IFR VFR - MultiMania

FPL 

1. Aeronautical Information Service (AIS) 

Provides informations for VFR fights. It consists of: 

- AIP (GEN, ENR, AD) & AIRAC AIP (Amdt) 

- Supp AIP (temporary nature only) 

- NOTAM & PIB (presentation of current NOTAMS infos) 

- AIC (infos pas suffisamment importantes pour être dans la NOTAMS, mais intéressantes) 

RMK/ If ICAO States deviates from Std & Recomm. Practices, they must notify these 

differences. 

2. Airspace Classification 

2.1 Class A->E 

Controssed Airspace => Control Service Provided 

Class A IFR VFR 

Separation provided ALL ACFT 

Service provided ATC SERVICE 

Speed limitation NO 

Radio communication CONT. 2 WAY 

ATC clearance 

Transponder 

YES 

VFR 

NOT 

PERMITTED D 

Class B IFR VFR 

Separation provided ALL ACFT 



Radio communication CONTI. 2 WAY 

ATC clearance 

Transponder 

YES 

Class C IFR VFR 

Separation provided IFR � IFR & VFR VFR � IFR 



Radio communication CONTI. 2 WAY 

ATC clearance YES 

Transponder NO 

ATC FOR SEP. 

VFR� IFR 

VFR TRAFFIC INFO. 

250 KIAS BELOW 

FL100 

- 1 - By Lins (www.avialins.be.tf )- ©

Class D IFR VFR 

Separation provided IFR � IFR NO 

Service provided 

ATC + tfc info 

about VFR (+ tfc 

avoid. on 

request) 

Tfc info btwn 

VFR & IFR 

(+ tfc avoid on 

request) 

Speed limitation 250 KIAS BELOW FL100 

Radio communication Conti. 2 way 

ATC clearance YES 


Class E IFR VFR 

Separation provided IFR � IFR NO 


ATC + tfc info 

about VFR as 

practical 

Tfc info as 

practical 


Radio communication 

ATC clearance 

Cont. 2 way 

YES 

NO 


2.2 Class F & G 

Uncontrolled Airspace. Information Service Provided (Radar). 

RMK/ Class F is designated as Advisory Service. 

Class F IFR VFR 

Separation provided 

IFR � IFR as 

practical 

NO 


ADVISORY 

SERVICE + FIS 

FIS 


Radio communication Cont. 2 way NO 

ATC clearance 

Transponder 

NO 

Class G IFR VFR 

Separation provided NO 

Service provided FIS 


Radio communication Cont. 2 way NO 

ATC clearance 

Transponder 

NO 


3. Section of Cruising Altitudes – VMC Minimas 

000/179 O D D 

E V E N 180/359 

IFR VFR Alt./FL IFR VFR Setting 

< 240 FL 

235 > FL 

230 > FL 

< 225 FL 

< 220 FL 

215 > FL 

210 > FL 

< 205 FL 

< 200 FL No VFR above FL200 unless ATC clearance 

195 > FL 

190 > FL 

< 185 FL 

< 180 FL 

175 > FL 

170 > FL 

< 165 FL 

< 160 FL 

155 > FL 

150 > FL 

< 145 FL 

< 140 FL 

135 > FL 

130 > FL 

< 125 FL 

< 120 FL 

115 > FL 

110 > FL 

< 105 FL 

< 100 FL 

95 > FL 

90 > FL 

< 85 FL 

< 80 FL 

75 > FL 

70 > FL 

< 65 FL 

< 60 FL 

55 > FL 

50 > Flight Level 

1013,2hPa 

< 4500 TA (Bel.) QNHloc QNHreg 

< 4000 QNHloc QNHreg 

3500 > QNHloc QNHreg 

3000 > QNHloc QNHreg 

< 2500 QNHloc QNHreg Free 

< F 2000 F QNHloc QNHreg Free 

R 1500 > R QNHloc QNHreg Free 

E 1000 > E QNHloc QNHreg Free 

E 500 E QNHloc QNHreg Free 

0 QNHloc QNHreg Free 

N 

N 

At & above FL100 

Vis. 8km 

Class B: CLR of Clouds 

Class C D E F G: 1000ft vertic. 

1500m horiz. 


Cl.C D E (+F&G above 3000ft 

MSL): 1000ft vertic. 

1500m horiz. 

C SEA C C IFR VFR EARTH 

Contr. Non-Contr 

Below FL100 

Vis. 5km 

Class F & G: 

At & Below 3000ft 

3000 ft AGL 

MSL ( 1000ft AGL) 

CLR of Clouds 

GND in Sight 


3.1 RVSM 

000/179 O D D 

E V E N 180/359 

IFR VFR Alt./FL IFR VFR Setting VMC 

etc...500 > etc… 

495 FL 

490 > FL 

485 FL 

< 480 FL 

475 FL 

< 470 FL 

465 FL 

460 > FL 

455 FL 

450 > FL 

445 FL 

< 440 FL 

435 FL 

< 430 FL 

425 FL 

420 > FL 

415 FL 

INC LUS 410 > FL 410 

405 FL 405 

() FL 390 

385 FL 385 

( FL 380 

375 FL 375 

370 > FL 370 

365 FL 365 

() FL 350 

345 FL 345 

( FL 340 

335 FL 335 

330 > FL 330 

325 FL 325 

() FL 310 

305 FL 305 

( FL 300 

295 FL 295 

INC LUS 290 > FL 290 


Class C D E F G: 1000ft 

vertic.1500m horiz. 

At & above 

FL100 

RVSMTransitionNonRVSM 

< 285 FL No VFR levels above FL290 

< 280 FL VFR inactive in RVSM 

RMK/ Inside Non-RVSM areas, if VFR still exists, they takes IFR levels! 


4. Aerodrome Criteria 

Control Zone Uncontrolled Zone 

Cloud Ceiling 1500ft 500ft 

GND visibility 5km 1,5km 

5. Low Flying – Minimum heights 

Cities 

VFR IFR 

1000ft HGT 2000ft HGT above the 

above the 

highest obstacle 

highest obstacle within 

a radius of 8km 

within a radius 

of 600m 

Elsewhere 500ft HGT 

6. Usability of AD’s – Planning Minimas 

6.1 Suitable AD’s 

An AD is suitable if: - It is adequate (Rwy, IAPP,…) 

- Weater minimas are satisfied 

Airport Operating minima (APT.OPS.MIN) 

Considering: Wind, ACFT CAT, NOTAMS. 

Consist of: VIS/RVR, DA(H) or MDA. 

1000ft HGT above the 

highest obstacle within 

a radius of 8km 

Affected by: Crew qualifications, ACFT status, ACFT Category. 

Mountainous 

areas 

Elsewhere 


6.2 Planning Minimas (Planning, In-Flight Re-Clearance and continuance of flight) 

Precision Approach(GS provided): minimum VIS/RVR. Eg. ILS, MLS, PAR 

Non-Precision Approach & Circling(No GS): minimum VIS/RVR && minimum ceiling. Eg. 

VOR, NDB. 

Rmk/ Planning Minimas must be fulfilled from ETA-1H -> ETA+1H. 

Type of approach on 

which APT.OPS.MIN 

are based 

PA 

Planning Minima Table 

PL.MIN.COL1 PL.MIN.COL2 PL.MIN.COL3 (VMC) 

Destination 

- with ALTN 

- via PP 

TO ALTN 

ERA in flight 

Destination ALTN 

ERA planned* 

Isolated APT Dest. 

CAT II/III RVR= RVR CATII/III RVR ≥ RVR CATI 

CAT I RVR= RVR CATI 

RVR ≥ RVR NPA 

&& Ceiling ≥ MDH NPA 

NPA 

RVR= RVR NPA 

&& Ceiling= MDH NPA 

RVR = RVR NPA+1000m 

&& Ceiling=MDH NPA+200ft 

Circling 

VIS=VIS Circling 

&& Ceiling ≥ MDH Circling 

6.2.1 RMK/ ERA ETOPS Planning Minima * 

Type of APP 

Dest. without ALTN 

DAPP 

PL.MIN.COL2 ” PL.MIN.COL2 ” 

AD with at least: 

2 Sep IAPP based on 2 Sep 

Aids serving 2SEP.RWYs 

MORE RESTRICTIVE 

Visibility ≥ 8km 

&& 

Cloud Base ≥ 1500ft 

AGL or MSA 

2 Sep IAPP based on 22 Sep Aids 

serving 1 RWY or 

1 IAPP based on 1 Aid serving 1 RWY 

2 RWY 1 RWY 

Precis. APP CAT II/III RVR ≥ RVR CAT I NPA 

Precis. APP CAT I 

RVR ≥ RVR NPA 

&& Ceiling ≥ MDH NPA 

Circling or (if not available) 

NPA +1000m/+200ft 

Lower of (lower restrictive) 

Higher of 

NPA 

NPA +1000m/+200ft or NPA +1000m/+200ft or 

Circling minima 

Circling minima 

Circling APP Circling minima 

RMK/ When Dest. is isolated (no ALTN within a suitable range) => The Holding Reserve shall not 

be less than required to hold for 2 hours at the AUW (JET). 

RMK/ VIS is sometimes used in place of RVR but have a different meaning: 

- VIS is measured by a human person (how many RWY lights can I see?) 

- RVR is measured by a machine 


6.3 TO ALTN* (1#out**): should be located within – cf. PLMIN.COL1 

6.3.1 2 # ACFTs: 

- 1h flight time with 1# out cruising speed (cf. AFM) ISA cond. based on the actual TOW, or 

- For ACFT & Crew authorized for ETOPS: 2h flight time or ETOPS diversion time (if less), at 

the 1# out cruising speed. 

6.3.2 3 & 4 # ACFTs 

2h flight time with 1# out cruising speed (cf. AFM) based on the actual TOW. 

*TO ALTN is required if not possible to go back to departure AD (MTO or Perfos. reasons). 

** Logical… if we go to the TO ALTN 1#out is the most probable reason. 

6.4 Dest & Dest ALTN (IFR) – cf. PL.MIN.COL1 & 2 

At least 1 Dest ALTN unless: 

� Duration of flight ≤ 6h && 

� at least 2SEP.RWY && Dest. with no ALTN 

� MTO ETA-1H -> ETA+1H: PL.MIN.COL3 (VMC) ; Or (PL.MIN.COL.3) 

Destination is isolated (no alternate in the vicinity) – PL.MIN.COL2 

2 Dest ALTN are required when 

� MTO ETA-1H -> ETA+1H at Dest ≤ PL.MIN.COL1 or 

� No Weather info available 

6.5 En-Route Alternates ERA – cf. PL.MIN.COL1 & 2 

An ERA is an APT within a reasonable distance of the planned route that can be used to 

reduce Contingency Fuel below the usual requirement of 5% of the Trip Fuel(->3%). 

ERA should be located in a circle having a radius = 20% Trip Distance. The center of this 

circle lies on the planned route at a distance from the destination: 

= 25% Trip Distance, or 

= 20% Trip Distance + 50NM, whichever is greater. 

RMK/ ERA can never be farther than the planned destination. 

RMK/ Separate Rwys ‘2SEP.RWY’: (JAR-OPS) 

� Separate LDG SFC, such that if one is blocked, it will not prevent the operations on the 

other, && 

� Each of the LDG SFC has a separate IAPP based on separate Aids. 


6.6 Synthesis 

Type of FP 

CONDITION REQUIRED for 

Planning or 

In-Flight Re-Planing 

Dest with 1 ALTN ALTN Dest ≥ PL.MIN.COL1 && 

DEP 

1 ALTN ≥ PL.MIN.COL2 && 

DEST ERA ≥ PL.MIN.COL2 

Dest with 2 ALTN 

(if Dest ≤ PL.MIN.COL1 or 2 ALTN ≥ PL.MIN.COL2 && 

No Weather info available) ERA ≥ PL.MIN.COL2 

DP Procedure 

At Planning: 

ID ≥ PL.MIN.COL1 && 

IA ≥ PL.MIN.COL2 && 

ID IA 

ERA ≥ PL.MIN.COL2 

At DP: 

DEP 

RD ≥ PL.MIN.COL1 && 

DP RD RA RA ≥ PL.MIN.COL2 


PP Proedure 

At Planning: 

ALTN 

Dest ≥ PL.MIN.COL1 && 

ALTN ≥ PL.MIN.COL2 && 


DEP PP DEST At PP: 

Dest choosen ≥ PL.MIN.COL1 

No ALTN 


Flight Time ≤ 6h && 

DEP DEST 

2SEP.RWYs && 


Isolated APT Dest ≥ PL.MIN.COL2 && 


Continuance of Flight 

Dest ≥ PL.MIN.COL1 

Or 

1 ALTN ≥ PL.MIN.COL2 && 

ERA* ≥ PL.MIN.COL1 

* ERA in flight ! 





DP: Decision Point (Over DP, ACFT is re-cleared to a new destination with alternate) 

ID: Initial Destination 

IA: Initial Alternate 

RD: Re-Cleared Destination 

RA: Re-Cleared Alternate 

PP: Predetermined Point (Over PP, ACFT becomes commited to either the Dest. or the ALTN 

6.7 Fuel Policy 

6.7.1 Minimum Fuel: 

DP Procedure: 1 + 2 + 3i + 4 + 5 + 6a (+7) 

ISOL.AD Procedure: 1 + 2 + 3 + 5 +6b (+7) 

PP Procedure: 1 + 2* + 3 + 5 + 6b (+7) 

* the greater of : DEP-PP-DEST or DE-PP-ALTN fuel 


R 

E 

S 

E 

R 

V 

E 

F 

U 

E 

L 

6.7.2 JAR-OPS 

1) TAXI FUEL: Prior to TO. (+APU consumption) 

2) TRIP FUEL: - TO & Climb Fuel to initial Cruising Level (take account SID routing) 

(TF) - Fuel from TOC to TOD = Cruise(including Step Climb & Step Descent) 

- Fuel from TOD to Approach (take account STAR routing) 

- Fuel for Approach & Landing 

3) CONTINGENCY FUEL: higher of a) or b) (Conti) 

a) either: 

i- 5% TRIP FUEL (|| if replanning, 5% remainder of flight); or 

ii- No less than 3% TRIP FUEL (|| if replanning, 3% remainder of flight), if 

en-route alternate (ERA)(1) is available; or 

iii- Fuel to fly 20 min. En-Route (based upon the Trip Fuel Consumption); or 

iv- Fuel to fly 15 min. at 1500ft above destination. 

b) In booth case, shall not be less than Fuel to fly 5 min. at 1500ft above 

destination (STD Cond). 

4) ALTERNATE FUEL: - Missed Approach Fuel: from MDA (non-precision) or DH (precision) 

(ALTN Fuel) to the Missed Approach Altitude. 

- Fuel to Climb from Missed Approach Altitude to Cruising Level. 

- Fuel from TOC to TOD (Long Range Cruise) 

- Fuel from TOD to Approach (take account STAR routing) 

- Fuel for Approach & Landing 

RMK/ if 2 destination alternates are required, alternate fuel should be sufficient to proceed 

to the alternates which requires the greater amount of fuel. 

5) FINAL RESERVE FUEL1: - Fuel to fly 45 min. at 1500ft. above destination (PROP) 

(FRF) - “ 30 min “ “ (JET) 

… in STD conditions, and the lower of Best Eco. or Long Range consumption… 

6) MINIMUM ADDITIONAL FUEL*: should permit: except Concorde! 

a) - in the event of 1# out or pressurisation failure occuring at the most critical point: 

• Fuel to descent (as required) and joint adequate AD; and 

• Fuel for 15 min. hold at 1500ft above alternate AD, in STD conditions; and 

• Fuel for approach and Landing. 

- For IFR without Dest ALTN, fuel for 15 min. holding at 1500ft above destination, under 

STD conditions; and 

b) For isolated AD, fuel to fly (ISOL.AD Fuel) 

- 2hrs (normal cruise consumption) overhead Dest (JET). 

- 45min+15% Flight Time Planned at cruise level or 2hrs if less (PROP). 

* Only if fuel from 2->5 is not sufficient to do this. 

7) EXTRA FUEL: at the discretion of the commander. 

(1) 

ERA should be located in a circle having a radius = 20% Trip Distance.The center of this circle lies on the planned route at a distance 

from the destination: = 25% Trip Distance, or 

= 20% Trip Distance + 50NM, whichever is greater. 


1 

2 

DEP DEST ALTN 

Taxi Acc+TO Climb Cruise Descent IAPP MisAPP LONG RANGE IAPP&LDG HLD1 

7. Fuel & Oil Supply 

7.1 Propellers ACFTs (Jets) 

7.1.1 Dest ALTN Required 

TF + ALTN Fuel + FRF (+ Conti) 

or 

Fuel[Dep->PP->ALTN] + FRF (+ Conti) || TF + ISOL.AD Fuel (if greater) 

7.1.2 Dest ALTN not Required 

TF(VMC App) + FRF (+ Conti) or TF + ISOL.AD Fuel 

8. Approach Charts 

Chart Index Number: 

10-3 

First Digit: APT number (if more than one APT per city) 

Second Digit: Type of chart 0 – Area, SID, STAR… 

1 – ILS, MLS,… 

2 – GPS 

3 – VOR 

4 – TACAN (DME) 

5 – / 

6 – NDB 

7 – DF 

8 – Radar 

9 – VFR 

Third Digit: Filing order. ( 10-2: STAR, 10-3: SID, etc…) 

8.1 SIDs -> Obstacle Clearance Minimas 

3 

Based on the ACFT crossing the end of RWY at 35ft or higher and climbing at 200ft/NM to 

400ft above AD before turning. 

- 10 - By Lins (www.avialins.be.tf )- © 

4 

5

200ft 

400ft 

152ft 304ft 

35ft Min 

0NM 1NM 2NM 

3.3% GoC or otherwise published 

2.5% GoC : Slope assessed for obstacles 

Any obstacle penetrate this slope are published + obstacle 

avoidance Procedure. 

RMK: Go-Around GoC: 2,5% 

200/6080=3,3% 

3.3% GoC => 200ft/NM (ACFT) Provides a minimum of 48ft obstacles 

clearance for each NM of flight. 

2.5% GoC => 152ft/NM (obstacles) 

(Margin : 0.8%) 

9. Selection of Altitudes and Routes 

9.1 Temperature correction 

If T° are below ISA-15: 

Surface Temp. MOCA/MORA Correction 

ISA-16 -> ISA-30°c +10% 

ISA-31 -> ISA-50°c +20% 

ISA-51 -> below +25% 

9.2 Wind Correction 

When operating within 20NM of terrain whose max. elev. >2000ft: 

Terrain 

Wind Speed [kts] 

Elevation 0-30 31-50 51-70 71-… 

2000-8000ft +500ft +1000ft +1500ft +2000ft 

8001-above +1000ft +1500ft +2000ft +2500ft 

9.3 Approach Altitude Correction -> True Altitude 

AD Temp 

1500 (OM) 

Height above AD (ft) 

2000 (intercept GS) 3000 (intercept GS) 

0 +60ft +80ft +140ft 

-10 120 160 260 

-20 180 240 380 

-30 240 320 500 

Values to be added to the published altitudes. 

RMK/ T°>>TISA -> True Alti> Alti indiquée => moins grave… 

9.4 MEA Min. Safe En-Route Altitude (IFR) 

MEA is the lowest published Altitude between radio fixes that meets obstacle clearence 

requirements and assures acceptable navigation signal coverage. 

MEA applies to the entire width of the AWY defined between those radio fixes. 

RMK/ MRA: min. reception altitude… 


9.4.1 Calculation of MEA: 

9.4.1.1 Elevation of the highest point plus: 

Elev. Of the highest point Increment 

≤ 5000ft 1500ft 

5001 ≤ Elev. ≤ 10000ft 2000ft 

≥ 10001ft 10% Elev. + 1000ft 

RMK/ For last route segment ending over the IAF, a reduction to 1000ft is permissible within TMAs 

where a higher degree of nav accuracy is ensured. 

The values are rounded to the next 100ft. 

9.4.1.2 Distance covered on either side of the TRK: 

Segment length ≤ 100NM 

10 NM (may be reduce to 5NM if high degree of nav. Accuracy) 

Segment length ≥ 101NM 

10% of the segment length (with a max. of 60NM) 

9.5 MOCA Min. Obstruction Clearance Altitude 

MOCA is the lowest published Altitude between radio fixes that meets obstacle clearence 

requirements (only!) for the entire route segment (always lower than MEA). 

� MOCA is the sum of: 

Elev. or obstacles ≤ 6000ft + 1000ft 

Elev. or obstacles ≥ 6001ft + 2000ft 

COBIA CASIL 

5000-3800T 

MEA MOCA 

9.5.1 Lateral Area Coverage 

9.5.1.1 From a VOR Station 

VOR 1ONM 20NM 40NM (Max Width) 

70NM 

140NM 

280NM 


9.5.1.2 From an NDB Station 

NDB 1ONM 20NM 60NM (Max Width) 

40NM 

80NM 

245NM 

9.6 MORA Min. Off Route Altitude (Jeppesen) 

9.6.1 Route MORA 

This notion, derived by Jeppesen provides known obstruction clearance within 10NM of the 

route centerline, including around radio fix reporting points. 

� Route MORA is the sum of: 



RMK/ A Route MORA is not always depicted on the chart, but its value can be determined by the 

highest value of the Grid MORA along the route. 

RMK/ MFA (Min Flight Altitude) ~Route MORA pour des segments très longs sans NavAid entre les 

2 VOR 

9.6.2 Grid MORA 

This notion, derived by Jeppesen provides known obstruction clearance within each grid 

formed by charted lines of latitude and longitude in consideration. 

� Grid MORA is the sum of: 



1 5 

=>1500ft 

RMK/ When planning a VFR route, it is recommended to use this safety altitude. 


9.7 MSA (Minimum Safe/Sector Altitude) 

Cf. IAPP charts. It’s a minimum safe altitude which provides 1000ft obstacle clearance 

within 25NM radius from the indicated Nav Aid on which it is centered. 

This altitude is FOR EMERGENCY USE ONLY, and does not necessary guarantee navaid 

reception. If the M Safe A is divided into sectors -> Minimum Sector Altitude. 

5700’ 5000’ 

4000’ 

9.8 MAA - Max Authorised Altitude 

Ex.: MAA7000 

9.9 MDA – Min. Descent Altitude 

Lowest Altitude (AMSL) to which descent is authorised on NPA ( GS out) without field in 

sight. Missed Approach must be initiated at the MAP (Missed Approach Point) ‘M’. 

9.10 DA – Decision Altitude 

Same as MDA, but for PA (Precision App) -> Missed App Procedure must be initiated. 

9.11 MCA – Minimum Crossing Altitude 

9.12 MHA – Minimum Holding Altitude & MAX Hold Alt (eg. MAXFL120) 

MHA 

MEA 


10. Doc 8168 PANS-OPS 

RMK/ - Bank Angle: 25° or Rate 1 (360°/2min or 3°/sec) whichever is less. 

- Maltese Cross: FAF (Final Approach Fix) !!! … cf Fred exam OPS 

- Descent on the GP must not ne commenced until the ACFT is establshed within ½ scale 

deflection of the LOC. 

- OM: 1500ft 

10.1 Holding Pattern 

// 

10.2 Procedure Turn 

Used for NPA! 

10.3 Base Turn 

1, 2 & 3 min. 

D 

Outbound Track (1 min) 

30° 

A compl 


11. NAT – North Atlantic Track System 

Height Band : 310-390… à vérif 

000/179 O D D 

E V E N 180/359 

IFR VFR Alt./FL IFR VFR Setting 

etc… 

450 > FL 

445 FL 

440 FL 

435 FL 

< 430 FL 

425 FL 

420 FL 

415 FL RVSM non RVSM 

INC LUS 410 > FL 410 

405 FL 405 

() FL 390 

385 FL 385 

( FL 370 

365 FL 365 

() FL 350 

345 FL 345 

( FL 330 

325 FL 325 

() FL 310 

305 FL 305 

( FL 290 

285 FL 

< 280 FL 

275 

270 > 

265 

< 260 At or Above FL 60 

255 (or 2000ft if higher) 

… 

etc… CLASS A 

95 

90 > (no VFR) 

85 

< 80 

75 

70 > 

65 

< 60 

55 > Below FL 60 

50 > CLASS G 

< etc… 

- 16 -

The NAT Region: 

Comprise some FIRs (Bodo, Reykjavic,…) which are high sea airspace & the Concil of ICAO 

has resolved rules appropriate but responsibility for enforcement of them rests with the 

ACFT State of Registry. 

Air Routes within MNPS: 

OTS (Organised Track Systems) are published daily for the East & the Westbound flows. 

RMK/ Flights partially outside OTS should be planned along Great Circle Track (ORTHO) E-W or N-S 

FPL & ATC Reports within MNPS: 

E-W: -> south of 70°N: Par 10° de long from Greenwich 

-> north of 70°N: Par 20° de long from Greenwich 

Dist btwn signif pts should not exceed 1hr Flt Time 

N-S: 5° lat intervals 

Content of Report: Position (E-W: Lat ° & ‘ Lon °; N-S: Lat ° Lon ° & ’) + Time (4 digits) 

Adjascent OCA (boudary less 60NM): ACFT should report position on booth OCAs 

NAT - MNPS Approval: 

FPL Item 10 EQUIPMENT . S / X if approved MNPS or . S / W if approved RVSM. 

Submission: 

NAT & ATFM: 3hrs 

Nav Perfo Accuracy: 

Lateral Trk Error: must read back all the clearance specified in the FPL 

Any change of 3’ of ETA for entering oeanic region must be informed to ATC. 

- 17 -

OTS: 

2 flows: Europe Westbound Morning Departure (peak: 11:30 ->18:00) 

North-America Eastbound Evening Departure (peak: 01:00 ->08:00) 

… at 30°W (timing reference for OTS/MNPS) 

Changeover period: to ensure smooth day/night transition -> btwn 08:01->11:29 & btwn 18:01 -> 00:59. 

Use of RVSM & Mach Number technique. 

System is constructed every 12 hours by the OAC (Oceanic Area Ctl center): 

The agreed OTS is then promulgated as the “NAT Track Message” via an AFTN (Aero Fix 

Telecom Network) 

RMK/ OTS are NOT mandatory!! 

NAT TRK MSG: 

� Full details of OTS (coord, FL expected, entery…) 

Day-time: The most northerly TRK: A – then: B - … 

Night-time: The most southerly TRK: Z – then: Y - … 

Ex: Day-Time OTS Westbound 1130UTC – 1800UTC at 030°W 

RMK/ OCA planners can take account of Operators’ prefered routes => Prefered Route Msg PRM 

PTS (Polar TRK Structure): 

Consist of 10 fixed TRK in Reykjavick & 5 fixed TRK in Bodo OCA 

FPL: Item 15 (route) “PTS + trk nbr” (Other Flt must specify full trk). 

Each pt where M or FL change is planned must be specified as “Lat & Long” fallowed by 

“PTS + trk code nbr”. 

Abbreviated Clearances: 

Must read back the Msg & full details of the TRK specified by the ‘trk code nbr’. 

Abbreviated Position Reports: 

By replacing the normal “lat long” report with the word “Polar + trk code nbr”. Normally 

made at the significant pts of the PTS trk 

RMK/ NAT: surface horizontale (plusieurs FIR) 

MNPS : Volume d’air vertical (FL290�FL410) 

12. Mean Wind Component & Mean Fuel Flow Calculation 

MeanComponent 

= 

∑ 

FactoredCompoment 

TotalTime 

FactoredComponent=Time[hrs]*Component 

Recall: FF=f(Alti, T, Pwr) 

13. Fuel Efficiency Calculations 

Fuel burned per unit distance flown over ground: Gross Fuel Flow (GFF) 

GS 

FF GFF= 

- 18 -

14. METEOROLOGY SERVICES FOR AVIATION 

14.1 SIGMET 

Issued by meteorological watch service if weather phenomena may affect safety of flight: 

- Thunderstorms TS (FRQ, SQL, EMBD, OBSC); 

- Cyclone (TC+name); 

- Freezing rain (FZRA); 

- Heavy Hail (HVYGR); 

- Severe Turbulence (SEV TURB); 

- Severe Aiframe Icing (SEV ICE); 

- Severe Mountain (standing) waves (SEV MTW) 

- Heavy Sand/Dust Storm (HVY SS/DS) 

- Volcanic Ash (VA+ Volcan name) 

They’re transmitted to ACFT via ATC. 

Validity: 4hrs (except for volcanic ash: 12hrs) 

Eg. “WSUK310630 EGTT SIGMET NO 03 VALID 310630/311030 EGRR-LONDON FIR SEV 

MTW VSP 650FPM FCST FL070/120 NW OF LINE 52N 06W TO 51N 01E TO 55N 01E MOV E 

20KT NC=” 

(no change…) 

14.2 ACFT observations & reports 

14.2.1 ASDAR 

ACFT to Satellite Data Relay. Every 7 minutes. 

14.2.2 AIREP (Voice) 

If required, they are normally separated by 1hr. 

S 

E 

C 

T. 

1 Ident 

2 Position 

3 Time 

4 FL 

5 Next Pos & ETO 

1 6 Next Signif. Pt 

S. 7 ETA 

2 8 Endurance 

9 T 

S 10 W 

E 11 V 

C 12 CAT 

T. 13 ICING 

3 14 Humidity 

15 Suppl. Info. 

- 19 -

14.2.3 Windshear Reporting 

14.2.4 Reporting CAT 

High Level Turbulence (>15000ft) not associated with Cb should be reported as CAT. 

Incidence: 

- Occasional (2/3 of time) 

- Continous (>2/3 of time) 

Intensity: 

- Light (IAS fluctuate by 5-15 kts) 

- Moderate (IAS fluctuate by 15-25 kts) 

- Severe (IAS fluctuate by more than 25 kts) 

14.2.5 Reporting Airframe Icing 

Intensity: 

- Trace (preceptible) 

- Light (problems if flight exceed 1h, except if anti/de-ice used) 

- Moderate (anti/de-ice necessary!) 

- Severe (Rate of accumulation>> . Diversion if necessary) 

- 20 -

14.3 Infos to ACFT in flight 

14.3.1 VOLMET 

14.3.2 ATIS 

14.4 METAR (MEteo AeRodrome) 

Observed each 10’… published each 30’ (if no significant changes) 

Actual Weather conditions observed at AD. 

Eg. “SABX310850 EBBR 310850Z …” 

TREND: Short-term landing forecast (or significant change), during the 2hrs fallowing the 

time of the METAR. BCMG or TEMPO «moins de 1h dans les 2 prochaines h» (… FM … TL), or NOSIG. 

NOSIG: No Significan Change or forecast for the next 2hrs. (=NSC cf TAFs) 

(NSW: No Significant Weather… cf TAFs) 

RMK/ Significant Weather: RA, BR, FG,… 

CAVOK: RVR, weather & cloud are replaced by CAVOK if: 

- Vis > 10km 

- No cloud below 5000ft or below MSA if greater && No Cb, 

- No precipitation or fog 

SNOWTAM: Group of 8 digits ‘lost’ in the METAR: 

Eg: 25290066 

� 25/2/9/00/66 

RWY/TypeOfContaminant/%RWYcontaminated/Depth/BA 

Eg: RWY06 ICE 0-10 PCT1MM BA50= 

B.A (Snowtam)Code 

Good (9)5 or 40 (0.40) 

TO/LDG within sched wet dist 

Medium/Good 94 

Medium 93 All wet sched dist + safety factor 

Medium/Poor 92 

Poor 91 or 25 (0.25) 

At least Full aquaplaning distance 

Unreliable 99 

RMK/ Water Equivalent depth: 

Type SG Max Depth (mm) WED=SG.Depth 

Very Dry Snow VDS 0.5 

Compact Snow CS >0.5 

15 

Slush Sl 0.5 -> 0.8 

Standing Water Wat 1 

Supplement Info: RE (recent weather) observed in the last hour or WS (windshear). 

- 21 -

14.5 SPECI 

If significant change of W/V ; Vis/RVR ; Weather, Ceiling, QNH,… 

“SPECIal report” is a METAR intercalled between two ‘normal’ METARs if significant change 

occurs (W/V, Vis, RVR, QNH,…) 

Eg. “SPBX310910 EBFS 27014KT 9999 FEW012 SCT016 BKN130 15/11 Q1018=” 

14.6 TAF 

Terminal AD Forecast normally cover a forecast period of from 9 to 24hrs and are updated 

every 3hrs(TAF ->12h) & 6h (TAF ->24h). 

No QNH , T/Td & RVR in TAFs. 

TEMPO: less than 1hrs between the given period. Eg. “TEMPO 1316”. 

Eg. “FCBX310900 EBBR 310850Z 311019 …” 

- 22 -

15. Charts 

15.1 Low Level Forecast Tabular 

SFC->10.000ft (wind for 2000, 5000 & 10.000ft) 

15.2 Medium/High Level Forecast Tabular 

FL100-FL300 

15.3 Low Level Significant Weather 

SFC->10.000ft (No Wind)… cf Briefing EBSH 

15.4 Low Wind & Temp Chart 

1000ft ->24.000ft 

Eg. 

5730N 10W 

24 250 90 –43 

18 260 70 –30 

10 250 50 –15 

05 250 40 –04 

02 240 35 +02 

01 240 30 +05 

15.5 Upper Wind & Temp Chart 

STD Pressure Level: 

FL P 

390 200 

340 250 

300 300 

240 400 

180 500 

100 700 

50 850 

0 1013 

Forecast 6 hourly intervals from 0:00UTC 

15.6 Upper Air Significant Weather Chart 

- 23 -

16. FLIGHT PLANNING 

16.1 SEP 

The optimum profile to a SEP is to climb to the nearest semi§circular level below the full 

throttle height until the TOD. 

16.1.1 Climb Calculations 

Ok… 

Recall: 

GS = NGM 

TAS NAM 

16.1.2 Cruise Power Setting Calculations 

Ok… 

16.1.3 Range Calculations 

Table estimate the maximum SAR (Specific Air Range) 

Enables the pilot to rapidly select a suitable cruising level for a given power setting. 

No T° taken in account! 

TAS?… cf. Cruise Power Setting tables. (T° taken in account) 

16.1.4 Endurance Calculations 

Not affected by wind… it’s a time! Its depends on Pressure altitude and power setting. 

16.2 MEP 

Power Settings are expressed in %: 

75%: High Speed 

65%: Eco 

55&45%: Long Range 

RMK/ Climb Calculations: to find TAS from the given IAS of climb (120kts) use the 

Computer (IAS=RAS & OAT => TAS…) or the Rule of Thumb (TAS⇑ 1,98kt/1000ft), but the 

most accurate way, is to use the “Time to climb”, and the “NAM” founded with this table! 

Cruise Calculation: to find TAS from given Pwr Setting, use the Speed Pwr table. 

- 24 -

16.3 MRJT 

16.3.1 Optimum Altitudes 

16.3.2 Simplified Fuel Planning 

+ Stepped Climb Cruise 

+ Alternate Planning 

16.3.3 Holding Fuel Planning 

VDMIN (210 KIAS) 

Recall: Final Reserve Fuel: 30’ at 1500ft 

16.3.4 Detailled Fuel Planning 

16.3.4.1 En-Route Climb 

Time, Fuel, Dist & TAS are given… elevation APT only affect Fuel… 

16.3.4.2 Integrated Range 

ISA conditions! (For non-ISA, cf. Instruction on the bottom of the table) 

The tables are based on a “differences” principle, the difference between two gross weights 

representing a weight of fuel used. 

1) Enter Gross Weight ‘W1’ 

2) Find the value for cruise distance from the table: ‘D1’ 

3) Substract the first leg NAM ‘d1’ => D1-d1=D2 

4) Enter the table with ‘D2’ and find the corresponding weight ‘W2’ 

5) Finally, W1-W2 gives the ‘leg fuel used’! 

16.3.4.3 Descent 

16.3.5 Non-Normal Operations : Gear Down ‘Ferry Flight’ 

- 25 -

16.4 EROPS/ETOPS 

Extended Range OperationS (or Extanded range Twin OperationS) apply for twin-engine 

ACFT with MTOW 5001k+ & 21P+ engaged in commercial transportation over routes than 

contains a point further than 60 minutes still air at 1# out cruising speed (ISA cond.) from a 

adequate AD. 

Recall: Suitable=Adequate+MTO OK 

Maximum Still Air Time from an adequate AD: 

� No permission to operate as EROPS: 60min (for class A only 1 ); 

Beyond this distance EROPS/ETOPS must be allowed: 

� Permission allowed: 120min (Area A & B) for 6 month; 

� If no incident after 6 month: 120+15% => 138min (A,B&C) for a further 12 month; 

� If still ok, may be increased to a max. of: 180min (Allowed in areas A,B,C & D). 

� Booth times at the 1# out cruise speed. 

1 For Class B&C, this distance is increased to 120min or 300NM if less. 

16.5 Flight Planning – General Definitions 

Aerodynamic ceiling: Cf. Buffet onset 

Absolute ceiling: Altitude at which ACFT have 0ft/min RoC. 

Optimum Ceiling: Altitude at which ACFT attains the MR (Max Specific Air Range) 

SARMAX 

= TAS = EAS . 1 . 1 (JET) 

FF D σ TSFC 

Service ceiling: Altitude at which: RoC = 500ft/min (JET) 

*1.5 100ft/min (PROP) 

Net Ceiling: Altitude at which: RoC = 750ft/min (JET) 

- 26 - 

150ft/min(PROP)

16.6 Gradient : 

TAS 

GoC [Rad] 

≅TAS 

TOC TOD 

RoC 

GoD 

Approx.: AoC TAS ≅ his horizontal component : 

AIR: 

AoC 

60 

GND: 

[ ° ] 

Wind Eff. Gradient = 

[ ft] 

Hgt 

≅ tan( AoC) 

= 

NAM * 6080 

[ NM ] 

RoC 

= 

TAS 

[ ft / min] 

[ kt] 

RoC RoC Hgt 

= = 

TAS + W / C GS NGM * 6000 

[ ft] 

Hgt ∆FL 

AoC = 

= 

NAM * 100 NAM 

NAM 

NGM 

GoD 

[ 

TAS 

= 

GS 

[%] 

kt] 

≅ 

60 

AoD 

[ ° ] 

* 100 

= GoC [Rad] … Air or Still Air Gradient 

= GoCAIR 

=> Wind Eff Grad= Still Air Grad. TAS 

GS 

= GoCGND 

Speed. 

6080 

RoD≅ AoD* 

=> Rule of Thumb: RoD[ft/min] ≅ GoD [%] * Speed [kts] 

60 60 

HW TW 

TASNAM 

GSNGM 

GoC 

RoCHgt 

Hgt 

Time= … Air & Gnd 

RoC 

NAM = Time* 

TAS NGM = Time* 

GS 

[ 

[ NM ] MDH 

V ( VDP) 

= 

300 

RMK/ if Head Wind => GoCGND ⇑; if Tail Wind => GoCGND ⇓ … RoC stay unvariable for Air 

and Gnd calculations. 

RMK/ 3° = 5% & 1° = 100ft/min (max 20°) for SEP 

- 27 - 

ft]

16.7 W & B 

Empty Weight Dry Ewdry (ACFT + STD & Special Equipment) 

+ unusable fuel/oil + hydraulic fluid + de-icing 

Empty Weight EW 

+ removable equipment (kitchen kit,…) 

Basic Empty Weight BEW (CofA) 

+ crew weight + crew luggage weight + lunch 

Dry Operating Weight DOW (=APS) 

+ traffic (pay)load (passengers, mail, cargo) 

+ reserve fuel 

+ Trip Fuel (+ Extra Fuel) 

Zero Fuel Weight ZFW 

Landing Weight LAW minimum* 

T-O Weight TOW 

+ Taxi Fuel (+/-200kg) (Start, Taxi, RunUp, APU ops.) 

Taxi Weight TAW or 

Ramp Weight RW or 

All Up Weight AUW 

Reserve Fuel= Holding Fuel + Alternate Fuel + Contingency 

MinTOF= Reserve Fuel + Trip Fuel 

TOF= MinTOF (+ Extra Fuel) 

Block Fuel= TOF + Taxi Fuel 

ZFW + Block Fuel = TAW = RW = AUW 

ZFW + TOF = TOW 

+Take Off Fuel (TOF) 

Operating Weight OW 

+ traffic (pay)load 

RMK/ Regulated TOW= the lowest of ‘Perfo Limited TOW’ & ‘Structural Limited TOW’. 

* LAW= TOW – Used Fuel 

(Rwy, MTO,…) 

- 28 -

16.8 SPEEDS 

16.8.1 Definitions 

I C E - T 

IAS CAS (RAS) EAS* - TAS 

Pitot Indication Corrected 

for Instrument Error 

IAS Corrected for Position 

Error 

CAS Corrected for 

Compressibility Error. 

*EAS: at High Speeds Only: M.4+, 300kts+ 

An approx. of EAS can be made by a Corrected RAS which is the EAS at SL (cf. Aristo) 

16.8.2 Stalling Speeds (CAS) 

VS Stalling Speed. The greater of: 

• CASMIN at stall (or at min. steady flight & stick full back) 

• 94%.VS1G (α = αCRIT) 

VS1G One G Stall. 

CASMIN at which ACFT’s Lift still equal Weight (and α = αMAX) 

VMS1 The Minimum Speed in the Stall*, for a specified configuration. 

VS1 

VSO 

- 

EAS Corrected for Density 

Error 

The Stalling Speed*. Just after VMS1, for the configuration under consideration. 

The Stalling Speed* in Landing configuration (Flaps+Undercarriage). 

*(or min. steady flight, if no stall) 

16.8.3 TO Speeds (CAS) 

Take Off speeds are determined by Flaps Setting, Density and AUW 

SPEED Definition RMK & Specifications 

V MCG 

V MCA 

V EF 

Min. Contr. Speed on the GND 

TO enabled & safely continued! 

Min. Contr. Speed on the AIR (TO config) 

Engine Failure Speed 

1 # out 

No use of nose wheel steering! 

30ft laterally max. 

1 # out 

Straight flight can be made 

(5° bank & 20° HDG max.) 

Rudder Force: 150lbs max. 

Speed at witch # is assumed 

to fail 

Alti or T ⇑ -> V MCG ⇓ 

V MCG ≤ V MCA 

Alti or T ⇑ -> V MCA ⇓ 

VMCA≤1.2.V S 

V MCG ≤ V EF ≤ V 1 

V GO Lowest V 1 Continued TO possible within TODA 

V 1 

Take-Off Decision Speed 

f( field length, ACFT config, AUW) 

TORR≤TORA;TODR≤TODA;ASDR≤ASDA 

V 1 ≥ V EF + ‘2 sec’ 

V MCG ≤ V 1≤ V R & V MBE 

V STOP Highest V 1 Interrupted TO possible within ASDA 

V R 

Rotation Speed 

All# || 1# out 

f( flaps settings, PA, T, AUW) 

V MU Minimum Unstick Speed= Lowest V LOF Under any conditions 

V LOF 

V MBE 

V 2 

Lift Off Speed (Unstick Speed) 

Max.Breake Energy Speed 

Free Air Safety Speed 

reached at SH with 1#out 

Main Gear Leaves the GND 

f(flaps setting, AUW) 

Full stop within brakes 

capabilities 

450° -> 500°C max. 

= Lowest safe climbing speed 

f(flaps setting, PA, T, AUW) 

Alti or T ⇑ ->V R ⇑ (car + de thrust) 

V R ≥ 1,05. V MCA 

V R ≥ V 1 

V R ≥ Speed to reach V 2 at SH 

VR ≥ Speed to ensure V LOF 

V LOF ≥ 1,1.V MU (booth #)… 1.08 

VLOF ≥ 1,05.V MU (1# out)… 1,04 

V1 ≤ VMBE otherwise TOW must ⇓ 

Alti or T ⇑ -> V2 ⇓ 

V2 ≥ 1,1. V MCA 

V 2 ≥ 1,2.V S (2 & 3 #Turbo & Jet) 

V 2 ≥ 1,15.V S (4 # Turbo & Jet) 

V 3 Steady Initial Climb Speed All # V3 ≥ V 2 + 10kts 

RMK/ V4 is required for noise abattement 

VZF is the Minimum Manoeuvring Speed with Zero Flaps 

- 29 - 

CL 

αcrit αmax 

α

16.8.4 LD Speeds 

Landing speeds are determined by Flaps Setting and AUW 

SPEED Definition RMK & Specifications 

VREF Reference Landing Speed 

Speed at SH in a specific LDG 

config (cf. manual) 

VREF=1,3.VS VAT Target Threshold Speed Speed at whitch ACFT cross the THR at Screen Height (SH) 

V AT0 All # 5% Slope V ATO ≥ 1,3. V S0 

V AT1 1 # out VAT1 ≥ V AT0 

V MCL 

Min. Contr. Speed on the Air (LD config) 

1 wing # out 

Screen Height: 50 ft (booth) 

16.8.5 Micellaneous Speeds 

VIMD Speed of Minimum Drag (cf Drag-Speed curve) 

VIMP Speed of Minimum Power (cf Power-Speed curve) 

VX Max AoC Speed 

VY Max RoC Speed ≈ VX+10kts 

Max Tire Speed: VLOF,GS= R*(2π. RPM)/60 RPM=… 

16.8.6 Limiting Speeds 

VMO 

Speed at which it is still possible to decrease Thrust->Idle or 

Increase it-> Max TO without encountering dangerous flight 

caracteristiques 

Max Operating Speed (Airliners-Jar25). When decending at M=C ste => IAS⇑… 

MMO Same as VMO but in Mach. At High Altitide, when climbing at C ste IAS => M⇑… 

VNO Normal Operating Speed. Max permitted speed for normal operations..~=V RA 

VNE Never Exceed Speed (General Aviation-Jar23). 

VLO Max Speed for Lowering Landing Gear. 

VLE Max Speed with Landing Gear Lowered (extended) ≈ VLO depend upon design. 

VFE Max Flaps Extending Speed. 

VRA Max Rough Air Speed.~=V NO 

VA Design Manoeuvring Speed (Full Aerodyn Ctl without overstress) 

MFS Free Stream Mach Number. Mesurée à un point non affecté par l’onde de pression. 

ML Local Mach Number. Idem MFS mais mesurée à un point spécifique. 

MCRIT Local Mach Nbr=1… at any point of the ACFT. 

MLIM=MCD Critical Drag Mach Number. Liée à l’augmentation de drag dans la zone trans 

sonique. MLIM=1…1,5.MCRIT 

Design Speeds: 

VA Design Manoeuvring Speed V A= VS1. 

nmax 

. Vit max ou l’ACFT stall avant d’atteindre la 

load factor max. 

VB Design Speed at which the ACFT is expected to operate (normal circumstances) 

VC Design Cruising Speed. A cette vitesse, un rafale moyenne (50ft/s) ne doit pas 

causer de dégâts. 

Design Dive Speed 

VD 

nmax Limitation 

Category JAR 23 JAR 25 

Normal & Commuter +3.8 / -1.52 (*0.4) + 2.5 / -1 (up to VC) 

Utility +4.4 / *-0,4 

Aerobatic +6.0 / *-0,5 

- 30 -

17. PSR – PET(CP) 

DEP 

- Taxi Fuel 

HOLD 

- Trip Fuel Safe Endurance ( ou Trip Endurance) 

- Contingency Fuel (Delay, Holding at destination, etc…) 

- Reserve Fuel (Alternate+ Holding at alternate) 

HOLD 

ARR ALTN 

RMK/ On ne peut pas utiliser le Reserve Fuel pour le holding au dessus de la Destination! 

17. Point of Safe (No) Return PSR-PNR 

DEP 

PSR = distance to the RofA 

2 méthodes: 

RofA 

1. Hypothèse: FF et TAS constants 

DEST 

2. FF et TAS varient (cas réaliste où l’on doit revenir pour cause de 1# out => TAS 

et FF plus faibles…) 

SafeEndurance 

FOB − FRF 

FuelFlow 

RMK/ FOB = TotalFOB – Unusable Fuel 

[hrs] 

Time Out + Time Home ≤ Safe Endurance 

TotalEndur ance = 

FOB 

FuelFlow 

RofA RofA 

+ = Endurance≤SafeEndurance 

Alors, on parle de PNR. 

GSh GSo 

=> 

RofA= 

E. 

GSh. 

GSo … notion de PSR si SafeEndurence, ou de PNR si 

GSh+ 

GSo 

TotalEndurence 

- 31 -

17.1 Méthode 1 ARISTO : 

E GSh Distance_ 

RofA 

Time_ 

RofA= 

. = 

GSh+ 

GSo GSo 

Distan 

ce_ 

RofA= 

E. 

GSh. 

GSo 

GSh+ 

GSo 

17.2 Methode 2 

Time_RofA 

E 

GSh 

GSh+GSo 

On calcule la Gross Fuel Flow (GFF), qui est le fuel consommé par NM parcourus au sol. 

GFF = FF [kg/GndNM] 

GS 

FuelAvaible_ 

RofA 

Distance_RofA= 

GFF( 

h+ 

o) 

Distance_ 

RofA 

Time_ 

RofA= 

* 60 

GSo 

17.3 1 # inoperative 

Obligation d’employer la deuxième méthode !… même principe 

- 32 -

18. Point of Equal Time (CP :Critical Point) 

Peut être calculé pour Booth engines, 1# inopérative, 2# inopérative, etc… n’importe quoi 

qui peut affecter la TAS. 

PET 

DEP DEST 

X D-X 

Dist 

Au PET, Time_PETtoHome=Time_PETtoOut 

=> 

on trouve donc: 

D. 

GSh 

Dh= 

GSh+ 

GSo 

D. 

GSo 

Do= 

GSh+ 

GSo 

avec biensûr : 

X = D− 

X 

GSh GSo 

et X = Dh (distance home) 

(D-X) = Do (distance out) 

Time _PETtoHome= 

Dh * 60 

GSh 

Time _PETtoOut= 

Do * 60 

GSo 

= Distance to PET 

RMK/ Time_ 

HomeToPET = Dh * 60 

GSo 

ARISTO : 

Dh 

D 

Time_ 

PET = D * 60 

GSh+ 

GSo 

- 33 - 

GSh 

GSh+GSo

18.1 1# inopérative 

If 1#out => TAS cannot be maintained. Il faut donc utiliser la Reduced GS dans la formule. 

Le cas le plus défavorable étant l’engine failure survenant juste au PET. 

Il faudra alors utiliser : 

- Reduced Pwr Gso1#- & GSh1#- pour calculer les distances à PET (Dh ou Do). 

- Full Pwr GSo pour calculer les temps à PET 

18.2 Multi-legs PETs 

Cf PPSC. 

19. Flight Progress Charts 

Cf PPSC 

20. Computerized Flight Plan 

Cf PPSC 

- 34 -

IFR VFR - MultiMania

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