OMA 8 Flight planning Flashcards
What are and what is the relevance of the 3 airfield categories in the OMC rim?
CAT A,B and C
CAT A is just additional material in written form for help.
CAT B and CAT C will be listed in the nubrf as restricted.
They will have a requirement to have seen, for B airfields combinations of, written briefs and sometimes audio visual briefs.
In the case of CAT C airfields a visit or simulator experience of the field!
For briefing what weather information is required? Do you need upper wind charts?
Must have sig weather charts.
No you do not need upper wind charts.
How do you know if you can land at an airfield?
It will be included in the dispatch performance data.
What are the general planning principles before a flight?
Do I need a take off alternate?
Do I need a destination alternate?
Do I need an extra destination alternate?
Is an en-route alternate required?
Is the weather ok for the planned flight?
Are the required alternates politically and operationally acceptable?
Have I got enough fuel?
When do you need a take off alternate?
What is the maximum distance it can be from point of departure?
If not possible to return to aerodrome of departure due to performance or weather reasons at time of departure.
Normal minima apply, Engine failure limitations must be considered.
For 2 engined A/C within 60 mins flying time at 1 end cruise. 400nm’s
You should always have a destination alternate, however there are circumstances when you don’t necessarily have to have one?
In this case what do you replace diversion fuel with?
If the destination alternate is isolated.
Or/ The duration of flight, or, in-flight planned re-route is 6 hours or less, and 2 separate runways available and useable.
Met reports from 1 hour before- 1 hour after eta must show:
Ceiling of at least 2000 ft or circling + 500 ft (whichever greater)
And, ground visibility of at least 5km.
Replace diversion fuel with 15 mins holding fuel at 1500ft, use half of reserves figure.
What should you ensure if the weather at the destination for an hour each side of ETA is below minima, or if there is no weather information available?
Select 2 destination alternates.
What is the difference between a commercial and a fuel diversion, and how are they differentiated on the cirrus flight plan?
A fuel alternate is designated when diversion is unlikely. It probably lack ground handling facilities. It is shown as the first alternate on cirrus.
A commercial alternate would be planned if a diversion was likely. It is designated on the cirrus by a C and then in order of preference 1,2,3
What is the purpose of an en-route alternate?
What are the rules regarding 2 engine aircraft and proximity to aerodromes?
It is planned so that if there is a shortfall in fuel, a diversion could be initiated to uplift extra. There is some funky geometry as to where it should be located. Usually in the latter third of the route.
Additionally 2 engine aircraft, unless ETOPS, will never be planned outside of 60mins from an adequate aerodrome. (There is no formal requirement to check the weather at these for suitability but should have met briefing.
You are planned to fly to Istanbul ataturk, however you can’t get the weather for it for some reason. How may you get round this?
It is permissible to use weather reports from neighbouring airports. So you might use Sabia Gocke airport just down the road.
You have a forecast 1200 RVR 45 - 100 (at a CAT 3 airfield) BECMG 1300-1400 10k 010/38 G65
What are your thoughts about this forecast?
It is out of limits initially for a CAT 3 approach. To be able to take account of the improving weather you would have to wait till the end of the timings, (as it is a BECMG on its own). So the improvement would be applicable from 1400 and not before! You can disregard gusts within BECMG messages, but mean wind must be in limits.
This is true for any improvement in weather for any BECMG message unless it is BECMG AT.
Any deterioration is taken from the beginning of the time period, unless BECMG AT.
How do you handle forecasts of deterioration within the signals of TEMPO, TEMPO FM TL, PROB30/40?
And how is weather phenomena like thunderstorm or showers handled differently from persistent conditions, (haze mist fog)?
Transient conditions can be ignored as can mean wind and gusts exceeding limits!
Persistent conditions are applicable mean winds should be within required limits, gusts may be disregarded.
How do you handle forecasts of improvements within the signals of TEMPO, TEMPO FM TL, PROB30/40?
Eg. 1000 300m viz BR tempo Fm 1030 TL 1130 700m (at a CAT1 airfield)
Improvements under these signals should be disregarded.
Under this forecast you would need to plan for 2 destination alternates as the forecast is below cat 1 minima.
How would you deal with the following forecast?
1000 120/6 10km PROB TEMPO 1030-1130 200m
You MAY completely disregard deterioration under the banner prob tempo. You should disregard all improvements.
When checking minima for take off alternate or destination aerodromes, do you need to know the cloud ceiling?
Only if the only approached available are non precision or circling approaches. For precision approaches, you technically only need the correct RVR
