FLIGHT PLANNING
Enroute Enroute
Where a transition altitude has not been established, for flights enroute the vertical position of aircraft is expressed in terms of:
Flight levels at or above the lowest usable flight level Altitudes below the lowest usable flight level
Provision of Information Provision of Information
Altimeter setting information is available from ATCUs and FICs to allow pilots to verify lowest enroute altitudes and lowest safe FLs and to calculate terrain clearance. The transition level should be included in an approach clearance when requested by the pilot or when the appropriate authority deems it necessary. QNH is included in approach clearances or clearances to enter the traffic circuit, and in taxi clearances for departing aircraft, except when it is known that the aircraft has already received the information. QFE is provided to aircraft on request or on a regular basis in accordance with local arrangements.
Round Down Round Down
Altimeter settings provided to aircraft are rounded down to the nearest lower whole hectopascal (mb).
Pre-Flight Altimeter Operational Test Pre-Flight Altimeter Operational Test
The following test is carried out in an aircraft by flight crew members prior to commencement of a flight. With the aircraft at a known elevation on the aerodrome:
Set the altimeter pressure scale on the current QNH/QFE setting Vibrate the instrument by tapping unless mechanical vibration is provided
A serviceable altimeter indicates the elevation of the point selected, plus the height of the altimeter above this point, within a tolerance of:
± 20 m (60 ft) for altimeters with a test range of 0 to 9000 m (0 to 30 000 ft) ± 25 m (80 ft) for altimeters with a test range of 0 to 15 000 m (0 to 50 000 ft)
Minimum Sector Altitude Minimum Sector Altitude
Within 25 nm of an aerodrome, the authority defines minimum sector altitudes (MSA) for each quadrant of the magnetic compass. The MSA is the lowest altitude to which an approaching aircraft (under approach control) is permitted to descend prior to commencing an instrument approach or before visual contact with the ground is established and maintained. The MSA is published on each approach plate for the aerodrome.
Altimeter Settings Procedures Chapter 9
Air Law 9-5
MSA shown on SID plate MSA shown on SID plate
MSA shown on arrival plate MSA shown on arrival plate
Air Law 10-1 References:
References: Procedures for Air Navigation Services - Aircraft Operations (Document 8168- OPS/611, Volume 1), Volume I - Flight Procedures
It is not always possible to operate in good visual met conditions. Modern aircraft and radio navigation facilities permit operations in poor weather and low visibility so that a scheduled commercial service can meet the commitment of the schedule and the expectation of the travelling public. In ATC the use of radar has revolutionised terminal control but there is still a need for the pilot to gain some sort of visual criteria (visual contact with the ground) during landing operation. To this end, highly technical systems and strictly imposed procedures have been devised to reduce reliance on visual contact to the minimum. This chapter of the notes explores the instrument procedures and associated systems which permit what is termed as ‘low visibility’ operations.
ICAO details the SARPs for low visibility operations in Annex 6. Because the subject is large and technically complex, technical details, procedural amplification, and guidance to operators is contained in ICAO Document 8168 - Procedures for Air Navigation Services - Aircraft Operations (This book is known as PANS-OPS). The document consists of two volumes:
Volume I - Flight Procedures Volume I - Flight Procedures
This volume describes the operational procedures recommended for the guidance of flight operations personnel. It also outlines the various parameters on which the criteria in Volume II are based so as to illustrate the need for operational personnel including flight crew to adhere strictly to the published procedures in order to achieve and maintain an acceptable level of safety in operations.
Volume II - Construction of Visual and Instrument Procedures Volume II - Construction of Visual and Instrument Procedures
This volume is intended for the guidance of procedure specialists and describes the essential areas and obstacle clearance requirements for the achievement of safe, regular instrument flight operations. It provides the basic guidelines to States, and those operators and organizations producing instrument flight charts, that will result in uniform practices at all aerodromes where instrument flight procedures are carried out. The LOs do not require the student to study this part of Doc 8168.
INTRODUCTION
INTRODUCTION
PUBLICATIONS
PUBLICATIONS
Chapter 10 Instrument Procedures
OBSTACLE CLEARANCE OBSTACLE CLEARANCE
The overriding concern with regard to low visibility operations is the unwanted occurrence of ‘controlled flight into terrain’. Once above the transition level or whilst in the cruise, the procedures outlined in Chapter 9 provide the necessary elements of safety from terrain. However, in the process of taking-off and landing the aircraft must inevitably be flown below the defined safety altitude. During these phases of flights, strict adherence to the procedures and the laid down minima is required; complying with these minima will keep the aircraft on the specified flight path and, therefore, safe. However, the man/machine system, despite being highly trained and technically complex, is not perfect, and tolerances have to be applied to cover inadvertent deviation. This must inevitably lead to the introduction of risk. In compiling the procedures using the systems specified in PANS-OPS, an acceptable risk factor has been defined at 1:10 000 000.
ABBREVIATIONS ABBREVIATIONS
In Chapter 1, there is a comprehensive list of abbreviations used in the examinations. In this section, certain specific abbreviations are detailed as required knowledge. These are reproduced below. Abbreviations Used Abbreviations Used ATIS C/L DA/H DER DR EFIS FAF FAP FMS HSI IAF IF MAPt MDA/H MOC
Automatic terminal information service
Centre line
Decision altitude/height Departure end of the runway Dead reckoning
Electronic flight instrument system Final approach fix
Final approach point Flight management system Horizontal situation indicator Initial approach fix Intermediate fix Missed approach point Minimum descent altitude/height Minimum obstacle clearance
NOZ NTZ OCA/H OIS OM PAR PDG RNAV RSR RSS SID SOC SPI STAR TAR TP
Normal operating zone No transgression zone
Obstacle clearance altitude/height Obstacle identification surface Outer marker
Precision approach radar Procedure design gradient Area navigation
En-route surveillance radar Root sum square
Standard instrument departure Start of climb
Special position indicator Standard instrument arrival Terminal area surveillance radar Turning point
The natural environment of an aircraft is in the air. On the ground or during the transition from ground to air the machine is at its most vulnerable. Departure procedures ensure the safe take-off and initial climb to safe flying speed, and then concentrate on positioning the aircraft at the right point and altitude to commence the en-route portion of the flight. The criteria in part 1 of PANS- OPS are designed to provide flight crews and other flight operations personnel with an appreciation, from the operational point of view, of the parameters and criteria used in the design of instrument departure procedures which include, but are not limited to, standard instrument departure (SID) routes and associated procedures. These assume that all engines are operating normally. The ‘engine-out’ case or other emergency situation is the subject of special instructions