E-Learning

w w w . f – a i r . c z

C r o s s c o u n t r y N a v i g a ti o n

Ground preparation

Preflight preparation procedureGathering of information (AIP, NOTAM, AIC)Route planning (map, nav log)Weather assessment (METAR / TAF)

Aerodrome departures/arrivals + RTF proceduresLoss of orientation proceduresCommunication failure procedures

Procedures for deteriorated meteo conditionsVFR navigationFIC FIS VOLMET REG QNH XPDR

RadionavigationFlight PlanA few useful tips for VFR flying

1.

2.

3.

Information sources

• Official sources: FIS publications

ICAO chart 1:500 000 AIP AIP SUP NOTAMs AIC PIB – Preflight information

bulletin

• Nonofficial sources: Other charts Bottlang JEPPESEN AVION database Internet

Before we start planning the route, we should obtain sufficient information regarding:

• Airports we intend to use (operational hours, services provided, type of fuel availiable, state of the aerodrome, FREQ, etc.)

• The route we intend to fly (FREQ, airspace, special equipment required, etc.)

Aeronautical information publication is a prime document containing permanent information of a long term validity essential for flight operations. It is published by each ICAO state for its territory. AIP consists of 3 parts:

1. GEN - General• National rules and requirements (adresses of important organizations,

entry/exit of crew, cargo and passengers into/from the country)• Tables and codes (abbreviations, chart symbols, sunrise/sunset tables)• Services (FIS, Charts, ATS, communication services, meteo, SAR)• Charges (aerodrome, navigation, approach charges)

2. ENR - Enroute• General rules and procedures• ATS airspace (FIR, TMA, MTMA, MCTR)• ATS routes (AWYs)• Radionavigation aids• Navigation alerts/ Prohibited, Restricted, Dangerous, TSA areas

3. AD - Aerodroms• IFR airports• Heliports• VFR airports

AIP

AIP

Temporary changes of a long term character (three months and longer) and information of a shorter validity that contains extensive text or graphics, supplementing information in AIP. e.g. Temporary traffic restriction at an airport.

AIC A notification containing information, that do not comply with the conditions for NOTAM issuance or publishing in AIP, but that are related to flight safety, flight operations or related to technical, administrative or juristical matters.

AIC is published in two series A and C.

AIC series A containing information related to international civil aviation. Information is sent out internationally.

AIC series C containing information related to the national aviation. Information is sent out only within the state of issue .

AIP - SUP

Notam

AIP

Back

Back

Announcement, transmitted by means of telecommunication, containing information concerning the establishment, condition, or change in any aeronautical facility, service, procedures, or hazard, the timely knowledge of which is essential to personnel concerned with flight operations. It is an information of temporary validity (usually up to 1 month).

Series A and B are published in English.Series X and Y contain the same NOTAMs in Czech language.

Series A (X): The most important series. Contains all information regarding operation at ATS routes and the main international airports in the Czech republic: BRNO/TUŘANY, KARLOVY VARY, OSTRAVA/MOŠNOV, PRAHA/RUZYNĚ.

Series B (Y): Contains all information regarding operation at other airports in Czech republic (see AD 1.3) and other information not enlisted in series A (X).

Series S (SNOWTAM): Notifies the presence of hazardous conditions due to snow, ice, slush or standing water associated with snow, slush and ice on the movement area.

NOTAM

0311040700-0311062100 LKAA A0873/03D) DAILY 0700-2100 PJE IN AREA R 5KM CHRUDIM/AD (4956N01547E). ACT WITH PRIOR APV MTWR PARDUBICEF) GND G) FL 095.___________________________________________________________________________________0401270948-0406302359 EST LKPM Z0004/04 AD CLSD ___________________________________________________________________________________ 0401290900-0401291600 LKAA N LK A0043/04 CIV TFC PROHIBITED IN AREA R 10KM STRAKONICE/AD (4915N1353E)F) GND G) FL 095___________________________________________________________________________________0401270935-0401280935 LKPR S0188/04 C)06 F)62/62/62 G)02/02/02 H)65/66/61 SFH N)62-MEDIUM/GOOD C)13 F)62/62/62 G)03/03/03 H)70/73/70 SFH N)62-GOOD R)APN NORTH-52-MEDIUM APN SOUTH-53-MEDIUM/POOR T)RWYS CONTAM. 50 PCT. SLUSH. RWYS TREATED WITH LIQUID DEICING CHEMICALS. TWYS,APNS

CONTAM. 100 PCT. TAXI CAREFULLY.

NOTAM - examples

You can find the abbreviations in AIP – part GEN 2.2

NOTAM/SNOWTAM for LKTB

Important sections of AIP

AIP is one of the essential aviation documents, let’s now take a closer look at some of its parts:

• GEN 1.5.1 - Equipment of aircraft by SSR transponder• ENR 1.2 - Visual Flight Rules (VFR)• ENR 1.4 - ATS Airspace classification (+ back side of ICAO chart)• ENR 1.7 - altimeter setting procedures• ENR 1.10.1 - flight planning procedures• ENR 1.12 - interception of civil aircraft• AD 1.1.8 - providing of aerodrome flight information service

(AFIS)• AD 1.4 - grouping of airports

• ICAO Annex2 - Appendix 1, part 4 signals for aerodrome traffic

Annex-2

Essential to study!!!

AIP

Annex 2 – appendix 1

Questions:

• What are the dimensions of an ATZ?

• What is the minimum flight height for a VFR flight?

• What is the VMC minima for a class G airspace?

• What does it mean when a military aircraft on our left is rocking wings and flashing navigational lights in irregular intervals?

• What do these signals, when displayed on a signal area, mean?

LKBE

Lets now take a look at the available information in AIP, section AD 4.For our first crosscountry flight we will study these airports: • LKBE Benešov • LKPM PříbramWe should always take AADC (Aerodrome chart) and VOC (Visual operations chart) of important airports on board the aircraft.

Questions:

What are these data at LKPM: RWYs (direction and length)? Circuits? Altitude on the circuit? Noise abatement procedures? FREQ ?

Remember!!!!

For a flight to an unfamiliar airport always call the operator and check these items :

• RWY state• availability of required services (fuel, hangar space, customs, etc.)• specific local procedures• weather

ROUTE PLANNING

Consists of these steps:

Plotting the route on the chart Filling out the nav log Fuel calculation Always check for:

• Airspace areas• Flight altitude/ flight height above the

terrain• Turning points

Always keep in mind!! Preparation for a crosscountry flight should start at least 2 hours before the actual flight.(this time may differ according to the difficulty of the route flown or pilot experience)

Getting to know the chart

A thorough familiarization with the chart is necessary before we start plotting a route. It is important to be able to read the chart correctly. These are some important things to notice:

• Chart symbols (top and lower right corner of the chart)• Altitudes are measure in feet• Scale – 1:500 000 i.e. 1cm on the chart=5km Earth distance• Contour line interval 328 ft / 100 m• Chart information currency (lower left corner, you can find the list of

updates in AIP, part GEN 3.2.8)

Questions:

What kind of airspace is on the picture and what are its vertical boundaries?

What information can we read from the airport description?

What is the meaning of these symbols?

What is the date of issue of your chart?

1623

Příbram 123,5 1529 - H 15

LK P5 FL 75GND

2368

Chart preparationLKBE – Benešov – Slapy – Dobříš – Příbram – Orlík – Sedlčany – Votice - LKBE

When a bigger town is considered as a TP, we plot the line on the edge of the town, rather than its center

If a turning point is a smaller object, it is better to make a

circle around it to keep it visible

The line should be clearly visible, but not too strong, so

it doesn’t cover up any important information

Note the expected time from a TP to other significant

navigation points

The legs should not be longer than 10 minutes

ATZ symbol, it is important to realize what are its

dimensions

How to measure the track ?Meridian – an indicator of a

true north

Here you can read the required track.

Make sure, that you don´t mistake it for a 180° opposite

track.

Align the longest side of the triangle with the track so its center intersects the meridan.

To calculate the magnetic track, we should deduct

magnetic variation - 2°30´E

We can neglect this calculation in VFR flying due to the fact that mag. variation in Czech is approximately 3°.

Navigation logNew nav log for each flight!!

(form takeoff to landing)

Date: 16.1.2008 Type: P-92 REG QNH: 1024 NAVIGATION LOG Pilot: John Doe OK - RWY v/w: 270°/10-15 kt

Calculated total time: 60´ Endurance: 3°50´ ATD: 13:25

Turning point ALT/FL VOR/NDB TT / CT s time ETA ATA (+/-)

LKBE 2500 5´ 30

BENEŠOV 2500 020° 2.7 2´ 32 31 -1

SLAPY 2500 280° 9.5 7´ 38 38 -1

DOBŘÍŠ 2500 254° 10.8 8´ 46 49 +2

PŘÍBRAM 2500 227° 7.6 6´ 55

ORLÍK 147° 10´

SEDLČANY

VOTICE

LKBE 5´

----- 5´

AD / FREQ / RWY / ALT: LKBE 118.0 06/24 circuits N 1322 ft LKPM 123,5 06/24 circuits L 1529 ft

Notes: Příbram INFO Tecnam P92, position DOBŘÍŠ, 2500 ft ALT, flight through ATZ west of AD

heading to Příbram city Benešov INFO Tecnam P92, back to Benešov, entering the ATZ south of AD, 2300 ft ALT

(request information for landing)

RAHA INFORMATION 126.1 VOLMET CZ 125.525 VOLMET ENG 128.6 RUZYNĚ ATIS 122.15 TUŘANY ATIS 118.025

06

27

24

09

06

24

ALTITUDE for each leg

Information about airports along the route

We can note the radio-communication for our first crosscountry flight

True track

Distance in NM (speed indicator in knots)

Time for each leg and corresponding speed(for Tecnam P92JS calculate 90 KIAS)

Actual time noted during flight

endurance according to the fuel on board(min. reserve 45 min. for all VFR training flights)

Free space for noting information from AFIS/ATC

Circuit and landing

circuit and departure

Date: 16.1.2008 Type: P-92 REG QNH: 1024 NAVIGATION LOG Pilot: John Doe OK - RWY v/w: 270°/10-15 kt

Calculated total time: 60´ Endurance: 3°50´ ATD: 13:25

Turning point ALT/FL VOR/NDB TT / CT s time ETA ATA (+/-)

LKBE 2500 5´ 30

BENEŠOV 2500 020° 2.7 2´ 32 31 -1

SLAPY 2500 280° 9.5 7´ 38 38 -1

DOBŘÍŠ 2500 254° 10.8 8´ 46 49 +2

PŘÍBRAM 2500 227° 7.6 6´ 55

ORLÍK 147° 10´

SEDLČANY

VOTICE

LKBE 5´

----- 5´

AD / FREQ / RWY / ALT: LKBE 118.0 06/24 circuits N 1322 ft LKPM 123,5 06/24 circuits L 1529 ft

Notes: Příbram INFO Tecnam P92, position DOBŘÍŠ, 2500 ft ALT, flight through ATZ west of AD

heading to Příbram city Benešov INFO Tecnam P92, back to Benešov, entering the ATZ south of AD, 2300 ft ALT

(request information for landing)

RAHA INFORMATION 126.1 VOLMET CZ 125.525 VOLMET ENG 128.6 RUZYNĚ ATIS 122.15 TUŘANY ATIS 118.025

06

27

24

09

06

24

Fuel calculationIt is essential to properly calculate the fuel required for each flight.

According to the F AIR operations handbook the minimum reserve fuel should be 45 minutes.

flight time fuel + reserve fuel = total required fueli.e.: 60´ + 45´ = 1°45´

Tecnam P92 JS 100 fuel consumption …… 18 l/hod (depending on power setting)

1°45´ x 18 l/hod = approx. 32 liters

i.e.: we should have atleast 32 liters of fuel on board Then we fill in the actual endurance corresponding to the actual fuel on board, e.g.: 70 liters 18 l/hod = 3°50´

Question:

What is the endurance of a Tecnam P92JS with the fuel tanks full?

Airspace areas along the routeIt is important to carefully study the airspace along the planned route and its vertical boundaries:

FL 145TMA III Prague -------------------------

4000 ft AMSL

FL 145TMA I Prague -------------------------

1000 ft AGL

FL 145TMA V Prague -------------------------

FL 65

FL 410LKR 5 -------------------------

GND

FL 240LKTRA 60 -------------------------

1000 ft AGL

FL 175LKP 5 -------------------------

GND

We can find the airspace planned activaction times in :• AUP message (issued daily)• via telephone (Prague INFO)• during flight – Prague INFO 126,1/136,175

Airspace AreaRestricted Area – LKR An airspace of defined dimensions within which the flight of aircraft may be carried out only under certain specified conditions.

Prohibited Area – LKP An airspace of defined dimensions within which the flight of aircraft is prohibited. This term is used when the flight of civil aircraft within the designated airspace is not permitted at any time under any circumstances.

Danger Area – LKD An airspace of defined dimensions within which activities dangerous to the flight of aircraft may exist at specified times. The purpose of the creation of a danger area is to caution operators or pilots of aircraft about the existing danger, having in view their responsibility for the safety of their aircraft.

Temporary Reserved Area - TRA A defined volume of airspace normally under the jurisdiction of one aviation authority and temporarily reserved, by common agreement, for the specific use by military or another traffic and through which other traffic may be allowed to transit, under ATC clearance.

Temporary Segregated Area - TSA A defined volume of airspace normally under the jurisdiction of one aviation authority and temporarily segregated, by common agreement, for the exclusive use by military or another traffic and through which other traffic will not be allowed to transit.

ADIZ – Air Defence Identification Zone (no longer used in Czech Republic)Is airspace over land or water in which the identification, location, and control of civil aircraft is required in the interest of national security.

Question:What are the conditions for a flight to LKR8 and where can we find this information?

AIP

AUPAirspace Use Plan

Abbreaviations used in AUP:FRN - firingINACTIVE – Airspace is no longer activeOAT - Operational Air Traffic (not in compliance with ICAO rules – usually military traffic)WRNG – Warning (in AUP – only NAV warning)

The list of planned Areas

Do not forget to check the validity (date and time ) of

AUP

Assesment of METEO conditions• METAR / SPECI• TAF• SIGMET• WARNING• Aviation forecasts• Global meteorological situation

knowledge (Synoptic maps, TV, ...)• Satelite and radar pictures• Consulting a meteorologist

You can find all information in the online BRIEFING.

METARMeteorological Terminal Air Report. Coded and regularly issued each 30 – 60 minutes. If a report is issued outside the scheduled interval due to a sudden change of meteo conditions, it is called SPECI. A TREND message is attached at the end of METAR. It is a local forecast for the next 2 hours.

Examples:

METAR LKPR 211230Z VRB03KT 9999 CAVOK 06/M00 Q1015 NOSIG RMK REG QNH 1011=

SPECI LKPR 211234Z 31010KT 270V360 4000 -SHSN SCT013 OVC023 M03/M05 Q1015 0629//95 136902471 TEMPO 31015G25KT 1200 +FZRASN RMK REG QNH 1011=

ID of the airport for which the METAR has

been issued

Time of issue DDHHMM

Surface wind

Significant wether

Cloud coverage

Visibility Temperature / Dew point

QNH

TREND message

RWY state message – shortened SNOWTAM

TREND report Note e.g. regional QNH

Remark

METAR – questions…What do these abbreviations mean?

CAVOK SKC NSC NOSIG

FEW SCT BKN OVC

TCU CB

VRB

TAFRegularly issued and internationally coded Terminal Aerodrome Forecast:• „short“ TAF - issued every 3 hours, forecast for 9 hours• „long“ TAF - issued every 6 hours, forecast for 30 hours

Examples:

TAF LKPR 211300Z 211524 31012KT 9999 SCT020 BKN040 TEMPO 1524 4000 -SN SCT010 BKN020 PROB40 1521 1400 SHSN SCT007 BKN010=

TAF LKPR 141000Z 141812 24016KT 9999 SCT025 TEMPO 0012 7000 RASN BKN013 PROB30 0012 26020G34KT 3000 SHRASN SCT013CB BECMG 1012 30016G26KT=

TEMPO – TEMPOrary fluctuations to forecast meteorological conditions which last for one hour or less in each instance and, in the aggregate, cover less than half of the period.

BECMG – BECoMing indicates that in the period given, the weather will start to change from the previous line to the next line

SIGMETInformation concerning the occurrence or expected occurrence of specified en-route weather phenomena which may affect the safety of aircraft operations.

Examples:

LKAA SIGMET 1 VALID 200615/201015 LKPR-PRAHA FIR SEV ICE OBS MAINLY CENTRAL PART BTN FL100/FL180 MOV S-SE NC=

LKAA SIGMET 1 VALID 182110/182400 LKPR-PRAHA FIR SEV TURB OBS SW PART OF LKAA BTN FL220/FL270 MOV E NC=

WARNING

Examples:

WARNING N.1 FOR LKAA VALIDITY 142359/150400QNH PRESSURE VALUE WILL IN CZECH TEMPORARILY DROP BELOW 993 HPA DUE TO THE COLD FRONT

MOVING FROM WEST.

WARNING N.2 FOR LKAA VALIDITY 161400/162000WIND VELOCITY IN THE WESTERN PART OF LKAA WILL ABOVE FL050 EXCEED 50KT FROM SW DIRECTION.

WARNING N.3 FOR AIRPORTS LKTB,LKMT,LKKV,LKKU,LKHO VALIDITY 210610/211500SNOW SHOWERS EXPECTED AT AIRPORTS LKTB,LKMT,LKKV,LKKU,LKHO.

Warnings of a specific meteorological phenomena (in plain language)

LKAA Area Forecast

FIR forecast in plain language

Satellite pictures, synoptic situation

Weather radar pictures

Division of airports1) International – Airports intended for domestic and international traffic, which provide

customs and immigration facilities and services.2) Domestic – Airports intended solely for domestic traffic.

• Private – Airports where an operator‘s permission is required prior the flight to the airport.• Public – All other airports, permission does not have to be obtained.

Controlled – ATC, FIS (information) and ALR (alerting) services are provided AFIS – FIS and ALR services are provided Uncontrolled – no services provided (AFIS airports outside operational hours)

Warning!!! We are obliged to avoid uncontrolled airports along the route by 3NM or 5,5km!

Arrivals / Departures to/from controlled airports

According to the procedures published in AIP and specific for each airport.

Arrivals / Departures to/fm AFIS aerodromesAccording to the information provided by AFIS officer, who should comply

with the procedures published in AIP

On a departure from an AFIS AD we usually report:

• Commencing of taxi, and intentions after takeoff

• Intention to cross RWY or taxi back via RWY (backtrack)

• RWY line up• Takeoff• Leaving the traffic circuit• Leaving the ATZ

On an arrival to an AFIS AD we report: WHO I AM • registration

• aircraft type WHERE I AM • altitude

• where do I enter the ATZ WHAT I INTEND TO DO

• intention (low-pass, landing or other activity)

• where do I leave the ATZ (if flying through the ATZ) Benešov RADIO, OK-RWY, good morning, after startup at F AIR apron, crosscountry flight Benešov-Příbram-Orlík

returning in 1 hour Benešov RADIO, OK-RWY, on right downwind 24, leaving the traffic circuit NW Benešov RADIO, OK-RWY, leaving the ATZ NW, proceeding to Příbram

Příbram RADIO, OK-RWY, good morning Tecnam P92, (from Benešov to Benešov) position Dobříš, 2500 ft ALTITUDE, flight through ATZ west of airport to

Příbram city, OK-RWY

Benešov RADIO, OK-RWY, good morning Tecnam P92, back to Benešov, posotion Olbramovice (or joining the ATZ from the south), 2500 ft ALTITUDE, (request

information for landing), OK-RWY

RT

F p

rocedures

Methods of joining the departure route• Climbing overhead• Direct departure – if the if the RWY and dep. HDG are

similar• Departure to a significant waypoing near the AD = to the

first TP• From the traffic circuit – for advanced

Arrivals / Departures to/fm uncontrolled aerodromes

According to the information published in AIPRTF communication same as at the AFIS ADs, with the phrase „transmitting blind“

On a departure from an uncontrolled AD we usually report:

• Commencing of taxi, and intentions after takeoff

• Intention to cross RWY or taxi back via RWY (backtrack)

• RWY line up• Takeoff• Leaving the traffic circuit• Leaving the ATZ

On an arrival to an uncontrolled AD we report: WHO I AM • registration

• aircraft type WHERE I AM • altitude

• where do I enter the ATZ WHAT I INTEND TO DO

• intention (low-pass, landing or other activity)

• where do I leave the ATZ (if flying through the ATZ) Benešov RADIO, OK-RWY, transmitting blind, after startup at F AIR apron, crosscountry flight Benešov-Příbram-Orlík

returning in 1 hour Benešov RADIO, OK-RWY, transmitting blind, on right downwind 24, leaving the traffic circuit NW Benešov RADIO, OK-RWY, transmitting blind, leaving the ATZ NW, proceeding to Příbram

Příbram RADIO, OK-RWY, good morning Tecnam P92, transmitting blind,(from Benešov to Benešov) position Dobříš, 2500 ft ALTITUDE, flight through ATZ west

of airport to Příbram city, OK-RWY Benešov RADIO, transmitting blind ,Tecnam P92, back to Benešov, posotion Olbramovice, 2500 ft ALTITUDE,

proceeding overhead , OK-RWY After checking the signal area Benešov RADIO, transmitting blind, proceeding to right downwind RWY 24

RT

F p

rocedures

Procedure for arrival to an uncontrolled AD

Turn overhead• Altitude same as on the circuit or 200-300ft higher

If the airspace above the airport allows it• Evaluate wind conditions

Wind direction indicator According to the signal area (be cautious – may be old) According to other indications (waves on the water, smoke,

trees, etc.)

Join the traffic circuit for the selected RWY• Possibility to use the precautionary landing procedure

Transmit blind your position on the circuit

Loss of orientation Stay calm Evaluate, if you really had lost orientation.

• If we cannot determine our present position precisely , but we had known our position a few minutes ago and the next significant point is ahead, it is not a loss of orientation

Allign the GYRO with magnetic compass If we are flying near CTR, LKR, LKP, ADIZ airspace

• Turn away from these airspace areas First steps to regain orientation

• Climb to get a better view (beware of airspace vertical boundaries and possible limitations)• Calculate expected position, using the time and heading from the last known WPT

Try to find a significant point (town, hill, mast) around you or in the map• Return to the last known position (beware of the wind drift)

Only if you are sure that you knew where you were a while ago If you had flown over significant nav. points

• Join a significant orientation line (river, highway, mountainrange) Use of radionavigation

• VOR, ADF, DME, GPS – if the aircraft is equipped and you know how to use the equipment Call the ATC (XPDR SSR, primary radar if close to controlled airports, VDF)

• Request position information• Request recommended heading

If orientation cannot be ragained and you cannot contact ATC• Precautionary landing

Do not wait for fuel exhaustion Do not wait till sunset

Loss of communicationFor VFR flight loss of communication can occur only in airspace where radio-communication is required – i.e. in controlled airspace

First you should check : Radio

Correctly tuned FREQ Volume Headset SQUELCH

Radio check (e.g. previous FREQ) Try another FREQ

If unsuccessful: XPDR mode A 7600 maintain VMC Land at the nearest suitable AD Notify the ATC ASAP about a successful landing

Loss of communication in an uncontrolled airspace

Proceed to the destination• Unless it lies in a controlled airspace• If I can avoid controlled airspace

In other case, land at the neares suitable airport or at the airport of departure

Be careful when flying around ATZ Apply the same procedures as for an arrival to an

uncontrolled airport

Deteriorated meteorological conditions It is possible to avoid this situation by:

• Proper preflight preparation• Good knowledge of meteorology• Good estimation and assesment • Good decisions• Having a good idea of a global meteo situation (TV, synoptic maps, …)• Flight planning against the general movement of weather fronts

Usually deterioration of:• Visibility

Mostly mist, fog (usually does not change fast) Mist + sunset Precipitation (local)

Cloud coverage Frontal or in the area of a low pressure Local (precipitation and storms)

Can also include• Turbulence• Icing• Increasing winds – problematic especially for landing

In general, it is possible to continue the flight, if:Poor visibility – mist

• If we can sufficiently recognize terrain and significant objects• If we can see hills and obstacles• If at the same time a low cloud coverage is not present

Low cloud coverage• Only if the visibility is good

It is possible to fly around precipitation if:

• It is isolated• It is not in a valley• We know the surrounding area:

Mountains and hills Restricted airspace

• We have a sufficient map

It is possible to fly through the precipitation if:• There is a „hole“ – we can safely see through and recognize a horizon behind

When it is not safe to proceed:o Fly towards the good weather:

• Change the direction, fly to an alternate airport• Return the airport of departure (if the weather is still good)• If you have to change the route, follow significant navigation lines

o Emergency solution – if you get surrounded by bad weather • Precautionary landing into terrain

Unintentional flight into IMC:o If the cloud is isolated

• Maintain altitude• Turn 180°

o In a solid cloud coverage• Climb to a safe altitude

• A good knowledge of the terrain is essential

• Safe ALT in CR is about 4 000 ft • Except for the boundary areas (mountains)

o Call ATC• Radar vectoring

Landing into the setting sun

o Evaluate if really necessary Landing in the opposite direction with a light tailwind (consult POH) Flight to an alternate airport Consider waiting and land after sunset (PPL students should plan their solo flights to

land at least 60 minutes prior sunset!!!)

o Procedure for landing into the sun – if unavoidable Do not reduce power untill flare Flare a bit higher than for a normal landing (1-1,5 meters above ground) Reduce power to idle Start pulling back on the stick to lose speed, look to the side, not directly ahead to

monitor height above ground Wait for the touch-down (positive landing) Beware of a bouncy landing, do not push forward on the stick

Preflight preparation F-AIR activate the flight (briefing) AIRCRAFT Airworthy CREW OK A/C + CREW LICENCES On board WEATHER Satisfactory BAGGAGE Weighted + secured FUEL + CG…. Calculated + withing limits FLIGHT PLAN Prepared + filed + accepted MAPS + NAV EQUIPMENT On board PERFORMANCE + ENDURANCE Calculated, safe OTHER EQUIPMENT Headphones, oxygen, tie downs...

Comparative navigation

Note the takeoff time into navlog

switch XPDR to ALT mode

Depart via the traffic circuit towards the first significant point (in our case the 1st WPT)

Try to fly the route as precisely as possible

Turn to the new heading

Write down the time

Calculate ATA + + ETA for the next ▲WPT

RTF announce leaving the ATZ

5 minutes from the WPT we should be in the southern part of a town - Netvořice

Verify the WPT• time• highway• ending railway

Turn to the new headingWrite down the time (navlog)calculate ATA + + ETA for the next WPT▲RTF the flight through the ATZAvoid the traffic

circuit

RTF leaving the ATZ

Verify positionTune LKPM FREQ

After turning to the new headingFind a significant point ahead, make corrections for

wind driftUse comparative navigation

Verify the WPT using at least 3 sources• Time• Water dam• River shape/bend

Turn to the new headingWrite down the time (navlog)calculate ATA + + ETA for the next WPT▲

Comparative navigation

Do not overfly the center of large citiesMaintain safe distance from

prohibited areasBe very careful about maintaining altitude when flying below active

airspace areas

On a crosscountry flight outside ATZ you should have Prague information 126,1

tuned in Tune in LKBE FREQ in time

RTF announce entering the ATZ

Suggestions…….

Overflying large forests or lakes:• Maintain sufficient altitude• Fly around

Flight around hills/mountains:• Gain sufficient altitude in time• Beware of the leeward side of the hills (turbulence,

downdrafts)

During flight always monitor the weather behind you !!

Suggestions…….Chart:

Fold so that the whole route is visible and on an area of one A4 (max 2 for longer flights)

Align the track line with the direction of flight when navigating

Do not write in anything unnecessary so that you do not cover up any improtant information depicted in the chart

Always take some money along!!! You never know where you might end up...

Do not forget to go to the toilet before each flight!!! This problem is difficult to solve when airborne...

Suggestions…….

Plan the flight with a safe reserve before sunset!!! You might get delayed.

While flying do not look into the map for too long!!! Neither you would when driving a car.

You should study the route in advance, when you are still on the ground.

Use your head when you are flying.But not to make holes in the ground, graveyards are full of heroes.

Analyze, debrief and learn from each flight.

Suggestions…….

When planning a flight, try to prepare everything already on the ground.

You will then have more time to solve possible non-standard situations in the air.

When in a difficult situation, use this procedure:

1. FLY - FLY THE AIRCRAFT2. NAVIGATE 3. COMMUNICATE

Other information…….

Student pilot – pauses in training and other limitations: Student pilot can not fly as a PIC if he has not flown for

more than 14 days !!! Maximium flight time for a student pilot per day - 4 hrs !!!

NORDO (No Radio) Arrival/departure to an AFIS AD is possible!

After a previous coordination with the AD operator (AFIS officer)

After an arrival to an unfamiliar airportMake a larger circuit and a longer final approach.

If anything does not seem right, it is no shame to go around.

FIC – Prague Information 126.1/136.175

Provides services in LKAA (FIR Prague):

FIS (Flight information service) – provides advice and information useful to perform a safe flight (airspace activation, activation/cancelling of flight plans,...)

ALS (alerting service) – notifies the SAR institutions and facilities about aircraft that are to be searched for.

FIC is not a part of the ATC service.

FIS – Flight Information ServiceFlight information service must provide information regarding:a) SIGMET and AIRMET information;b) Volcanic activity (eruption, ash, ...),c) Releasing of radioactive or toxic chemicals in the atmosphere,d) Changes in availability of radionavigation facilities;e) Changes regarding airfields (changes in services provided and information about the state of movement

areas if affected by slush, snow or standing water)f) Releasing of free baloons and any other information that may affect safetyg) Reported or forecasted meteorological conditions at the departure, destination or alternate airportsh) Danger of collision of aircraft flying in airspace class C, D, E, F and G.

Flight information service provided to VFR flights must in addition include information regarding operation or meteorological conditions which might not allow to perform a flight in VMC on the route flown.

Remark – Flight information service does not relieve the pilot from any responsibility. The pilot is definitively responsible for the safe execution of flight.

Communication with FICTry to be precise, use correct RTF procedures and minimize the communication. It is very unpleasant when you are trying to communicate but the frequency is congested with unnecessary inquiries or innacurate and prolonged communication.

Prague INFORMATION, OK-RWY, good morning. OK-RWY, Prague INFORMATION , go ahead.

Tecnam P92 after departure from Benešov, crosscountry flight to LKJH, 2500 ft ALT, squawk 7000, OK-RWY Prague INFORMATION, roger, regional QNH 1012.

Regional QNH 1012, OK-RWY. Prague INFORMATION, OK-RWY, approaching LKJH, changing frequency to Hradec INFO 123.6.

Prague INFORMATION.

Tecnam P92 position Vlasim, request information about activation of LKR 73 airspace, OK-RWY LKR 73 is not activated, Prague INFORMATION.

OK-RWY

VOLMET

Broadcasting for each FIR containing current METEO information about controlled airports.

FREQ: VOLMET 125.525 MHz only CZ ADs VOLMET 128.6 MHz CZ + some ADs abroad

Regional QNH

Lowest QNH in the whole FIR to ensure safe separation from the terrain.

Altimeter setting when measuring ALTITUDE: set REG QNH outside CTR, TMA, ATZ and when not below TMA For flights in CTR, TMA and ATZ set aeordrome QNH, as instructed by ATC/AFIS

Aerodrome QNH

Regional QNH

ELEV

True

ALT

indi

cate

d A

LT

Where can we get the current REG QNH?

In METAR of civil airports (only in CR)

FIC Prague Information 126.1 or any other ATC FREQ

CZ VOLMET 125.525

Wind drift

Determination:• graphically• calculation• Nav. computer

If a significant wind is forecasted, we can depict the direction in the chart.

Question: How strong would be the

crosswind if the drift angle was 45°?

80 k

t

??

GS

45°

Secondary surveillence radar transponderXPDR SSR

Aircraft equipped with XPDR should have the transponder turned on in the correct mode and with an appropriate code selected:

• 7000 – uncontrolled VFR flights• 2000 – controlled VFR flights

• 7500 – unlawful interference• 7600 – loss of communication• 7700 – emergency

Radionavigation aids

To help us navigate we can use ground or satellite navigation aids:• NDB• VOR• ILS • OMEGA / LORAN / DECCA• GPS

We should first know how these devices work to be able to use them correctly!

RNZ

And for a better demonstration you can use our simulator, not only during long winter nights

SIMULATOR

FPL

Guide to filling a FPL: ICAO DOC 4444 –

appendix 2 FPL

Filing a FPL Annex 2-3.3, AIP ENR 1.10.1:• for each IFR flight• For each international flight (some exceptions within the Shengen area)• For each flight to a military AD (in CR)• For VFR in airspace class C,D above 1000 ft GND• For VFR, when we require ATC services (alerting service)

Alerting service is then automatically provided to VFR flights with a filed flight plan.

Filing via ARO, ATS or internet (IBS) For a controlled flights 60 min in advance For uncontrolled flights 30 min in advance

FPL validity: Controlled flights - 30 min after estimated off-block time

(commencing of taxi) Uncontrolled flights - 60 min after EOBT

Activation, closing or cancelling AIP ENR 1.2.8 Controlled Ads - automatically Via telephone with ATC In flight – Prague information

Warning!!! If a flight plan is not cancelled or closed, then after the flight time + 30mins expiration the SAR forces commence a rescue mission.

OKUTC V G

C172

LKBE 1200

N0110 VFR RADOTIN

LKPR 0030 LKTC

OPR/F-AIR RMK/TRNG FLT

03 30 002 ▬ ▬

▬ ▬ ▬ ▬ ▬ ▬ ▬ ▬ ▬ ▬

▬

▬

WHITE

JOHN DOE

VO SL

Pilot: Prague INFORMATION, OK-RWY, good morningFIC: OK-RWY, Prague INFORMATION, good morning, pass your message

Pilot: request flight plan activation from LKBE to LKPR, takeoff 12:45 (report in UTC), OK-RWYFlight plan will not be activated if the pilot does not report takeoff.

FIC: flight plan activated at 12:45 set squawk 3331, Prague INFORMATION.

Activation of a FPLAfter leaving the ATZ, tune PRAHA INFO or other ATC frequency and report the following information:

• Aircraft identification • Destination AD• Departure AD • Takeoff time

Pilot: Prague INFORMATION, OK-RWY, cancelling flight plan at 15:22 (UTC) FIC/ATC: OK-RWY, Prague INFORMATION, flight plan cancelled at 15:22 , set squawk 7000, goodbye Pilot: squawk 7000, goodbye, OK-RWY.

Cancelling of a FPLFlight plan does not have to be closed after landing if a pilot cancels it when still airborne. It is possible in airspace class G and E or in class D and C up to 1000ft AGL.

Activation/cancelling of FPL via RTF

A few wise words at the end……• It is always better to be on the ground and wish to fly, than to fly and

wish to be on the ground.

• Each pilot starts with one bag full of luck and the other empty, for experience. The trick is to fill in the second bag with experince before we run out of luck.

• The three most useless things to a pilot are:• Altitude above him• Runway behind him• Fuel that he left on the ground

• Never allow your aircraft to get where your brain didn‘t want to be five minutes ago.

• Always look around you. Surely there is something that you have missed.

And at the very end……

Flying is beautiful. May it bring you the same happines as it does to us...