Flight Planning Flashcards
(100 cards)
1
Q
Island reserve
A
Additional fuel required for arrival at island or other isolated airfield
2
Q
Final reserve
- description
- amount
- mass to use
A
An amount of fuel that should always be left on the aircraft on landing
Turbine: 30 min holding @ 1,500ft
Piston: 45 min holding/economical fuel flow (could be cruise)
[Use mass at destination ALTERNATE, not destination]
3
Q
Block fuel
A
AKA ramp fuel: the total fuel loaded
- Taxy fuel
- Trip fuel
Reserve fuel
+ Contingency fuel
+ Alternate fuel
+ Final reserve fuel
+ Additional fuel (if required)
- Extra fuel (at discretion)
4
Q
Basic Empty Mass (BEM)
A
Airframe, oil, unusable fuel and necessary equipment for all roles of the aeroplane.
5
Q
Variable load (VL)
A
Weight of crew, their equipment and baggage, food etc.
6
Q
Dry operating mass (DOM)
A
Sum of BEM and VL
Total mass of aeroplane before useable fuel and traffic load
[Operating mass - OM, is DOM plus fuel, but no traffic load]
7
Q
Traffic Load
A
Payload plus non-revenue load
8
Q
Useful Load
A
Traffic Load + Fuel
9
Q
Zero-fuel mass (ZFM)
A
DOM + traffic load
10
Q
Ramp Mass
A
Mass at ramp, includes fuel, traffic load, everything!
= Operating Mass + Traffic Load
= Zero fuel mass + Total fuel
11
Q
Brake release weight
A
Maximum TAKEOFF weight (i.e. release brakes at start of takeoff run).
Includes all fuel EXCEPT TAXI!
12
Q
LSS formula
A
38.94 x sqrt(K)
13
Q
Conversion
- imperial gallons
- US gallons
- litres
A
1 imperial gallon =
1.2 US gallons =
4.54 litres
14
Q
Conversion
- kilograms
- lbs
A
1kg =
2.2lb
15
Q
Impact of specific gravity on fuel burn
A
Change in specific gravity affects the number of litres burned, but not the mass which needs to remain constant
16
Q
Minimum IFR Obstacle Clearance
A
At least 1000ft above any obstacle within 8km
High terrain: increase to 2000ft
17
Q
3 types of RNAV route
A
- Fixed RNAV routes (RNP-5 required)
- Contingency RNAV routes (RNP-5)
- Random navigation routes (Random RNAV) for aircraft own preferred route (between the established RNAV waypoints)
18
Q
Conditional routes
A
Cat 1: Permanently plannable (within times in the AIP)
Cat 2: Only at designated times (published daily)
Cat 3: Not to be planned on, only allocated by ATC
19
Q
Conditional Route Availability Message (CRAM)
A
Gives times at which cat 2 conditional routes are designated available.
Published at 1500 UTC to cover 24 hours from 0600 UTC the next day.
20
Q
ATS route identifier designation
- K, U, S
- F, G
A
5 or 6 characters
Optional prefix K - kopter, U - upper, S - supersonic.
Letter indicating type of route.
number from 1 to 999.
Last character sometimes not displayed, F - advisory on portion of route, G - only FIS on part of route
21
Q
Airway markings:
- First FL or number
- Number followed by “A”
- Number followed by “T”
- “MAA” then number
A
First number or FL is Minimum Enroute Altitude (MEA)
1500a: Minimum Off-route altitude (MORA)
4000t: Minimum Obstruction Clearance Altitude (MOCA)
MAA4000: MAXIMUM Authorised Altitude
22
Q
MOC(A) definition
A
Following clearance required based on “VARIATION IN TERRAIN ELEVATION”:
<= 3000ft: +1000ft
3000 - 5000ft: +1500ft
>= 5000ft: +2000ft
23
Q
MEA vs MOCA
A
MEA covers the whole width of airway, segment or route.
In many countries MEA ensures navaid signal coverage.
24
Q
Standard Instrument Departure (SID)
A
An IFR route linking an aerodrome or runway with a specified significant point, usually on an ATS route (where en-route segment begins).
25
Standard Instrument Arrival (STAR)
An IFR route linking a significant point (normally on an ATS route) with a point from which a published IAP can be commenced.
[In UK ends at a holding point from which ATC vector you to IAP or follow an Arrival Transition]
26
RNAV Transition
A PBN flight segment linking the STAR to the final approach segment.
27
RNAV SID/STAR
Design of an RNAV or RNP procedure that follows as close as possible the ground track of the conventional procedure, using waypoints.
These can then be followed by FMS, but may be issues with noise preferential routings as routing won't match the conventional procedure exactly.
28
Approach stages and points
En-route phase
- Arrival segment (usually STAR)
Initial Approach Fix (IAF)
- Initial approach segment
Intermediate Fix (IF) [within 30 deg of CL]
- Intermediate approach segment
Final Approach Fix/Point (FAF/FAP)
- Final approach segment
Missed Approach Point (MAPt)
- Missed approach segment
Specified point (NDB/radial & DME)
29
Non-precision vs precision approaches
Precision have minima below 250ft
Non-precision is 2D only.
Note: Use of DA (instead of MDA) in RNAV terminology doesn't imply precision approach.
30
ILS categories
Cat I: DH>200ft, RVR > 550m
CAT II: DH 100ft-200ft, RVR > 300m
CAT IIIA: DH <100ft, RVR > 200m
CAT IIIB: DH <50ft, RVR > 75m
CAT IIIC: No DH, No RVR
[Cat I can use barometric altimeter, Cat II and above need radio altimeter]
31
Type A & B approaches
Type A: >250ft DA
Type B: <250ft DA
32
Approach type diagram
33
Minimum satellites for RAIM
5
34
Fault Detection and Exclusion
Uses an extra satellite compared to RAIM (so 6 total) to perform predictive checks and exclude failed satellites.
35
RVSM
Reduced Vertical Separation Minima
Instead of going to 2000 gaps at FL290 (Easterly), maintain 1000 gaps to FL410 (Easterly).
2000ft gaps remain above FL410. Need criteria specific authorisation to enter this flight area.
36
Action if communication lost
- VMC
- IMC no radar
- IMC radar
- IMC no clearance
- IMC radar climb
VMC - Stay in VMC, land at nearest aerodrome and report to ATC.
IMC & no radar service - Maintain last cleared speed & level for 20 mins beyond failed reporting point, then follow flight plan.
IMC & radar service - Maintain cleared speed & level for 7 mins beyond failed reporting point (or 7600 setting time or time reaching last assigned level if later) then re-join flight plan.
IMC no clearance (inc. offset RNAV) - Proceed to flight plan before next significant point.
IMC radar climb - Climb to and maintain cleared level for 3 mins then continue with flight plan.
37
When is a flight plan required
- Crossing international borders
- Any portion to be provided with ATC
- IFR within advisory airspace
- Flight includes designated route or area where ATS require a flight plan to:
+ provide FIS & alerting service; or
+ coordinate with military or neighbouring states to prevent interception
38
Flight plan "departure time"
Estimated Off-Block Time (EOBT)
[i.e. pushback from gate]
39
Flight Plan time submission rules
If before the flight, at least 60 minutes before departure time (EOBT).
If in flight, at least 10 mins before point of entry to control/advisory area or point of crossing airway/advisory route
40
Air Traffic Flow Management special flight plan rules
Needs to be submitted at least 3 hours in advance.
41
Flight plan amendment/re-submission rules due to delay
Delay of 30 minutes for controlled flight.
Delay of 60 minutes for uncontrolled flight.
42
Requirement before taking off relating to flight plans
If flight requires control need clearance before taking off.
If only advisory service required, only need acknowledgement of receipt.
43
Reporting of inadvertent changes to flight plan
For CONTROLLED flight:
- If aircraft is off-track, regain track
- If mach/TAS varies by 0.02 MN or 10kt TAS, advise ATS
- If ETA changes by 2 mins or more, advise ATS
44
Request to flight plan changes in flight
Give aircraft identification, cruising speed, level and updated time estimates along with the requested change (e.g. flight level, route, destination AD).
To go to VFR from IFR state "CANCELLING MY IFR FLIGHT".
For change in destination AD, must let original AD know within 30 mins of landing.
45
Flight plan - Estimated Elapsed Time (EET)
Timed from take-off
In the "18: other information" section write "EET/" & location & EET
e.g. "EET/LFFF0020" for arriving 20 minutes after takeoff at LFFF
Time until IAF (IFR) or overhead (VFR)
46
Repetitive Flight Plan requirement
- Flights take place on same day of the week; or
- 10 flights on 10 consecutive days.
47
Changes to Repetitive Flight Plans
If change is permanent, amendment is required.
For changes to aircraft ID, aerodromes (dep or dest) or route - cancel RPL for the day and re-file.
For changes to aircraft type, wake turb, speed or level - let ATC know at least 30 mins before departure.
48
Assumptions for Repetitive Flight Plans (3)
All flights IFR.
All are scheduled flights.
All aeroplanes fitted with mode A & C.
49
Flight plan part 8
- Codes for IFR, VFR and changing between
I: IFR
V: VFR
Y: IFR to VFR
Z: VFR to IFR [remember VIZ]
50
Flight plan emergency equipment
Cross out the items not carried
51
Endurance (to be entered on flight plan OR just Endurance in questions)
Total TAKE OFF fuel on board (including ALL reserves)
NOT Taxi
[Simple calculation of TO fuel / average fuel flow, no complex calcs!]
52
Contingency Fuel
Greater of A or B, where A is one of:
i) 5% of trip fuel
ii) 3% of trip (or remaining trip) fuel if there is an en-route alternate
iii) 20 mins flying time if operator has a fuel consumption monitoring programme for individual aircraft
iv) Amount based on statistical (city pair/aircraft combination) analysis approved by authority.
B - 5 mins @ holding speed at 1500ft above destination aerodrome
53
Alternate Fuel
Fuel for a MISSED APPROACH at destination, then full trip from MAPt @ destination to landing @ alternate (furthest of 2 alternates if you NEED 2, due to bad weather/no weather info @ destination).
54
Number of destination alternates needed
Zero if all of:
- Trip < 6hrs
- Destination has 2 runways
- Destination weather 1hr either side of ETA is cloud base over 2000ft & 5km visibility
BUT need an extra 15 mins final reserve
[CAA - extra 15 mins NOT for piston]
2 if weather insufficient at destination (or no weather info)
55
Final Reserve Fuel
Must always be left in the tank, emergency if you expect to use any of it.
Reciprocating engines: 45 mins
Turbine engines: 30 mins @ holding speed 1500ft over destination ALTERNATE aerodrome, based on estimated mass at arrival
56
Additional fuel
Depends on the operation, for special items like mid Atlantic depressurisation.
If no alternate is nominated additional fuel must have 15 mins @ holding speed, 1500ft over destination.
If existing fuel covers requirements, no additional required.
57
Class B (small SEP or MEP) special fuel rules
A to A: Operator specifies minimum final reserve, but must not be less than 45 mins.
A to B: Contingency = 5% trip fuel
Final Reserve = 45 mins
Alternate = destination to alternate fuel [not required for VFR, but include if they give it]
58
Specific Air Range
SAR = TAS / Fuel flow
= (NAM/hr) / (lb fuel/hr)
= NAM / lb fuel
59
Ground Fuel Flow
Version of SAR based on ground speed rather than TAS (more useful)
GFF = Fuel flow / GS
= (lb fuel/hr) / (NGM/hr)
= lb fuel / NGM
60
SAR vs GFF
SAR is a range, we want it to be big.
GFF is the fuel used, we want it to be small.
61
Effect of forward CoG
Increased stability, but:
Reduced control
Increased fuel consumption
Increased drag
Increased stall speed
Due to down force required from elevator to offset moment.
62
Specific Fuel Consumption (SFC)
For jet aircraft
SFC = fuel flow / thrust
63
V(MD) chart
## Footnote
Best TAS/drag ratio @ 1.32 x minimum drag speed V(MD)
64
Jet optimal range speed with altitude
Best range speed is 1.32 x V(MD), but also need best SFC, which will be at 90% thrust.
There is a given altitude (usually around FL400) where 90% thrust coincides with 1.32 x V(MD), which will give optimal SAR.
65
Jet optimal endurance
Best endurance speed is V(MD), so now looking for 90% thrust and V(MD) [instead of 1.32xV(MD) for best range/SAR].
This will be at a higher altitude than optimal range/SAR.
May choose a speed slightly higher than V(MD) for increased stability for minimal efficiency loss.
66
Four FMS cruise speed profile settings
ECON
LRC (long range cruise)
Manual
RTA (required time of arrival)
67
Long Range Cruise
4% faster than max range speed with 99% of the range
68
Effect of weight on optimal speeds
Lighter weight implies lower optimal speeds.
Explanation: Fuel being burned to offset mass (as opposed to creating thrust) is a dead loss. As the dead loss increases it becomes more important to progress faster.
[Note: Mach numbers not affected by weight]
69
Cost index
Fuel is denominator.
So 0 cost index means expensive fuel, fly at maximum range speed.
High number (usually 100 or 200 max) means cheap fuel, fastest speed.
70
FMS Optimal altitude
- range expected to fly in
- change during flight
Expected to fly within 2000ft of the FMS calculated optimal altitude.
As fuel is burned optimal altitude will increase.
Explanation: Higher altitude makes thrust more efficient but opposition of weight less efficient, due to thin air. As weight decreases the weight effect has less importance than thrust effect, so higher altitude optimal.
71
Buffet boundary limit
Affected by two buffet limits, mach buffet at high speed and stall buffet at low speed.
These two change with weight and altitude and at high altitude close in on each other, greatly limiting available speeds and eventually creating an operating ceiling (coffin corner)
72
FMS Max altitude
FMS displays the altitude limit due to "cruise buffet boundary".
This is usually the limiting factor, but might also need to consider:
- CofA limit when weight is low
- Absolute ceiling when weight is high
73
Critical fuel reserve
Fuel required for diversion following depressurisation.
74
Fuel Tankering fuel penalties
Get a TOM and LDM fuel penalty, which is additional amount of fuel burned per 1000kg extra fuel carried.
These are both used to calculate the extra amount burned in flight, but one is based on the additional fuel you started with, one based on the additional fuel you end with.
75
Reduced Contingency Fuel (RCF) procedure
Define a decision point (DP) and a "destination 2" refuelling aerodrome. Minimum fuel then the greater of 2 fuel calculations:
1) Normal fuel to destination 1, but contingency fuel is 5% of fuel from DP to destination 1.
2) Normal fuel to destination 2.
[NOT the biggest contingency figure, the biggest TOTAL figure, even if contingency is smaller]
76
En-route alternate fuel planning
By designating an en-route alternate we can reduce contingency fuel from 5% to 3%.
En-route alternative needs to be within 1 circle with radius = 20% of flight plan distance.
Centre of circle must be max( 25% flight plan distance, 20% flight plan distance + 50NM) from the destination.
77
Pre-determined point procedure (PDP)
Used if route to destination alternate needs to be via a pre-determined point, not from MAPt.
Max of 2 fuel calcs based on trips to the destination and destination alternate, each via the PDP.
The destination fuel calc needs additional fuel to include 2 hours cruise above destination.
78
Isolated Aerodrome Procedure
Nominate a point of no return (PNR) (or determined point procedure PDP), follow PDP rules for fuel.
79
Point of Safe Return (PSR)
Last point on a route where it is possible to turn around and land at departure airfield with fuel reserves still in tanks on the ground.
80
Calculation for time to reach PSR
(E x H) / (O + H)
E = Endurance based on fuel on board
H = GS towards home
O = GS outbound
81
PSR with engine failure
Need GS home and outbound and fuel flow home (engine failure) and outbound (all engines).
Calculate fuel per ground mile home and outbound (=fuel flow / GS).
Add these together to find fuel to travel 1 mile out and back, which tells you furthest distance you can travel.
82
Point of Equal Time (PET)
AKA Critical Time.
This is the point at which it is as quick to go to destination as to turn back home.
83
Calculation for distance to PET
(D x H) / (O + H)
D = Total distance to destination
H = GS towards home
O = GS outbound
84
PET with engine failure
Same as normal version
85
In flight fuel management
This means ensuring you land with minimum of final reserve fuel + (if alternate is required) alternate fuel.
86
Actions if fuel expected to be low on landing
If no alternate is required this means expected landing fuel < final reserve, so declare an emergency. Proceed to an adequate aerodrome to perform a safe landing (ideally with more than final reserve fuel).
If an alternate is required but will land with < alternate + final reserve fuel, need to consider traffic and conditions at destination, alternate and any other aerodromes and make a decision to ensure landing with at least final reserve fuel.
In essence, this allows you to discard the requirement for alternate fuel.
87
Fuel required figures in flight plan
Include final reserve and alternate fuel, but not contingency. This is because you can use the contingency at any time, starting to use it would not push you into making a diversion (for example). [?]
88
Minimum fuel ATC call
Planned aerodrome options have been reduced to the specific aerodrome.
This is not yet an emergency.
89
Safe landing definition
Landing with fuel reserve intact
90
IFR chart airfield info
- numbers
- colour of airfields
- asterix
First number is airfield elevation
Second is runway length in feet with two 00s missing!
Blue circles - IFR airfields
Green circles - VFR airfields
Asterix's - Not 24 hours
91
Radar vectoring - terrain responsibility
Minimum radar vectoring altitude may be below MSA, can follow instructions if get told to descend below MSA.
[Note: IFR on an ATS route is NOT radar vectored so PIC responsible! ONLY if being given specific instructions based on RADAR]
92
Identifying RNAV routes on charts
Star shaped waypoints.
Route preceded L, M, N or P
93
Approach lights
- PAPI vs HIALS
HIALS (high altitude approach lighting system) are approach lights.
PAPI are NOT!
94
Taxi fuel departure and destination
IGNORE destination taxi fuel, can burn up the final reserve!
95
NANU
Notice Advisory to Navstar Users
72 hour advance warning of GPS issues due to planned maintenance
96
Usable fuel
Means the physically usable fuel, normal definition. NOT excluding final reserve fuel.
97
Entering VFR waypoints in GNSS flight plan - 2 methods
Coordinates
Distance and bearing from an existing "significant point"
98
VFR minimum altitude for a journey
Minimum altitude is minimum legal, i.e. 500ft above ground, 1000ft above cities.
Ignore grid altitudes which are for flying off track or IMC.
99
Fixed radius turn (FRT) vs
Radius to fix (RF) path terminator
FRT used in routes for transitions between two routes to maintain separation.
RF are used in approach procedures
100
BRNAV requirements
DME/DME
GPS or
VOR/DME
