and MAP
12.5 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2 - 1 0
12.6 PROJECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 .10
ANSWERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 2 - 1 2
NORTH ATLANTIC & CENTRAL NORTH ATLANTIC BLOW-UP PLOTTING

CHART
12.7 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 .13
12.8 RANGEITIME CIRCLES and CHART EXAMPLES . . . . . . . . . . . . . . . . . . 12 .13
ANSWERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2 - 1 6
ATLANTIC ORIENTATION CHARTS .AT(H/L) 1 & 2
12.9 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 .17
12.10 DISTANCE MEASUmMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 .17
12.11 INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2 - 1 7

EXERCISE3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2 - 1 8
ANSWERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2 - 2 3

AIRWAYS MISCELLANEOUS CHARTS
Eventually, the JAR Flight Planning Examination will contain questions sourced from
any chart contained within the Jeppesen STUDENT PILOT ROUTE MANUAL (JM) for
JAR Flight Crew Licensing.
This chapter discusses charts not covered in Chapter 10.
12.1 ATLANTIC POLAR HIGH ALTITUDE EN-ROUTE CHART SAT(H1) -

INTRODUCTION
This chart is used primarily for planning routes and high altitude polar navigation between
Europe and North America. All operations between Europe and the Canadian Arctic Control
Area, between FL280 and FL390 inclusive, are strongly recornended to flight plan in
accordance with the POLAR TRACK STRUCTURE (PTS) during:
a) 1200 - 180002 for traffic to Alaska.
b) 0000 - 06002 for traffic to Europe.
Reference: NORTH ATLANTIC MINIMUM NAVIGATION PERFORMANCE

SPECIFICATION (MNPS) AIRSPACE MANUAL EIGHTH EDITION states that:
The PTS consists of 10 fixed tracks in the Reykjavik Control Area (CTA) and 5 fixed tracks
through Bodo Oceanic Control Area (OCA), which are a continuation of the relevant PTS tracks
in the Reykjavik CTA.
12.2 ATLANTIC POLAR HIGH ALTITUDE EN -ROUTE CHART SAT(H1) -

PROJECTION
Its projection is POLAR STEREOGRAPHIC:
a) Bearings are correct.
b) Great Circles are straight lines in Polar Regions.
c) Scale is constant and correct in Polar Regions.


TRACK DIRECTIONIMAGNETIC VARIATIONIDISTANCE
Track direction is given or measured as:
TRUE (T), MAGNETIC (M), GRID (G).
Grid navigation is covered later in the chapter.
The lines of equal magnetic variation, isogonals, are valid for 1995. On this chart the North
Magnetic Pole is located approximately at N78 W100. There is a rapid change of magnetic
variation in this area and the directive force, which aligns a compass needle with the magnetic
meridian, reduces to zero as the magnetic pole is approached. Thus, in high latitudes magnetic
reference for direction is impractical. Also, VOR beacons cannot be referenced to local
magnetic north. e.g.
Resolute Bay VOR, 112.1 MHz, YRB (N74 43.7 W094 55.4) is aligned with local True
North.
Distances are printed parallel to the track segments. Other distances can be measured using the
nearest meridian scale, or the scale printed at the Top, Left and Right edges of the chart. Note
that linch = 100nm.
Example 1.
STN(N58 12.4WOO6 11.O) UN615, MATIK(N6100.0 WOO8 04.0)PTS 1, N66 00.0 W012 30.0
[66PR].
a) The Magnetic track and distance STN to MATIK is .........................
b) The Magnetic track MATIK to STN is ................
c) The True track and distance MATIK to [66PR] are ..........................
d) The True track [66PR] to MATIK is...................
e) The Grid track and mean magnetic variation MATIK to [66PR] are .......................
f) The Grid track and distance [66PR] to MATIK are ............................
Example 2.
a) The magnetic variation at KARLL(N70 00.0 W 15 1 00.0) is.. .............
b) The magnetic variation at EUREKA NDB, YEU, 205kHz (N79 59.5 W085 53.9)
1S ............

It can be seen that on the sector MATIK to [66PR] the return track 156"(T) is not a reciprocal
of the outbound track 340 "(T). However, the return track 169"(G) is almost the reciprocal
of the outbound 34g0(G). (The 1 " difference is due to the fact that the track between the two
points is not a straight line).
Therefore, to measure and fly a track that has an unchanging direction GRID NORTH must be
used as the datum.
See over.


GRID NAVIGATION
The use of true andlor magnetic references for navigation in high latitudes is impractical due
to:
a) The rapid convergence of the meridians as latitude increases causing true track
direction to change rapidly over short distances.
b) The rapid change of magnetic variation over short distances.
C) The degraded directional capability of magnetic compasses.
Therefore, to measure and maintain a track that has a constant direction GRID NORTH is used
as a datum.
On this chart (and similar Polar Stereographic charts) the Greenwich Meridian is selected as
the Grid North Datum; it is highlighted by a thick blue line and paralleled East and West at
300nm intervals.
Example 3.
(Reference Jepppesen chart 5AT(HI) and Figure 12-1)
Track from A (N85 00.0 E040 00.0) to B (N85 00.0 W040 00.0).
a) The true track direction at A is .............,....
b) The true track direction at N85 00 EIWOO 00 is..............
el The true track into B is.. ............... (Note the change of direction over 388nm)
To obtain a constant track direction the grid north datum is used.
d) The grid track A to B is.................
The angular difference between True and Grid direction at any point on a grid chart is known
as Convergence: ,
TRUE NORTH - WEST OF GRID NORTH = WESTERLY CONVERGENCE.
TRUE NORTH - EAST OF GRID NORTH = EASTERLY CONVERGENCE.
Hence:
CONVERGENCE WEST, TRUE BEST (GRID LEAST)
CONVERGENCE EAST, TRUE LEAST (GRID BEST)

Therefore:
The Grid Track at A (Longitude 40 "E) = 3 10"(T) - 40 "W Convergence = 270" (G).
The Grid Track into B (Longitude 40W) = 230(T) + 40E Convergence = 270(G).
Where the track crosses the Greenwich Meridian Convergence = 0". True and Grid tracks are
the same. i.e. 270".
The bottom right-hand corner of panel 9 of the chart provides a simplified method of
calculating a GRID BEARING:
+ LONGITUDE WEST
GRID BEARING = TRUE BEARING
- LONGITUDE EAST
EXERCISE 1.
1. The boundary surrounding the islands at N7 1 15 E/W 180 is:
a> an FIR boundary.
b) a Time Zone boundary.
c) an International Boundary.
d) part of the International Date Line.
Answer questions 2 to 7 using the Jeppessen chart 5AT(HI) and the following route:
A (N85 00.0 W 160 00.0) to B (N80 00.0 W 164 00.0) to C (N75 00.0 W 164 50.0).
2. The total distance is:
a) 302nm.
b) 602km.
C) 605nm.
4 602nm.

3. The highest Grid MORA for the route is:
a) 1OOOft.
b) 1600ft.
4 16Ofi.
d) 1600m.
4. The constant track direction from A to B is:
a) 168"(G).
b 14g0(M).
c) 34g0(G).
d) 186"(T).
5. Which of the following is correct ?
a) The airspace below FL230 is uncontrolled.
c) The airspace is uncontrolled inclusive of FLZO and below.
d) The airspace is controlled from ground level up to FL230.
e) The airspace is controlled from FL220 inclusive and above.
6. The boundary along latitude N75 indicates:
a) an Upper Information Region.
b) an Air Defence Identification Zone.
c) an international boundary.
d) a QNH boundary.
7. An aircraft is overhead B at 110520UTC. The Standard Time is:
a) 111620. b) 111720.
c) 101920. d) 101820.

8. The grid track from N70 00.0 W 166 30.0 to N74 56.8 W 141 00.0 is:
9. The (R) at N69 W158 means that:
a) there is an en-route radar capability on 135.3MHz.
b) radar control is available on 135.3MHz.
C) there is a VDF station at Barrow.
d) there is a remote airlground antenna at Barrow for direct communications with

Anchorage Control Centre.
10. Given.
Longitude W 30 Variation 30 "W True bearing 337 " .
The Grid Bearing is:

ANSWERS TO EXAMPLESIEXERCISES
Example 1.
Example 2.
a) 28"E. b) 92"W.
Example 3.
a) 310". b) 270". c) 230". d) 270".
EXERCISE 1.

12.5 PLOTTING CHARTS - INTRODUCTION
There are three charts:
a) NORTH CANADA (NCP).
b) NORTH ATLANTIC (NAP).
c) MID ATLANTIC (MAP).
Each chart is designed for plotting routes and positional information. In the final examination
students should expect one simple plotting question, at least, based upon one of the charts.
12.6 PLOTTING CHARTS - PROJECTION

The chart is a LAMBERT CONFORMAL CONIC PROJECTION:
a) Scale is considered to be constant.
b) For practical purposes straight lines drawn on the chart are considered to be GREAT
CIRCLES.
c) Bearings are correct.
1inch = 120nm.

EXERCISE 2. (Use NCP chart)
"ACA865 is cleared to Toronto via North Atlantic Track Echo from 55N OlOW to maintain
FL320, Mach.82." The forecast wind velocity and COAT at FL320 are 020 "11 1Okt and -60 "C.
Plot the part-route:- London, N55 WO 10, N57 W020 and N57 W030, and answer the following:
(Tolerances for distances within 1%)
The route distance London to N57 W030 is.................
The mean Great Circle track London to N57 W030 is.............(T)
The mean magnetic variation N55 W010 to N57 W020 is.........
The mean Great Circle track N57 W020 to N57 W030 is...........(T)
The initial heading from N55 WOlO is ............(M)
The aircraft's ATA at N55 WOlO is 10382. The ETA at N57 W020 is..............
The aircraft's ATA at N57 W020 is 11262. The ETA at N57 W030 is ..............
The aircraft is cleared to be at N57 W030 at 12112. Its revised Mach No. is ...............
The aircraft's ATA at N57 W030 is 1211Z. At 1201Z Gander Oceanic re-clears the aircraft from
N57 W030 to N55 W040 at FL320, .82Mach. The forecast wind velocity and COAT are
350/90kt and -64C.
Answer questions 9 and 10.
The mean Great Circle track and distance from N57 W030 to N55 W040 are .............(T)
and..............
The ETA at N55 W040 is.............
At CARPE (N53 05.0 W054 05.0) the aircraft leaves the.................................CTA/.................FIR

and enters.................................CTA/................,...FIR.
The distance from CARPE to REDBY(N52 15.0 W056 36.1) is...............nm.
RVSM means ?
MNPS means ?

ANSWERS
EXERCISE 2.
1. 1087nm. 2. 288 "(T). 3. 12"W. 4. 270(T).

5. 318"(M). 6. 11262. 7. 12062. 8. .72Mach.
9. 250(T); 358nm 10. 12562.
1I. GANDER OCEANIC CTNCZQX; GANDER DOMESTIC CTNCZQX.
12. 103NM.
13. Reduced Vertical Separation Minima.
(The equipment required is two fully serviceable independent altitude measurement systems;
one automatic altitude-control system and one altitude alerting device. A functioning Mode C
SSR Transponder is also required for flight through radar controlled RVSM transition airspace.
When checking altimeters, pre-flight or in-flight, at least two primary altimeters must agree
at all times within plus or minus 200ft.).
14. North Atlantic Minimum Navigation Performance Specification.
(Aircraft must be equipped with the following:

two fully serviceable Long Range Navigation Systems (LRNS). A LRNS may be one
of the following:
One Inertial Navigation System (INS);
One Global Navigation Satellite System (GNSS); or
One navigation system using inputs from one or more IRS or any other sensor
complying with the MNPS requirement.
Each LRNS must be capable of providing to the flight crew a continuous indication of
the aircraft position relative to track.
It is highly desirable that the navigation system employed for the provision of steering
guidance is capable of being coupled to the auto-pilot.).

12.7 NORTH ATLANTIC & CENTRAL NORTH ATLANTIC BLOW-UP PLOTTING

CHART- INTRODUCTION
Both charts are Lambert Conical Conformal projections designed for:
a) ETOPS. (This chart has been produced for an Airbus 330.)
b) EQUAL TIME POINT(ETP)ICRITICAL POINT (CP) calculation and plotting.
c) Position and route plotting.
The NORTH ATLANTIC PLOTTING CHART has a scale of linch = 200nm; its bottom
right-hand corner contains an EQUAL TIME POINT (ETP)ICRITICAL POINT(CP) graph with
instructions for its use.
On the obverse is the CENTRAL NORTH ATLANTIC BLOW-UP AREA, scale 1 inch =
120nm. The ETP graph and instructions apply to this chart also.
12.8 NORTH ATLANTIC & CENTRAL NORTH ATLANTIC BLOW-UP PLOTTING

CHART- RANGE and TIME CIRCLES
Both charts show still air rangeltime circles of 820NMl120MIN (410kt TAS) and
1220NMl180MIN (406kt TAS) centred upon suitable diversion airfields such as Shannon
(EINN), Lajes (LPLA), Gander (CYQX) and Keflavik (BIKF). These airfields are open 24
hours a day and can provide appropriate facilities for all types of aircraft.
Example 4.
On the CENTRAL NORTH ATLANTIC BLOW-UP AREA chart:
a) Plot the route:-

Shannon (EINN) N52 42 W 008 55, to Gander (CYQX) N48 56 W054 34, to Keflavik
(BIKF) N63 59 W022 36, to Shannon.
b) Identify the 120MIN and 180MIN range circles from each airfield.
c) The Midpoint line cuts the ShannonlGandertrack at position.. .......'..............................and

is.............nrn from each.
d) The Midpoint line cuts the GanderIKeflavik track at position.. ....................................and

is.. ...........nm from each.
e) The Midpoint line cuts the KeflaviWShannon track at position. ...................................and

is.. ...........nm from each.

It should be noted that any point on the extended MIDPOINT LINE, either side of the
MIDPOINT, will be equi-distant from either airfield and will be the STILL-AIR ETPICP.
At 90" to either side of each MIDPOINT LINE is a graticule which is used to adjust the STILL-
AIR ETPICP, either in the continuing (ON) or returning (HOME) direction, for the prevailing
wind pattern.
Example 5.
Use the CENTRAL NORTH ATLANTIC BLOW-UP AREA chart, and the ETP graph when
required.
Given:
Route Shannon to Gander at Example 4.
Cruise FL 3 10; All-engine TAS 426kt
Engine-out stabilising height FL240; Engine-out TAS 370kt
Wind Components
MIDPOINT to GANDER MIDPOINT to SHANNON
Calculate the distance and time to the All-engine ETPICP between Shannon and Gander.
a) The Equi-time number is......................
b) The number of miles fiom the Midpoint is...................nm.
c) The distance to the ETPICP from Shannon is...............nm.
d) The time to the ETPICP is...................min.
Cross-check using the formula:
-
e) The distance X to the ETPICP from EINN -
-
- ............................nm.
f) The time to the ETPICP

Example 6.
Given:
Route Shannon to Gander at Example 4.
Cruise FL 3 10; All-engine TAS 426kt
Engine-out stabilising height FL240; Engine-out TAS 370kt
Wind Components
MIDPOINT to GANDER MIDPOINT to SHANNON
FL3 10 -8Okt +50kt
FL240 -4Okt +20kt
Using the same chart and route calculate the distance and time to the Engine-failure ETPICP.
a) The Equi-time number is......................
b) The number of miles from the Midpoint is ...................nm.
c) The distance to the ETPICP from Shannon is ...............nm.
d) The time to the ETPICP is...................min.
Cross-check using the formula:
-
- ............................nm.
f) The time to the ETPICP

ANSWERS
Example 4.
Example 5.
Example 6.

12.9 ATLANTIC ORIENTATION CHARTS - AT(H/L) 1 & 2 - INTRODUCTION
These charts are used for route planning and en-route navigation between major transatlantic
aerodromes. Both charts are Lambert Conformal Conic Projections. The scale of the AT(HL) 1
is 1 inch = 132nm; AT(HL)2 is 1 inch = 136nm.
12.10 AT(HL) 1 & 2 - DISTANCE MEASUREMENT
Distance is obtained by:
a) extracting the values which are printed parallel to the published tracks andlor sectors
thereof.
b) using the nautical mile scale at the left and right-hand margins.
c) using the adjacent meridian scale.
12.11 AT(HL) 1 & 2 INFORMATION
a) The front panel shows:
i) The coverage of the chart pictorially .
ii) NAVAID LEGEND.
iii) SELECTED VOLMET BROADCAST IN RADIO TELEPHONY (RTF).
b) NAVAID information, listed alphabetically, is provided at Panel 1 AT(HL) 1 and panel

8 AT(HL)2.
c) NORTH ATLANTIC & CANADA MINIMUM NAVIGATION PERFORMANCE

SPECIFICATION (MNPS).
NAT ORGANISED TRACK SYSTEM (NAT OTS).
NORTH ATLANTIC COMMUNICATION.
COMMON PROCEDURES FOR RADIO COMMUNICATION FAILURES.
Information on above is at panel 7 and 8 AT(HL) 1.
d) NORTH ATLANTIC CROSSING CLEARANCE PROCEDURES &

FREQUENCIES information is published at panel 9 AT(HL)l.

e) POSITION REPORTING PROCEDURES
STANDARD AIR-GROUND MESSAGE TYPES & FORMATS.
INCREASED WEATHER REPORTING.
SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES IN

MNPSIRSVM AIRSPACE.
TRANSPONDER OPERATION.
IN-FLIGHT CONTINGENCY PROCEDURES FOR WAKE VORTEX etc.
Infomation on above is at Panel 1 AT(H/L)2.
EXERCISE 3.
Given:
Chart AT(WL) 1 & 2.
Route OMOKO (N48 50 W012 OO), ATS route T16.
Destination Porto Santo (LPPS ) N33 04 W0 16 2 1.
Diversion Santa Maria (LPAZ) N36 58 W025 10.
Answer questions 1 to 12.
1. The total distance from OMOKO to the intersection with the ATS route between N38 00 W020
00 to KOMUT is:
2. For this route the correct highest IFR ICAO level between FL280 and FL3 10 inclusive is:

P.-
3. With reference to Porto Santo's NAVAID the following is correct:
a) VOWDME; Ident SNT; frequency 114.9kHz.
b) VOWDME; Ident SNT; frequency 114.7MHZ.
c) VOWDME; Ident SNT; frequency 114.9MHz.
d) VORIDMEITACAN; Ident SNT; frequency 114.9MHZ.
4. The mean Great Circle track Porto Santo to Santa Maria is:
a) 309"(M).
b) 295"(T).
c> 310(T).
d) 298"(T).
5. The mean magnetic variation Porto santo to Santa Maria is:
a) 8 O(W).
'4 12"(W).
c> 11O(W).
d) 1O0W.
6. The distance Porto Santo to N35 00 W020 00 is:

7. The night-time Weather FORECAST for Santa Maria is obtained from:
a) Shannon VOLMET on HF frequencies of 3.413MHz, 5.505MHz and 8.957MHz at H

+ 45 to 50min.
b) Shannon VOLMET on a VHF frequency of 341.3MHz at H + 45 to 50min.
c) Shannon VOLMET HF frequencies of 3.4131cHz 5.505, kHz and 8.957kHz at H + 45

to 50min.
d) Shannon VOLMET on a long wave transmission, frequency of 3.413MHz at H + 45 to

50min.
8. The daytime MET Report for Santa Maria is obtained from:
a) Shannon VOLMET on a VHF frequency of 132.64MHz at H + 15 to 20min.
b) Shannon VOLMET on HF frequencies of 13.264MHz, 5.505MHz and 8.957MHz at

H + 15 to 20min and H + 45 to 50min.
c) Shannon VOLMET on an HF frequency of 13.264kHz ,5.505kHz and 8.9571cHz at H

+ 15 to 20min and H + 45 to 50min.
d) Shannon VOLMET on a short wave transmission of 132.64MHz 550.5MHz and

895.7MHz at H + 15 to 20min.
9. The route, if flown at FL290, is:
a) not within MNPS airspace.
b) within MNPS airspace.
c) within MNPSIRVSM airspace.
d) within RVSM airspace only.

10. Given:
Suitable airfields of Santiago (N42 54 WOO8 25), Porto Santo (N33 04 W016 20) and Santa
Maria (N36 58 W025 10).
Twin turbojet passenger aircraft.
Normal one-engine in-operative Cruise TAS of 4OOkt.
a) The aircraft requires ETOPS authorisation
b) ETOPS authorisation is not required south of N45.
c) The aircraft does not require ETOPS authorisation.
d) The aircraft does not require ETOPS authorisation during daylight hours.
11. If an aircraft's ETA at Porto Santo is 1430UTC its Standard Time of arrival:
12. The North Atlantic Remote and Oceanic Areas Air to Air frequency is:
d) 127.90MHz SELCAL.

13. An aircraft in mid-Atlantic at 1400LMT on Midsummer's Day wishes to contact New York
Area Control Centre. The listed frequencies are:
3016 13306
5598 17496
8906
The frequency@)most likely to be tried in order to obtain eventual two-way communication are:
a) 3.016kHz, 5.598khz or 8.906kHz.
b) 13.306MHz or 17.496MHz..
4 13.306kHz or 17.946kHz.
d) 3.016MHz or 5.598MHz.
14. The MACH NUMBER TECHNIQUE for the North Atlantic Track System (NAT OTS) is based
True Mach Number.
Indicated Mach Number.
MM0.
Mm.
15. Flights certified as complying with MNPS and RVSM should insert, afterGGS"
in item 10 of their
ICAO Flight Plan, the letter@):
c> XR.

ANSWERS
1 2 3 4 5 6 7 8 9 1 0 1 1 1 2 1 3 1 4 1 5
c b c d d a a b b c a c b a d

CHAPTER THIRTEEN .ATC FLIGHT PLAN (CA48)
Contents
Page
13. 1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 .1
13.2 DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 .1
13.3 ANNEXES TO THIS CHAPTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 .2
13.4 SPECIMEN CA48 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 .2
13.5 ITEM 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 - 4

FLIGHT PLANNING AND MONITORING ATC FLIGHT PLAN (CA 48)
13.1 INTRODUCTION
References:
ICAO Doc 4444-RACl501; UK AIP ENR 1.10-FLIGHT PLANNING (12 Mar 98)
What is an ATC Flight Plan?
It is simply advance notice of a pilot's intentions for a flight in terms of route (including
departure and destination), cruising level and speed and information about the crew and
passengers. It is in a set format (form CA48) to ensure completeness of information and
compatibility with electronic data transfer between ATS and other units.
Students are required to understand, and answer questions on, all aspects of ATC Flight Plans,
both individual (CA48) and Repetitive Flight Plans (RPL).
a) Type of plan - individual or repetitive
b) The format of an ICAO Flight Plan.
c) The information required for the plan.
d) How to complete, file, cancel or amend a flight plan.
13.2 DEFINITIONS
Flight Plan: Specified information provided to air traffic service units ,relative to an intended
flight or portion of a flight of an aircraft.
Repetitive Flight Plan (RPL): A flight plan related to a series of frequently recurring, regularly
operated individual flights with identical basic features, submitted by an operator for retention
and repetitive use by ATS units
Filed flight plan: The flight plan as filed with an ATS unit by the pilot or a designated
representative, without any subsequent changes.
Current Flight Plan: The flight plan, including changes, if any, brought about by subsequent
clearances.
Estimated elapsed time: The estimated time required to proceed from one significant point to
another.
Estimated off-block time: The estimated time at which the aircraft will commence movement
associated with departure.

Estimated time of arrival: For IFR flights, the time at which it is estimated that the aircraft
will arrive over that designated point, defined by reference to navigational aids, from which it
is intended that an instrument approach will be commenced, or, if no navigational aid is
associated with the aerodrome, the time at which the aircraft will arrive over the aerodrome. For
VFR flights, the time at which it is estimated the aircraft will arrive over the aerodrome.
(Extract from ICAO DOC 4444 ( PANS-RAC ) Dated 7 Nov 1996)
13.3 ANNEXES T O THIS CHAPTER
a) Annex 1to this Chapter is a copy of Part 11, Chapter 8, Doc 4444, relating to the rules
for ATC flight plans.
b) Annex 2 to this chapter, INSTRUCTIONS FOR THE COMPLETION O F THE

FLIGHT PLAN FORM, is an extract of Appendix 2, Doc 4444.
c) Annex 3 to this chapter, FLIGHT PLANNING-General Procedures, is an extract

from the UK AIP ENR 1- 10 (12 Mar 98).
These annexes should be studied carefully as they may be a source of examination questions.
13.4 SPECIMEN CA48

Reference Figure 13.1 and Annex 2 to this chapter.
The numbered items at Figure 13.1 should be referred to in conjunction with the apposite
instructions at Annex 2.
For example: Item 7 AIRCRAFT IDENTIFICATION in Fig 13.1.

Briefly, the instructions for ITEM 7: AIRCRAFT IDENTIFICATION at
Annex 2, state that the aircraft identification should not exceed 7 characters
and can be either the registration markings of the aircraft or the ICAO
designator for the operating agency.
ITEMS 7,8,9,10,13,16,18, and 19 can be readily understood from the instructions; ITEM
15: ROUTE is more complex and will be discussed later.
Decode of Specimen CA48: ,

The aircraft identification is BAWSOS, (Speedbird 805 being the radiotelephony identification).
IFR Scheduled flight for a Boeing 737, which creates a Medium wake turbulence. The aircraft
has a serviceable Standard cornrnunication/navigation/approachaid equipment for the route. and
a serviceable SSR transponder with 4096 codes and Mode C.
The departure airfield is EIDW,(Dublin) with an estimated off-block time of 1100UTC. The first
cruising speed is 430kt TAS,N0430, at Flight Level 290, F290.

Figure 13.1 Specimen ATC Flight Plan

The aircraft plans to join the airway UR14 and fly along it to the Strumble VOR, callsign STU,
where it changes to airway UG1, and thence to the navigation facility at Woodley, callsign
WOD. From WOD it plans to fly direct, DCT, to Ockham VOR, callsign OCK.
The destination aerodrome is London Heathrow, EGLL, with a total planned flight time of
50minutes, 0050; the alternate airfield is Birmingham, EGBB.
The aircraft registration is GBGJG, and it requires special handling as it is a Hospital, HOSP,
aircraft. The estimated elapsed time, EET, to the London FIR boundary, EGTT, is 15 minutes,
0015, after take-off.
ITEM 19: SUPPLEMENTARY INFORMATION(NOT TO BE TRANSMITTEDIN FPL

MESSAGE). This information is only required when an aircraft is overdue and the emergency
services have been alerted.
The total endurance of the aircraft is 2hr 30min, 0230, and there are 103 persons on board. The
aircraft is fitted with separate emergency UHF, U and VHF, V, radio, together with a crash
activated emergency locator beacon, E. The aircraft is carrying maritime, M, survival equipment
and life-jackets, J, fitted with a sea activated light, L, and fluorescent dye, F. The aircraft also
carries 10 inflatable dinghies, D, whose total capacity is 150 people; the colour of dinghies'
covers, C, is yellow. The aircraft has blue and grey markings and the pilot in command is
Yendle.
13.5 ITEM 15
This is the most complex. Details are required of the aircraft's route, change of route, speed,
level and/or flight rules; sub-items must be in capital letters and separated by a space. The
following aide-memoir may be of use for filling in the ROUTE details which start after the arrow
a) ATS ROUTE ( 2 to 7 characters)
1 Enter the coded designator assigned to the route or route segment e.g. UB37,
R14.
11 Where appropriate enter the coded designator assigned to a standard instrument
departure route (SID) or standard arrival route (STAR) e.g. OCK 1C, MAY 1J.
b) POINTS OF CHANGE (2 TO 11 CHARACTERS)
Enter:
i The coded designator (2 to 5 characters) assigned to the point, e.g. EX, MAY,
LOVEL, PORGY, SCROD.

If there are no coded designators use:
11 LATITUDEILONGITUDE
DEGREES DEGREESIMINUTES
(7 characters) (11 characters)
56N105W 4715N16005E
5ONO75E 60 10N06206W or,
iii BEARING AND DISTANCE from a navigation aid, e.g. SAM090035

indicates a point 35nm on a bearing of 090" (M) from Southampton VOR.
c) USE OF DCT (DIRECT)
If a departure airfield is located or connected to the ATS route then the

coded designator of that route will be the first entry. If it is not on or
connected to the ATS route the first entry will be DCT followed by the joining
point, followed by the designator of the ATS route. (Figure 29.1)
If the destination airfield is not on or connected to an ATS route the last entry
will be DCT. (Figure 29.2)
Use DCT between coded designators not connected by ATS routes.
Use DCT between a designated reporting point and a position, denoted by a

latitude and longitude or a bearing or distance from a Navaid, which is outside
the ATS route.
Use DCT between a latitude and longitude, or a Navaid bearing and distance,
and a designated reporting point on an ATS route.
DCT is not required between successive points defined by latitude and

longitude or a bearing and distance from a Navaid. (Figure 29.3)
d) Only points of change are to be entered in item 15. Insert each point at which there is
a change of;
i Route.
11 Speed or level. A change of speed is 5% of TAS or 0.01 Mach or more. If

there is a change of level or speed both must be entered even though only one
has changed. (See Figures FP29.Fl ,F2,F3,F4).
iii Flight rules.

e) Follow the point of change with the designator of the ATS route even if it is the same
as that before the change, or by DCT if the next point is outside the ATS route.
ITEM 15 ROUTE: A1 KNG B2
ITEM 15 ROUTE: DCT KIR A1 KNG
Figure 13.2 Use of DCT
ITEM 15 ROUTE: DCT KIR A1 KNG B2 HDM DCT
Figure 13.3 Use of DCT

ITEM 15 ROUTE: B5 PAM DCT 5100N00500E 5100N01000E

5050N01432E DCT EEL W2O
Figure 13.4 Use of DCT - Leaving and Re-joining

Airways
Figure 13.5 Change of Speed and/or Level

1. ICAO model flight plan form
I FUGHT PLAN
Figure 13.6 Exercise 1
For the follow in^ exercises use J ! D D ~High

s ~ ~ Altitude Chart E(H1) 415 CAA FOR CPLIATPL
EXAMINATIONS

EXERCISE 1 - CA48
A non-scheduled flight is to be made from CAMBRIDGE (N52 12 EOOO 13) EGSC to MUNICH
(N48 08 EOl 1 44) EDDM.
Route: To join the upper airways system at LAMBOURNE

(N5 1 39 EOOO 06) then airway UB3 - DOVER -UGI -
NATTENHEIM - UB6 - MUNICH.
Flight Details: Off blocks time 0920UTC

Airborne time 0930UTC
Allow 15 min from airborne to join airways at
LAMBOURNE.
LAMBOURNE to SPRIMONT:
TAS 330 kt; wind component + 15 kt
Cruise FL 250.
SPRIMONT to MUNICH:
TAS 350kt; wind component +20kt
Cruise FL290
Aircraft Type: Boeing 737 (B737)
Aircraft Weight: 45000 kg
Operator: CAMMAIR
Identification: G-GRAD
Radio & Navigation Equipment: Standard + UHF RIT
SSR Equipment: Transponder Mode 'A', 4096 codes + Mode 'C'
Flight Rules: IFR

0
Type of Flight: Non-scheduled air transport
Alternate: STUTTGART (EDDS)
ATC Require elapsed time to BRUSSELS FIR boundary.

Supplementary Information
Sufficient fuel for 2% hours flight.

Passengers 119 + 5 crew.
ELBA (Emergency Location Beacon) is available.
Life jackets are available equipped with emergency lights and UHF capability.
Four covered life rafts (dinghies) are carried with an individual capacity of 32 persons.
The dinghies are coloured yellow.
The aircraft is coloured white with red markings.
No supplementary equipment is carried.

1. ICAO model flight plan form

EXERCISE 2 - CA48
A non-scheduled flight is to be made from VENICE (N45 30 E012 2 1) LIPZ to TOULOUSE

BLAGNAC (N43 37 EOOl 23) LFBO.
Route: To join upper airway's system at VICENZA (N4538 EO 11 4 1)

then UB4 - ST PREX - UB28 - PASSIERY - UB16 - LA
TOUR - UG5 - GAILLAC- TOULOUSE BLAGNAC.
Flight Details: Off blocks 0630 UTC

Airborne 0645 UTC
Allow 10 minutes from airborne to joining airways at
VICENZA, and 10minutes GAILLAC to TOULOUSE
VICENZA to SPR:
TAS 450 kt; wind component -40
Flight level 3 10.
SPR to GAI
TAS 470 kt; wind component - 15
Flight level 3 10.
Aircraft Type: Airbus 3 10 (EA3 1)

Aircraft Weight: Above 136000kg
Aircraft Registration: G-BUSB
Operator : British Airways
Identification: BAW 780
Selcal Code: HBSJ
Radio & Navigation Equipment: Standard plus inertial navigation and RNAV
equipment.
SSR Equipment: Transponder Mode 'A' - 4096 codes plus Mode 'C'.
Flight Rules: IFR
Type of Flight Non-schedule air transport
Alternate: MARSEILLE (LFML)
ATC: Require times to AOSTA and PASSEIRY.
Supplementary Information: 0
Enough fuel for 6% hours flying

Passengers TBN
Crew 12
ELBA (Emergency Locator Beacon) carried
Life jackets available equipped with emergency lights and VHFIUHF radio
Life-rafts: 15 with yellow covers; each life-raft capacity 20 people
Aircraft colour is blue and grey
No supplementary survival equipment is carried.

1. ICAO model flight plan farm
FLIGHT PLAN 1

EXERCISE 3 - CA 48
LONDONISTANSTEAD TO BIARRITZ
A non-scheduled flight is to be made from STANSTEAD (EGSS, N5153' EOOOO 14') to
BIARRITZ (LFBZ, N43" 28 WOO1"32')
Route: Direct (DCT) to LAM, airways to BTZ and then as directed to

land at BIARRITZ. Airway UA34 is not available for this
flight.
Flight Details: Off blocks 1515 UTC on a Tuesday

Take-off 1525 UTC
Allow 15 minutes flight time Stanstead to LAM and
20 minutes from ENSAC for descent and approach to
BIARRITZ
Lowest Flight Levels above FL250 to be used
TAS 310 kt
Forecast wind 200" (M)/45kt
Aircraft Type; Boeing 737 (B737)

Aircraft Weight: 42000kg
Operator: GROPEAIR
Registration: G-WIZZ
Radio & Navigation Equipment: Standard
Flight Rules: IFR
Type of Flight: Non-scheduled
Alternate: LIMOGES (LFBL)
Using the above data identify the route and complete Items 7 and 18 of the CA48.

EXERCISE 4 - MULTI CHOICE
1. Under what circumstances may an Aircraft Operator (AO) submit Repetitive Flight Plans (RPL)
rather than individual flight plans?
When .....flights are operated regularly on the same day(s) of consecutive weeks and on at
least...... occasions or every day over a period of at least ..... consecutive days. The elements of
each flight shall have a high degree o f . ....
a) IFR, ten, ten, stability.
b) VFR, seven, seven, familiarity.
C) IFR, seven, seven, familiarity.
d) VFR, ten, ten, stability.
2. What are the reasons for the format of the ICAO Flight Plan?
a) the format is internationally agreed, is printed in two languages, usually English

and the language of the State concerned, to help ensure correct completion
which is essential for electronic data transfer.
b) It is designed to fit into a standard pilot's bag, and have plenty of room for
flight data.
c) the format ensures that minimum writing is required, to reduce pilot workload
in flight.
d) the format is agreed between EC member states, for use in Europe only.
3. Which sections of a CA48 are not normally transmitted to other ATSUs?
i Addressees
11 Items 3 to 18 - the main body of the message.
...
111 Supplementary information.
a) i only.
b) iandii.
c) iii only.
b) None, all are always transmitted.

4. Normally, flight plans should be filed on the ground at least .... before clearance to start up is
requested. Exceptionally, when it is not possible to meet this requirement, operators should
............... and never .......
a) 30 minutes, give as much notice as possible, less than 60 minutes.
b) 60 minutes, give as much notice as possible, less than 30 minutes.
c) 3 hours, cancel the flight, cause such trouble again.
d) 3 hours, give as much notice as possible, 30 minutes.
5. Flight plans for flights affected by Air Traffic Flow Management (ATFM) rules, and in areas
such as the North Atlantic, must be filed at least ....... before EOBT.
a) 3 hours.
C) 30 minutes.
d) Never less than 10 minutes.
6. In the event of a delay in excess of........ of ....... for a controlled flight, or a delay of ......... for
an uncontrolled flight for which a flight plan has been submitted, the flight plan should be
amended or a new flight plan submitted and the old plan cancelled, whichever is appropriate.
a) 30 minutes, Estimated Off Blocks Time, 3 hours
b) 30 minutes, planned take off time, 1 hour.
d) 30 minutes, EOBT, 1 hour.
7. If a pilot lands at an aerodrome other than the destination specified in the flight plan, he must:
a) Ensure that all ATSUs which were addressees on the flight plan are notified of
his landing.
b) Ensure that the ATSU at the original destination is informed within 60 minutes.
c) Ensure that the ATSU at the original destination is informed within 30 minutes.
d) Report to ATC to apologise.

8. A current flight plan is
a) the flight plan as filed with an ATS unit by the pilot or a designated
representative, without any subsequent changes.
b) the flight plan, including changes, if any, brought about by subsequent
clearances.
c) the flight plan , including changes, if any, cleared prior to take off.
d) the flight plan , including changes, if any, cleared prior to the aircraft's present
position.
9. A filed flight plan is ? .......
a, b, c, d. see answers to question 8 above.
10. ATC must be informed of changes which occur to the flight plan speed and ETA. Many nations
stipulate their own limits but PANS-RAC require changes of ..... in TAS and ........ of ETA be
notified. Which answer fills the blanks correctly?
a) 3%, 5 minutes.
4 5%, 3 minutes.
d) 3 knots, 3 minutes.
11. A flight has filed a flight plan for a route starting on ATS routes and later leaving controlled
airspace. It is "cleared via flight plan route". This means the flight is cleared to follow:
a) the flight planned route until leaving ATS routes and must then obtain further
clearance.
b) the complete route without further ATC clearance.
c) the flight planned route only until the next FIR boundary.
d) the flight planned route only as far as the limit of control of the current ATS
unit.

Who is responsible for processing a flight plan?
a) the ATS unit first receiving a flight plan.
b) the ATS unit in whose FIR the aircraft will fly first.
c) the ATS unit responsible for the aerodrome of departure.
d) the ATS unit responsible for takeoff clearance at the departure aerodrome.
A trip time of 150 minutes has been calculated for a flight with an EOBT of 1000 UTC and an
expected take-off time of 1020 UTC. The aircraft has a fuel reserve of 30%. Use this
information to answer the following questions.
What should be filled in at Item 13 of the CA48?
What should be filled in at Item 16 of the CA48?
What should be filled in at Item 19 of the CA4&?

16. With reference to changes to RPLs. In the event that the destination airfield is changed the
following action is taken:
a) The change is notified as early as possible and not later than 30minutes before departure
to the ATS reporting office responsible for the departure aerodrome.
b) The change is notified as early as possible before departure to the ATS reporting office
responsible for the departure aerodrome.
c) The RPL shall be cancelled for the day concerned and an individual flight plan shall be
submitted.
d) The change may be notified by radio telephony on initial contact with the ATS unit.

ANSWERS
Exercise 1 - CA 48
Item 7: CGRAD Item 8: I, N Item 9: Blank, B737, M

Item 10: SUIC Item 13: EGSC, 0920
Item 15: N0330F250 +DCT LAM UB3 DVR UGl SPIIN0350F290 UGI NTM UB6 M U '
Item 16: EDDM, 0140, EDDS

Item 18: EETlEBUR0029 OPWCAMMAIR
Item 19: El0230 PI 124 RICross out U and V
Survival Equipment: Cross out P,D, J + Jackets: Cross out F and V
+ Dl04 + 128, +YELLOW
AIWHITE RED
Cross out N using an X
Exercise 2 - CA 48
Item 7: BAW780 ITEM 8: I, N ITEM 9: BLANK, EA3 1, H

Item 10: SIWC ITEM13: LIPZ, 0630
Item 15: N0450F3 10 I.) DCT VIC UB4 SPR UB28 PAS UB16 TDP UG5 GAI DCT TOU
Item 16: LFB0,0128, LFML
Item 18: EETlAOSTA0037 PAS0048 REGIGBUSB SELIHBSJ
Item 19: El0630 PITBN WCross out U and V
Survival Equipment : Cross out P, D and J + Jackets: Cross out F
+ Dl15 11,300 + YELLOW
A1 BLUE GREY
Cross out N using an X
Exercise 3 - CA 48
Item 7: GWIZZ ITEM 8: I, N ITEM 9: BLANK, B737, M

Item 10: SIC ITEM 13: EGSS, 1515
Item 15: NO3 10F260 I.) DCT LAM UR1 ORTAC/N0310F270 UR14 DIN UA25 CGC
UB 19 ENSAC DCT
Item 16: LFBZ,0225, LFBL
Item 18: OPWGROPAIR
N.B. Initial FL260 acceptable.
Exercise 4 - Multi-choice
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15116
a a c b a d c b a c b a a c d

ANNEX 1 TO CHAPTER 13 EXTRACT FROM ICAO DOC 4444 ( PANS - RAC) Dated 7
Nov 1996
FLIGHT PLAN
Flight plan form
A flight plan form based on the model in Appendix 2* should be provided for and used
by operators and air traffic services units for the purpose of completing flight plans.
(* Appendix 2 in this instance is found at page A2-1 PANS-RAC Doc 4444. Copies are
also included in this chapter.) Note:- A different form may be provided for use in
completing repetitive flight plan listings.
The flight plan form should be printed and should include an English text in addition to
the language(s) of the State concerned. Note :- The Model Flight Plan Form in
Appendix 2 is printed in English and one other of the languages of the Organisation for
illustration purposes.
Operators and air traffic services units should comply with the instructions for
completion of a flight plan form and a repetitive flight plan listing form given in
Appendix 2. Note:- The instructions for completing a flight plan form given in
Appendix 2 may be conveniently printed on the inside cover of flight plan form pads,
or posted in briefing rooms.
An operator unable to satisfy a prescribed route or area RNP* should, prior to departure,
advise ATC of the RNP* types the aircraft is certified to meet.
(* Required Navigation Performance (W)is a statement of the navigation
performance accuracy necessary for operation within a defined airspace. RNP type is
a containment value expressed as a distance in nm from the intended position within
which flights would be for at least 95% of the totalflying time. e.g. RNP 4 represents
a navigation accuracy of +/- 4nm on a 95% containment basis)
Submission of a flight plan.

8.2.1 Prior to departure.
8.2.1.1 Except when other arrangements have been made for submission of repetitive
flight plans, a flight plan submitted prior to departure should be submitted in
person or by telephone to the air traffic services reporting office at the departure
aerodrome. If no such unit exists at the departure aerodrome, the flight plan
should be submitted by telephone or typewriter, or if these means are not
available, by radio to the unit serving or designated to serve the departure
aerodrome.
8.2.1.2 In the event of a delay of thirty (30) minutes in excess of the estimated off-block
time for a controlled flight or a delay of one hour for an uncontrolled flight for
which a flight plan has been submitted, the flight plan should be amended or a
new flight plan submitted and the old flight plan cancelled, whichever is
applicable.

8.2.2 During flight.
8.2.2.1 A flight plan to be submitted during flight should normally be transmitted to the
aeronautical telecornmunication station serving the air traffic services unit in
charge of the flight information region, control area, advisory area or advisory
route in or on which the aircraft wishes to fly. When this is not practicable, it
should be transmitted to another aeronautical telecommunication station for re-
transmission as required to the appropriate air traffic services unit.
Note:- If the flight plan is submitted for the purpose of obtaining air traffic
control service, the aircraft is required to wait for an air traffic control
clearance prior to proceeding under the conditions requiring compliance with
air traffic control procedures. If the flight plan is submitted for the purpose if
obtaining air traffic advisory service, the aircraft is required to wait for
acknowledgement of receipt by the unit providing the service.
Acceptance of a flight plan.
8.3.1 The first air traffic services unit receiving a flight plan, or a change thereto, shall
1. check it for compliance with the format and data conventions;

2. check it for completeness and, to the extent possible, for accuracy;
3. take action, if necessary, to make it acceptable to the air traffic services; and
4. indicate acceptance of the flight plan or change thereto, to the originator.
General
RPLs (Repetitive Flight Plans) shall not be used for flights other than IFR flights
operated regularly on the same day(s) of consecutive weeks and on at least ten
consecutive occasions or every day over a period of at least ten consecutive days. The
elements of each flight plan shall have a high degree of stability.
Note:- For permissible incidental changes to RPL data affecting the operation for one
particular day, and not intended to be a modification of the listed RPL, see 8.4.4.2.2.and
8.4.4.2.3. below.
,
RPLs shall cover the entire flight from the departure aerodrome to the destination
aerodrome. RPL procedures shall be applied only when all ATS authorities concerned
with the flights have agreed to accept RPLs.
The use by States of RPLs for international flight shall be subject to the provision that
the affected adjacent States either already use RPLs or will use them at the same time.
The procedures for use between States shall be the subject of bilateral, multilateral or
regional air navigation agreement as appropriate."

8.4.4 Changes to RPL Listings
8.4.4.1 Changes of a permanent nature
8.4.4.1.1 Changes of a permanent nature involving the inclusion of new flights

and the deletion or modification of currently listed flights shall be
submitted in the form of amendment listings. These listings shall reach
the air traffic services agency concerned at least seven days prior to the
change becoming effective.
8.4.4.2 Changes of a temporary nature
8.4.4.2.1 Changes of a temporary, non-recurring nature relating to RPLs

concerning aircraft type and wake turbulence category, speed and/or
cruising level shall be notified for each individual flight as early as
possible and not later than 30 minutes before departure to the ATS
reporting office responsible for the departure aerodrome. A change of
cruising level only may be notified by radio telephony on initial contact
with the ATS unit.
8.4.4.2.2 In the case of an incidental change in the aircraft identification, the

departure aerodrome, the route and/or the destination aerodrome, the
RPL shall be cancelled for the day concerned and an individual flight
plan shall be submitted.
8.4.4.2.3 Whenever it is expected by the operator that a specific flight, for which
an RPL has been submitted, is likely to encounter a delay of 30
minutes or more in excess of the off-block time stated in that flight
plan, the ATS unit responsible for the departure aerodrome shall be
notified immediately.
Note.- Because of the stringent requirements ofjlow control, failure by operators to

comply with this procedure may result in the automatic cancellation of the RPLfor that
specijicflight at one or more of the ATS units concerned.
8.4.4.2.4 Whenever it is known t~ the operator that any flight, for which an RPL
has been submitted, is cancelled, the ATS unit responsible for the
departure aerodrome shall be notified.
8.4.4.3 Operatorlpilot liaison
8.4.4.3.1 The operator shall ensure that the latest flight plan information, including
permanent an incidental changes, pertaining to a particular flight and duly
notified to the appropriate agency, is made available to the pilot-in-command.

ANNEX 2 to Chapter 13 - Extract from ICAO DOC 4444 ( PANS - IRAC ) Appendix 2
APPENDIX 2 - FLIGHT PLAN
2 Instructions for the completion of the flight plan form
2.1 General
Adhere closely to the prescribed formats and manner of specifying data.
Commence inserting data in the first space provided. Where excess space is available leave
unused spaces blank.
Insert all clock times in 4Jigures UTC.
Insert all estimated elapsed times in 4 figures (hours and minutes).
Shaded area preceding item 3 to be completed by ATS and COM services, unless the
responsibility for originating flight plan messages has been delegated.
Note: The term"aerodrome" where used in the flight plan is intended to cover also sites other
than aerodromes which may be used by certain types of aircraft; e g , helicopters or balloons.
2.2 INSTRUCTIONS FOR INSERTION OF ATS DATA
Complete Items 7 to 18 as indicated hereunder.
Complete also Item 19 as indicated hereunder, when so required by the appropriate ATS
authority or when otherwise deemed necessary.
Note: Item numbers on the form are not consecutive, as they correspond to Field Type numbers
in ATS messages.
ITEM 7: AIRCRAFT IDENTIFICATION

(MAXIMUM 7 CHARACTERS)
INSERT one of the following aircraft identifications, not exceeding 7 characters:
a) the registration marking of the aircraft (e.g., EIAKO 4XBCD N2567GA) when:
(1) in radiotelephony the call sign to be used by the aircraft will consist of this
identification alone (e.g. OOTEK), or preceded by the ICAO telephony
designator for the aircraft operating agency (e.g. SABENA OOTEK);

(2) the aircraft is not equipped with radio; OR
b) The ICAO designator for the aircraft operating agency followed by the flight
identification ( e g KLM5 11,NGA2 13, JTR25) when in radiotelephony the call sign to
be used by the aircraft will consist of the ICAO telephony designator for the operating
agency followed by the flight identification (e.g. KLM5 11, NIGERIA 2 13, HERBIE
25).
Note: Provisions for the use of radiotelephony call signs area contained in ICAO Annex
10. Volume I1 Chapter 5 (not published herein). Designators and telephony designators
for aircraft operating agencies are contained in ICAO 8585 - Designators for Aircraft
Operating Agencies, Aeronautical Authorities and Services (not published herein).
ITEM 8: FLIGHT RULES AND TYPE OF FLIGHT

(ONE OR TWO CHARACTERS)
FLIGHT RULES
INSERT one of the following letters to denote the category

of flight rules with which the pilot intends to comply:
I if IFR
V if VFR
Y if IFR first) and specifl in Item 15 the point
Z if VFR first) or points where a change of flight Rules is planned.
TYPE OF FLIGHT
INSERT one of the following letters to denote the type of flight when so required by
the appropriate ATS authority:
S if scheduled air service

N if non-scheduled air transport operation
G if general aviation
M if military
X if other than any of the defined categories above.
ITEM 9: NUMBER AND TYPE OR AIRCRAFT AND WAKE TURBULENCE

CATEGORY
NUMBER OF AIRCRAFT (1 OR 2 CHARACTERS)
INSERT the number of aircraft, if more than one.
TYPE OF AIRCRAFT (2 TO 4 CHARACTERS)

INSERT the appropriate designator as specified in ICAO Document 8643 - Aircraft

Type Designators (not published herein); or if no such designator has been assigned, in
case of formation flights comprising more than one type:
INSERT ZZZZ, and SPECIFY in Item 18, the (numbers and) type(s) of aircraft
preceded by TYPI...
WAKE TURBULENCE CATEGORY (1 CHARACTER)
INSERT an oblique stroke followed by one of the following letters to indicate the wake
turbulence category of the aircraft:
H- HEAVY, to indicate an aircraft type with a maximum certificated take-off mass

of 136,000 kg or more;
M- MEDIUM, to indicate an aircraft type with a maximum certificated take-off
mass of less than 136,000 kg but more than 7000 kg;
L- LIGHT, to indicate an aircraft type with a maximum certificate take-off mass
of 7000 kg or less.
ITEM 10: EQUIPMENT
RADIO COMMUNICATION, NAVIGATION AND APPROACH AID

EQUIPMENT
INSERT one letter as follows:
N if no COMNAVIapproach aid equipment for the route to be flown is carried, or the
equipment is unserviceable; or S if standard COMNAVIapproach aid equipment for the
route to be flown is carried and serviceable (see Note I).
AND/OR
INSERT one or more of the following letters to indicate the COMNAV approach aid
equipment available and serviceable:
A (Not allocated) M Omega

B (Not allocated) 0 VOR
C LORAN C P (Not allocated)
D DME Q (Not allocated)
E (Not allocated) R RNP type certification (Required Nav Performance)
F ADF (see Note 5)
G (GNSS) T TACAN
H HF RTF U UHF RTF
I Inertial Navigation V VHF RTF
J (Data Link) w
(See Note 3) X) when prescribed by ATS
K (MLS) y >
L (ILS) Z Other equipment carried (See Note 2)

NOTE:
1. Standard equipment is considered to be VHF RTF, ADF, VOR, and ILS, unless another
combination is prescribed by the appropriate ATS authority.
2. If the letter Z is used, specijj in Item 18 the other equipment carried, preceded by
COML.. and/or NA V ..., as appropriate.
3. I f the letter J is used, specih in Item 18 the equipment carried, preceded by DA TL ..
followed by one or more letters as appropriate.
4. Information on navigation capability is provided to ATC for clearance and routing
purposes.
5. Inclusion of R indicates that an aircraft meets the RNP type prescribed for the route
segments), route (s) and/or area concerned.
SURVEILLANCE EQUIPMENT
INSERT one or two of the following letters to describe the serviceable surveillance equipment
carried:
SSR equipment:
N Nil
A Transponder - Mode A (4 digits - 4096 codes)
C Transponder - Mode A (4 digits - 4096 codes
and Mode C
X Transponder - Mode S without both aircraft identification and pressure-altitude transmission
P Transponder - Mode S, including pressure altitude transmission, but no aircraft identification
transmission
I Transponder - Mode S, including aircraft identification transmission, but no pressure-altitude
transmission
S Transponder - Mode S, including both pressure-altitude and aircraft identification
transmission.
ADS equipment:
D ADS capability
ITEM 13: DEPARTURE AERODROME AND TIME (8 CHARACTERS)
INSERT the ICAO four - letter location indicator of the departure aerodrome, or if no
location indicator has been assigned, ,
INSERT ZZZZ and SPECIFY, in Item 18, the name of the aerodrome preceded by
DEPI......
OR, If the flight plan is received from an aircraft in flight,
INSERT AFIL, and SPECIFY, in Item 18, the ICAO four-letter location indicator of
the location of the ATS unit from which supplementary flight plan data can be obtained,
preceded by DEPI.. .

THEN WITHOUTA SPACE
INSERT for a flight plan submitted before departure, the estimated off-block time,
OR, for a flight plan received from an aircraft in flight, the actual or estimated time
over the first point of the route to which the flight plan applies.
ITEM 15: ROUTE
INSERT thefirst cruising speed as in A and thejirst cruising level as in B, without a

space between them.
THEN, following the arrow,
INSERT the route description as in C.
a) CRUISING SPEED (MAXIMUM 5 CHARACTERS)
INSERT the True Air Speed for the first or the whole of the cruising portion of the
flight, in terms of:
Kilometers per hour, expressed as K followed by 4 figures (e.g. K0830);or
Knots, expressed as N followed by 4 figures (e.g.,N0485); or
Mach Number, when so prescribed by the appropriate ATS authority, to the nearest
hundredth of unit Mach, expressed as M followed by 3 figures (eg., M082)
b) CRUISING LEVEL (MAXIMUM 5 CHARACTERS)
INSERT the planned cruising level for the first or the whole portion of the route to be
flown, in terms of:
Flight Level, expressed as F followed by 3 figures (e.g., F085, F330); or
Standard Metric Level in tens of meters, when so prescribed by the appropriate ATS
authorities, expressed as S followed by 4 figures (e.g. S 1130); or
Altitude in hundreds of feet, expressed as A followed in by 3 figures (e.g., A045

A100); or
Altitude in tens of meters, expressed as M followed by 4 figures (eg.,M0840); or
For uncontrolled VFR flights, the letters VFR.

C) ROUTE (INCLUDING CHANGES OF SPEED, LEVEL AND/OR FLIGHT RULES)
Flights Along Designated ATS Routes
INSERT, if the departure aerodrome is located on, or connected to the ATS route, the
designator of the first ATS route;
OR, if the departure aerodrome is not on, or connected to the ATS route, the letters DCT
followed by the point of joining the first ATS route, followed by the designator of the
ATS route.
THEN
INSERT each point at which either a change of speed or level, a change of ATS route, and/or
a change of flight rules is planned.
Note: When a transition is planned between a lower and upper ATS route and the routes are
oriented in the same direction, the point of transition need not be inserted.
FOLLOWED IN EACH CASE
by the designator of the next ATS route segment, even if the same as the previous one;
OR, by DCT, if the flight to the next point will be outside a designated route, unless both
points are defined by geographical co-ordinates.
Flights Outside Designated ATS Routes
INSERT points normally not more than 30 minutes flying time or 370 krn (200NM) apart,
including each point at which a change of speed or level, a change of track, or a change of flight
rules is planned;
OR , when required by appropriate ATS authority(ies).
DEFINE the track of flights operating predominantly in an east-west direction between 70N
and 70"s by reference to significant points formed by the intersections of half or whole degrees
of latitude with meridians spaced at intervals of 10 degrees of longitude. For flights operating
in areas outside those latitudes the tracks shall be defined by significant points formed by the
intersection of parallels of latitude with meridians normally spaced at 20 degrees of longitude.
The distance between significant points shall, as far as possible, not exceed one hour's flight
time. Additional significant points shall be established as deemed necessary.
For flights operating predominantly in a north-south direction, define tracks by reference to

significant points formed by the intersection of whole degrees of longitude with specified
parallels of latitude which are spaced at 5 degrees.

INSERT DCT between successive points unless both points are defined by geographical co-
ordinates or by bearing and distance.
USE ONLY the conventions in (I) to (5) below and SEPARATE each sub-item by a space.
(1) ATS ROUTE (2 to 7 CHARACTERS)
The coded designator assigned to the route or route segment including, where appropriate, the
coded designator assigned to the standard departure or arrival route (eg., BCN1, B 1, R14, UB 10,
KODAP2A).
NOTE: Provisionsfor the application of route designators are contained in Annex 11, Appendix
1 (not published herein), whilst guidance material on the application of an RNP type to a
specific route segment (s), route@)or area, is contained on the Manual on Required Navigation
Performance (RNP), Doc 9613 (not published herein).
(2) SIGNIFICANT POINT (2 to 1 1 CHARACTERS)
The coded designator (2 to 5 characters) assigned to the point (eg., LN, MAY, HADDY); or
if no coded designator has been assigned, one of the following ways:
Degrees only (7 characters);

2 figures describing latitude in degrees, followed by "N" (North) or "S" (South), followed by
3 figures describing longitude in degrees, followed by "E" (East) or " W (West). Make up the
correct number of figures where necessary, by insertion of zeros; eg., 46N078W.
Degrees and minutes (1 1 Characters)

4 figures describing latitude in degrees and minutes followed by"N (North) or "S" (South,
followed by 5 figures describing longitude in degrees and tens and units of minutes, followed
by "E" (East) or "W" (West). Make up the correct number of figures, where necessary, by
insertion of zeroes; e.g. 4620N07805W.
Bearing and distance from a navigation aid:

The identification of the navigation aid (normally a VOR), in the form of 2 or 3 characters,
THEN
the bearing from the aid in the form on 3 figures giving degrees magnetic,
THEN
the distance from the aid in the form of 3 figures expressing nautical miles. Make up the correct
number of figures, where necessary, by insertion of zeros; eg., a point 180" magnetic at a
distance of 40 nautical miles from VOR "DUB" should be expressed as DUB 180040.

CHANGE OF SPEED OR LEVEL (MAXIMUM 21 CHARACTERS)
The point at which a change of speed (5% TAS or 0.01 Mach or more) or a change of level is
planned, expressed exactly as in (2) above, followed by an oblique stroke and both the cruising
speed and the cruising level, expressed exactly as in A and B above, without a space between
them, even when only one of these quantities will be changed.
Examples:
LNN0284A045
MAYlN0305F 180
HADDYN0420F330
4602N07805W/N0500F350
46N078W/MO82F330
DUB 180040N035OMO840
CHANGE OF FLIGHT RULES (MAXIMUM 3 CHARACTERS)
The point at which the change of flight rules is planned, expressed exactly as in (2) or (3) above
as appropriate,followed by a space and one of thefollowing:
VFR if from IFR to VFR
IFR if from VFR to IFR
Examples:
LN VFR
LNIN0284A050 IFR
CRUISE CLIMB (MAXIMUM 28 CHARACTERS)
The letter "C" followed by an oblique stroke;
THEN
the point at which cruise climb is planned to start; expressed exactly as in (2) above, followed
by an oblique stroke;
THEN
the speed to be maintained during cruise climb., expressed exactly as in a. above, followed by
the two levels defining the layer to be occupied during cruise climb, each level expressed exactly
as in B. above, or on the level above which cruise climb is planned followed by the letters
"PLUS", without a space between them.
Examples:
C/48N050W/M082F290F350
C/48N05OW/M082F290PLUS
C/52N050WIM220F580F620

ITEM 16: DESTINATION AERODROME AND TOTAL ESTIMATED ELAPSED TIME,

ALTERNATE AERODROME(S)
DESTINATION AERODROME AND TOTAL ESTIMATED ELAPSED TIME

(8 CHARACTERS)
INSERTthe ICAO four-letter location indicator of the destination aerodrome followed, without
a space, by the total established time; or
if no location indicator has been assigned,
INSERT ZZZZ followed, without a space, by the total estimated elapsed time, and SPECIFY
in Item 18 the name of the aerodrome, preceded by DESTI...
NOTE: For a flight plan received from an aircraft infight, the total estimated elapsed
time is the estimated time from the first point of the route to which the flight plan
applies.
ALTERNATE AERODROME(S)
(4 CHARACTERS)
INSERT the ICAO four-letter location indicator(s) of not more then two alternate aerodromes,
separated by a space; or
if no location indicator has been assigned to the alternate aerodrome,
INSERT ZZZZ and SPECIFY in item 18 the name of the aerodrome, preceded by ALTNI....
ITEM 18 : OTHER INFORMATION
INSERT 0 (zero) if no other information, or any other necessary information in the preferred
sequence shown hereunder, in the form of the appropriate indicator followed by an oblique
stroke and the information to be recorded:
EETI Significant points or FIR boundary designators and accumulated estimated elapsed
times to such points or FIR boundaries, when so prescribed on the basis of air
navigation agreements, or by the appropriate ATS authority.
Examples:
EETlCAP0745 XYZ0830
EETlEINNO204

The route details to the revised destination aerodrome, followed by the ICAO four letter
location indicator of the aerodrome. The revised route is subject to re-clearance in flight.
Examples:
RIFIDTA HEC KLAX
RIFIESP G94 CLA APPH
RIFILEMD
The registration markings of the aircraft, if different from the aircraft identification in Item 7.
SELCAL Code, if so prescribed buy the appropriate ATS authority.
Name of the operator, if not obvious from the aircraft identification in Item 7.
Reason for special handling by ATS; e.g., hospital aircraft, one engine inoperative; e.g.,
STSIHOSP, STSIONE Eng INOP.
Type(s) of aircraft, preceded if necessary by number(s) of aircraft if ZZZZ is inserted in Item

9.
Aircraft performance data, if so prescribed by the appropriate ATS authority.
COMI Significant data related to link capability, using one or more of the letters S, H, V and M; e.g.
DATIS for satellite data link, DATIH for HF data link; DATIV for VHF data link; DATIM for
SSR Mode S data link.
DATI Significant data related to navigation equipment as required by the appropriate ATS authority.
NAVI Significant data related to navigation equipment as required by the appropriate ATS authority.
DEPI Name of departure aerodrome, if ZZZZ is inserted in Item 13, or the ICAO four letter location
indicator of the location of the ATS unit from which supplementary flight plan data can be
obtained, if AFIL is inserted in Item 13.
DESTI Name of destination aerodrome, if ZZZZ is inserted in Item 16.

,
ALTNJName of destination aerodrome(s), if ZZZZ is inserted in Item 16.
RALTIName of en-route alternate aerodrome(s).
RMK/ Any other plain language remarks when required by the appropriate ATS authority or deemed
necessary.

ITEM19: SUPPLEMENTARY INFORMATION
ENDURANCE
After El INSERT a 4-figure group giving the he1 endurance in hours and minutes.
PERSONS ON BOARD
After PI INSERT the total number of persons (passengers and crew) on board, when required
by the appropriate ATS authority. INSERT TBN (to be notified) if the total number of persons
in not known at the time of filing.
EMERGENCY AND SURVIVAL EQUIPMENT
RI (RADIO)
CROSS OUT U if UHF on frequency 243.0 MHz is not available.
CROSS OUT V if VHF on frequency 121.5 MHz is not available
CROSS OUT E if emergency locator transmitter (ELT) is not available.
SI (SURVIVAL EQUIPMENT)
CROSS OUT all indicators if survival equipment is not carried.
CROSS OUT P if polar survival equipment is not carried.
CROSS OUT D if desert survival equipment is not carried.
CROSS OUT M if maritime survival equipment is not carried.
CROSS OUT J if jungle survival equipment is not carried.
JI (JACKETS)
CROSS OUT all indicators if life jackets are not carried.

CROSS OUT L if life jackets are not equipped with lights.
CROSS OUT F if life jackets are not equipped with fluorescein.
CROSS OUT U or V or both as in R/above to indicate radio capability of jackets, if
any.
Dl (DINGHIES) (NUMBER
CROSS OUT indicators D and C if no dinghies are carried, or

INSERT number of dinghies carried; and (CAPACITY)
INSERT total capacity, in persons, of all dinghies carried; and
(COVER)
CROSS OUT indicator C if dinghies are not covered; and
(COLOUR)
INSERT colour of dinghies if carried.
Af(A1RCRAFT COLOUR AND MARKINGS)
INSERT colour of aircraft and significant markings.

N/ (REMARKS)
CROSS OUT indicator N if no remarks, or INDICATE any other remarks regarding survival
equipment.
C/ (PILOT)
INSERT name of pilot in command.
2.3 FILED BY
INSERT the name of the unit, agency or person filing the flight plan.

Instructions for the completion of a repetitive flight plan (RPL) listing form
General
List only flight plans that will operate in accordance with IFR. (Flight rules I in FPL format).
It is assumed that all aircraft are operating as scheduled flights (Type of flight S in FPL format).
otherwise notzjj in Q (Remarks).
It is assumed that all aircraft operating on RPLs are equipped with 4096-code transponders with
modes A and C. Otherwise, notzjj in Q (Remarks).
List flight plans in alphabetical order of location indicator of the departure aerodrome.
List flight plans for each departure aerodrome in chronological order of estimated off-block
times
adhere closely to the data conventions as per the Flight Plan form.
Insert all clock times in 4 figures UTC.
Insert all estimated elapsed times in 4 figures (hours and minutes).
Insert data on a separate line for each segment of operations with one or more stops; i.e. from
any departure aerodrome to the next destination aerodrome even though call sign or flight
number is the same for multiple segments.
Clearly identify additions and deletions in accordance with Item H, (Fig. 13.9). Subsequent
listings shall list the corrected and added data, and deleted flight plans shall be omitted.
Number pages by indicating number of page and total number of pages in submission.
Utilise more than one line for any RPL where the space provided for items 0 and Q on one line
is not sufficient.
A flight shall be cancelled as follows:
a) indicate a minus sign in item H followed by all other items of the cancelled flight
,
b) insert a subsequent entry denoted by a plus sign in item H and the date of the last flight
in item J, with all other items of the cancelled flight unchanged.
Modifications of the flight shall be made as follows:
a) carry out the cancellation as indicated in 7.2, and
b) insert a third entry giving the new flight plan(s) with the appropriate items modified as
necessary, including the new validity dates in items I and J.

REPETITIVE FLIGHT PLAN LISTING
A OPERATOR C DEPARTURE AERODROMES

PAGE OF
-------------
G SUPPLEMENTARY DATA
(ITEM 190 AT:
BAW OPERATIONS
I J K L 0 Q
AIRCRAFT TYPE OF DEPARTURE ROUTE (ITEM 15) DESTINATION

DAYS OF INDENTIF- AIRCRAFT AERODROME AERODROME
OPERATION CATION AND AND TlME AND
VALID VALID WAKE (ITEM 13) TOTAL
(ITEM 7) TURBULENCE ESTIMATED
FROM UNTIL CATEGORY ELAPSED TlME
(ITEM 9) EVEL SPEED ROUTE (ITEM 16) REMARKS
A I E UAIE DPE MAN CHARTER

NO420
--
F190
Figure 13. 9 Repetitive Flight Plan Proforma

7.4 Instructions for insertion of RPL data
Item A: OPERATOR
Insert name of operator.
Item B: ADDRESSEE(S)
Insert name of agency(ies) designated by the States to administer RPLs for areas of
responsibility concerned with the route of flight.
Item C: DEPARTURE AERODROME(S)
Insert location indicator(s) of departure aerodromes.
Item D: DATE
Insert on each page of submission the date (year, month, day) in a six figure group that the
listing was submitted .
Item E: SERIAL NUMBER
Insert serial number of submission (2 numerics) indicating last two digits of year, a dash, and
the sequential no. of the submission for the year indicated (start with numeral 1 each new year).
Item F: PAGE OF
Insert page number and total number of pages submitted.
Item G: SUPPLEMENTARY DATA AT
Insert name of contact where information normally provided under Item 19 of the FPL is kept
readily available and can be supplied without delay.
Item H: ENTRY TYPE

0
Insert a minus sign (-) for each flight plan that is to be deleted from the listing.
Insert a plus sign (+) for each initial listing and, in the case of subsequent submissions, for each
flight plan not listed in the previous submission.
Note: No information is required under this itemfor any flight plan which is unchanged from
the previous submission.

Item I: VALID FROM
Insert first date (year, month, day) upon which the flight is scheduled to operate.
Item J: VALID UNTIL
Insert last date (year, month, day) upon which the flight is scheduled to operate as listed, or
UFN if duration is unknown.
Item K: DAYS OF OPERATION
Insert Number corresponding to the day of the week in the appropriate column; Monday = 1.
Insert 0 for each day of non-operation in the appropriate column.
Item L: AIRCRAFT IDENTIFICATION (Item 7 ICAO flight plan)
Insert aircraft identification to be used for the flight.
Item M: TYPE OF AIRCRAFT AND WAKE TURBULENCE CATEGORY ( Item 9

ICAO flight plan)
Insert appropriate ICAO designator as specified in ICAO Doc 8643 - Aircraft Type Designators.
Insert H, M or L indicator as appropriate:
H - HEAVY to indicate an aircraft type with a maximum certificated take-off mass of 136000kg
or more.
M - MEDIUM to indicate an aircraft type with a maximum certificated take-off mass of less than
l36OOOkg but more than 7000kg.
L - LIGHT to indicate an aircraft type with a maximum certificated take-off mass of 7OOOkg or
less.
Item N: DEPARTURE AERODROME AND TIME (Item 13 ICAO flight plan)
Insert location indicator of the departure aerodrome.
Insert the off-block time, i.e. the estimated time that the aircraft will commence movement
associated with departure.

Item 0 : ROUTE (Item 15 ICAO flight plan)
Insert :
a) Cruising speed; the true airspeed for the first part of the whole cruising portion of the
flight in accordance with Item 15 (a) of the ICAO flight plan.
b) Cruising level; the planned cruising level for the first or whole portion of the route in
accordance with Item 15 (b) of the ICAO flight plan.
c) Route; the entire route in accordance with Item 15 (c) of the ICAO flight plan.
Item P: DESTINATION AERODROME AND TOTAL ESTIMATED ELAPSED TIME

(Item 16 of the ICAO flight plan)
Insert location indicator of the destination aerodrome.
Insert the total elapsed time.
Item Q: REMARKS
Insert items of information as required by the appropriate ATS authority, normally notified in
Item 18 of the ICAO flight plan and any other information pertinent to the flight of concern to
ATS.

ANNEX 3 TO CHAPTER 13.
EXTRACT FROM UK AIP ENR 1-10 Dated 12 Mar 98
1. General Procedures
1.1 Reference Documents
1.1.1 -1CAO Annex 2, Chapter 3.

-1CAO Doc 4444PANS - RAC/5O 1112, Part I1 and Part VII Appendices 2 and 3.
- ICAO Doc 703014 Regional Supplementary Procedures, Part EUR.
- Central Flow Management Unit (CFMU) Handbook.
- Integrated Initial Flight Plan Processing System (JFPS) Users Manual.
1.i Types and Categories if Flight Plan
1 2.1. There are two types of flight plan:

(a) Visual Flight Rules (VFR) flight plan
(b) Instrument Flight Rules (IFR) flight plan
1.2.2. Flight plans fall into three categories:

(a) Full flight plans: the information filed on Form CA48/RAF 29 19;
(b) Repetitive Flight Plans (see paragraph 5);
(c) Abbreviated Flight Plans: the limited information required to obtain a clearance for a portion
of a flight (e.g.flying in a Control Zone, crossing an Airway) filed either by telephone prior to
take-off or by RTF when airborne. The destination aerodrome will be advised of the flight only
if the flight plan information covers the whole route of the flight.
1.2.3. Full and Abbreviated flight plans may be filed by RTF with the approximate controlling Air
Traffic Service Unit (ASTU)
1.3 A guide to filing a flight plan is shown at page ENR 1-10-3
1.4 When to file a flight plan
1.4.1. A flight plan may be filed for any flight.
1.4.2. A flight plan must be filed for the following:

(a) for all flights within Class A Airspace;
(b) for all flights within any Controlled Airspace in IMC or at night, except for those
operating under SVFR.

(c) for all flights within any Controlled Airspace in VMC if the flight is to be conducted
in accordance with IFR;
(d) for all flights within Class B-D Controlled Airspace irrespective of weather conditions.
(4 for any flight from an aerodrome in the United Kingdom, being a flight whose
destination is more than 40 km from the aerodrome of departure and the aircraft
Maximum Total Weight Authorised exceeds 5700 kg;
(f) for all flights to or from the United Kingdom which will cross the United Kingdom FIR
Boundary;
(g) for any flight in Class F Airspace wishing to participate in the Air Traffic Advisory
Service.
The occasions on which a VFR flight plan must be field are specified at paragraph 1.4.2, sub-
paras (d) (e), (f) and (g) (further details on VFR flights are at paragraph 3).
It is advisable to file a flight plan if the flight involves flying over the sea, more than 10 nm
from the UK coastline or over sparsely populated areas where Search and Rescue operations
would be difficult.
Booking Out
Rule 20 of the Rules of the Air Regulations 1996 requires that a pilot intending to make a flight
shall inform the Air Traffic Service Unit (ATSU) at the aerodrome of departure; the filing of the
flight plan constitutes compliance with this Rule. In the absence if an ATSU at the departure
aerodrome, the pilot may submit his flight plan through the Parent Unit (see paragraph 2).
However, the requirements of Rule 20 must be complied with irrespective of whether or not a
flight plan has been filed. Therefore, on those occasions when there is no necessity to submit
a flight plan, the pilot remains responsible for notifying the ATSU at the departure aerodrome
of his intention to fly. This action is known as 'Booking Out' but unlike the normal flight plan
procedure, the information will not be transmitted to any other ATSU.
Submission Time Parameters

Normally, flight plans should be filed on the ground at least 60 minutes before clearance to
start up or taxi is requested; however, for North Atlantic and flights subject to Air Traffic
Flow Managements (ATFM) measures a minimum of 3 hours is required. (When completing
the flight plan the departure time entered in Field 13 must be the Estimated Off Block Time
(EOBT) not the planned airborne time). Exceptionally, in cases where it is impossible to meet
this requirement, operators should give as much,notice as possible and never less than thirty
minutes. Otherwise, if this is not possible, a flight plan can be filed when airborne with any
ASTU, but normally with the FIR controller responsible for the area in which the aircraft is
flying. If the airborne flight plan contains an intention to enter Controlled Airspace or certain
Control ZonesIControl Areas, at least 10 minutes prior to any warning of entry must be given.
In all cases, the message should start with the words "1 wish to file an airborne flight plan". It
should be noted that passing an airborne flight plan over the RT may, due to the controller's
workload, result in a delay in the message being filed.

Submitting a Flight Plan Through the Departure Aerodrome ATSU

A written flight plan, which is filed through the ATSU at the departure aerodrome, must be
submitted on Form C 48lRAF 2919. The local ATSU may assist in compiling the flight plan
details and checking them; however, the ultimate responsibility for filing an accurate flight plan
rests with the pilot or operator. If the departure aerodrome is not connected to the AFTN, the
pilot is responsible for arranging for the details of the flight plan to be assigned for the details
of the flight plan to be passed on to the appropriate Parent Unit.
Persons On Board
The number of persons on board a flight for which a plan has been filed must be available to
ATSUs for SAR purposes for the period up to the ETA at the destination plus one hour. If this
information has been sent to the Operators handling agency at destination, no further action is
required. Otherwise, this information is to be made available as follows:
(f) Where the operator or departure handling agency closes down before the ETA of a
flight destination plus one hour, the operator or departure handling agency will lodge
the number of persons on board with the ASTU serving the aerodrome of departure;
(g) where the aerodrome ATSU closes down before the ETA plus one hour, the ATSU will
lodge the number of persons on board directly with the appropriate ACC;
(h) at aerodromes without an ATSU, where the aerodrome closes down before ETA
destination plus one hour, the aerodrome operator or departure handling agency will
lodge the name and address of officials who have had access to flight departure records
with the appropriate ACC, do that they can be contacted as necessary, either direct, or
through the local police.
Action in the Event of Diversion

If a pilot lands at an aerodrome other than the destination specified in the flight plan, he must
ensure that the ATSU at the original destination is informed within 30 minutes of his flight
planned ETA, to avoid unnecessary action being taken by the Alerting Services.
Cancelling an IFR Flight Plan

If a pilot has begun a flight in Controlled Airspace under an IFR flight plan, he may decide, on
entering VMC, that he will cancel his IFR flight plan and VFR (Rule 3 1 (3) of the Rules of the
Air Regulations 1996). However, it must be stcessed that a pilot cannot exercise this choice in
Controlled Airspace which is notified as Class A Airspace and, therefore, in which all flights
in all weather conditions are subject to IFR procedures. In Controlled Airspace where the
exercise of the pilot's choice is possible, pilots may request the cancellation of IFR flight plans
by notifying the ACC, providing that they are operating in VMC. An IFR flight plan may be
cancelled by transmitting the following message". .......(identification) - Cancel IFR flight plan".
An ATC cannot approve or disapprove cancellation of an IFR flight plan but, when in
possession of information that IMC is likely to be encountered along the intended route of flight,
will advise the pilot accordingly as follows:

"IMC reported (or forecast) in the vicinity of .........."

The fact that a pilot reports that he is flying in VMC does not in itself constitute cancellation
of an IFR flight plan. Unless cancellation action is taken, the flight will continue to be regulated
in relation to IFR traffic.
1.11 Supply of Flight Plan Form CA48
1.11.1 The Flight Plan Form, CA 48 is obtainable from:

Westward Digital Limited,
37 Windsor Street,
Cheltenham,Glos.
GL52 2DG Telephone: 0 1242-235151
UK Parent Unit System
Facilities exist within the UK for the interchange of messages for aerodromes not connected to
the AFTN, and also for aerodromes without an ATSU, through the use of nominated ATSUs
which have the capabilities to act as ATSUs (Parent Units).
Areas of Responsibility
The map at ENR 6-1- 10-1 shows the associated area of responsibility for each Parent Unit which
provides the services specified in the above paragraphs. Any operator, at an aerodrome which
does not have an ATSU, or is not on the AFTN, wishing to file a flight plan should pass details
of the flight plan to the Parent Unit whose area of responsibility the aerodrome lies. The staff
at the Parent Unit will assist in the completion of the flight plan and will address it appropriately
for processing through the AFTN. When specific addresses are required by the pilot or the
operator, in addition to those normally inserted by the ATSU for the flight being planned, it
should be ensured that such requirements are notified at the time of filing the flight plan.
Operators and pilots are reminded that paragraph 1.6 (time requirement for filing a flight plan)
is most important when filing with the Parent Unit.
Departure Time
The FIR Controller will accept departure times from pilots who have departed from aerodromes
where there is no ASTU, or it is outside the ASTUs hours of operation. The Pilot is to advise
the FIR Controller to pass the departure time to the ASTU to which the flight plan was
submitted.
When it is known by a pilot that the ATSU at the departure aerodrome is going to be closed at
the time of departure, the flight plan is to be filed with the Parent Unit and the airborne time
passed as described in paragraph 2.3.1.

2.4. Changes, Delays if Cancellation of a Flight Plan.
2.4.1. It is essential that ATC is advised of cancellations, delays over 30 minutes and changes to
flight plan details. A second flight plan cannot be used to amend the first. The original flight
plan must first be cancelled and then a revised flight plan filed.
2.5 Contact Numbers for Parent Units
Parent Unit Telephone Number Fax Number Telex

Belfast 0 1849-422152
London Heathrow 0181-745 31111 3163
Manchester 0161 - 499 5502 &
5500
Scottish ACC 01292 - 479800 776000 EGPX G
Ext 2636 12679
3. VFR Flight Plans
3.1. When to File a VFR Flight Plan
3.1.1. A VFR flight plan may be filed for any flight.
3.1.2. A VFR flight plan must be filed for the following:
a) For all flights to or from the United Kingdom which will cross the United Kingdom FIR
Boundary.
b) for all flights within Class B - D Controlled Airspace (this requirement may be satisfied
by passing details on RTF).
c) for any flight in Class F Airspace wishing to participate in the Air Traffic Advisory
Service;
,
d) for any flight from an aerodrome in the United Kingdom, being a flight whose
destination is more than40 krn from the aerodrome of departure and the aircraft
Maximum Total Weight Authorised exceeds 5700 kg.
3.1.3. It is advisable to file a VFR flight plan if the flight involves flying over the sea, more than 10
nrn from the UK coastline, or over sparsely populated areas where Search and Rescue
operations would be difficult.

Addressing of VFR Flight Plans
In addition to addressing a VFR flight plan to the Destination Aerodrome, and when applicable
the appropriate adjacent foreign FIR(s), it must also be addressed to the appropriate UK FIR(s)
as listed below:
EGZYVFRP Scottish and Oceanic FIRS;

EGZYVFRT London FIR
Submission Time Parameters
VFR flight plans should be submitted to the ATSU at the departure aerodrome on Form CA
48/RAF 2919 at least 60 minutes before clearance to start up or taxi is requested. The local
ATSU, if required, will assist in compiling the flight plan. If the departure aerodrome is not
connected to the ATFN, the pilot is responsible for arranging for the ASTU to despatch the
flight plan via the Parent Unit (see paragraph 2). If the departure aerodrome has no ASTU, the
pilot will arrange for the flight plan to be passed to the aerodromes parent Unit for onward
transmission.
Airborne Time
The pilot is responsible to ensuring that the airborne time of the flight is passed to the ATSU
with whom the flight plan has been filed. The ASTU will ensure that the departure message,
if required, is sent to the appropriate addressees. The pilot should try to arrange for a
'responsible person' in the ground to telephone the airborne time to the ATSU, as passing it over
the RTF may, due to controller workload, lead to a delay in sending a departure message.
Failure to pass the airborne time will result in the flight plan remaining inactive; consequently,
this could result in the destination aerodrome not being aware that alerting action should be
taken.
Action When the Destination Aerodrome has no ATSU or AFTN Link.
If a pilot has filed a VFR flight plan to a destination which does not have an active ATSU and
is not connected to the AFTN, he is required to pass the ETA, prior to departure to a
'responsible person' at the destination aerodrome. In the event of the aircraft failing to arrive
at the destination aerodrome within 30 minutes o f the notified ETA, the 'responsible person'
must immediately advise the Parent Unit. This action is the trigger by which the Parent Unit
will commence alerting action.
Exceptionally, where a pilot is unable to find someone to act as a 'responsible person' at the
destination aerodrome, he must contact the appropriate Parent Unit prior to departure and
request that it acts in this capacity. Should a pilot need to take this course of action, he will be
required to contact the Parent Unit within 30 minutes of landing at the destination to confirm
his arrival. Failure to complete this action will automatically result in the Parent Unit initiating
alerting action.

IFR Flight Plans
Introduction
The UK is a participating State in the Integrated Initial Flight Plan Processing System (IFPS),
which is an integral part of the Eurocontrol centralised Air Traffic Flow Management initiative.
The IFPS is the sole source for distribution of IFRIGeneral Air Traffic (GAT) flight plan
information to ATSUs within the participating European States which collectively comprise the
IFPS Zone (see map ENR 6-1-10-2). Additionally, IFPS provides accurate flight data to the Air
Traffic Flow Management (ATFM) elements of the Central Flow Management Unit (CFMU),
located at Haren, Brussels.
ZFPS will not handle VFR flight plans or Operational Air Traffic (OAT) flights; however, it will
process the GAT portion (s) of a mixed OATIGAT flight plan and, similarly, the IFR portion(s)
of a VFWIFR flight plan.
Full details of the procedures relating to IFPS and ATFM are contained within the relevant
sections of 'IFPS Users Manual' and the 'The CFMU Handbook' which are available, free of
charge, from:
Eurocontrol Library
Rue de la Fusee, 96
B - 1130 Brussels, Belgium
Tel No: + 32 2 729 36 39
Fax No: + 32 2 729 91 09
General Description of IFPS
IFPS comprises 2 IFPS Units (IFPU) sited within the Eurocontrol facilities at Haren, Brussels
and at Bretigny, Paris. The IFPS Zone is divided into 2 separate geographical areas, each having
a primary responsibility for one area and a secondary role, for contingency purposes, for the
other. All IFWGAT flight plans and associated messages must be addressed to both IFPUs.
The primary IFPU will process the flight plan, or associated message, whilst the other will hold
both the raw and processed data, to be used in the event of failure of the primary Unit.
Following successful processing the flight plan will be delivered, at the appropriate time, to all
the ATSU addressees on the flight profiled roue within the IFPS zone.
Filing of Flight Plans and Associated Messages
Aircraft Operators (AO) are ultimately responsible for the complete filing of their IFWGAT
flight plans and associated messages. This encompasses compilation (including addressing),
accuracy and submission if flight plans and also for the reception of an acknowledgement
(ACIS) message from IFPS (see paragraph 4.7.5).

4.3.2. AOs who have the facilities and are prepared to file their own flight plans and associated
messages directly with IFPS and any other non-IPS States affected by the flight (see paragraph
4.5.4) may do so. This is the standard AFPS IFWGAT flight plan filing procedure and is termed
'direct filing'.
4.3.3. AOs who, for whatever reason, are unable to conform to the direct filing procedure should make
local arrangements to file their IFWGAT flight plans using one of the following methods:
a) Through the ATSU at the aerodrome of departure; or
b) for operators at aerodromes where the ATSU is not connected to the AFTN, or
alternatively where there is no ATSU, through the designated Parent Unit.
4.3.4. The occasions on which an Arrival (ARR) message must be issued are minimal (i.e. when an
aircraft has diverted or when a controlled flight has experienced loss of radio communication).
In each instance the responsibility for issuing an APR message will rest with the ATSU at the
landing aerodrome.
4.3.5. Within the UK ATSUs at the aerodrome of departure will continue, when appropriate, to assist
in the compilation of flight plans. However, the responsibility, as specified at paragraph 4.3.1.
continues with the AO.
4.4. Submission of Flight Plans
4.4.1. Flight Plans should be filed a minimum of 3 hours before Estimated Off Block Time (EOBT)
for North Atlantic flights and those flights subject to ATFM measures, and a minimum 60
minutes before EOBT for other flights. (The CFMU has made it known that there is limited
flexibility within the system to allow for the handling of special or late notice flights).
4.5. Addressing of IFR Flight Plans
4.5.1. Flights Wholly Within the AFPS Zone. For IFWGAT flight plans and associated messages,
for flights conducted wholly within the IFPS Zone, it will be necessary to address these
messages only to the two IFPUs. To further simplify AFTN addressing a single collective
address, EGZYIFPS, which covers both IFPUs, has been established. The individual IFPU
addresses are: 0
AFTN SITA
Haren EBBDZMFP BRUEP7X
Bretigny LFPYZMFP PAREP7X

All flight plans and associated messages must be addressed to both IFPUs; this can be
achieved by using either the AFTN collective or individual addresses or, alternatively, by
using the individual SITA addresses.
4.5.2. Flights entering or Overflying the IFPS Zone. For that portion of the flight within the IFPS
Zone, only the two IFPUs need to be addressed as in paragraph 4.5.1.

CHAPTER FOURTEEN - APPENDIX 1
Contents
Page
ABBREVIATIONS USED IN AIS PUBLICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 - 1

FLIGHT PLANNING.AND MONITORING APPENDIX 1
The abbreviations used in this AIP and in the general dissemination of information are also in ICAO
DOC'S 8400, 8 168 and 9569. Abbreviations which differ from the ICAO abbreviations are shown in
italics below.
j- When radiotelephony is used, the abbreviations and terms are transmitted as spoken words.
$ When radiotelephony is used, the abbreviations and terms are transmitted using the individual
letters in non-phonetic form.
(to be pronounced 'AY-DIZ7)

Air Defence Identification Code
A Amber ADJ Adjacent
AAA (or AAb, AAC.. etc. in ADR Advisory Route
sequence) Amended ADS Automatic Dependent
meteorological message Surveillance
(message type designator) ADSU Automatic Dependent
A/A Air-to-Air Surveillance Unit
AAL Above Aerodrome Level ADT Approved Departure Time
ABM Abeam ADVS Advisory Service
ABN Aerodrome Beacon ADZ Advise
ABT About AES Aircraft Earth Station
ABV Above AFIL Flight Plan Filed in the Air
AC Altocumulus AFIS Aerodrome Flight Information
ACASt Airborne Collision Avoidance Service
System AFM Yes OR Affirm OR Affirmative
Area Control Centre OR Area OR that is Correct
Control AFS Aeronautical Fixed Service
ACCID Notification of an Aircraft AFT After... (time or place)
Accident AFTNZ Aeronautical Fixed
ACFT Aircraft Telecommunication Network
ACH Asymmetric Committed Height A/G Air-to-Ground
ACK Acknowledge AGA Aerodromes, Air Routes and
ACL Altimeter Check Location Ground Aids
ACN Aircraft Classification Number AGL Above Ground Level
ACP Acceptance (message type AGN Again
designator) A GNJS Azimuth Guidance for Nose-in-
ACPT Accept OR Accepted Stand (AGA 8-1 7)
ACT Active OR Activated AIAA Area of Intense Air Activity
AD Aerodrome AIC Aeronautical Information
ADA Advisory Area Circular
ADDN Addition OR Additional AIM AFTM Information Sewice
ADFl Automatic Direction-Finding AIP Aeronautical Information
Equipment Publication
ADGE Air Defence Ground AIRAC Aeronautical Information
Environment Regulation and Control
AIREPt Air-Report

FLIGHT PLANNING AND MONITORING APPENDIX 1
AIS Aeronautical Information Office

Services ARP Aerodrome Reference Point
ALA Alighting Area ARP Air-Report (message type
ALEWAS Alert Phase designator)
ALR Alerting (message type ARQ Automatic Error Correction
designator) ARR Arrive OR Arrival
ALRS Alerting Service ARR Arrival (message type
ALS Approach Lighting System designator)
ALT Altitude ARS Special Air-Report (message
ALTN Alternate OR Alternating (Light type designator)
alternates in colour) ARST Arresting (Specify (part of)
ALTN Alternate (Aerodrome) Aircraft Arresting Equipment)
AMA Area Minimum Altitude AS Altostratus
AMD Amend OR Amended (used to ASC Ascent to OR Ascending to
indicate amended ASDA Accelerate-Stop Distance
meteorological message; Available
message type designator) ASPH Asphalt
AMDT Amendment (AIP Amendment) AT ... At (followed by time at which
AMS Aeronautical Mobile Service weather change is forecast to
AMSL Above Mean Sea Level occur)
AMSS Aeronautical Mobile Satellite ATAS Actual Time of Arrival
Service ATCS Air Traffic Control (in general)
ANM AFTM Not ijkation Message ATDJ: Actual Time of Departure
ANS Answer ATFM Air Traffic Flow Management
A0 Aircraft Operators ATIS1 Automatic Terminal
AOC Aerodrome Obstacle Chart Information Service
AOC Air Operator Certificate ATM Air Traffic Management
AOD Above Ordinance Datum ATN Aeronautical
(Newly4 Telecommunication Network
AOM Aerodrome Operating Minima ATOTN Air Traffic Operational
AP Airport Telephone Network
APAPI Abbreviated Precision ATP At. ..(time or place)
Approach Path Indicator ATS Air Traffic Service
APCH Approach ATSU Air TrafJic Service Unit
APHAZ Aircaft Proximity Hazard ATTN Attention
APIS Aircraft Positioning and ATZ Aerodrome Traffic Zone
Information System AUG August
APP Approach Control Office OR AUTH Authorised OR Authorisation
Approach Control AUW All up Weight
OR Approach Control Service A U ~ Auxiliary
APR April AVASIS Abbreviated Visual Approach
APRX Approximate OR Slope Indicator System
Approximately AVBL Available OR Availability
APSG After Passing AVG Average
APV Approve OR Approved OR AVGAS? Aviation Gasoline
Approval A VTUR Aviation Turbine Fuel
ARFOR Area Forecast (in aeronautical AWTA Advise at What Time Available
Meteorological Code) AWY Airway
ARNG Arrange AZM Azimuth
ARO Air Traffic Services Reporting

FLIGHT PLANNINGSAND MONITORING APPENDIX 1
B CB$ (To be pronounced 'CEE BEE')

B Blue Cumulonimbus
BA Braking Action CBR Cloud Base Recorder
BAA British Airports Authority plc (ceilometer)
BASE? Cloud Base CC Cirrocumulus
BCFG Fog Patches CCA (OR CCB, CCC ...etc, in
BCN Beacon (Aeronautical ground sequence) Corrected
light) meteorological message
BCST Broadcast (message type designator)
BDRY Boundary CD Candela
BECMG Becoming CDN Co-ordination (message type
BFR Before designator)
BKN Broken CDR Conditional Route
BL ... Blowing (followed by DU = CEU Central Executive Unit
Dust, CF Change fiequency to.. .
SA = Sand or SN = snow) CFMU Central Flow Management Unit
BLDG Building (Europe)
BLO Below Clouds CGL Circling Guidance Light(s)
BLW Below... CHAPI Compact Helicopter Approach
BOMB Bombing Path Indicator
BR Mist CH Channel
BRF Short (Used to indicate the type CHG Modification (message type
of approach desired or required) designator)
BRG Bearing CI Cirrus
BRKG Braking CIDINT Common ICAO Data Interchange
B-RNAV? Basic - (to be pronouced 'AR- Network
NAV') Area Navigation CIT Near OR over large towns
BS Commercial Broadcasting CIV Civil
Station CK Check
BTL Between Layers CL Centre-Line
BTN Between CLA Clear Type of Ice Formation
CLBR Calibration
CLD Cloud
CLG Calling
C Centre (runway identification) CLR Clear(s) OR Cleared to .....OR
C Degrees Celsius (Centigrade) Clearance
CAA Civil Aviation Authority CLSD Close OR Closed OR Closing
CANP Civil Aircraft Notzfication CM Centimetre
Procedure CBM Climb to OR Climbing to
CAP Civil Aviation Publication cm Control Motion Noise
CAS Calibrated Airspeed CMPL Completion OR Completed OR
CAT Category Complete
CAT Clear Air Turbulence CNL Cancel OR Cancelled
CATi! Combined Aerodrome Traffic CNL Flight Plan Cancellation
Zone (message type designator)
CAVOKT (to be pronounced 'KAV-OH- CNS Communications,Navigation and
KAY') Visibility, cloud and Surveillance
present weather better than Coded Centre-line lights of approach
prescribed values or conditions light system are coded

FLIGHT PLANNING AND MONITORING APPENDIX I
COL Column (in tables and text) D...Danger Area (followed by

Colour coded Run way centre- identification)
line lights are coloured red over
D Downward (tendency in RVR
the final 300 m and alternately during previous 10 minutes)
DA
red/white in the penultimate 600 Decision Altitude
m DAAIS Danger Area Activity
COM Communications Information Service
CONC Concrete DA CS Danger Area Crossing Service
COND Condition DBC Comecon Data Bank
CONS Continuous DBE Eurocontrol Data Bank
CONST Construction OR Constructed DCD Double Channel Duplex
CONT Continue (s) OR Continued DCKG Docking
COOR Co-ordinate OR Co-ordination DCS Double Channel Simplex
CO-ORD Geographical Co-ordinates DCT Direct (In relation to flight path
COP Change-Over Point clearances and type of approach)
COR Correct OR Correction OR DDM Difference in Depth of
Corrected (Used to indicate Modulation
corrected meteorological DEC December
message; message type DECR decrease
designator) DEG Degrees
COSPAS Cosmos Rescue System (USSR) DENEB Fog Dispersal Operations
COT At the Coast DEP Depart OR Departure
cov Cover OR Covered OR Covering DEP Departure (message type
CPL Current Flight Plan (message designator)
type designator) DER Departure End of Runway
CRM Collision Risk Model DES Descend to OR Descending to
CRZ Cruise DEST Destination
CS Cirrostratus DETR Department of the Environment,
CTA Control Area Transport and the Regions (UK)
CTAM Climb and Maintain DETRESFA? Distress Phase
CTC Contact DEV Deviation OR Deviating
CTL Control DF Direction Finding
CTMO Central Traffic Management DFR Departure Flow Regulator
Organisation DFTI Distance from Touchdown
CTN Caution Indicator
CTOT Calculated Take-off Time DH Decision Height
CTR Control Zone DIF Diffuse
cu Cumulus DIST Distance
CUF Cumuliform DIV Divert OR Diverting
CUST Customs DLA' Delay (message type designator)
CW Continuous Wave DLA Delay OR Delayed
CWY Cleanvay DMES Distance Measuring Equipment
DNG Danger OR Dangerous
D DOC Designated Operational
Coverage
D.. DME Range @refix used in DOM Domestic
graphics) DP Dew Point Temperature
...D DME Frequencypairing (used in DPT Depth
graphics as a suffix to a DR Dead Reckoning
VOWILSfrequency)

FLIGHT PLANNING.AND MONITORING APPENDIX 1
DR.. . Low Drifting (followed by EPIRB Emergency Position Indicating

DU-Dust , Radio Beacon
SA = Sand or SN=Snow) EQPT Equipment
DRG During ER Here.. . OR Herewith
DS Duststorm ESE East South East
DSB Double Sideband EST Estimate OR Estimated OR
DTAM Descend to Maintain Estimate (message type
DTG Date-Time Group designator)
DTRT Deteriorate OR Deteriorating ETAS Estimated Time of Arrival OR
DTW Dual Tandem Wheels Estimating Arrival
DU Dust ETDS Estimated Time of Departure OR
DUA Dedicated User Area Estimating Departure
DUC Dense Upper Cloud ETO Estimated Time Over Significant
DUR Duration Point
DVOR Doppler VOR ETOPS Extended Twin-jet Operations
DW Dual Wheels EV Every
DZ Drizzle EXC Except
EXER Exercises OR Exercising OR To
E Exercise
E East OR Eastern Longitude EXP Expect OR Expected OR
EAT Expected Approach Time Expecting
EB Eastbound EXTD Extend OR Extending
ECAC European Civil Aviation
Conference F
ED Emergency Distance (AGA 0-2) F Fixed
EDT Estimated Departure Time FA area forecast (ARFOR)
EET Estimated Elapsed Time FAF Final Approach Fix
EFC Expected Further Clearance FAL Facilitation of International Air
EFIS Electronic Flight Instrument Transport
System FAP Final Approach Point
EHF Extremely High Frequency FAT Fast Approach Track
(30000 to 300000 MHz) FAT0 Final Approach and Take-off
ELBA-f- Emergency Location Beacon - Area
Aircraft FAX Facsimile Transmission
ELEV Elevation FBL Light (Used to indicate the
ELR Extra Long Range intensity of weather phenomena,
ELT Emergency Locator Transmitter interference or static reports, eg
(SAR 1-4) FBL RA = Light rain)
EM Emission FB U Fire Briefing Unit
EMBD Embedded in a Layer (To FC ' Funnel Cloud (tornado or water
indicate cumulonimbus spout)
embedded in layers of other FCST Forecast
clouds) FCT Friction Coefficient
EMERG Emergency FEB February
END Stop-end (related to RVR) FG Fog
ENE East North East FIC Flight Information Centre
ENG Engine FIR$ Flight Information Region
ENRT En-route FIS Flight Information Service
EOA Engine Out Allowance FISA Automated Flight Information
EOBT Estimated Off-Block Time Service

FL Flight Level GCAS Ground Controlled Approach

FLD Field System OR Ground Controlled
FLG Flashing Approach
FLR Flares GEN General
FLT Flight GEN Generally
FLTCK Flight Check GEO Geographic OR True
FLUC Fluctuating OR Fluctuation OR GES Ground Earth Station
Fluctuated GLD Glider
FLW Follow(s) OR Following GND Ground
FLY Fly OR Flying GNDCK Ground Check
FM From GNSS Global Navigation Satellite
FM ... From (followed by time weather System
change is forecast to begin) GP Glide Path
FMS Flight Management System GR Hail
FMU Flow Management Unit GRASS Grass Landing Area
FMP Flow Management Position GRID Processed Meteorological Data
FNA Final Approach in the Form of Grid Point Values
FOQNH forecast Regional QNH (in Aeronautical Meteorological
FPL Filed Flight Plan (message type Code)
designator) GRVL Gravel
FPM Feet Per Minute GS Ground Speed
FPR Flight Plan Route GS Small hail and /or snow pellets
FR Fuel Remaining G VS Gas Venting Site
FR route forecast (ROFOR)
FREQ Frequency H
FRI Friday H24 Continuous Day and Night
FRNG Firing Service
FRONT? Front(Re1ating to Weather) HAP1 Helicopter Approach Path
FRQ Frequent Indicator
FSL Full Stop Landing HBN Hazard Beacon
FSS Flight Service Sation HDF High Frequency Direction-
FST First Finding Station
FT Feet (Dimensional Unit) HDG Heading
FTT Flight Technical Tolerance HEL Helicopter
FU Smoke HF$ High Frequency (3000 to 30000
FZ Freezing kHz)
FZDZ Freezing Drizzle HGT Height OR Height Above
FZFG Freezing Fog HIAL Highlands and Islands Airports
FZRA Freezing Rain Ltd
HI ' High Intensity directional lights
G HIR TA High Intensity Radio
G Green Transmission Area
GIA Ground - to - Air HJ Sunrise to Sunset
GIAIG Ground- to Air-and Air-to - HL Height Loss
Ground HLDG Holding
GAT General Air Traffic HN Sunset to Sunrise
Gauge Indicates distance between two HO Service available to meet
rows of runway lights operational requirements
HOL Holiday
HOPA Helicopter Operational Area

FLIGHT PLANNING .AND MONITORING APPENDIX 1
HORIZ Horizontal INCL Included OR including OR

HOSP Hospital Aircraft inclusive
HPA Hectopascal INFO? Information
HR Hours INOP Inoperative
HS Service Available During Hours INP If Not Possible
of Scheduled Operations INPR In Progress
HT High Tension (power) INS Inertial Navigation System
HTA Helicopter Training Area INSTL Install OR Installed OR
HURCN Hurricane Installation
HVDF High and Very High Frequency INSTR Instrument
Direction Finding Stations (At INT Intersection
the Same Location) INTL International
HVY Heavy INTRG Interrogator
HVY HVY (used to indicated the INTRP Interrupt OR Interruption OR
intensity of weather phenomena, Interrupted
eg HVY RA = Heavy rain) INTSF Intensify OR Intensifying
HX No Specific Working Hours INTST Intensity
HYR Higher IR Ice on Runway
HZ Dust Haze ISA International Standard
Hz Hertz (Cycle Per Second) Atmosphere
ISB Independent Sideband
I ISOL Isolated
IAC Instrument Approach Chart
IAF Initial Approach Fix J
IAO In and Out of Clouds JAN January
IAP Instrument Approach Procedure JTST Jet Stream
IAR Intersection of Air Routes JUL July
IAS Indicated Air Speed JUN June
IBN Identification Beacon
IC Diamond Dust (very small ice I(
crystals in suspension) KG Kilogrammes
ICE Icing kHz Kilohertz
ID Identifier OR Identify KM Kilometres
IDENT? Identification KMH Kilometres per Hour
IF Intermediate Approach Fix KPA Kilopascal
IFF Identification FriendFoe KT Knots
IFRS Instrument Flight Rules KW Kilowatts
IGA International General Aviation
ILSS Instrument Landing System L
IM Inner marker L ' Left (Runway identification)
IMCS Instrument Meteorological L Locator (NDB with published
Condition approach procedure. See LM,
IMG Immigration LO)
IMPR Improve OR Improving LAM Logical Acknowledgement
IMT Immediate OR Immediately (message type designator)
INA Initial Approach LAN Inland
INBD Inbound LARS Lower Airspace Radar Advisory
INC In Cloud Service
INCR increase LAT Latitude
INCERFAT Uncertainty Phase

LA TCC London Area and Terminal M

Control Centre M Mach Number (Followed by
LDA Landing Distance Available figures)
LDAH Landing Distance Available, M Metres (Preceded by figures)
Helicopter MAA Maximum Authorised Altitude
LDG Landing MAG Magnetic
LDI Landing Direction Indicator MAINT Maintenance
LEN Length MAP Aeronautical maps and charts
LF Low Frequency (30 to 300 H z ) MAPt Missed Approach Point
LFA Low Flying Area MAR At sea
LFZ Low Flying Zone MAR March
LGT Light OR Lighting MAS Manual A1 Simplex
LGTD Lighted MA TZ Military Aerodrome Traffic Zone
LHA Lowest Holding Altitude MAX Maximum
LHS Left Hand Side MAY May
LI Low Intensity omni-directional MB millibars
lights MCA Minimum Crossing Altitude
LIH Light Intensity High MCW Modulated Continuous Wave
LIL Light Intensity Low MDA Minimum Descent Altitude
LIM Light Intensity Medium MDF Medium Frequency Direction
LITAS Low Intensity Tow Colour Finding Station
Approach Slope Indicators at.... MDH Minimum Descent Flight
and ... metres from threshold MEA Minimum En-route Altitude
bracketing approach angle oJ.. MEDA Military Emergency Diversion
degrees 9AGA 8-2) Aerodrome
LLZ Localizer MEHT Minimum Eye Height over
LM Locator, Middle Threshold (For VASIS and
LMT Local Mean Time PAPI)
LNG Long (Used to indicate the type MET? Meteorological OR Meteorology
of approach desired or required) METART Aviation routine weather report
LO Locator, outer (In aeronautical meteorological
LOC Local OR Locally OR Location code)
OR located MF Medium Frequency (300 to 3000
LONG Longitude Hz)
LORAN? LORAN (Long Range Air MHDF Medium and High Frequency
Navigational System) Direction Finding Stations (At
LRG Long Range the same location)
LSQ Line Squall MHVDF Medium, High and Very High
LTD Limited Frequency Direction Finding
8
LTT Landline teletypewriter Stations (At the same location)

L UT Local User Terminal MHz Megahertz
LV Light and Variable (Relating to MID Mid-point (related to RVR)
Wind) MIFG Shallow fog
LVE Leave OR Leaving MIL Military
LVL Level MIN Minutes
L VP Low Visibility Procedures MKR Marker radio beacon
LYR Layer OR Layered ML WA Maximum Landing Weight
Authorised
MLSX Microwave Landing System
MM Middle Marker

MNM Minimum N
MNPS Minimum Navigation N North OR Northern latitude
Performance Specifications N No distinct tendency (in RVR
MNT monitor OR Monitoring OR during previous 10 minutes)
Monitored NAT North Atlantic
MNTN Maintain NA TFMS National Air TrafJic Flow
MOA Military Operating Area Management System
MOC Minimum Obstacle Clearance NAV Navigation
(required) NV Northbound
MOD Moderate (Used to indicate the NBFR Not Before
intensity of weather phenomena, NC No Change
interference or static reports eg NDB$ Non-Directional Radio Beacon
MOD RA = Moderate Rain) NDS Non-deviatingstatus
MOGAS Motor Gasoline NE North East
MON Above Mountains NEB North Eastbound
MON Monday NEG No OR Negative OR Permission
MOTNE meteorological Operational not granted OR That is not
Telecommunications Network correct
Europe NGT Night
MOV move OR Moving OR Movement NIL*? None OR I have nothing to send
MPH Statute Miles Per Hour to you
MPS Miles Per Second NM Nautical Miles
MRA Minimum Reception Altitude NML Normal
MRG Medium Range NNE North North East
MRP ATSIMET Reporting Point NNW North North West
MS Minus NOF International NOTAM Office
MSA Minimum Sector Altitude NOSIGT No Significant Change (Used in
MSD Minimum Separation Distance trend-type landing forecasts)
(Mi0 NOTAM? A notice containing information
MSG Message concerning the establishment,
MSL Mean Sea Level condition or change in any
MT Mountain aeronautical facility, service,
MTO W Maximum Take-off Weight procedure or hazard, the timely
MTRA Military Temporary Resewed knowledge of which is essential
Airspace to personnel concerned with
MTU Metric Units flight operations.
MTW Mountain Waves NOV November
MTWA Maximum Total Weight NR Number
Authorised NRH No Reply Heard
MVDF Medium and Very High NS ' Nimbostratus
Frequency Direction Finding NSC Nil Significant Cloud
Stations (At the same location) NSW Nil Significant Weather
MWARA Major World Air Route Area NW North West
MWO Meteorological Watch Office NWB North Westbound
MX Mixed type of ice formation NXT Next
(white and clear)

FLIGHT PLANNING AND MONITORING APPENDIX
0 P
OAC Oceanic Area Control Centre P... Prohibited area (followed by
OAS Obstacle Assessment Surface identification)
OAT Operational Air Trafic PALS Precision Approach Lighting
Obs Obstacle Lights System (Specify category)
OBS Observe OR Observed OR PANS Procedures for Air Navigation
Observation Services
OBSC Obscure OR Obscured OR PAPA Parallax Aircraft Parking Aid
Obscuring (AGA 8-1 7)
OBST Obstacle PAP1-f- Precision Approach Path
OCA Obstacle Clearance Altitude Indicator
OCA Oceanic Control Area PAR$. Precision Approach Radar
OCC Occulting (light) PARL Parallel
OCH Obstacle Clearance Height PAX Passenger(s)
OCNL Occasional OR Occasionally PCD Proceed OR Proceeding
OCS Obstacle Clearance Surface PCN Pavement Classification Number
OCT October PDG Procedure Design Gradient
OHD Overhead PE Ice pellets
01s Obstacle Identification Surface PEC Pressure Error Correction
OLR Off-load Routes PER Performance
OM Outer Marker PERM Permanent
OMEGA OMEGA (see COM 3) PH Public Holiday
OPA Opaque, white type of ice PIB Pre-flight Information Bulletin
formation PJE Parachute Jumping Exercise
OPC The control indicated is PLA Practice Low Approach
operational control PLN Flight Plan
OPMETT Operational Meteorological PLS Passenger Load Supplement
(information) PLVL Present Level
OPN Open OR Opening OR Opened PN Prior Notice Required
OPR Operator OR Operate OR PNdB Perceived Noise Decibels
Operative OR Operating OR PNR Point of No Return
Operational PO Dust Devils
OPST Operations POB Persons On Board
O/R On Request POSS Possible
ORCAM Originator Region Code and PPI Plan Position Indicator
Mode PPR Prior Permission Required
om Indication of an order PPSN Present Position
osv Ocean Station Vessel PRI Primary
OTLK Outlook (used in SIGMET PRKG Parking
messages for volcanic ash and PRM* Preferred Route Message
tropical cyclones) PROBT Probability
OTP On Top PROC Procedure
OTS Organised Track System PROV Provisional
OUBD Outbound PS Plus
ovc Overcast PSG Passing
PSN Position
PSP Pierced Steel Plank
PTN Procedure Turn
PTS Polar Track Structure
PWR Power

Q RDL Radial
QB1 Compulsory IFR flight RDT Requested Departure Time
QDMS Magnetic Heading (zero wind) RDO Radio
QDR Magnetic Bearing RE.. Recent (Used to qualify weather
QFA meteorological forecast phenomena , eg RERA = recent
QFES Atmospheric pressure at rain)
aerodrome elevation (OR at REC Receive OR Receiver
runway threshold) REDL Runway Edge Light(s)
QFU Magnetic orientation of runway REF Reference to ... OR Refer to. ..
QNH8 Altimeter sub-scale setting to REF Reference to ... OR refer to.. .
achieve elevation when on the REG Registration
ground RENL Runway End Light(s)
QTE True bearing REP Report OR Reporting OR
QUAD Quadrant reporting Point
REQ Request OR Requested
R RERTE Re-route
R Red RESA Runway End Safety Area
R... Restricted Area (followed b RET Rapid Exit Taxiway
identification) RFF Fire and Rescue Equipment
R.. . Radial (preJix for use in RG Range (lights)
graphics) M S Right Hand Side
R Right (runway identification) RIF Reclearance In Flight
R Rate of Turn RIS Radar Information Service
RA Rain RITE Right (Direction of Turn)
RA Resolution Advisory/Advisories RIV Rapid In tewention Vehicle
(A CAS) RL Report Leaving
RAC Rules of the Air and Air Traffic RLA Relay to
Services RLCE Request Level Change En-route
RAD Radar Approach Aid RLLS Runway Lead-in Lighting
RAD Radius System
RAF Royal Air Force RLNA Requested Level Not Available
RAFC Regional Area Forecast Centre RMK Remark
RAG Ragged RN Royal Navy
Rag Runway Arresting Gear RNAV"f (To be pronounced 'AR-NAV')
RAI Runway Alignment Indicator Area Navigation
RAL Beacon Runway alignment RNG Radio Range
beacon at a distance from RNP Required Navigation
threshold indicated Performance
RAS Radar Advisory Service R0BEX-f- Regional OPMET Bulletin
#
RB Rescue Boat Exchange (Scheme)

RCA Reach Cruising Altitude ROC Rate of Climb
RCC Rescue Co-ordination Centre ROD Rate of Descent
RCF Radio Communication Failure ROFOR Route Forecast (In aeronautical
(message type designator) meteorological code)
RCH Reach OR Reaching RON Receiving Only
RCL Runway Centre Line RPL Repetitive flight plan
RCLL Runway Centre Line Light(s) RPLC Replace OR Replaced
RCLR Recleared RPS Radar Position Symbol
RDH Reference Datum Height (For RQMNTS Requirements
ILS)

RQP Request flight plan (message SAT Saturday

type designator) SATCOMT Satellite Communication
RQS Request supplementary flight SB Southbound
plan (message type designator) SC Stratocumulus
RR Report Reaching SCN Slot Cancellation Message
RRA (OR RRB RRC... etc, in SCT Scattered
sequence) Delayed SDBY Stand by
meteorological message SDF Step Down Fix
(message type designator) SE South East
RSC Rescue Sub-centre SEB South Eastbound
RSCD Runway Surface Condition SEC Seconds
RSP Responder beacon SECT Sector
RSR En-Route Surveillance Radar SELCALT Selective calling system
RSS Route Sum Square SEP September
RTD Delayed (used to indicate SER Service OR Servicing OR Served
delayed meteorological message; SEV Severe (Used eg to qualify icing
message type indicator) and turbulence reports)
RTE Route SFC Surface
RTF Radiotelephone SFLOC synoptic report of the location of
RTG Radiotelegraph sources of atmospherics
RTHL Runway threshold light(s) SG Snow Grains
RTN Return OR returned OR SGL Signal
returning SH... Showers (followed by RA=Rain,
RTOAA Rejected Take-offArea Available SN=Snow, PE=Ice Pellets, GR=
RTODAH Rejected Take-off Distance Hail, GS=Small Hail andlor
Available, Helicopter snow pellets or combinations
R TR Radar Termination Range thereof., eg SHRASN = showers
RTS Return to Service of rain and snow)
RTT Radioteletypewriter SHF Super High Frequency (3000 to
RTZL Runway Touchdown Zone 30000 Mhz)
Light(s) SHINGALS Supplementary High Intensity
RUT Standard regional route Narrow Gauge Approach
transmitting frequencies Lighting System
RV Rescue Vessel SIDT Standard Instrument Departure
R VA Radar Vectoring Area SIF Selective Identification Feature
RVRS Runway Visual Range SIGMETt Information concerning en-route
RWY Runway weather phenomena which may
affect the safety of aircraft
S operations
S South OR Southern Latitude SIG~X Significant Weather
SA Sand SIMUL Simultaneous OR
SALS Simple Approach Lighting Simultaneously
System SIWL Single Isolated Wheel Load
SAN Sanitary SKC Sky Clear
SAP Soon as possible SKED Schedule OR Scheduled
SAR Search and Rescue SLAP Slot Allocation Procedure
SAWS Standards and Recommended SLP Speed Limiting Point
Practices (ICAO) SL T Slot Allocation Message
SARSA T Search and Rescue Satellite SLW Slow
Aided Tracking System SMB Side Marker Boards

SMC Surface Movement Control SUBJ Subject to

SMR Surface Movement Radar SUN Sunday
SN Snow SUP Supplement (AIP Supplement)
SNOWTAM? A special series NOTAM SUPPS Regional supplementary
notifying the presence or procedures
removal of hazardous conditions SVC Service message
due to snow, ice, slush or SVCBL Serviceable
standing water associated with SVCE Sewice
snow, slush and ice on the SVFR Special Visual Flight Rules
movement area, by means of a SW South West
specific format. SWB South Westbound
SOC Start of Climb SWY Stopway
Sodium box Sodium approach lights
arranged in box formation T
SPECIT Aviation selected special weather T Temperature
report (in aeronautical TA Transition Altitude
meteorological code) TA Traffic Advisory/Advisories
SPECIAL? Special meteorological report (in (A CAS)
abbreviated plain language) TACAN? UHF Tactical Air Navigation
SPI Special Position Indicator Aid
SPL Supplementary flight plan TAF? Aerodrome forecast
(message type designator) TAIL? Tail wind
SPOT? Spot wind TAR Terminal Area Surveillance
SQ Squall Radar
SR Sunrise TAS True Airspeed
SRA Surveillance Radar Approach TAX Taxiing OR Taxi
SRE Surveillance Radar Element of TBC Tactical Booking Cell
precision approach radar system TC Tropical Cyclone
SRG Short Range TCU Towering Cumulus
SRP Slot Reference Point TDA Temporary Danger Area
SRQ Slot Request Message TDO Tornado
SRR Search and Rescue Region TDZ Touch Down Zone
SRY Secondary TECR Technical Reason
SS Sandstorm TEL Telephone
SS Sunset TEMPO? Temporary OR Temporarily
SSB Single Sideband TFC Traffic
SSE South South East TGL Touch-and-Go Landing
SSRS Secondary Surveillance Radar TGS Taxiing Guidance System
SST Supersonic transport THR Threshold
SSW South South West THR'U Through
ST Stratus THU Thursday
STA Straight in approach TILT Until
START Standard instrument arrival TIP Until past ... (place)
STD Standard TKOF Take-off
STF Stratiform TL ... Till (followed by time which
STN Station weather change is forecast to
STNR Stationary end)
STOL Short Take-Off and Landing TLOF Touchdown and Lift-off Area
STS Status TMAS Terminal Control Area
STWL Stopway light(s) TNA Turn Altitude

TNH Turn Height UDF Ultra High Frequency Direction

TO To.. . (place) Finding Station
TOC Top Of Climb UFN Until Further Notice
TODA Take-off Distance Available UHDT Unable Higher Due Traffic
TODAH Take-off Distance Available, UHF$ Ultra High Frequency (300 to
Helicopter 3000 MHz)
TOP? Cloud Top UIC Upper Information Centre
TORA Take-off Run Available UIR$ Upper Flight Information Region
TOS TrafJic Orientation Scheme UmFS United Kingdom Low Flying
TOSA Take-off Space Available System
TP Turning Point ULR Ultra Long Range
TR Track UNA Unable
TRA Temporary Reserved Airspace UNAP Unable to Approve
TRA Temporary Restricted Area UNL Unlimited
TRANS Transmits OR Transmitter UNREL Unreliable
TRL Transition Level UIS Unserviceable
TROP Tropopause UTA Upper Control Area
TS Thunderstorm (in aerodrome UTC$ Co-ordinated Universal Time
reports and forecasts TS used
alone means thunder heard but v
no precipitation at the VA Volcanic Ash
aerodrome. VAC Visual Approach Chart
TS ... Thunderstorm (followed by VAL In Valleys
RA=Rain, SN-Snow, PE=Ice VAN Runway Control Van
Pellets, GR=Hail, GS = Small VAR Magnetic Variation
hail and/or combinations thereof, VAR Visual-aural radio range
eg TRASN =thunderstorms with VASIS? Visual Approach Slope Indicator
rain and snow) System
TT Typewriter VC Vicinity of aerodrome (followed
TTA Tactical Training Areas by FG=Fog, FC = Funnel cloud,
TTT Template Training Technique SH = Showers, PO = Dustlsand
TUE Tuesday whirls, BLDU = blowing dust,
TURB Turbulence BLSA =Blowing sand or BLSN
TVOR Terminal VOR = Blowing snow, eg VC FG =
TWIL Twilight (civil) Vicinity fog)
TWR Aerodrome control tower OR VCY Vicinity
aerodrome control VDF Very High Frequency Direction
TWY Taxiway Finding Station
TWYL Taxiway - Link VER Vertical
TYP Type of Aircraft VFR~ Visual Flight Rules
TYPH Typhoon VHF$ Very High Frequency (30 to 300
MHz)
u VIP$ Very Important Person
u Upward (tendency in RVR VIS Visibility
during previous 10 minutes) VLF Very Low Frequency (3 to 30
UA Air Report ( A I E P ) KHz)
UAB Until Advised by.. . VLR Very Long Range
UAC Upper Area Control Centre VMC$ Visual Meteorological
UAR Upper Air Route Conditions
VM(C) Visual Manoeuvring (Circling)

VOLMETT Meteorological information for

aircraft in flight
VORS Very High Frequency X Cross
Omnidirectional Radio Range XBAR Crossbar (of approach lighting
VORTACT VOR and TAC combination system)
VOT VOR airborne equipment test XNG Crossing
facility XS Atmospheres
VRB Variable
VRP Visual Reference Point
VSA By visual reference to the ground
VSP Vertical speed Y Yellow
VSTOL Very Short Take-offand Landing YCZ Yellow caution zone (runway
VTOL Vertical Take-off and Landing lighting)
YR Your
W
W West or Western longitude

W White Z Co-ordinated Universal Time (in
WAC World Aeronautical Chart - meteorological messages)
ICAO 1:1 000 000
WAFC World Area Forecast Centre
WB Westbound
WBAR Wing bar lights
WDI Wind Direction Indicator
WDSPR Widespread
WED Wednesday
WEF With Effect From OR Effective
From
WI Within
WID Width
WIE With Immediate Effect OR
Effective Immediately
WILCOT Will comply
WINTEM Forecast upper wind and
temperature for aviation
WIP Work In Progress
WKN Weaken OR Weakening
WNW West North West
WO Without
WPT Way-point
WRDA Weapon Range Danger Area
WRNG Warning
WS Windshear
WSW West South West
WT Weight
WTSPT Waterspout
WX Weather

CHAPTER FIFTEEN - APPENDIX 2
Contents
Page
COMMON ABBREVIATIONS TO BE USED FOR THE EUROPEAN CQB . . . . . . . 15 - 1
DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

IEM FCL 1.475(b)

Common abbreviations to be used for the European CQB
See JAR-FCL 1.475
ICAO = Doc 840014, ST= international standard, JEP = Jeppesen, JAR = Joint Aviation Regulations
Abbreviations Meaning
A ampere
ABM abeam
ABN aerodrome beacon
AC alternating current
AC alto cumulus
ACFT aircraft
ACT active
AD aerodrome
ADC air data computer
ADDN additional
ADF automatic direction finding
AD I attitude director indicator
AEO all engines operating
AFlS aerodrome flight information service
AFM aircraft flight manual
AGL above ground level
AI P Aeronautical Information Publication
ALT altitude
ALTN alternate
APCH approach
APT airport
APU auxiliary power unit
ARR arrival
AS alto stratus
ASDA accelerate stop distance available
AMSL above mean sea level
ATA actual time of arrival
ATC air traffic control
ATlS automatic terminal information service
AT0 actual time overhead
ATS air traffic services
AUX auxiliary
AVG average
AWY airway
AZM azimuth '
BKN broken
BRG bearing

OC
CAS calibrated air speed
CAT clear air turbulence
CB cumulonimbus
CC cirrocumulus
CD drag coefficient
CDI course deviation indicator
CDU control display unit
cg centre of gravity
CI cirrus
CL lift coefficient
cm centimetre
CO communications
CP critical point
CRM crew resource management
CS cirrostratus
CTR control zone
CU cumulus
CWY clearway
DA decision altitude
DC direct current
DEG degrees
DEP departure
DES descent
DEST destination
DEV deviation
D/F direction finding
DG directional gyroscope
DH decision height
DlST distance
DME distance measuring equipment
DP dewpoint
DR dead reckoning
DVOR doppler VOR
E east
EAS equivalent airspeed
EAT expected approach time
ECAM engine condition aircraft monitoring
EFlS electronic flight instrument system
EGT exhaust gas temperature
EICAS engine indicator and crew alerting system
EPR engine pressure ratio
EST estimated
ETA estimated time of arrival
ETO estimated time overhead
degrees Fahrenheit
FAF final approach fix
FCST forecast
FD flight director
FIS flight indicator system

4 bbreviat i o r Weaning
'light level
'light
'light management system
'eet
'eet per minute
gramme
gallons
ground
glide path
ground proximity warning system
ground speed
iDG heading
-IF high frequency
nPa hectopascal
HR hours
HSI horizontal situation indicator
HT height
Hz hertz: (cycles per second)
IAS indicated airspeed

ILS instrument landing system
IMC instrument meteorological conditions
IMP GAL imperial gallons
INS inertial navigation system
INT intersection
ISA international standard atmosphere
ISOL isolated
ITCZ inter tropical convergence zone
lVSl integrated vertical speed indicator
joule
kg kilogramme
kHz kilohertz
km kilometre
kt knot
kW kilowatt
LAT latitude
LB pounds
LDG landing ,
LDP landing decision point
LEN length
LLZ localizer
LMC last minute change
LMT local mean time
LONG longitude
LT local time
LTD limited
LVL level
LYR

4bbreviations Meaning
n netre
\/I nass
\/I nach number
MAC mean aerodynamic chord
MAP manifold pressure
W APt missed approach point
nax maximum
WDH minimum descent height
WDHIA minimum descent heightlaltitude
WEA minimum en route altitude
MET meteorological
MIN minutes
MLS microwave landing systems
MM middle marker
MNM minimum
MNPS minimum navigation performance
specifications
MOCA minimum obstruction clearance altitude
MORA minimum off route altitude
MPH statute miles per hour
MPS, mlsec metres per second
MSA minimum sector altitude
MSL mean sea level
MSU mode selector unit
N newton
NGT night
N north
NAT north atlantic track
NAV navigation
NDB non directional beacon
NM nautical miles
NOTAMS notice to airmen
NS nimbo stratus
OAT outside air temperature

OBS omni bearing selector
OCA(H) obstacle clearance altitude (height)
OCL obstacle clearance limit
OEl one engine inoperative
OM operating mass
OM outer marker
OPS operations
OIR on request
ovc overcast

3 bbreviations Weaning
> 3-essure
)AX ~assenger
)ET point of equal time
'IC pilot in command
'LN flight plan
'NR point of no return
'0s position
'S I pounds per square inch
'TS polar track structure
'WR power
radius
rules of the air and traffic services
rectified airspeed
reporting point
radio magnetic indicator
remark
area navigation
rate of climb
rate of descent
revolution per minute
runway visual range
runway
5 south
SAR search and rescue
SC stratocumulus
SCT scattered
SDBY stand by
SEC seconds
SEV severe
SFC surface
SID standard instrument departure
SIM simulator
SKC sky clear
SR sunrise
SS sunset
SSR secondary surveillance radar
ST stratus
STAR standard arrival route
STD standard
STN station
STNR stationary,
STS status
SWY stopway
T temperature
TA transition altitude
TAS true airspeed
TAT total air temperature
TC tropical cyclone
TDP take off decision point
THR threshold
TL transition level

TI0 take off
TOC top of climb
TORA take off run available
TS thunderstorm
TWY taxiway
UIS unserviceable
US-GAL US gallons
UTC universal time co-ordinated
v volt
VAR magnetic variation
VDF VHF direction finding station
VG vertical gyro
VHF very high frequency
VIS visibility
VLF very low frequency
VMC visual meteorological conditions
VOLMET meteorological information for aircraft flight
VOR VHF omnidirectional range
vrb variable
VS I vertical speed indicator
vv vertical visibility
v speeds
vA design manoeuvring speed
VB design speed for max gust intensity
Vc IMC design cruise speedlmach number
VD design dive speed
VF design flap speed
VFE flap extended speed
VFO flap operating speed
VLE landing gear extended speed
'4-0 maximum landing gear operating speed
K O , lift off speed
Max Tyre max tyre speed
M E max break energy speed
v MC minimum control speed
MCA air minimum control speed
MCG ground minimum control speed
V MOIM MO max operating limit speedlmach number
v MU minimum unstick speed
v NE never exceed speed
v NO normal operating speed
VR rotating speed
REF landing reference speed
vs stalling speed or minimum steady flight
speed at which the aeroplane is controllable
stalling speed or minimum steady flight
speed in landing configuration
stalling speed or minimum steady flight
speed obtained in a specific configuration
speed for best angle of climb
speed for best rate of climb

--
v, critical engine failure speed

v* take-off safety speed for piston engine
aircraft, take-off climb speed or speed at 35ft
for jet aircraft
W watt
W west
WC wind component
WCA wind correction angle
WN wind direction and speed
WPT waypoint
WS windshear
WX weather
X cross
XTK cross track distance
XX heavy
DEFINITIONS
Definitions in italics are not given in ICAO or JAA documentation but are in common use.
Basic Empty Mass (Basic Mass) is the mass of an aeroplane plus standard items such as:
Unusablefuel and other unusablefluids.
Lubricating oil in the engine and auxiliary units.
Fire extinguishers
Pyrotechnics.
Emergency oxygen equipment.
Supplementary electronic equipment.
Dry Operating Mass (DOM) is the total mass of the aeroplane ready for a specific type of
operation excluding all usable fuel and traffic load. The mass includes items such as:
Crew and baggage.
Catering and removable passenger service equipment.
Potable water and lavatory chemicals.
Food and beverages.
Operating Mass (OM) is the DOMplus fuel but without trafic load.
Traffic Load is the total mass of passengers, baggage and cargo, including any "non-revenue"
load.
Zero Fuel Mass is the DOMplus trafic load but excluding fuel.
Maximum Zero Fuel Mass (MZFM) is the maximum permissible mass of an aeroplane with
no usable fuel.

Taxi Mass is the mass of the aircra3 at the start of the taxi (at departurefrom the loading gate).
Maximum Structural Taxi Mass is the structural limitation on the mass of the aeroplane at
commencement of taxi.
Take-off Mass (TOM) is the mass of an aeroplane including everything and everyone contained
within it at the start of the take-off run.
Performance Limited Take-off Mass is the take-off mass subject to departure airfield
limitations. It must never exceed the maximum structural limit.
Regulated TOM is the lowest of the "performance limited" and "structural limited" TOM.
Regulated TOM is the lowest of 'performance limited" and "structural limited" TOM.
Maximum Structural Take-off Mass is the maximum permissible total aeroplane mass at the
start of the take-off run.
Performance Limited Landing Mass is the mass subject to the destination airfield limitations.
It must never exceed the structural limit.
Maximum Structural Landing Mass is the maximum permissible total aeroplane mass on
landing under normal circumstances.
Regulated Landing Mass is the lowest of 'performance limited" and structural limited" landing
mass.
CONVERSIONS All are taken from ICAO Annex.
Mass Conversions.
Pounds (LB) to Kilograms (KG)

Kilograms (KG) to Pounds (LB)
Volumes (Liquids)
Imperial Gallons to Litres (L) Imp. Gall X 4.546092

US Gallons to Litres (L) US Gall X 3.785412
Lengths
Feet (ft) to metres (m) Feet X 0.3048
Distances
Nautical (NM) mile to metres (m) NM X 1852.0

CHAPTER SIXTEEN .APPENDIX THREE
Contents
Page
MULTI-CHOICE EXERCISES FOR SEP AND MEP . . . . . . . . . . . . . . . . . . . . . . . . . . 16 .1
EXERCISE MCSEP .1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 .1
EXERCISE MCMEP .1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 .9

MULTI-CHOICE EXERCISES FOR SEP AND MEP
EXERCISE MCSEP - 1
Plan a flight, using the VFR+GPS GERMANY ED -6 chart and Annex A, from the
following positions and co-ordinates:
A Departure Airfield ( N4728 E0 1042)

B Western end of lake ( N4734 E0 1009)
C Road rail junction ( N48 15 E009 13)
D VOR and assumed airfield ( N4823 E00839)
E Destination Alternate Airfield at EDSA ( N48 15 E00903)
SEP Data:
TOM 3400 LB
Cruise Power Setting A to D: 25 INHG @ 2500 RPM
Diversion and Holding 21 IN HG @ 2100 RPM
Fuel:
Calculate: US GAL required
Assume taxy fuel: 3.0 Gal
Contingency: 5% total he1 A-D-E plus taxy.
Holding Fuel: (Final Reserve Fuel): 45min at 1500ft above the airfield pressure
altitude; use Economy Cruise Table.
Fuel in tanks: 74 US GAL
MET:
Use wind and temp in the climb at 2/3 height
Airfield A: OAT +3 1C, Assumed Pressure Alt 3300'
Airfield D: OAT +30C, Assumed Pressure Alt 2 100'
Safe AltitudesICruise Flight Levels:

Calculate the Safe Altitudes by taking the highest ground/obstacle within 5nm of track, including
a 5nm radius at each turning point. Add an obstacle clearance allowance of 1000' for obstacles
< 5000' MSL and 2000' obstacles > 5001'MSL. Round up to next 100'.
Cruise at the following ICAO VFR semi-circular levels:
A-B-C the lowest FL above the Safe Altitude A-B-C
C-D at FL65
D-E at FL55

SINGLEITWIN PISTON - ENGINE NAVIGATION AND FUEL PLAN - EXERCISE MULTI-CHOICE SEPI- ANNEX A I
Line STAGE SAFE FL OAT Temp
ALT OC Devn
FROM TO Dirn. Speed
5
--
FUEL MONITORING TAXI FUEL
10 TIME FUELRMG CONS. ENDURANCE 5% CONTINGENCY FUEL 0.8

ETA
I I' I I I I I I 1 I I I I 1 45 min HLDG FUEL (Final Res.)

I I
I II I I I I I1 I I I I I I
12 I 11 I I I I 11 I I I I I EXTRA FUEL IF REQD.
TOTAL REQUIRED 22.8
TOTAL ON BOARD 74.0
I I I I *NB FUEL REMAINING LESS HLDG FUEL I TOTAL ENDURANCE

I I
What is the Safe Altitude at line l ?
What are the wind direction (T) and speed at line l ?
What is the variation at line I?
What is the wind component at line l?
Reference lines 1 and 2 what are the distances for the climblleg A to Blcruise TOC to B?
How much fuel is required for the climb at line I?
a) 5.0 US GAL
b) 1.5 US GAL
c> 6.5 US GAL
d) 3.5USGAL

What is the cruising FL at line 2?
What is the temperature deviation at line 2?
What is the track direction at line 3?
What is the TAS at line 3?
What is the ground speed at line 3?
What is the TAS at line 4?

What is the ground speed at line 4?
What is the leg time at line 4?
a> 8 min
b) 11 min
c) 9 min
d) 9.5 min
What is the total ground distance at line 6?
What are the true heading and magnetic heading at line 8?
What is the fuel flow at line 8?
a) , 9.3 US GPH
b) 9.1USGPH
c> 13.8 US GPH
d) 9.5 US GPH
Using the average cruise he1 flow, what is the Total Endurance at line 15?
a) 330 min
b) 350 min
c> 370 min.
d) 390min

19. What is the Total Endurance at FL1O5 at the stated power setting using the Endurance Profile
graph ?
20. The holding fuel at line 11 is:
Questions 21-25: What is shown on the Topo at the following positions?:
21. N4806.5 E01031.5

A ......... airfield, EDMN, 122.975... ..available, showing alignment of longest ............... runway
with at least 720m ............distance available.
a) civil, KHz, grass, landing

b) civil, MHz, hardened, landing.
c) military, MHz, hardened, take off.
d) military, KHz, grass, take off.
22. N47lO EO11 38.

.......... 2 1, active from ground level up to 2 1000 ......
a) Swiss Danger Area ; feet amsl.

b) (DangerArea; feet agl.
c) Class D Airspace; pressure altitude.
d) Austrian Danger Area; feet amsl.
23. The airspace centred on Krumbach at N48 15 E01022:

Class E airspace, from ground level up to ........ feet above ground, active .........
a) 1700ft, part time operation.

b) 1700ft, daylight hours.
4 1OOOft, unspecified hours.
d) 1OOOft, airfield operating hours.

a) a group of lit; TV masts; feet high.

b) a single lit; obstruction; feet agl.
c) a group of lit; obstructions; feet agl.
d) a group of lit; obstructions; feet amsl.
25. N4832 E01102.

............. reporting point "Oscar" for ..... approaches.
a) on request, IFR
b) on request, VFR
c) compulsory, IFR
d) compulsory, VFR.
26. An aircraft takes off from an airfield at 1200 feet AMSL (where QNH is 1001 mb) and climbs
to FL80. How many feet does it climb? Assume lmb = 30 feet.
27. An aircraft is flying at FL120 , COAT = 5 "C. What is its true altitude?
a) 11,450 ft
b) 11,800 ft
c) 12,680 ft.
d) 12,200 ft.
ANSWERS

- - EXERCISE MULTI-CHOICE SEPI- ANNEX A ANSWER
Line STAGE
SlNGLErrWlN PISTON ENGINE NAVIGATION AND FUEL PLAN
SAFE
ALT
FL OAT
OC
Temp
Devn
WIND Track
"T
Hdg
"T
Vrn. Hdg
OM
"
;s ( wind
Comp
1 1 1 I 7;; 1 EqtC
GS
Time
LBPH GAU
FROM TO Dirn. Speed
-1 A TOC 9400 31/18
-2 TOC B 9400 105
-3 B C 280 21 318 314
-4 C D
-5
-6 ALTERNATE
7 D
8 TOC
9 TAXI FUEL
1
-
10 TIME FUELRMG CONS. ENDURANCE
ETA
-
11 -45 min HLDG FUEL (Final Res.) 6.7
-
-
-
13 TOTAL REQUIRED 22.8
TOTAL ON BOARD 74.0
II I I I
- -II *NB FUEL REMAINING LESS HLDG FUEL I TOTAL ENDURANCE
EXERCISE MCMEP - 1
Plan a flight using VFR+GPS GERMANY ED - 6 chart, the following information and the
attached Annex A: (Due to un-announced change of nominated chart the first part of the trip is
off the ED-6 chart; relevant details are provided in the Flight Plans).
Route:
Departure airfield: LFSM
VORIDMEs: HOC
TRA
Destination airfield: LSZR
Safe AltitudeICruising Flight Levels:
Between each waypoint take the highest obstacle within 5nm of track (including a semi- circle
at each waypoint) add 1000 feet to obstacles < 5000feet, and 2000feet to obstacles >5001 feet,
and round up to next 100feet.
Use the lowest ICAO VFR semi - circular cruising level above the highest Safe Altitude;
assume QNH 10 13mb.
MEP Data:
TOM:
Cruise Power:
Fuel:
In tanks: 123 Gal

Calculate: Fuel required in US Gal.
Taxy: 4.2 Gal
Contingency: 5% of total fuel for route, diversion and taxy.
Holding (Final Reserve Fuel): 45 min at long range power (45%) at 1500
feet above destination airfield.
Total endurance: Assume cruise at FL55, 75% power. Use
. Data Sheet graph at fig 3.5.
MET:
Use the European Low Level wind and temperature chart on page 5-16. Interpolate as required.
For the climb use the data at 213 height; for descent use the data at ?4height.
Airfield LFSM: OAT -2"C, pressure altitude 1037 feet.

Airfield LSZR: OAT -2"C, pressure altitude 1306 feet.

11 -
Devn
1 Dim. Speed
1 I I I2 I
SINGLEITWIN PISTON ENGINE NAVIGATION AND FUEL PLAN - EXERCISE MULTI-CHOICE MEP 1- ANNEX A
Temp T k H$ Vrn. TAS

kt.
11
TRIP TOTALS
1 9 1 1 FUEL MONITORING 1 I TAXI FUEL

I I
10 TIME FUELRMG CONS. ENDURANCE 5% CONTINGENCY FUEL
GAULB GPHILBPH
11
13 TOTAL REQUIRED
14 TOTAL ON BOARD
--
15 I *NB FUEL REMAINING LESS HLDG FUEL TOTAUSAFE ENDURANCE
Refer to flight plan at linel. What is the climb distance?
a> 12 ngm
b) 7ngm
C) 3.0 ngrn
d) 10 ngm.
Refer to flight plan at linel. What is the climb fuel required?
a> 12 Gal
b) 7 Gal
c> 3.0 Gal.
d) 10 Gal
Refer to flight plan at line2. What is the Safety Altitude ?
Refer to flight plan at line2. What is the cruise FL?
Refer to flight plan at line2. What is the cruise ISA temperature deviation?
Refer to flight plan at line2. What is the cruise wind velocity?

Refer to flight plan at line2. What is the cruise TAS?
a> 135 kt.

b) 164 kt
C) 181 kt
d) 168 kt.
Refer to flight plan at line2. What is the cruise fuel flow?
a> 29.0 GPH

b) 28.7 GPH.
c> 23.3 GPH
d) 23.1 GPH
Refer to flight plan at line3. What is the true track?
Refer to flight plan at line 5. What is the time in the descent?
a> 5 min.
b) 12.5 min.
c> 8 min.
d) 17.5 min.
Refer to flight plan at line 5. What is the descent fuel required?
a> 3.5 US GAL

b) 2.5 US GAL
c) 6.0 US GAL
d) 1.5 US GAL
Refer to flight plan at line 6. What is the total gound distance?
a> 110 ngm

b) 125 ngm
C) 117 ngm.
d) 235ngm

Refer to flight plan at line 6. What is the total flight plan time?
a) 41min.
b) 5lmin.
c) 53 min.
d) 45 min.
Refer to flight plan at line 6. What is the total flight plan fuel required for the route?
a) 19.3 US GAL
b) 20.3 US GAL.
C) 21.3USGAL
d) 22.3USGAL
Refer to flight plan at line 10. What is the contingency fuel?
a) 1.7 US GAL.
b) 2.7USGAL
c) 3.7USGAL
d) 4.7 US GAL
Refer to flight plan at line 11. What is the holding fuel required?
a) 16.0 US GAL
b) 21.1USGAL
c) 25.9 US GAL
d) 11.9 US GAL.
Refer to flight plan at line 13. What is the total fuel required?
a) 123.0 US GAL.
b) 48.1USGAL.
c1 52.1 US GAL.
d) 62.1USGAL.
Refer to flight plan at line 15. What is the tota! endurance?

19. Refer to flight plan. If the aircraft TOM (take off mass) is 4200 LB, what will be the landing
mass at LSZR if contingency and holding fuel are unused? Use SG 0.72 or 6LB/ US GAL.
a) 4322LB
b) 3462 LB
c) 4078 LB.
d) 3882LB
20. If a departure airfield has an elevation of 1037 feet MSL, QNH 1023 mb and an aircraft climbs
to FL 75, how many feet does the aircraft climb?
2 1. An aircraft is flying at FL75, COAT +10C. What is its true clearance (corrected for temperature)
over an obstacle at 3242 feet MSL?
a) 4408 ft.
b) 4248ft.
c) 4648 ft.
d) 4548 ft.
22. What is the most likely reason for choosing to route via HOC and TRA rather than the shorter
direct route?
a) to avoid busy class D airspace at Basle and Zurich, while following a line feature to ease
navigation.
b) to minimize drift.
C) to watch the boats on Bodensee.
d) to increase flying hours.
ANSWERS

SlNGLE/TWlN PISTON - ENGINE NAVIGATION AND FUEL PLAN - Exercise MCMEP- 1 ANNEX A ANSWER
4
Line Fuel
Requd
GAL1
FROM LB
LFSM TOC 2900 fl -21-4 - 180 7 092 095 0 095 - 0
TOC HOC 2900 55 -3 -5 180 10 092 095 0 095 168 - 168 24
HOC
TRA
TOD
ALTERNATE
TOC
TIME FUEL RMG CONS. ENDURANCE ETA 5% CONTINGENCY FUEL
45 min HLDG FUEL

(Final res.)
EXTRA FUEL IF REQD.
TOTAL REQUIRED
TOTAL ON BOARD
*NB FUEL REMAINING LESS HLDG FUEL TOTAL ENDURANCE 4h06

CHAPTER SEVENTEEN .APPENDIX FOUR
Contents
Page
EXERCISE1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-1
Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8
EXERCISE2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9
Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-19
EXERCISE3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-20
Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-30

EXERCISE 1.
1. Contingency fuel is carried to compensate for:
1.1 deviation of an aircraft from the expected fuel consumption.
1.2 deviations from the forecast meteorological conditions.
1.3 deviations from the planned route andlor cruising levels/altitudes.
1.4 the extra fuel needed for Extended Range Twin Operations.
The correct combination is:
a) 1.1 and 1.3.

b) 1.1, 1.3 and 1.4.
4 1.1, 1.2, 1.3and 1.4.
d) 1.1, 1.2 and 1.3.
2. Reserve Fuel consists of:
a) Taxy, Contingency, Alternate, and Additional fuel.
b) Contingency, Alternate, Final Reserve, and Additional fuel needed for the type of
operation.
c) Contingency, Alternate, Final Reserve, and Additional fuel, plus Extra fuel required by
the aircraft commander.
d) Contingency, Alternate, and Final Reserve.
3. The Final Reserve Fuel for aircraft with reciprocating engines should be:
a) fuel to fly for 30 minutes.
b) fuel to fly for 60 minutes.
c) fuel to fly for 45 minutes.
d) 5 minutes fuel at the holding speed at 1500ft above the aerodrome in standard
conditions.

4. The Final Reserve Fuel for aircraft with turbine power units should be:
fuel to fly for 30 minutes at holding speed at l5OOft (450m) above aerodrome elevation
in standard conditions, calculated with the estimated mass on arrival at the alternate or
the destination when no alternate is required.
fuel to fly for 30 minutes at holding speed at 1500ft (450m) above aerodrome elevation
in ambient conditions, calculated with the estimated mass on arrival at the alternate or
the destination when no alternate is required.
fuel to fly for 30 minutes at the cruising altitude above aerodrome elevation in standard
conditions, calculated with the estimated mass on arrival at the alternate or the
destination when no alternate is required.
fuel to fly for 30 minutes at holding speed at 1500ft (450m) above aerodrome elevation
in standard conditions, calculated with the estimated mass on arrival at the alternate or
the destination when no alternate is required, plus extra fuel for the let-down, instrument
approach and taxying.
5. An operator shall take into account the following when establishing the minimum flight
altitudes:
5.1 The time of day and season of operation.
5.2 The probable inaccuracies in altimeter readings.
5.3 The performance characteristics of the aircraft.
5.4 The possible inaccuracies in aeronautical charts.
5.5 The accuracy with which the position of the aeroplane can be determined.
5.6 The experience level of the crew.
The correct option is:
a) 5.2, 5.3, 5.4, 5.5.

b) All are correct.
4 5.2, 5.4 and 5.5.
d) 5.1, 5.2 and 5.3

6. A turbine powered aircraft is tasked to fly to an isolated airfield for which a destination
alternate does not exist. Given the following planning data:
Contingency fuel of 850kg.

Time and fuel flow in the cruise to the destination of 3hr and 2 100kgIhr.
Fuel flow in the cruise of 1960kglhr from overhead the destination.
Destination Holding fuel flow of 2380kglhr.
The additional fuel planned for at departure should be not less than:
7. With reference to Performance Class A aeroplanes with a Maximum Approved Passenger

Seating Configuration of 20 or more seats, or a MTOM of 4536Okg or more: Without ETOPS
approval:
a) the maximum operating distance from an adequate aerodrome, for two-engined turbine
powered aircraft only, is 60 minutes at the one -engine-inoperative cruise speed.
b) the maximum operating distance from an adequate aerodrome for a two-engined aircraft
is 60 minutes at the one -engine-inoperative cruise speed.
c) the maximum operating distance from an adequate aerodrome for a two-engined aircraft
is 120 minutes at the one -engine-inoperative cruise speed.
d) the maximum operating distance from an adequate aerodrome for a two-engined aircraft
is 300nm.
8. An operator must select at least one destination alternate for each IFR flight unless:
the planned duration of the flight from take-off to landing does not exceed 6 hours.
two separate runways are available at the destination and the prevailing meteorological
conditions are such that for a period from one hour before until one hour after the
destination ETA, the approach from the relevant minimum sector altitude and the
landing can be made in VMC.
the destination is isolated and no adequate destination alternate exists.
no meteorological information is available.

a) All statements are correct.
b) Only 8.3 is correct.
c) 8.1 and 8.2 or 8.3 are correct.
d) only 8.1 and 8.2 are correct.
9. In reference to in flight fuel checks:
9.1 They are at the commanders's discretion.
9.2 A commander must ensure that regular fuel checks are carried out in flight.
9.3 Relevant fuel data need not be logged.
9.4 Relevant fuel data must be recorded.
9.5 When deciding on the basis of the expected fuel remaining, a commander can land with
less than the Final Reserve Fuel providing the meteorological conditions at the
destination or diversion airfield are adequate.
The correct option is:
a) 9.2 and 9.4.
b) 9.2, 9.4 and 9.5.
c> 9.1 and 9.3.
d) 9.1, 9.3 and 9.5.
10. An aircraft is flying to an isolated destination airfield. The forecast weather conditions at the
destination comply with the JAR-OPS regulations and the destination airfield has a single
runway. Prior to the point of last possible diversion to a suitable en-route airfield the following
data is logged: t
Expected fuel remaining at said point 7 100kg.

Fuel required to the en-route diversion 6060kg.
Contingency required 5%.
Final Reserve Fuel 1040kg.
a) The commander must divert or proceed to the isolated destination.
b) The commander must divert to the en-route alternate airfield.
c) The commander must return to the departure airfield.
d) The commander has the option to do a, b or c.

11. An aircraft cruising at FL3 10 at 480kt TAS is overhead a reporting point, 1680ngm from its
TOD; its fuel flow is 1800kglhr and the fuel consumed up to this point is 2500kg. Given that
the aircraft must not burn more than a planned 10900kg in the cruise, the maximum wind
component for the remainder of the flight is:
a) 120kt headwind (-120kt).
b) 1OOkt tailwind (+1OOkt).
c) 75kt tailwind (+75kt).
d) 90kt headwind (-90kt).
12. Reference Simplified Flight Planning Figures 4.3 Long Range Cruise.
Given:
Distance 55Ongm. Wind component -75kt.
Cruise FL250. Temperature ISA -10C
Landing Weight 55000kg.
The fuel required and time are:
a) 5000kg; lhr 57min. b) 4600kg; 2hr.
c) 4700kg; lhr 50min. d) 5000kg; lhr 48min.
13. The Simplified Planning graphs require a fuel of 6000kg.
Given:
Estimated taxy time 20minutes. APU running time 60minutes.
Engine and wing anti-icing 40minutes.
The total fuel required is:

14. Reference Simplified Flight Planning Figures 4.3 Long Range cruise.
Given:
Distance 2000ngm. Wind component zero.
Landing weight 50000kg.
If an aircraft planned its initial cruise at FL370 and was then cleared to FL290 the effect on the
fuel required is:
a) a 600kg bonus. b) a 700kg penalty.
C) a 800kg penalty d) negligible.
15. Reference Figure 4.2.1. Given a Brake Release Mass of 56OOOkg the Optimum Cruise Altitude
at .78Mach is:
16. Reference the Fuel Mileage Penalty table paragraph 2.1.

Given:
Optimum Cruise Altitude speed .74Mach.
Total Simplified Planning Fuel required 4000kg.
If the aircraft is required to fly 3500ft below its optimum cruise altitude its total he1 required
will be:

17. Reference Figure 4.2.2.
Given:
Flight duration 20 minutes. Temperature ISA Deviation 0 " C.
Wind component -60kt. Cruise distance l2Ongm.
Brake release weight 6 1000kg
The Short Distance Cruise altitude is:
18. Reference Figure 4.3.5.
Given:
Flight distance 2000ngm. Wind component 50tail.
Brake Releases Weight 50000kg ISA Deviation 0C.
The Trip Fuel and Time are:
19. Reference figure 4.3.6.
Given: ,
Distance 300ngm Wind component 30kt head.
Alternate Landing Weight 40000kg.
The Fuel and Time to the Alternate are:
b) 1800kg; 5 1min.
d) 2000kg; 84min.

20. Reference Figure 4.4
Given the following details for a racetrack holding pattern:

Duration 40minutes Pressure Altitude 30000ft
ISA Deviation +10 "C Start Weight 5 1OOOkg
Using the mean weight for the hold the planned fuel is:
ANSWERS
1 2 3 4 5 6 7 8 9 1 0
d b c a c d b c a b
11 12 13 14 15 16 17 18 19 20
a a d b c d a d a c

EXERCISE 2.
1. Reference Figure 4.4.
Given the following details for a straight and level hold:

Pressure Altitude FL280 Mean holding weight 45000kg
The most efficient holding fuel flow is:
Given the following, and using Figure 4.5.1where necessary, answer questions 2 to 5.
Airfield elevation 1982m QNH 996mb

Temperature ISA+7 " C Cruise at FL330
Climb WC +60kt Brake Release Weight 63000kg
2. In relation to the surface of the airfield the aircraft climbs:
3. The airfield's pressure altitude is:

4. The planned he1 bum in the climb is:
5. The aircraft's planned ground distance in the climb is:
With reference to Figures 4.2.1 and 4.5.1, and the following data relating to a planned IFR
flight, answer questions 6 and 7:
Brake Release Weight 60000kg Temperature ISA+ 14"C

Airfield elevation 8500ft QNH 1030mb
Cruise.78Mach
Track 180 " (T) Variation 10"W Cruise drift 11"starboard
Climb wind component -70kt FL3 10 is unavailable
6. The nearest correct flight level to the optimum cruise altitude is:
7. The fuel required and ground distance in the climb to the FL at question 6 are:

Reference Figure 4.5.2. answers question 8 and 9.

8. Given 1500nam, cruise TAS 475kt and a headwind of 80kt the ground distance is:
a) 1750nm.
b) 125Onrn.
c) Cannot be done using the graph.
d) 13OOnm.
9. Given 800ngm, TAS 430kt and groundspeed 3 lOkt, the air mile distance is:
1OOnm.
020nm.
000nm.
It is more accurate to use an arithmetical solution to this type of question.

Continues next page.

INTEGRATED FLIGHT PLAN - EXERCISE 2
SECTOR
Temp Temp Track Wind GS Gross Cruise Minus
LINE FL TAS Comp kt NGM EET NAM Start
FROM TO OC Devn Dirn Speed OT Value NAM FUEL
WT I
59000
70 189 363
I TOTAL
--
CRUISE INCIDEC
I
TOTAL
5% CONTINGENCY
DIVERSION
30' HOLDING
APUITAXI
ANTI-ICE
.
RAMP FUEL
L
Using the following data complete the INTEGRATED FLIGHT PLAN -EXERCISE 2 and
then answer questions 10 to 22.
Use relevant Figures 4.5.1, 4.5.3,4.5.4,4.3.6 and 4.4.
.74Mach cruise and Economy Descent, London Heathrow (EGLL), elevation 80', to Madrid
(LEMD), elevation 2000'. The Brake Release weight is 59000kg.
Estimated destination landing weight
Estimated diversion landing weight
Allowances:
Contingency 5%.
Racetrack Hold 30min. at 2500'aal at LEMD; QNH996mb at a mean
weight of 54000kg.
Taxi 20min.
APU 1Omin.
Wing and Engine anti-ice 1hr.
10. The climb nautical ground miles are:
a> 13Onm.
b) 118nm.
c> 116nm.
d) 113nm.
11. The planned climb fuel is:
a) 1600kg.
b) 1650kg.
c) 1700kg.
d) 19OOkg.
12. The cruise TAS is:
a) 425kt.
c) 429kt.

13. The expected drift GUR to SNR is:
a) 8 "Port.
b) 8 " Starboard.
C) 1O0P0rt.
d) 9"Port.
14. The elapsed time GUR to SNR is:
a) 57min.
b) 47min.
c> 5 1min.
d) 49.5min.
15. The nautical air miles GUR to SNR are:
16. If the fuel from the brake release point to GUR was correctly, or incorrectly, calculated as
1900kg, then the planned fuel from the brake release point to SNR would be:

17. If the aircraft is required to be at GUR at 00572 its ETA for the TOD is:
a) 0146.5.
b) 0158.
c1 0155.5.
d) 0217.
18. The descent TAS is:
a) 280kt.
b) 300kt.
c> 3 14kt.
d) 250kt.
19. The contingency fuel is:
a) 307kg.
b) 219kg.
c) 419kg.
d) 360kg.
20. The holding fuel is:
a) 1240kg.
b) 1220kg.
c1 1169kg.
d) 1230kg.

2 1. The sum of the Taxi and Anti-ice fuel is:
The operator decides to tank fuel. Answer questions 22 and 23 given:
Landing weight with tankered fuel 50000kg

Landing weight without tankered fuel 45000kg
Cruise .74Mach Route distance 69 1ngm Flight time 105minutes
Overall wind component +22kt Cruise FL350
Departure fuel 15pIL 1 = $1.63
Assume US GAL
22. The fuel penalty is:
23. The break even price at LEMD is:

Answer questions 24 to 26 given:

MTOM 62800kg. Planned TOM 59000kg MLM 54900kg.
MZFM 5 1300kg. DOM 32000kg.
24. If the fuel uplifted was 15000kg and the planned fuel bum-off was 6250kg the Traffic Load
offered would be:
25. Using the planned take-off mass of 59OOOkg and the MLM, if 8000kg of fuel is uplifted and the
planned fuel remaining on landing at LEMD is 2980kg the maximum available traffic load is:
26. If the fuel uplifted and planned landing fuel are 8000kg and 3200kg, to carry the maximum
traffic load the take-off and landing masses would be:

Answer questions 27 to 30 using the Simplified Flight Planning Figures 4.3 and 3.3 , plus
Figure 4.4, and the following:
Route distance 690ngm, wind component 20kt tailwind; cruise at .74Mach at FL350, ISA -5 "C.
Planned landing weight at destination 54000kg.

Fuel allowances:
Contingency 5%; 20min Taxi; 1Omin APU; Wing and Engine anti-ice 1hr.
30 minute straight and level hold at destination at 1500' above aal 2000' at a mean weight of
54000kg; QNH 1030mb.
Diversion distance 2 1Ongm and 0 wind component.
Planned landing weight at alternate 52000kg.
27. From the relevant graph the fuel required and trip time are:
28. The alternate fuel and time to the alternate are:
29. The holding fuel required is:

30. The planned total ramp he1 for this trip is:
a) 80 1Okg.
b) 7740kg.
4 7685kg.
d) 7922kg.
ANSWERS

EXERCISE 3. (This exercise contains questions on CPIETP and PNWPSR and North Atlantic
charts).
1. Using the following information complete the Flight Plan, page 21:
LRC from SHANNON (EINN) N52 42 WOO8 55, elevation 47ft, to LAJES (LPLA) N38 45
W027 05, elevation 180ft.
Alternate airfield is SANTA MARIA (LPAZ).
Brake Release Weight 62800kg. Landing Weight 54000kg.
Diversion landing Weight 535OOkg.
Final Reserve 30min racetrack holding at 4000ft aal at LPLA; QNH 1036mb; mean weight
53400kg.
Plan for the air-conditioning at high flow and a turbulence penetration descent.
Aircraft airborne at 09332.
Reference Figs. 4.5.1,4.5.3,4.5.4,4.4 and 4.3. 6. Answer at page 17-29.
2. Given:
All-engine TAS 447kt; wind component HOME +40kt; wind component ON -30kt. The
appropriate information on lines 213 of the Flight Plan to calculate ETA.
The distance to, and ETA at, the All-engine CP between EINN and LPLA are:
a) 605nm; 1107.52.
b) 5 18nm; 10542.
c1 605nm; 11022
d) 510nm;1051Z
3. Using the JEPPESEN NORTH ATLANTIC P ING CHART (:IINCH = 200N M), its
Equal Time Point Graph and the wind components from Question 2, the re-calculated and
checked position of the CP between EINN and LPLA is.
a) 1169nm from LPLA.
b) 520nm from EINN.
c) 607nm from E m .
d) 620nm from EINN

INT
Temp
Devn I I
Track
OT
TAS
4. Given:
All-engine TAS 447kt; engine-failure TAS 380kt; wind component HOME +40kt and wind
component ON -30kt. The appropriate information on lines 213 of the Flight Plan to calculate
ETA.
The distance to, and ETA at, the Engine-failure CP between EINN and LPLA are:
5. Given:
Cruise fuel consumption and groundspeed OUT to the PNR from EINN 2630kglhr and 403kt.
Cruise fuel consumption and groundspeed HOME from the PNR to EINN 2490kglhr and 487kt.
Fuel available at TOC of 642Okg. The appropriate information on lines 213 of the Flight Plan
to calculate ETA.
The distance to, and ETA at, the PNR between TOC and LPLA are:
6. Given a Safe Endurance at TOC of 2hr 30min and the groundspeeds in Question 5, the re-
calculated distance to, and ETA at, the PNR are:
(Use the appropriate information on lines 213 of the Flight Plan to calculate ETA).

7. With reference the NORTH ATLANTIC PLOTTING CHART (1 INCH = 120NM).
The rnean Great Circle track between SHANNON and LAJES is:
a) 224"(T).
b) 221(T).
c) 230(M).
d) 215"(T).
8. The distance Shannon to Lajes is:
a) 2093km.
b) 11lOnm.
C) 113Okm.
d) 1030nm.
9. The mean magnetic variation Shannon to Lajes is:
10. With reference to the Flight Plan Exercise 3. At N45 W20 the Optimum Cruise pressure
altitude at .74Mach or LRC is:

11. Reference the Flight Plan Exercise 3. At FL3 10 at a cruise weight of 58600 the aircraft has
56 1ngm to run to TOD. Assuming that the temperature is ISA +10" C throughout, which of the
following statements is correct ? (Ignore any fuel bum that may result in transition between
flight levels). See page 17-29 for Flight Plan.
The aircraft will bum less fuel if it cruises at FL330, wind component -35kt.
The aircraft will bum less he1 if it cruises at FL330, forecast wind component -25kt.
A change to a .78Mach cruise at FL3 10 will result in better fuel consumption.
The aircraft will bum the same amount of fuel at FL3 10 and FL330, wind component
-35kt.
11.1, 11.2 and 11.3.
11.2 and 11.4.
11.3.
11.2 only.
12. Given:
Mach .78 cruise at FL290, Gross Weights at reporting points A and B of 505OOkg and 47600kg;
ISA +15"C.
The nautical air mile distance and TAS are:
a) 496nad462kt.
b) 5 12nad477kt.
c) 484nad477kt.
d) 496nad477kt.
13. Given:
MTOM 62800kg MLM 54900kg MZFM 5 1300kg DOM 34500kg
Fuel in tanks 11300kg Fuel on landing 3000kg
The maximum Traffic Load is:
a) 16800kg. b) 17000kg.
c) 17400kg. d) 13800kg.

14. Given:
MTOM 62800kg MLM 54900kg MZFM 5 1300kg DOM 34500kg
Fuel burn 7500kg Traffic Load 14000kg
The maximum fuel uplift is:
Refer to the Flight Plan Exercise 3 and the following fuel figures and answer questions 15
and 16:
Fuel logged at take-off 11000kg.
10min before PNR, calculated fuel consumed to N45 W20 5350kg.
15. Assuming that the remainder of the trip from N45 W20 to the destination, and alternate if
required, is in accordance with the Flight Plan, the fuel amounts remaining at, and required from,
N45 W20 are:
16. What is the expected fuel remaining, and the minimum fuel required, at the destination?

17. Given:
Pressure Altitude 14000ft Low Level Cruise Temperature ISA - 15 "C
Wind Component -50kt Gross Weights at A and B 53700kg and 49900kg
Reference Fig. 4.5
The fuel consumption is:
18. Given:
800ngm Wind Component 50kt head Pressure Altitude 28000ft
Landing Weight 50000kg Temperature ISA +20 "C Fig. 4.6.1
The he1 required and trip time are
b) 10200kg; 3hr.
Answer questions 19 to 21 Given:

Distance to diversion airfield from CP 600nm Wind component -50kt
Weight at CP 55000kg ISA +lOC Icing conditions exist
Reference Figures 4.7
19. In the event of a One-engine In-operative Emergency descent to lOOOOft the critical fuel
required is:

FLIGHT PLANNING AND IVlONlTORlNG APPENDIX 4
20. In the event of an All-engine Emergency descent to 10000ft the critical fuel required is:
21. If an aircraft diverts with one-engine inoperative at a pressure altitude of 22000ft the fuel
required and diversion time are:
22. Reference Fig. 4.7.2.

The maximum diversion distance for an aircraft with an approved time of 138min at
.74M/290KIAS
and a weight of 475OOkg is:
23. Given:
Trip distance 1200nam FL350 Landing Weight 45000kg LRC
Reference Fig. 4.8.1
The surplus Fuel Burn is:

24. If the fuel price at the departure airfield is 105cents per gallon and the surplus bum-off is 11.2%,
the break-even price at the destination is:
C) 121cents
25. The fuel prices at destination and departure airfields are 11Ocents and 100cents. If the extra fuel
uplifted was 3500kg then the surplus bum-off is:

Question 11
INTEGRATED FLIGHT PLAN
L SECTOR
J 1 ~ ~
ANSWERS
- INTEGRATED FLIGHT PLAN - EXERCISE 3 ANSWER
1
LINE FL Devn
-
Track
OT
TAS
Wind GS
~ o m pkt
Gross
NGM EET NAM Start
WT
Cruise
Value
Minus
NAM
FUEL /py*
GONE
1 EINN TOC +lo0

TOC N49 W15 310 +lo0
N49 N45 W20 310 +lo0
N45 TOD 310 +lo0
TOD 1 LPLA 1 1 +lo0
177 54830 Yo
54 793 TOTAL
z
LPLA LPAZ
Air Con.
TaxiIAPU
Ramp

CHAPTER EIGHTEEN APPENDIX FIVE -
Contents
Page
JAR-OPS 1 SUBPART D - EXTRACTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 - 1

SECTION 1 JAR-OPS 1 Subpart D
SUBPART D - OPERATIONAL PROCEDURES
(AMC means ACCEPTABLE MEANS OF COMPLIANCE.IEM means INTERPRETIVE AND

EXPLANATORY MATERIAL)
JAR - OPS 1.220 Authorisation of Aerodromes by the Operator (See IEM OPS 1.220)
An operator shall only authorise use of aerodromes that are adequate for the type (s) of aeroplane
and operation (s) concerned.
JAR-OPS 1.225 Aerodrome Operating Minima
a) An operator shall specify aerodrome operating minima, established in

accordance with JAR-OPS 1.430 for each departure, destination or alternate
aerodrome authorised to be used in accordance with JAR-OPS 1.220.
b) Any increment imposed by the Authority must be added to the minima specified
in accordance with sub-paragraph a) above.
c) The minima for a specific type of approach and landing procedure are
considered applicable if:
1. The ground equipment shown on the respective chart required for the
intended procedure is operative;
2. The aeroplane systems required for the type of approach are operative;
3. The required aeroplane performance criteria are met; and
4. The crew is qualified accordingly.
JAR -0PS 1.230 Instrument departure and approach procedures.
a) An operator shall ensure that instrument departure and approach procedures

established by the State in which the aerodrome is located is used.
b) Notwithstanding sub-paragraph a) above, a commander may accept an ATC

clearance to deviate from a published departure or arrival route, provided
obstacle clearance criteria are observed and full account is taken of the
operating conditions. The final approach must be flown visually or in
accordance with the established instrument procedure.
c) Different procedures to those required to be used in accordance with sub-

paragraph a) above may only be implemented by an operator provided they have
been approved by the State in which the aerodrome is located, if required, and
accepted by the Authority.

JAR-OPS 1.240 Routes and areas of operation.
a) An operator shall ensure that operations are only conducted along such routes
or within such areas, for which:
1. Ground facilities and services, including meteorological services, are

provided which are adequate for the planned operation;
2. The performance of the aeroplane intended to be used is adequate to

comply with minimum flight altitude requirements;
3. The equipment of the aeroplane intended to be used meets the

minimum requirements for the planned operation;
4. Appropriate maps and charts are available (JAR-OPS 1.245.
5. If two-engined aeroplanes are used, adequate aerodromes are available

within the timeldistance limitations of JAR-OPS 1.245.
6. If single-engined aeroplanes are used, surfaces are available which

permit a safe forced landing to be executed.
b) An operator shall ensure that operations are conducted in accordance with any
restriction on the routes or areas of operation, imposed by the Authority.
JAR-OPS 1.243 Operations in areas with specific navigation performance requirements

(See IEM OPS 1.243)
An operator shall not operate an aeroplane in defined areas, or a defined portion of specified
airspace, based on Regional Air Navigation Agreements where minium navigation performance
specifications are prescribed unless approved to do so by the Authority (MNPSIRNPIRNAV
Approval). (See also JAR-OPS 13 6 5 (c)(2) and JAR-OPS 1370.)
JAR-OPS 1.245 Maximum distance from an adequate aerodrome for two-engined

aeroplanes without an ETOPS Approval.
,
a) Unless specifically approved by the Authority in accordance with JAR-OPS
1.246 a) (ETOPS Approval), an operator shall not operate a two-engined
aeroplane over a route which contains a point further from an adequate
aerodrome than, in the case of:
1. Performance Class A aeroplanes with either:

i A maximum approved passenger seating configuration of 20 or
more; or
11 A maximum take-off mass of 45360kg or more

The distance flown in 60 minutes at the one-engine-inoperative cruise speed

determined in accordance with sub-paragraph b) below.
2. Resewed
3. Performance Class B or C aeroplanes:
i The distance flown in 120 minutes at the one-engine-

inoperative cruise speed determined in accordance with
subparagraph (b) below; or
11 300 nautical miles, whichever is less. (See IEM OPS 1.245 a))
b) An operator shall determine a speed for the calculation of the maximum

distance to an adequate aerodrome for each two-engined aeroplane type or
variant operated, not exceeding V,, based upon the true airspeed that the
aeroplane can maintain with one-engine-inoperative under the following
conditions:
1. International Standard Atmosphere (ISA);
2. Level flight;
i For turbojet aeroplanes at:

a) FL 170; or
b) At the maximum flight level to which the aeroplane,
with one engine inoperative ,can climb, and maintain,
using the gross rate of climb specified in the AFM,
whichever is less.
11 For propeller driven aeroplanes at:

a) FL 80; or
b) At the maximum flight level to which the aeroplane,
with one engine inoperative, can climb, and maintain,
using the gross rate of climb specified in the AFM,
whichever is less.
3. Maximum continuous thrust or power on the remaining operating

engine;
4. An aeroplane mass not less than that resulting from:
i Take-off at sea-level at maximum take-off mass; and

11 All engines climb to the optimum long range cruise altitude; and
...
111 All engines cruise at the long range cruise speed at this altitude,
Until the time elapsed since take-off is equal to the applicable threshold
prescribed in subparagraph a) above; and
Note: The speeds and altitudes (flight levels) specified above are only intended
to be used for establishing the maximum distance from an adequate aerodrome.
JAR-OPS 1.246 Extended range operations with two-engined (ETOPS)
a) An operator shall not conduct operations beyond the threshold distance determined in
accordance with JAR-OPS 1.245 unless approved to do so by the Authority (ETOPS
approval) (See AMC 20.xxx (Text for this AMC will be an appropriately modified
version of the published JAA Information Leaflet 20).)
b) Prior to conducting an ETOPS flight, an operator shall ensure that a suitable ETOPS en-
route alternate is available, within either the approved diversion time or a diversion time
based on the MEL generated serviceability status of the aeroplane, whichever is shorter.
(See also JAR-OPS 1.297 (d).)
(MEL = Minimum Equipment List)
JAR-OPS 1.250 Establishment of minimum flight altitudes

(See IEM OPS 1.250)
a) An operator shall establish minimum flight altitudes and the methods to determine those
altitudes for all route segments to be flow which provide the required terrain clearance
taking into account the requirements of Sub-parts F to I.
b) Every method for establishing minimum flight altitudes must be approved by the
Authority.
c) Where minimum flight altitudes established by the States overflown are higher than
those established by the operator, the higher values shall apply.
d) An operator shall take into account the following factors when establishing minimum
flight altitudes:
1. The accuracy with which the position of the aeroplane can be determined;
2. The probable inaccuracies in the indications of the altimeters used;
3. The characteristics of the terrain (e.g. sudden changes in the elevation) along
the routes or in the areas where operations are to ne conducted.

4. The probability of encountering unfavourable meteorological conditions (e.g.

severe turbulence and descending air currents); and
5. Possible inaccuracies in aeronautical charts.
e) Fulfilling the requirements prescribed in sub-paragraph d) above due consideration shall

be given to:
1. Corrections for temperature and pressure variations from standard values;

2. The ATC requirements; and
3. Any foreseeable contingencies along the planned route.
JAR-OPS 1.255 Fuel policy

(See AMC OPS 1.255)
a) An operator must establish a fuel policy for the purpose of flight planning and in-flight
re-planning to ensure that every flight carries sufficient fuel for the planned operation
and reserves to cover deviations from the planned operation.
b) An operator shall ensure that the planning of flights is based upon:
1. Procedures and data contained in or derived from the Operations Manual or

current aeroplane specific data; and
1 Realistic aeroplane fuel consumption data;

11 Anticipated masses;
...
111 Expected meteorological conditions; and
iv Air Traffic Services procedures and restrictions.
c) An operator shall ensure that the pre-flight calculation of useable fuel required for a
flight includes:
1. Taxy fuel;
2. Trip fuel;
3. Reserve fuel consisting of:
i Contingency fuel (see IEM OPS 1.255 (c) (3) i));

11 Alternate fuel, if a destination alternate is required.(This does not
preclude selection of the departure aerodrome as the destination
alternate);
...
111 Final reserve fuel; and
iv Additional fuel, if required by the type of operation (e.g. ETOPS); and

4. Extra fuel if required by the commander.
d) An operator shall ensure that in-flight re-planning procedures for calculating usable fuel
required when a flight has to proceed along a route or to a destination other than
originally planned includes:
1. Trip fuel for the remainder of the flight;
2. Reserve fuel consisting of:
i Contingency fuel;
11 Alternate fbel, if a destination alternate is required. (This does not
preclude selection of the departure aerodrome as the destination
alternate);
. ..
111 Final reserve fuel; and
iv Additional fuel, if required by the type of operation ( e g ETOPS); and
3. Extra fuel if required by the commander.
JAR-OPS 1.290 Flight Preparation
a) An operator shall ensure that an operational flight plan is completed for each intended
flight each intended flight.
b) The commander shall not commence flight unless he is satisfied that:
1) The aeroplane is airworthy;
2) The aeroplane is not operated contrary to the provisions of the Configuration

Deviation List (CDL);
3) The instruments and equipment required for the flight to be conducted, in

accordance with Sub-parts K and L, are available;
4) The instruments and equipment are in operable condition except as provided in

the MEL;
t
5) Those parts of the operations manual which are required for the conduct of the
flight are available;
6) The documents, additional information and forms required to be available by

JAR-OPS 1.135 are on board;
7) Current maps, charts and associated documentation or equivalent data are

available to cover the intended operation of the aeroplane including any
diversion which may reasonably be expected;

Ground facilities and services required for the planned flight are available and
adequate;
The provisions specified in the operations manual in respect of fuel, oil and
oxygen requirements, minimum safe altitudes, aerodrome operating minima and
available of alternate aerodromes, where required, can be complied with for the
planned flight;
The load is properly distributed and safely secured;
The mass of the aeroplane, at the commencement of take-off roll, will be such
that the flight can be conducted in compliance with Sub-parts F to I as
applicable; and
Any operational limitation in addition to those covered bu sub-paragraphs 9)

and 11) above can be complied with.
JAR-OPS 1.295 Selection of aerodromes
a) An operator shall establish procedures for the selection of destination and/or alternate
aerodromes in accordance with JAR-OPS 1.220 when planning a flight.
An operator must select and specify in the operational flight plan a take-off alternate if
it would not be possible to return to the aerodrome of departure for meteorological or
performance reasons. The take-off alternate shall be located within:
1. For two-engined aeroplanes, either:
i One hour flight time at a one-engine-inoperative cruising speed

according to the AFM in still air standard conditions based on the
actual take-off mass; or
Two hours or the approved ETOPS diversion time, whichever is less,

at the one-engine inoperative cruising speed according to the AFM in
still air standard conditions for aeroplanes and crews authorised for
ETOPS; or ,
2. Two hours flight time at a one engine-inoperative cruising speed according to

the AFM in still air standard conditions based on the actual take-off mass for
three and four engined aeroplanes; and
3. If the AFM does not contain a one-engine-inoperative cruising speed, the speed
to be used for calculation must be that which is achieved with the remaining
engine(s) set at a maximum continuous power.

c) An operator must select at least one destination alternate for each IFR flight unless:
1. Both:
i The duration of the planned flight from take-off to landing does not
exceed 6 hours; and
11 Two separate runways are available at the destination and the
meteorological conditions prevailing are such that, for the period from
one hour before until one hour after the expected time of arrival at
destination, the approach from the relevant minimum sector altitude
and the landing can be can be made in VMC (see IEM OPS 1.295 c)
ii)); or
2. The destination is isolated and no adequate destination alternate exists.
d) An operator must select two destination alternates when:
1. The appropriate weather reports or forecasts for the destination, or any

combination thereof, indicate that during a period commencing 1 hour before
and ending 1 hour after the estimated time of arrival, the weather conditions
will be below the applicable planning minima; or
2. No meteorological information is available.
e) An operator shall specify any required alternate(s) in the operational flight plan.
JAR-OPS 1.297 Planning IFR flights
a) Planning minima for take-off alternates

An operator shall not select an aerodrome as a take-off alternate unless the appropriate
weather reports or forecasts or any combination thereof indicate that, during a period
commencing 1 hour before and ending 1 hour after the estimated time of arrival at the
aerodrome, the weather conditions will be at or above the applicable landing minima
specified in accordance with JAR-OPS 1.225. The ceiling must be taken into account
when the only approaches available are non-precision and/or circling approaches. Any
limitation related to one engine inoperative operations must be taken into account.
,
b) Planning minima for destination and destination alternate aerodromes. An operator
shall only select the destination aerodrome and/or destination alternate aerodrome(s)
when the appropriate weather reports or forecasts, or any combination thereof, indicate
that, during a period commencing 1 hour before and ending 1 hour after the estimated
time of arrival at the aerodrome, the weather conditions will be at or above the
applicable planning minima as follows:
a) Planning minima for a destination aerodrome:

1 RVRlvisibility specified in accordance with JAR-OPS 1.225; and
11 For a non-precision approach or a circling approach, the ceiling at or

above MDH; and
b) Planning minima for destination alternate aerodrome(s):
Table 1 Planning minima - En-route and destination alternates
Type of Planning Minima

approach
Cat I1 and I11 Cat 1 (Notel)
Non -precision
(Notes 1 & 2)
Non-precision Non-precision
(Notes 1 & 2) plus
I Circling I Circling I
Note 1 RVR
Note 2 The ceiling must be at or above the MDH.
a) Planning minima for an en-route alternate aerodrome. An operator shall not select an
aerodrome as an en-route alternate aerodrome unless the appropriate the appropriate
weather reports or forecast, or any combination thereof, indicate that, during a period
commencing 1 hour before and ending 1 hour after the expected time of arrival at the
aerodrome, the weather conditions will be at or above the planning minima in
accordance with Table 1 above. (See also AMC OPS 1.255, paragraph 1.3 a.ii.).
b) Planning minima-for an ETOPS en-route alternate. An operator shall not select an

aerodrome as an ETOPS en-route alternate aerodrome unless the appropriate weather
reports or forecasts, or any combination thereof, indicate that, during a period of 1 hour
after the expected time of arrival at the aerodrome, the weather conditions will be at or
above the planning minima prescribed in Table 2 below, and in accordance with the
operator's ETOPS approval.

Table 2 Planning minima - ETOPS
Type of Planning minima

approach
(RVWvisibility required &

ceiling if applicable)
Aerodrome with
at least 2
separate
approach at least 2 separate
procedures approach
based on2 procedures based on
separate aids 2 separate
serving 2 aids serving 1 runway
separate
runways (see
IEM OPS 1.295
( 4 (1) (iii))
at least 1 approach
procedure
based on 1 aid
serving 1 runway
Precision Precision Non-Precision
Approach Approach Approach
Cat I1 Cat I Minima Minima
(ILS, MLS)
Precision Non-precision Circling minima or, if
Approach Approach not available, non-
Cat I Minima precision approach
(ILS, MLS) minima plus
200ft/1000m
Circling Circling minima
Approach

JAR-OPS 1.300 Submission of ATS Flight Plan

(See AMC OPS 1.300)
An operator shall ensure that a flight is not commenced unless an ATS flight plan has been
submitted, or adequate information has been deposited in order to permit alerting services to be
activated if required.
JAR-OPS 1.340 Meteorological Conditions
a) On an IFR flight a commander shall not:
a) Commence take-off; nor

b) Continue beyond the point from which a revised flight plan applies in the event
of in-flight replanning,
unless information is available indicating that the expected weather conditions at the destination
andlor required alternate aerodrome(s) prescribed in JAR-OPS 1.295 are at or above the
applicable aerodrome operating minima prescribed in JAR-OPS 1.225.
b) On and IFR flight, commander shall not continue towards a planned destination
aerodrome unless the latest information available indicates that, at the expected time of
arrival, the weather conditions at the destination, or at least one destination alternate
aerodrome, are at or above the planning applicable aerodrome operating minima.
On a VFR flight a commander shall not commence take-off unless current

meteorological reports or a combination of current reports and forecasts indicate that the
meteorological conditions along the route to be flown under VFR will, at the appropriate
time, be such as to render compliance with these rules possible.
JAR-OPS 1.350 Fuel and oil supply
A commander shall not commence a flight unless he is satisfied that the aeroplane carries at least
the planned amount of fuel and oil to complete the flight safely, taking into account the expected
operating conditions.
JAR - OPS 1.355 Take-off conditions
Before commencing take-off, a commander must satisfy himself that, according to the
information available to him, the weather at the aerodrome and the condition of the runway
intended to be used should not prevent a safe take-off and departure.
JAR -0PS 1.360 Application of take-off minima
Before commencing take-off, a commander must satisfy himself that the RVR or visibility in the
take-off direction of the aeroplane is equal to or better than the applicable minimum.

JAR-OPS 1.365 Minimum flight altitudes

(See IEM OPS 1.250)
The commander or the pilot to whom conduct of the flight has been delegated shall not fly below
specified minimum altitudes except when necessary for take-off and landing.
JAR-OPS 1.375 In-flight fuel management

(See appendix 1 to JAR-OPS 1.375)
a) An operator shall establish a procedure to ensure that in-flight fuel checks and
he1 management are carried out.
b) A commander shall ensure that the amount of useable fuel remaining in flight
is not less that the he1 required to proceed to an aerodrome where a safe
landing can be made, with final reserve fuel remaining.
c) The commander shall declare an emergency when the actual fuel on board is
less than final reserve h e l .
JAR-OPS 1.400 Approach and landing conditions

(See IEM OPS 1.400)
Before commencing an approach to land, the commander must satisfy himself that, according
to the information available to him, the weather at the aerodrome and the condition of the
runway intended to be used should not present a safe approach, landing or missed approach,
having regard to the performance information contained in the Operations Manual.
JAR-OPS 1.405 Commencement and continuation of approach
a) The commander or the pilot to whom conduct of the flight has been delegated may
commence an instrument approach regardless of the reported RVFUVisibility but the
approach shall not be continued beyond the outer marker, or equivalent position, if the
reported RVFUvisibility is less than the applicable minima. (See IEM OPS 1.405 (a))
b) Where RVR is not available, RVR values may be derived by converting the reported
visibility in accordance with Appendix 1 to JAR-OPS 1,430, sub-paragraph (h).
c) If, after passing the outer marker or equiyalent position in accordance with a) above, the
reported RVWvisibility falls below the .......
Appendix 1 to JAR-OPS 1.375

In-flight management
a) In-flight fuel checks
1. A commander must ensure that fuel checks are carried out in flight at regular
intervals. The remaining fuel must be recorded an evaluated to:

i Compare actual consumption with planned consumption;

11 Check that the remaining fuel is sufficient to complete the fligh; and
iii Determine the expected fuel remaining on arrival at the destination.
2. The relevant fuel data must be recorded.
In-Jight fuel management. If, as a result of an in-flight fuel check, the expected fuel
remaining on arrival at the destination is less than the required alternate fuel plus final
reserve fuel, the commander must take into account the traffic and the operational
conditions prevailing at the destination aerodrome, along the diversion route to an
alternate aerodrome and at the destination alternate aerodrome, when deciding to
proceed to the destination aerodrome or to divert, so as to land with not less that final
reserve fuel.
If, as a result of an in-flight fuel check on a flight to an isolated destination aerodrome,

planned in accordance with AMC OPS 1.255 paragraph 3, the expected fuel remaining
at the point of last possible diversion is less than the sum of:
1. Fuel to divert to an en-route alternate aerodrome selected in accordance with

JAR-OPS 1.297 (c);
2. Contingency fuel; and
3. Final reserve fuel, the commander must either:
i Divert; or
11 Proceed to the destination, provided that two separate runways are
available at the destination and the expected weather conditions at the
destination comply with those specified for planning in JAR-OPS 1.297
(b) (1)-
IEM OPS 1.220

Authorisation of aerodromes
See JAR-OPS 1.220
1. When defining aerodromes for the type of aeroplane9s) and operation(s) concerned, an
operator should take account of the following:
1.1. An adequate aerodrome is an aerodrome which the operator considers to be satisfactory,

taking account of the applicable performance requirements and runway characteristics.
In addition, it should be anticipated that, at the expected time of use, the aerodrome
will be available and equipped with necessary ancillary services, such as ATS, sufficient
lighting, communications, weather reporting, navaids and emergency services.
a. For an ETOPS en-route alternate aerodrome, the following additional points

should be considered:

i The availability of an ATC facility; and

11 The availability of at least one letdown (ground radar would also
qualify) for an instrument approach.
IEM OPS 1.243

Operations in areas with specific navigation performance requirements
See JAR-OPS 1.243
1. The requirements and procedures relating to areas in which minimum navigation

performance specifications are prescribed, based on Regional Air Navigation
Agreements, are covered (as indicated for the type if navigation performance
specification) in the following documentation.
a. MNPS - ICAO DOC 7030

b. RNP information and associated procedures - ICAO DOC 9613
c. EUROCONTROL Standards on Area Navigation to comply with RNPIRNAV
d. JAA RTGL No 2 - Advisory material for the airworthiness approval of
navigation systems for use in European Airspace designated for Basic RNAV
operations.
2. The following explanatory material has been developed to explain the subject of
Required Navigation Performance (RNP) more fully:
a. Objective of RNP. The RNP concept will replace the conventional method of
ensuring required navigation performance by requiring the carriage of specific
navigation equipments by worldwide, uniform standards of navigation
performance for defined airspace and/or flight procedures. It is therefore up to
an operator to decide which system(s) he will use to meet the requirements.
However, the operator must ensure that the system(s) used is certificated for
operations in the airspace concerned.
b. Navigational accuracy. RNP defined as a statement of the navigational

accuracy required for the operation within a defined area of airspace.
Navigational accuracy is based on a combination of navigation signal error,
airborne sensor error, display error and flight technical error in the horizontal
plane. The level of accuracy is, expressed as a single parameter and it defines
the distance from aeroplane's intended position within which the aircraft must
be maintained for at least 95% of the total flying time. As an example, RNP 4
means that all aircraft must remain within 4nm of their intended positions for
at least 95% of the total flying time.
c. RNP Types for En-Route Operations. In order to consider the requirements for
navigation performance for various areas of airspace and/or routes, RNP types
have been defined for worldwide, uniform application in en-route operations as
follows:

i) RNP 1 requires highly accurate position information and will be

associated with high-density continental traffic. Full exploitation of the
benefits of RNP 1 (in connection with area navigation (RNAV) will
require that a high percentage of aircraft achieve this level of
navigation performance.
ii) RNP 4 will normally be applied in continental areas in which the route
structure is presently based on VORIDME.
iii) RNP 12.6 equates to the navigational performance required for the
North Atlantic Region.
iv) RNP 20 describes the minimum capability considered acceptable for

airspace andlor routes with low traffic volume (i.e. other oceanic
regions).
v) RNP 'xxx' (e.g. RNP 2, RNP 5, RNP 10 etc.) Describes thge minimum
capability considered acceptable in accordance with procedures based
upon Regional Air Navigation Agreements.
IEM OPS 1.245 (a)

Maximum distance from an adequate aerodrome
for two-engined aeroplanes without ETOPS Approval
See JAR-OPS 1.245
IvlTOM > 60 minutes 1

Clasp-
-
Performance 45360kg or more
MAPSC
19 seats or less
and MTOM (Existing National
less than 45360kg
Performance
300 nautica miles
BorC
Notes:
I. Maximum Approved Passenger Seating Configuration

2. MTOM - Maximum Take- Off Mass

IEM OPS 1.250

Establishment of Minimum Plight Altitudes
See JAR-OPS 1.250
1. The following are examples of some of the methods available for calculating minimum
flight altitudes.
2. KSS Formula
2.1 Minimum obstacle clearance altitude (MOCA). MOCA is the sum of:
i) The maximum terrain or obstacle elevation whichever is highest; plus
ii) lOOOft for elevation up to and including 6000ft; or
iii) 2000ft for elevation exceeding 6000ft rounded up to the next 100ft.
2.1.1. The lowest MOCA to be indicated is 2000ft.
2.1.2. From a VOR station, tje corridor width is defined as a borderline starting 5nm either
side of the VOR, diverging 4" from centreline until a width of 20nm is reached at 70nm
out, thence parallelling the centreline until 140 nm out, thence diverging 4" until a
maximum width of 40 nm is reached at 280 nm out. Thereafter the width remains
constant (see figure I).
10 NM
I 20 NM 40 NM
(Maximum width)
Figure 1
2.1.3. From an NDB, similarly, the corridor width is defined as a borderline starting 5 nm
either side of the NDB diverging 7" until a width of 20 nm is reached 40 nm out, thence
parallelling the centreline until 80 nm out, thence again diverging 7" until a maximum
width of 60 nm is reached 245 nm out. Thereafter the width remains constant (see
figure 2).

2.1.4. MOCA does not cover any overlapping of the corridor.
(Maximum width)
Figure 2
Minimum off-route altitude (MORA). M ORA is calculated for an area bounded by

every or every second LATILONG square on the Route Facility Chart (RFC)/Terrninal
Approach Chart (TAC) and is based on a terrain clearance as follows:
i) Terrain with elevation up to 6000 ft (2000 m) - 2000 ft above the highest terrain
and obstructions.
ii) Terrain with elevation above 6000 ft (2000 m) - 2000 ft above the highest
terrain and obstructions.
Jeppesen Formula (see figure 3)
MORA is a minimum computed by Jeppesen from current ONC or WAC charts. Two
types of MORAs are charted which are :
i Route MORAs e.g. 9800a; and

11 Grid MORAs e.g. 98
Route MORA values are computed in the basis of an area extending 10 nm to either side
of route centreline and including a 10 nm radius beyond the radio fixheporting point or
mileage break defining the route segment.
M O M values clear all terrain and man-made obstacles by lOOOft in areas where the
highest terrain elevation or obstacles are up to 5000 ft.
A clearance of 2000 ft is provided above all terrain or obstacles which are 5001ft or
higher.

3.4. A grid MORA is an altitude computed by Jeppesen and the values are shown within
each Grid formed by charted lined of latitude and longitude. Figures are shown in
thousands and hundreds of feet (omitting the last two digits so as to avoid chart
congestion). Values followed by k are believed not to exceed the altitudes shown. The
same clearance criteria as explained criteria as explained in paragraph 3.3. above apply,
@ Oxford Aviation Services Limited

4. ATLAS Formula.
4.1. Minimum safe En-route Altitude (MEA). Calculation of the MEA is based on the
elevation of the highest point along the route segment concerned (extending from
navigational aid) within a distance on either side of track as specified below:
i) Segment length up to 100 nm - 10 nm (see Note 1 below).

ii) Segment length more than 100 nm - 10% of the segment length up to a
maximum of 60 nm See Note 2 below).
Note 1: This distance may be reduced to 5nm within TNAs where, due to the number and type
of available navigational aids, a high degree of navigational accuracy is warranted.
Note 2: In exceptional cases, where this calculation results in an operationally impracticable

value, an additional special MEA may be calculated based on a distance not less than 10 nm
either side of track. Such special MEA will be shown together with an indication of the actual
width of protected airspace.
4.2 The MEA is calculated by adding an increment to the elevation specified above as
appropriate:
Elevation of highest point Increment

Not above 5000ft 1500 ft
Above 5000ft but not above 10 000 ft 2000 ft
Above 10 000 ft 10% of elevation plus 1000 ft
Note: For the last route segment ending over the initial approach fix, a reduction to 1000 ft is
permissible within TMAs where, due to the number and type of available aids, a high degree of
navigational accuracy is warranted.
The resulting value is adjusted to the nearest 100 ft.
4.3 Minimum safe Grid Altitude (MGA) is based on the elevation of the highest point
within the respective grid area.
The MGA is calculated by adding an increment to the elevation specified above as

appropriate:

Not above 5000 ft 1500 ft
Above 5000 ft but not above 10 000 ft 2000 ft

Note: For the last route segment ending over the initial approach fix, a reduction to 1000 ft is
permissible within TMAs where, due to the number and type of available navigation aids, a high
degree of navigational accuracy is warranted.
4.3. Minimum safe Grid Altitude (MGA). Calculation of the MGA is based on the elevation
of the highest point within the respective grid area.
The MGA is calculated by adding an increment to the elevation specified above as
appropriate:

Not above 5000 ft 1500 ft
Above 5000 ft but not above 10 000 ft 2000 ft
AMC OPS 1.255

Fuel Policy
See JAR-OPS 1.255
An operator should base the company fuel policy, including calculation of the amount of fuel
to be carried, on the following planning criteria:
The amount o f
Taxy fuel, which should not be less than the amount, expected to be used prior to take-
off. Local conditions at the departure aerodrome and APU consumption should be taken
into account.
Trip fuel, which should include:
a) Fuel for take-off and climb from aerodrome elevation to initial cruising
levellaltitude, taking into account the expected departure routing;
b) Fuel from top of climb to top of descent, including any step climb/descent;
c) Fuel from top pf descent to the p ~ i nwhere
t the approach is initiated, taking into
account the expected arrival procedure; and
d) Fuel for approach and landing at the destination aerodrome.
Contingency fuel, which should be the higher of a) or b) below:
a) Either:
i) 5% of the planned trip fuel or, in the event of in-flight re-planning, 5%

of the trip fuel for the remainder of the flight; or

ii) Not less than 3% of the planned trip fuel or, in the event of in-flight
planning, 3% of the trip fuel for the remainder of the flight provided
that an en-route alternative is available. The en-route alternate should
be located within a circle having a radius equal to 20% of the total
flight plan distance, the centre of which lies on the planned route at a
distance from the destination of 25% of the total flight plan distance,
or at 20% of the total flight plan distance plus 50 nm, whichever is
greater (See example in Appendix 1 to AMC OPS 1.255); or
iii) An amount of fuel sufficient for 20 minutes flying time based upon the
planned trip fuel consumption provided that the operator has
established a fuel consumption monitoring programme for individual
aeroplanes and uses valid data determined by means of such a
programme for fuel calculation; or
iv) An amount of fuel not less than that which would be required to fly for
15 minutes at holding speed at 1500 ft (450 m) above the destination
aerodrome in standard conditions, when an operator has established a
programme, approved by the Authority, to monitor the fuel
consumption on each individual routelaeroplane combination and uses
this Data for a for a statistical analysis to calculate contingency fuel for
that routelaeroplane combination; or
b) An amount to fly for 5 minutes at holding speed at 1500 ft (450 m ) above the
destination aerodrome in Standard Conditions.
1.4. Alternate fuel, which should be sufficient for :
a) A missed approach from the applicable MDAIDH at the destination aerodrome

to missed approach altitude, taking into account the complete missed approach
procedure;
b) A climb from missed approach altitude to cruising levellaltitude;
c) The cruise from top of climb to top of descent;

4
d) Descent from top of descent to the point where the approach is initiated, taking
into account the expected arrival procedure; and
e) Executing an approach and landing at the destination alternate aerodrome

selected in accordance with JAR-OPS 1.295.
f 1 If, in accordance with JAR-OPS 1.295 d), two destination alternates are
required, alternate fuel should be sufficient to proceed to the alternate which
requires the greater amount of alternate fuel.

Final reserve fuel, which should be:
a) For aeroplanes with reciprocating engines, fuel to fly for 45 minutes; or

b) For aeroplanes with turbine power units, fuel to fly for 30 minutes at holding
speed at 1500 ft (450 m ) above aerodrome elevation in standard conditions,
calculated with the estimated mass on arrival at the alternate or the destination,
when no alternate is required.
With the exception of Concord operations, the minimum additional fuel which should
permit:
a) Holding for 15 minutes at 1500 ft (450 m) above aerodrome elevation in

standard conditions, when a flight is operated under IFR without a destination
alternate, in accordance with JAR-OPS 1.295; and
b) Following the possible failure of a power unit or loss of pressurisation, based

on the assumption that such a failure occurs at the most critical point along the
route, the aeroplane to:
i) Descend as necessary and proceed to an adequate aerodrome, and

ii) Hold there for 15 minutes at 1500 ft (450 m) above aerodrome
elevation in standard conditions; and
iii) Make an approach and landing,
except that additional fuel only is required, if the minimum amount of fuel calculated
in accordance with sub-paragraphs 1.2 to 1.5 above is not sufficient for such an event.
Extra fuel ,which should be at the discretion of the commander.
Decision Point Procedure. If an operator's fuel policy includes planning to a destination

aerodrome via a point along the route, the amount of fuel should be the greater of 2.1
or 2.2 below:
The sum of:
a) Taxy fuel;
b) Trip fuel to the destination aerodrome, via the decision point;
c) Contingency fuel equal to not less than 5% of the estimated fuel consumption
from the decision point to the destination aerodrome;
d) Alternate fuel, if a destination alternate is required;
e) Final reserve fuel;

f Additional fuel; and
g) Extra fuel if required by the commander; or
The sum of:
a) Taxy fuel;
b) The estimated fuel consumption from the departure aerodrome to a suitable en-
route alternate, via the decision point;
c) Contingency fuel equal to not less than 3% of the estimated fuel consumption
from the departure aerodrome to the en-route alternate;
d) Final reserve fuel;
e) Additional fuel; and
f Extra fuel if required by the commander.
Isolated aerodrome procedure. If an operator's fuel policy includes planning to an

isolated aerodrome for which a decision alternate does not exist, the amount of fuel at
departure should include:
Taxy fuel;
Trip fuel;
Contingency Fuel calculated in accordance with sub-paragraph 1.3 above;
Additional Fuel if required, but not less than:
1. For aeroplanes with reciprocating engines, fuel to fly for 45 minutes plus 15%
of the flight time planned to be spent at cruising level, or two hours, whichever
is less; or
2. For aeroplanes with turbine engines, fuel to fly for two hours at normal cruise
consumption after arriving overhead the destination aerodrome,
Extra fuel if required by the commander.
Pre-determined point procedure. If an operator's fuel policy includes planning to a

destination alternate where the distance between the destination aerodrome and the
destination alternate is such that a flight can only be routed via a predetermined point
at one of these aerodromes, the amount of fuel should be the greater of (4.1) or (4.2)
below:

4.1. The sum of:
a) taxy fuel;
b) Trip fuel from the departure aerodrome to the destination aerodrome, via the
predetermined point;
c) Contingency Fuel calculated in accordance with sub-paragraph 1.3 above;
d) Additional Fuel if required, but not less than:
i) For aeroplanes with reciprocating engines, fuel to fly for 45 minutes

plus 15% of the flight time planned to be spent at cruising level or two
hours, whichever is less; or
ii) For aeroplanes with turbine engines, fuel to fly for two hours at normal
cruise consumption after arriving overhead the destination aerodrome,
Including Final Reserve Fuel; and
e) Extra Fuel if required by the commander; or
4.2 The sum of:
a) Taxy fuel
b) Trip he1 from the departure aerodrome to the alternate aerodrome, via the
predetermined point;
c) Contingency Fuel calculated in accordance with sub-paragraph 1.3 above;
d) Additional Fuel if required, but not less than:
i) For aeroplanes with reciprocating engines fuel to fly for 45 minutes; or
ii) For aeroplanes with turbine engines: fuel to fly for 30 minutes at
holding speed at 1500 ft (450m) above aerodrome elevation in standard
conditions;
Including Final Reserve Fuel; and
e) Extra Fuel if required by the commander.

IEM OPS 1.255 (c) (3) (i)

Contingency Fuel
See JAR-OPS 1.255 (c) (3) (i)
1. At the planning stage, not all factors which could have an influence on the fuel
consumption to the destination aerodrome can be foreseen. Therefore, contingency he1
is carried to compensate for items such as:
i) Deviations of an individual aeroplane from the expected fuel consumption data;
ii) Deviations from forecast meteorological conditions; and
iii) Deviations from planned routings andlor cruising levels/altitudes.
IEM OPS 1.295 (c) (1) (ii)

Separate runways
See JAR-OPS 1.295 (c) (1) (ii)
1. Runways on the same aerodrome are considered to be separate runways when:
1. They are separate landing surfaces which may overlay or cross such that if one of the
runways is blocked, it will not prevent the planned type of operations on the other
runway; and
ii. Each of the landing surfaces has a separate approach procedure based on a separate aid.

Appendix to AMC OPS 1.255

Fuel Policy: Location of a Fuel en-route alternate
See AMC OPS 1.255 (paragraph 1.3.a.ii)
4DESTINATION I
Cirles c:entred on planned route

at a disi:ance from the destination equal
to 25% of the total flight plan distance,
or 20% of the total flight plan distance
plus 50 NM, whichever is greater = 9 15
NM
Airways route, distance 3660

NM Circle, radius 732 NM,
centred on a point 9 15 NM
from the destination.
Shading indicates the

areas in which the en-
route alternate should be
Always check the latest relevant JAR-OPS regulation.

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JOINT AVIATION.

AIRLINE TRANSPORT -3 LICENCE

Cover picture by courtesy of the Boeing Company

Published by: Jeppesen GmbH, Frankfurt, Germany

Pilot Ground Training Department Sales and Service Department

Oxford, England. January 2002

Oxford, England. September 2002

Book Title JAR Ref. No. Subiect

1 010 Air Law

2 020 Aircraft General Knowledge 1 021 01 Airframes & Systems

021 01 01/04 Fuselage, Wings & Stabilising Surfaces

3 020 Aircraft General Knowledge 2 021 02 Electrics - Electronics

021 02 01 Direct Current

4 020 Aircraft General Knowledge 3 021 00 Powerplant

021 03 01 Piston Engines

5 020 Aircraft General Knowledge 4 22 Instrumentation

022 01 Flight lnstruments

6 030 Flight Performance & Planning 1 03 1 Mass & Balance

8 040 Human Performance &

10 060 Navigation 1 06 1 General Navigation

11 060 Navigation 2 062 Radio Navigation

12 070 Operational Procedures

13 080 Principles of Flight

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

The hundred disparate questions are allocated as follows:

a) 13 to cross-country flight plans.

10 to the Air Traffic Flight Plan.

26 to IFR (Airways) Flight Planning.

6 to Jet Aeroplane Flight Planning.

52 x 1 mark; 16 x 2 marks; 4 x 3 marks; 1 x 4 marks.

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1.3 SAMPLE QUESTIONS

Answer a) in each case.

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AIP GEN-LOCATION INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 3

AIP GEN-NOTAMS (Notices to Airmen) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 4

AIP GEN-AERODROME FLIGHT INFORMATION SERVICE (AFIS)

and AERODROME TRAFFIC INFORMATION SERVICE (ATIS) . . . . . . . . . . 2 - 5

AIP GEN-METEOROLOGICAL CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 7

AIP GEN-METEOROLOGICAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . 2 - 8

AIP ENR-NAVIGATION AIDS EN-ROUTE . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 11

AIP ENR-CODENAMES FOR SIGNIFICANT POINTS . . . . . . . . . . . . . . . . . . 2 - 12

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

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

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

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

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The JAR syllabus requires the extraction of information appertaining to Radio

The student will be required to extract details of:

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

c) radio navigation and approach aids.

d) Aerodrome Flight Information Service (AFIS), Automatic Terminal Information Service

The United Kingdom Air Information Publication is an example.

NOTAM. A notice distributed by means of telecommunications containing information

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A NOTAM is originated and issued promptly whenever information to be distributed is of a

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

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

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2.5 AIP GEN-LOCATION INDICATORS

Location Indicator I Location Indicator I Location Indicator

Aberdeen EGPD Culdrose EGDR Hucknall EGNA

Aberporth EGUC Cumbernauld EGPG Humberside EGNJ