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SID
- Standart instrument departures
- Climb gradient is given in feet per nautical mile
- Also climb gradient is based on ground speed therefor with tailwing even a greater
gradient has to be mainained
MEA
- minimum enrout altitude
- guarantees adequate navigation signal reception and obstruction clearance
- MEA 1000 ft below 5000ft
- MEA 2000 ft above 5001ft mountain area
- 5 nm left and right on the airway
MOCA (T)
- minimum obstruction clearance altitude
- identified at jeppesen with a T followed by the altitude
- the lowes hight enshuring obstuction clearance
- from a VOR starts 5nm either side diverging 4 till 70nm than paralleling
at 140nm diverging again with 4 till 280nm
- from a NDB starts 5nm either side diverging 7 till 40nm than paralleling
- and again diverging with 7 until 60nm
MORA (a)
- Minimum off rout altitude
- Clears all terrain and man made obtacles by 1000ft and 2000ft in mountain areas
- Grid mora is plotted in each grid
- Does not necessary guarantee navaid reception
MSA
- minimum safe altitude
- are shown on the approach charts
- guarantees obstacle clearance by 1000ft
- within 25 nm of the navigational facility
MAA
- maximum authorized altitude
- at higher altitudes may be possible to receive two or more navaids
MDA/H
- minimum descent altitude at non precision approach
MHA
- Minimum holding altitude
- Obstacle clearance by 1000 ft
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Fuel policy
Contingency fuel
- is a chance occurrence or unforseen event fuel to carry for
o individual aircraft from the expected fuel consumtion data
o from the forecast meteoroligical conditions
o from the planned routeing and or cruising levels
o if nothing mentioned 5% of trio fuel
o for a short flight at least 5 min @ holding speed
Planning of flights
- should be take care of
- expected fuel consumption from the POH
- conditions of flight under which it is conducted
o realistic fuel flow
o aircrafts anticipated weights
- expected meteorological conditions
- ATC procedures and restrictions
Pre Flight
- Taxy fuel ( included APU fuel)
- Trip fuel
o Incl. Take off climb curise descend and landing
- reserve fuel
o 5% of the planned trip fuel
o not less than 3% of planned trip fuel
- an amount of fly for 5 min at holding speed at 1500 ft above the destination in standart
condition
Alternate Fuel
- missed approach
o climb from MDA and climb to missed approach hight ( full missed procedure)
o climb from missed approach to curise level
o cruise from TOC to TOD
o from TOD to initiated approach ( full approach procedure)
o approach and landing
o if two alternates are nominated than the larger amount has to be used
Extra fuel
- if required by the commander
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o economical reasons, uncertain weather ( wind CBs)
Ex.:
(For this Question use Fuel Planning MRJT1)
Given : Distance C - D : 680NM
Long Range Cruise at FL340
Temperature Deviation from ISA : 0 C
Headwind component : 60 kt
Gross mass at C : 44 700 kg
The fuel required from C - D is :
Column headings are kg gross weight of the aeroplane. The question states that the gross mass at "C" is 44'700
kg. Read NAM for 44'700 kg in the line 44'000 kg and the column 700 and find 2150 NAM
The difference between the two weights is the fuel burned between C and D Fuel required = 44'700 - 41'000 =
3'700 kg
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GS, NGM
APU operations
- average consuption is 115kg/h (250lb/h)
AC consumption
- increase the fuel consumtpion by 1%
Anti Ice
- engine only increased by 70 kg/h
- engine and wings increased by 180kg/h
Tankering
- if on the destination airport the fuel price is much higher it has to be determined, if it is
cheaper to carry fuel or fill the tanks up later
- for fuel tankering to be economical the fuel price at the destination must be greater
than the break even fuel price
ETOPS Definition
- further than 1 hour of an airport
- starts first with further away from the threshold distance and ends with xrossing the
threshold line
- threshold distance is the distance travelled in still air 60 min by an aircraft at the
normal one engine inoperative cruise speed
MEL
- may the MEL has to be reworked for ETOPS multi engine ops
Communications
- shall not be dispatched on ETOPS unless communication facilities are aviable at the
normal one engine inoperative altitude
- non visual ground navigation aids are available and located so as to provide the nav
accuracy required
- approved approach nav aids are available at the alternates visual and non visual
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Re clearance flight plan fuel requirement
- the flight planning fuel for the nominated en route airfield is in accordance with the
mormal procedures
- the fuel from the re clearance point to the scheduled airfield comprisses
o trip fuel to scheduled destination, contingency fuel,alternate, final reserve,
additional, extra fuel at commanders discretion
Point Of Descend
Weather codes
- Intensity
o light
o + heavy
o moderate
o VC vicinity
- descriptor
o MI shallow
o BC patches
o BL blowing
o SH showers
o TS thunderstorm
o FZ freezing
o PR partial
- Precipitation
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o DZ drizzle
o RA rain
o SN snow
o IC ice
o PE ice pellets
o GR hail
o GS small hail
- Obscuration
o BR Mist
o FG fog
o FU Smoke
o VA volcanic ash
o DU widespread dust
o SA Sand
o HZ Haze
- Other
o PO Dust/Sand whirls (dust devils)
o SQ squall
o FC funnel cloud (tornado)
o SS sand storm
o DS duststorm
Clouds
- FEW 1-2 octas
- SCT 3-4 octas
- BKN 5-6 octas
- OVC 7-8 octas
Cloud abriviations
- CI cirrus
- CC cirrocumulus
- AC altocumulus
- AS altostratus
- NS nimbostratus
- SC stratocumulus
- ST stratus
- CU cumulus
- CB cumulunimbus ( hail, moderate or severe icing and or turbulence)
- LYR layer
CAVOK
- Visibility RVR Wheather and cloud groups are replaced by the word CAVOK if
o Visibility greater than 10km
o No clouds under 5000ft and no CB
o No significant weather phenomena at or near the vicinity of the field
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Low level significant charts
- deals with flights at and below FL 150
- indicates
o position of H and L
o pressure value in millibar
o direction and speed of movement of fronts
o freezing levels
PNR calculations
- E = Total endurance
- T = Time to PNR
- F = Time from PNR
- E-T = Time from the PNR = F
- O = Groundspeed to PNR
- H = Groundspeed from PNR
T= EH
O+H
D= F
CO + CH
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Formula
- D = Total Distance
- X = Distance to CP
- D-X = Distance to B
- H = Groundspeed to the CP
- O = Groundspeed from the CP
Critical point = DO
O+H
Airway wide
- UK and Europe 5 nm eighter side of the centerline
- USA 4nm eighter side of the centerline
Altitude indicator
- the altitude is indicated with
- MEA min enrout altitude
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- MOCA min obstacle clearance altutude 1300T
- MORA min off route altitude 1300a
Grid Navigation
- to get the true track the following has to be considered
- every threehundret nm from Greenwich there are thick blue lines as references
- when East of 0 than minus from 360
- ex. Position 40 E = 360-40 = 310 True heading
000 M 179
FL 290
FL 330
FL 370
FL 410
180 M 359 M
FL 310
FL 350
FL 390
FL 430
Route planning
- ICAO not allows to use Place names ( exept CH for VFR flights)
- Use instead Nav facilitys, latitude/longitude, bearing and distance from
VOR(SAM090035) Southampton VOR on the 090radial 35nm, airways,
- Only enter a change in route (point of turn)
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o I IFR
o Y first IFR
o Z first VFR
- Type of flight
o S Scheduled
o N non Scheduled
o G general Aviation
o M military
o X other
- Equipment
- Standart: VHF RTF, ADF, VOR, ILS
o C Loran C
o D DME
o F ADF
o G GNSS
o H HF RTF
o I inertial Naviagtion
o J Data link
o K MLS
o L ILS
o M omega
o O VOR
o R RNP
o T Tacan
o U UHF
o V VHF RTF
o X prescribed by ATC
o Z other
Surveillance equipment
- A Mode A
- C Mode C
- X Mode S without aircraft ID and pressure altitude
- P Mode S pressure altitude but no ID
- I Mode S ID but no pressure altitud
- S Mode S including ID and pressure altitude transmission
Cruising speed
- Insert the true air speed for the first or the whole of the cruising of the flight
- N knots N0100
- M mach no M082
- K kilometer K0180
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Cruising Level
- the initial level of the flight
- A when expresse in altitude A085
- F when expressed in flight level F085
- M altitude in hundrets of meter M0850
- VFR uncontrolled VFR flights
Weather charts
Low level significant weather charts
- charts F215 and F415 deals with FL below 150 F215 for british isles and the channel
F415 for the rest of Europe
- cloud amount is given in octas and hight in ft AMSL
Cloud octas
- 0 clear sky
- 1/8 to 2/8 few
- 3/8 to 4/8 sct
- 5/8 to 7/8 bkn
- 8/8 ovc
Wind velocities
speed change of 20 kt
or alt change of 3000ft or more
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o take off at RVR less than 400m but not less than 150m for Cat A B C and not
less than 200m for Cat D airplanes
No alternate is required
- the duration of the planned flight from take off to landing does not exeed 6hrs and
- two separate runways are available at the destination and the meteorological
conditions prevailing are such that the approach from the relevant minimum sector
altirude can be made in VMC
- the destination is isolated and no adequate destination alternates exists
Weather minima
- +- 1h forcast at ETA applicable minima or better
- if circling approach to be performed the circling minima has to be selected
- if no weather forcaste is available , it shall be considered as being below minima for
all planning purposes
- at an isolated field +- 2h of the planned ETA
Additional Fuel
- minimum which permits 15 min above 1500ft in standart cond. without an destination
alternate
Extra fuel
- fuel which should cover known conditions that may causes a delay
Block fuel
- total fuel on board before starting any engine or APU
Endurance
- time to destination + contingency fuel + time to destination alternate +final reserve
fuel + additional fuel + estra fuel
ILS categories
- Cat I 200ft DH 550m RVR
- Cat II 100ft DH 300m RVR
- Cat III a 100-50ft DH 200m RVR
- Cat III b DH 75m RVR
- Cat III c 0 ft DH 0m RVR
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