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Radar Contact Flight Planning
Version 4 December 2, 2007
Copyright JDT LLC 2005 Page 96
Now that the departure and arrival are planned, we need to check what the most efficient routing would be to connect the two ends. Since this is a short flight, it works out that Jet Route 64 will connect Hector VOR to CIVET intersection. Saving the route and exporting to FS200x .pln format is done in the same manner as our first flight. The challenge now is to fly the route exactly as planned and as published. Just like the real world, the Radar Contact controllers will expect you to know how to fly the procedures you have planned and filed, and if you do not, you may get a visit from the Flight Standards District Office upon arrival! Altitude planning may vary greatly based on such things as forecast winds aloft, aircraft weight, ATC traffic constraints, and possible operational restrictions on the aircraft due to inoperative components. Since our flight is short, we will only plan to cruise at 28,000 feet or FL280. How do I know which altitude to fly for my direction of flight? Good question! The answer depends on whether you file RVSM. Let‟s see what table 3-3-1 from the Aeronautical Information Manual has to say.
STAR Begins Here
DP Ends Here
Radar Contact Flight Planning
Version 4 December 2, 2007
Copyright JDT LLC 2005 Page 97
If your magnetic course (ground track) is:
And you are below 18,000 feet MSL, fly:
And you are at or above 18,000 feet MSL but below FL 290, fly:
And you are at or above FL 290, fly 4,000 foot intervals:
0° to 179°
Odd thousands MSL (3,000; 5,000; 7,000, etc.)
Odd Flight Levels (FL 190; 210; 230, etc.)
Beginning at FL 290 (FL 290; 330; 370, etc.)
180° to 359°
Even thousands MSL (2,000; 4,000; 6,000, etc.)
Even Flight Levels (FL 180; 200; 220, etc.)
Beginning at FL 310 (FL 310; 350; 390, etc.)
The table shown above pertains to Non-RVSM. Though RVSM was implemented in the United States early 2005 (Europe‟s been RVSM for some time now), some countries do still subscribe to Non-RVSM. Remember, RVSM gives you six new legal FLs (Flight Levels) to use for cruise altitude. They are FL300, 320, 340, 360, 380 and 400. Cruising at FL410, separation minima below is now 1000ft. Above remains 2000ft. The following table shows RVSM and Non-RVSM changes regarding correct altitude for direction of flight, and separation minima:
Radar Contact Flight Planning
Version 4 December 2, 2007
Copyright JDT LLC 2005 Page 98
Additional information for USA RVSM may be found here:
http://www.faa.gov/ats/ato/rvsm1.htm European users may find additional information here: http://www.ecacnav.com/rvsm/default.htm Fuel planning for general aviation IFR and air carrier IFR is actually quite similar. The regulations that govern each type of operation essentially say the exact same thing. For general aviation, FAR 91.167 says you must plan enough fuel to fly from your departure airport to your destination airport, fly to your alternate airport (if required), and then be able to fly for another 45 minutes at normal cruise speed. For airlines operating under domestic rules, FAR 121.639 says you must plan enough fuel to fly from your departure airport to your destination airport, fly to your MOST DISTANT alternate (if required, and if more than one alternate is planned), and then be able to fly for another 45 minutes at normal cruise speed. Our Boeing 737 burns right about 5.000 pounds of fuel per hour so a sample fuel summary for our flight from KLAS to KLAX may look something like this: KLAS KLAX 5.106 FL280 Enroute burn and flight level KONT 2.310 Fuel burn from missed approach to the alternate RSV 4.000 45 Minute IFR Reserve HOLD 2.500 Fuel designated for anticipated holding XTRA 1.200 Fuel to cover last minute weight changes TAXI 0.450 Fuel to taxi TOTAL 15.566 15.600 Minimum fuel required for flight (rounded up)
This now brings us to the last item we need to consider for our flight - the alternate. How do you know if you need one? Read on. FAR 121.619 states that an alternate airport MUST be planned if from one hour before to one hour after the estimated time of arrival the ceiling is forecast to be less than 2,000 feet, or the visibility forecast to be less than 3 statute miles. Remember this as the 1-2-3 Rule
1
1 hour before to 1 hour after ETA
2
Ceiling less than 2,000 feet
3
Visibility less than 3 statute miles
Alternate Airport
Radar Contact Flight Planning
Version 4 December 2, 2007
Copyright JDT LLC 2005 Page 99
Ceiling – The height above the earth‟s surface of the lowest layer of clouds or obscuring phenomena that is reported as “broken”, “overcast”, “obscuration”, and not classified as “thin”, or “partial”. Now that we have determined that an alternate airport must legally be planned for our destination how do you decide WHICH airport to plan? Ideally you want to plan an alternate that is as close to the destination as possible for economic and passenger convenience considerations, while at the same time remaining clear of the weather that is requiring the alternate in the first place. This is not always an easy task, especially during the winter months when widespread low ceilings and visibility are common. In order to be able to legally plan to use an airport as an alternate under FAR part 121 the forecast must indicate that it will meet the criteria for alternate airport weather minimums at the estimated time of arrival. Alternate airport minimums may be derived using the ONE NAV RULE or the TWO NAV RULE from the table below.
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