general preflight

General PartPFL

01-AUG-2013I

Sheet 739082

*739082*

L

ido

2013

-

portrait_1_column

A5

STD

PFL

Preflight

General Part

Table of Contents

General Information

1 Operation of ACFT (ICAOAnnex 6)

1.1 Flight Preparation 101.1.1 Flight Planning Points 101.1.1.1 Point of Equal Time (PET / ETP) 101.1.1.2 Point of No Return (PNR) 101.2 Aerodrome Operating Minima (ICAO Annex 6) 101.3 Alternate Aerodromes (ICAO Annex 6) 201.3.1 Take-Off Alternate Selection 201.3.2 When a Destination Alternate is Required 201.3.3 When a Destination Alternate is not Required 20

2 ETOPS (ICAO) 2.1 General 302.2 ETOPS Definitions 302.2.1 Types of ETOPS En-Route Alternates 302.2.2 ETOPS Segment 402.2.3 Equal Time Point (ETP) 402.2.4 One Engine Inoperative (OEI) - Speed 402.2.5 Maximum Diversion Time 502.2.6 Maximum Diversion Distance 502.3 ETOPS En-Route Alternates 502.4 ETOPS Fuel Supply 502.4.1 Critical Fuel Reserve (CFR) 502.4.2 Critical Fuel Scenario 602.5 Planning Minima ETOPS En-Route Alternate

Aerodromes 602.6 Take-Off Alternate Selection ETOPS Flights 60

3 Planning Principles (EU-OPS)

3.1 General 703.1.1 Routes and Areas of Operation (EU-OPS) 703.1.2 Common Types of Non-Standard Flight 703.2 Flight Preparation 803.3 Requirements for Alternate Aerodrome

Selection 803.4 En-Route Multi-Engine Aircraft - 1 Engine

Inoperative 903.5 En-Route Multi Engine Aircraft - 2 Engines

Inoperative 100

TAP Portugal (TAPNTW10)

General PartPFL

01-AUG-2013II

Sheet 739082

Lid

o 20

13

-

portrait_1_column

A5

STD

PF

LPreflight

General Part

4 Meteorological Conditions(EU-OPS)

4.1 General 1004.2 Take-Off Minima 1004.3 Take-Off Alternate Selection 1104.4 Aerodrome Selection 1104.5 Planning Minima for IFR Flights 1104.5.1 Planning with one Destination Alternate 1104.5.2 Planning with 2 Destination Alternates 1204.5.3 Planning Minima Table for Alternates 1204.5.4 Planning Minima ETOPS 1304.6 3% ERA (3% En-Route Alternate) (EU-OPS) 130

5 Fuel Policy (EU-OPS) 5.1 Basic Procedure 1405.1.1 Taxi Fuel 1505.1.2 Trip Fuel 1505.1.3 Contingency Fuel 1505.1.4 Alternate Fuel 1605.1.5 Final Reserve Fuel 1605.1.6 Minimum Additional Fuel 1605.1.7 Extra Fuel 1705.2 Reduced Contingency Fuel Procedure (RCF) 1705.2.1 RCF Case 1 1705.2.2 RCF Case 2 1805.3 Pre-Determined Point Procedure (PDP) 1805.3.1 PDP Case 1 1905.3.2 PDP Case 2 200

6 Aviation Turbine Fuel Types 210

7 ICAO Notam Format(Annex 15)

7.1 Decoding of Q-Group Second and Third Letter 2307.2 Decoding of Q-Group Fourth and Fifth letter 280


General PartPFL

20-MAY-201010

Sheet 317751

*317751*

L

ido

2010

-

portrait_1_column

A5

STD

PFL

Preflight

General Part

1 Operation of ACFT (ICAO Annex 6)

1.1 Flight PreparationA flight shall not be commenced until flight preparation forms have been completed certifying that the pilot incommand is satisfied that:

the aircraft is airworthy; the instruments and equipment for the particular type of operation to be undertaken, are installed and

are sufficient for the flight; a maintenance release has been issued in respect of the aircraft the mass of the aircraft and centre of gravity location are such that the flight can be conducted safely,

taking into account the flight conditions expected; any load carried is properly distributed and safely secured; check has been completed indicating that the aircraft performance operating limitations can be

complied with for the flight to be undertaken; the standards relating to operational flight planning have been complied with.

Completed flight preparation forms shall be kept by an operator for a period of three month.

1.1.1 Flight Planning Points1.1.1.1 Point of Equal Time (PET / ETP)State regulations require for flight planning calculations to take into account the possible failure(s) of one (ormore) system(s), such as engine failure(s) and/or loss of cabin pressure (decompression). These calculations must assure the ability to reach an adequate aerodrome during all phases of flight. Forthis reason Pont of Equal Time (ETPs) must be calculated in advance.

1.1.1.2 Point of No Return (PNR)The Point of No Return is a point, from where, on a flight towards an isolated aerodrome where no suitablealternate is available , a flight (diversion) to another aerodrome (Departure or Intermediate Alternate) will notbe possible anymore with the remaining fuel on board and the flight can only be continued to the isolateddestination aerodrome.

1.2 Aerodrome Operating Minima (ICAO Annex 6)The state of the operator shall require that the aircraft operator establish aerodrome operating minima foreach aerodrome to be used in operations, and shall approve the method of determination of such minima.Such minima shall not be lower than any that may be established for such aerodromes by the state in whichthe aerodrome is located, except when specifically approved by that state. The State of the Operator shall require that in establishing the aerodrome operating minima which will applyto any particular operation, full account shall be taken of:

the type, performance and handling characteristics of the aircraft the composition of the flight crew, their competence and experience; the dimensions and characteristics of the runways which may be selected for use; the adequacy and performance of the available visual and non-visual ground aids; the obstacles in the approach and missed approach areas and the obstacle clearance altitude/height

for the instrument approach procedures the means used to determine and report meteorological conditions; and the obstacles in the climb-out areas and necessary clearance margins.


General PartPFL

20-MAY-201020

Sheet 317751

Lid

o 20

10

-

portrait_1_column

A5

STD

PF

LPreflight

General Part

the equipment available on the aircraft for the purpose of navigation and/or control of the flight pathduring the approach to landing and the missed approach.

1.3 Alternate Aerodromes (ICAO Annex 6)1.3.1 Take-Off Alternate SelectionA Take-Off Alternate Aerodrome shall be selected and specified in the operational flight plan if the weatherconditions at the aerodrome of departure are at or below the applicable aerodrome operating minima or itwould not be possible to return to the aerodrome of departure for other reasons.For an aerodrome to be selected as a take-off alternate the available information shall indicate that, at theestimated time of use, the conditions will be at or above the aerodrome operating minima for that operation.A Take-off alternate aerodrome shall be located within the following distance from the aerodrome ofdeparture:

Aircraft having 2 engines: Not more than a distance equivalent to a flight time of 1 HR at the single-engine cruise speed; and

Aircraft having 3 or more engines: Not more than a distance equivalent to a flight time of 2 HRs at the one-engine inoperative cruisespeed.

Preflight General Information 3.3 Requirements for Alternate Aerodrome Selection

1.3.2 When a Destination Alternate is RequiredA flight shall not be commenced unless, taking into account both the meteorological conditions and anydelays that are expected in flight, the aircraft carries sufficient fuel and oil to ensure that it can safelycomplete the flight. In addition, a reserve shall be carried to provide for contingencies. When a destinationalternate aerodrome is required the following have to be fulfilled:

Eitherto fly to the alternate aerodrome via anypredetermined point and thereafter

for 30 MIN at 450m (1500ft) above thealternate aerodrome, due provision havingbeen made for an additional amount of fuelsufficient to provide for the increasedconsumption on the occurrence of any of thepotential contingencies specified by theoperator to the satisfaction of the State ofthe Operator;

provided that fuel shall not be less than theamount of fuel required to fly to theaerodrome to which the flight is planned andthereafter for two HRs at normal cruiseconsumption.

to fly to and execute an approach, and a missedapproach, at the aerodrome to which the flight isplanned, and thereafter:

to fly to the alternate aerodrome specified inthe operational and ATS flight plans; andthen

to fly for 30 MIN at holding speed at450m(1500ft) above the alternate aerodromeunder standard temperature conditions, andapproach and land; and

to have an additional amount of fuelsufficient to provide for the increasedconsumption on the occurrence of any of thepotential contingencies specified by theoperator to the satisfaction of the State ofthe Operator.

1.3.3 When a Destination Alternate is not RequiredA flight shall not be commenced unless, taking into account both the meteorological conditions and anydelays that are expected in flight, the aircraft carries sufficient fuel and oil to ensure that it can safelycomplete the flight. In addition, a reserve shall be carried to provide for contingencies. When a destinationalternate aerodrome not is required the following have to be fulfilled:


General PartPFL

20-MAY-201030

Sheet 317752

*317752*

L

ido

2010

-

portrait_1_column

A5

STD

PFL

Preflight

General Part

Either

to fly to the aerodrome the flight is planned andthereafter for a period of 2 HRs in normal cruiseconsumption

to fly to and execute an approach, and a missedapproach, at the aerodrome to which the flight isplanned, and thereafter:

to fly for 30 MIN at holding speed at 450m(1500ft) above the aerodrome to which theflight is planned under standard temperatureconditions, and

to have an additional amount of fuelsufficient to provide for the increasedconsumption on the occurrence of any of thepotential contingencies specified by theoperator to the satisfaction of the State ofthe Operator.

2 ETOPS (ICAO)

2.1 GeneralIn order to maintain the required level of safety on routes where an aircraft with two power-units is permittedto operate beyond the threshold time, it is necessary that:

the airworthiness certification of the aircraft type specifically permits operations beyond the thresholdtime, taking into account the aircraft system design and reliability aspects;

the reliability of the propulsion system is such that the risk of double power-unit failure fromindependent causes is extremely remote;

any necessary special maintenance requirements are fulfilled; specific flight dispatch requirements are met; necessary in-flight operational procedures are established and specific operational authorization is

granted by the state of the operator.

2.2 ETOPS Definitions2.2.1 Types of ETOPS En-Route AlternatesA flight to be conducted in accordance with ETOPS procedures shall not be commenced unless, during thepossible period of arrival, the required alternate aerodrome(s) will be available and the available informationindicates that conditions at those aerodromes will be at or above the aerodrome operating minima approvedby the authority for the type of operation.Adequate Alternate Aerodrome An adequate alternate aerodrome is one at which the landing performance requirements can be met andwhich is expected to be available, if required, and which has the necessary facilities and services, such as airtraffic control, lighting, communications, meteorological services, navigation aids, rescue and fire-fightingservices and one suitable instrument approach procedure.Suitable Alternate AerodromeA suitable alternate aerodrome is an adequate aerodrome where, for the anticipated time of use, weatherreports, or forecasts, or any combination thereof, indicate that the weather conditions will be at or above therequired aerodrome operating minima, and the runway surface condition reports indicate that a safe landingwill be possible.


General PartPFL

20-MAY-201040

Sheet 317752

Lid

o 20

10

-

portrait_1_column

A5

STD

PF

LPreflight

General Part

2.2.2 ETOPS SegmentAn ETOPS segment is solely that portion of a flight when an aircraft is more than 60 MIN away from a suitableaerodrome based on standard condition in still air at One Engine Inoperative cruise speed (OEI-speed). Thistime is also known as threshold time.

Legend:ETOPS area

O ETOPS area entry pointEA ETOPS Alternate

With e.g. R = 180 MIN circle (OEI-speed) fulfillingETOPS weather minima requirements

IA Intermediate Alternate (IA), with r = 60 MIN circle(OEI-speed)

2.2.3 Equal Time Point (ETP)An Equal Time Point is a point on the ETOPS route segment which is located at the same flying time(considering wind and temperature conditions) from the two associated suitable en-route Alternates.The location of the ETPs is usually defined by the Operational Flight Plan (OFP) but can be also assessed bylocating the mid-points (equal-distance points) on a plotting chart or orientation chart and by applying a windcorrection (e.g. using the equal- time number method or a wind correction scale).For fuel calculation these points (ETPs and PTOs) are covered by the calculation tool of the OFP. Preflight General Information 5 Fuel Policy (EU-OPS)

2.2.4 One Engine Inoperative (OEI) - SpeedOEI-(cruise) speed is a fixed value and subject to approval by the authority and can be used for pre-flightplanning. This speed is based on the following;

international standard atmosphere, level flight, and FL170 or maximum level with OEI according to the AOM/AFM or OM.

Note As the critical fuel scenario according to international regulations must cover one engine outand decompression (i.e. uncontained engine failure causing structural damage), FL100 must


General PartPFL

01-AUG-201350

Sheet 739083

*739083*

L

ido

2013

-

portrait_1_column

A5

STD

PFL

Preflight

General Part

be considered. Therefore the authority may approve an OEI which is higher than optimum atthis level to guarantee maximum diversion distance.

This speed shall be used to determine the area of operation, any dispatch limitation, calculation of singleengine fuel and oil supply and to establish the level off altitude. This level-off altitude (net performance) mustclear any obstacle en-route by margins.In case of an actual OEI situation in-flight the manufacturer recommends to fly at optimum, weight dependantspeed using AOM/OM tables or according to FMS calculation.

2.2.5 Maximum Diversion TimeThe required operational approval by the authority may be granted for different maximum diversion times(rule time), e.g. 120 or 180 MIN, depending on the engine-aircraft combination. As maximum diversion timeis based on still air distance, actual diversion time calculated on Operational Flight Plan might be greater.

2.2.6 Maximum Diversion DistanceIs the distance covered in still air and standard conditions based on the One Engine Inoperative (cruise) speedin the maximum diversion time.

2.3 ETOPS En-Route AlternatesETOPS en-route alternates are suitable and appropriate aerodromes at which an ACFT would be able to landafter experiencing an engine shutdown or other abnormal or emergency condition while en-route in an ETOPSoperation.Since ETOPS en-route alternate aerodromes serve a different purpose than the destination alternateaerodromes special attention should be paid to fulfill the following:

The landing distances required as specified in the operator's OM (e.g. AFM/OM-B) taking into accountwind and RWY surface conditions, permit the ACFT to be stopped within the LDA as declared by theaerodrome authorities.

The aerodrome services and facilities are adequate to permit an instrument approach procedure tothe RWY expected to be used while complying with the applicable aerodrome operating minima.

Only approved aerodromes may be selected. The ETOPS en-route alternate aerodrome used for planningmust be shown on the ATC FPL and on the OFP. A flight shall not be commenced unless, during the possible period of arrival, the required en-route alternateaerodrome(s) will be available and the available information indicates that conditions at those aerodromes willbe at or above the aerodrome operating minima approved for the operation:

Ceiling and Visibility requirements are equal to or exceed the planning minima according to theapproved minima of the operator.

The forecast crosswind component including gusts for the intended RWY under anticipated RWYconditions shall be considered.

2.4 ETOPS Fuel SupplyFor releasing an aeroplane on an ETOPS flight, the operator should ensure that it carries sufficient fuel and oilto meet the applicable operational requirements and any additional fuel that may be determined inaccordance with the following chapter.

2.4.1 Critical Fuel Reserve (CFR)In establishing the CFR, the operator is to determine the fuel necessary to fly to the most critical point (atnormal cruise speed and altitude, taking into account the anticipated meteorological conditions for the flight)

c

a

a


General PartPFL

01-AUG-201360

Sheet 739083

Lid

o 20

13

-

portrait_1_column

A5

STD

PF

LPreflight

General Part

and execute a diversion to an ETOPS en-route alternate under the conditions outlined in the Critical FuelScenario.These CFR should be compared to the normal applicable operational requirements for the flight. If it isdetermined by this comparison that the fuel to complete the critical fuel scenario exceeds the fuel that wouldbe on board at the most critical point, as determined by applicable operational requirements, additional fuelshould be included to the extent necessary to safely complete the critical fuel scenario. When considering thepotential diversion distance flown account should be taken of the anticipated routing and approachprocedures, in particular any constraints caused by airspace restrictions or terrain.

2.4.2 Critical Fuel ScenarioThe aeroplane is required to carry sufficient fuel taking into account the forecast wind and weather to fly toan ETOPS en-route alternate assuming the greater of:

a) A rapid decompression at the most critical point followed by a descent to 10000ft (FL100) or ahigher altitude if sufficient oxygen is provided in accordance with the applicable operationalrequirements.

b) Flight at the approved OEI cruise speed assuming a rapid decompression and a simultaneousengine failure at the most critical point followed by a descent to 10000ft (FL100) or a higher altitudeif sufficient oxygen is provided in accordance with the applicable operational requirements.

c) Flight at the approved OEI cruise speed assuming an engine failure at the most critical point followedby descent to the one-engine-inoperative cruise altitude.

Note: The most critical point is either the ETOPS entry point, or the last Point of Equal Time (PET) betweenETOPS alternates (if more than one are being planned), or the ETOPS exit point.

Fuel Calculation for Critical Fuel ScenarioTrip fuel to the most critical pointand diversion to ETOPS alternate assuming the worst case scenario of a), b) or c) above

Wind speed factor/reserve forerrors in wind data

increase actual forecast wind speed by 5% (increase in headwind ora decrease in tailwind); oradd 5% of the greater of a), b) or c) above

Icing - the greater of:

airframe icing effect during 10% of the time during whichicing is forecast (INCL fuel for engine & wing anti-ice duringthis period)

engine & wing anti-ice for the entire time during which icingis forecast

Deterioration in cruise fuel burnperformance 5% increment or the operator's demonstrated value

APU fuel consumption if required as a power source; according to OM-B/AFMMEL or CDL items additional fuel consumption, when applicableHolding fuel +Instrument approach and landing 15 MIN holding at 1500ft AAE above ETOPS alternate

2.5 Planning Minima ETOPS En-Route Alternate Aerodromes Preflight General Information 4.5.4 Planning Minima ETOPS

2.6 Take-Off Alternate Selection ETOPS Flights Preflight General Information 3.3 Requirements for Alternate Aerodrome Selection

a

a

a

a

a

a

a

aa

a

aa

a

aaa

d


General PartPFL

20-MAY-201070

Sheet 317754

*317754*

L

ido

2010

-

portrait_1_column

A5

STD

PFL

Preflight

General Part

3 Planning Principles (EU-OPS)

3.1 GeneralThe following chapters explain in brief summary certain steps of verification which may occur during thepreflight phase. Pre-flight phase covers the time period from the first submission of a flight plan until the firstdelivery of an air traffic control clearance.The method chosen shall help to visualize some of the various procedural steps a pre-flight phase consist ofand is structured in chronological sequence as far as applicable.For legal aspects it is clearly stated that this chapter contains only parts of the legally binding regulations. Formore details refer to the specific official documentation.Additional information is provided by cross-references to the relevant chapters of Lido/RouteManual.The following chapters deal with the standard flight scenario which covers an operation within 60 MIN (allengines running at LRC in ISA conditions) for two engine aircraft or 90 MIN for three or more engine aircraftunder same conditions).The principles described therein are only suitable for such operations. Preflight General Information 2 ETOPS (ICAO) Preflight General Information 4.5.4 Planning Minima ETOPS

3.1.1 Routes and Areas of Operation (EU-OPS)An operator shall ensure that operations are only conducted along such routes or within such areas, forwhich:

Ground facilities and services, including meteorological services, are provided which are adequate forthe planned operation;

The performance of the aircraft intended to be used is adequate to comply with minimum flightaltitude requirements;

The equipment of the aircraft intended to be used meets the minimum requirements for the plannedoperation;

Appropriate maps and charts are available; If two engine aircraft are used, adequate aerodromes are available within the time/distance

limitations; If single engine aircraft is used, surfaces are available which permit a safe forced landing to be

executed.

An operator shall ensure that operations are conducted in accordance with any restriction on the routes or theareas of operation, imposed by the authority.

3.1.2 Common Types of Non-Standard FlightWhilst any definition of what is non-standard must be made by reference to what is standard for anyparticular operator, a number of generalized cases can be identified. Non-Standard Flight OperationScenarios such as but not limited to the following can not be covered in this chapter.

Positioning or ferry flights (both fully and conditionally released to service) Pleasure, sightseeing or other air experience flights Display or exhibition flying for the benefit of persons on the ground Air-to-air photography Function flights after maintenance input or in association with aircraft acceptance or hand back Flights to develop operator-specific visual approach/departure procedures Flights undertaken specifically and solely for crew training or familiarization purposes


General PartPFL

20-MAY-201080

Sheet 317754

Lid

o 20

10

-

portrait_1_column

A5

STD

PF

LPreflight

General Part

An exceptional freight-only flight made by an operator which does not normally undertake such flights Airworthiness certification flights (unless flown by trained test pilots following their main occupation)

3.2 Flight PreparationAn operator shall ensure that an operational flight plan is completed for each intended flight.The commander shall not commence a flight unless he/she is satisfied that:

the aircraft is airworthy; the load is properly distributed and safely secured; the aircraft is not operated contrary to the provision of the Configuration Deviation List (CDL); the instruments and equipment required for the flight to be conducted are available or may be in-

operational as provided in accordance with the Minimum Equipment List (MEL); those parts of the OM which are required for the conduct of the flight are available; the documents, additional information and forms required for the planned flight are to be available:

- Documents to be carried: the certificate of registration; the certificate of airworthiness; theoriginal or a copy of; the noise certificate; the original or a copy of the AOC; the aircraft radiolicense;

- Manuals to be carried: current version of the OM relevant for the duties of the crew; those partsof the OM which are required for the control of flight are easily;

accessible; the current Aircraft Flight Manual (AFM) current maps, charts and associated documentation or equivalent data are available to cover the

intended operation of the aircraft including any diversion which may reasonably be expected Thisshall include any conversion tables necessary to support operations where metric heights, altitudesand flight levels must be used;

the provisions specified in the OM in respect of use; the- fuel, oil and oxygen requirements,- aerodrome operating minima,- availability of alternate aerodromes, where required

can be complied with for the planned flight the mass of the aircraft, at the commencement of take-off roll will be such that the flight can be

safely conducted.

3.3 Requirements for Alternate Aerodrome SelectionAn operator shall establish procedures for the selection of destination and/or alternate aerodromes which areauthorized for use when planning a flight. The required selected aerodrome(s) shall be specified in theoperational flight plan. Take-off Alternate Selection An operator must select a take-off alternate aerodrome if it would not be possible to return to the departureaerodrome for meteorological or performance reasons. The take-off alternate aerodrome, in relation to thedeparture aerodrome, shall be located within:


General PartPFL

20-MAY-201090

Sheet 317755

*317755*

L

ido

2010

-

portrait_1_column

A5

STD

PFL

Preflight

General Part

a) For Aircraft having two engines, either:- one hour flight time at a one-engine-inoperative cruising speed according to the Aircraft Flight

Manual (AFM) in still air standard conditions based on the actual take-off mass;or

- At the operators approved ETOPS diversion time, subject to any Minimum Equipment List (MEL)restriction, up to a maximum of two hours, at the one-engine-inoperative cruising speedaccording to the AFM in still air standard conditions based on the actual take-off mass foraeroplanes and crews authorised for ETOPS

b) For Aircraft having three or more engines

Two hours flight time at a One-Engine-Inoperative cruising speed according to the AFM in still air standardconditions based on the actual take-off mass for three and four-engine aircraft. If the AFM does not contain aone-engine-inoperative cruising speed, the speed to be used for calculation must be that which is achievedwith the remaining engine(s) set at maximum continuous power. Destination Alternate Selection An operator must select at least one destination alternate for each IFR flight unless:

The duration of the planned flight from take-off to landing or, in the event of in-flight re-planning inaccordance with the authorized fuel policy, the remaining flying time to destination does not exceedsix hours, and

two separate runways are available and usable at the destination aerodrome and the appropriateweather reports or forecasts for the destination aerodrome, or any combination thereof, indicate thatfor the period from one hour before until one hour after the expected time of arrival at the destinationaerodrome, the ceiling will be at least 2000 ft or circling height + 500 ft, whichever is greater, andthe visibility will be at least 5 km; or

the destination aerodrome is isolated.

Selection of two Destination AlternatesAn operator must select two destination alternate aerodromes when the appropriate weather reports orforecasts for the destination aerodrome, or any combination thereof, indicate that during a periodcommencing one hour before and ending one hour after the estimated time of arrival, the weather conditionswill be below the applicable planning minima or no meteorological information is available.

3.4 En-Route Multi-Engine Aircraft - 1 Engine InoperativeAn aircraft operator shall ensure:

The gradient must be positive at least 1000ft above all terrain and obstructions along the route within(9.3km / 5NM ) on either side of the intended track and a positive gradient at 1500ft above anacceptable aerodrome.or

The net flight path must permit the aircraft to continue flight from cruising altitude to an acceptableaerodrome clearing vertically by at least 2000ft all terrain and obstructions along the route within(9.3km / 5NM ) on either side of the intended track in accordance with:- engine failure at most critical point of the route;- wind effect is taken;- fuel jettison permitted;- an acceptable aerodrome provided.


General PartPFL

20-MAY-2010100

Sheet 317755

Lid

o 20

10

-

portrait_1_column

A5

STD

PF

LPreflight

General Part

3.5 En-Route Multi Engine Aircraft - 2 Engines Inoperative

Note If the navigational accuracy does not meet the 95 % containment level, an operator mustincrease the width margin given above to 18,5km (10NM).

4 Meteorological Conditions (EU-OPS)

4.1 GeneralAn aerodrome weather minimum shall only be used during the flight planning stage in accordance with thespecification determined in Airline Operation Manual (AOM).

4.2 Take-Off MinimaBefore taking off a commander must satisfy himself/herself that, according to the information available tohim/her, the weather at the aerodrome and the condition of the RWY intended to be used should not preventa safe take-off. The RVR/VIS in take-off direction has to be equal to or better the applicable minimum.


General PartPFL

17-NOV-2011110

Sheet 532487

*532487*

L

ido

2011

-

portrait_1_column

A5

STD

PFL

Preflight

General Part

4.3 Take-Off Alternate Selection

4.4 Aerodrome Selection

4.5 Planning Minima for IFR Flights4.5.1 Planning with one Destination AlternateAn operator must select one destination alternate for each IFR flight unless:


General PartPFL

17-NOV-2011120

Sheet 532487

Lid

o 20

11

-

portrait_1_column

A5

STD

PF

LPreflight

General Part

Note The destination aerodrome is isolated when the fuel requirement from aerodrome ofdestination to destination alternate aerodrome exceed 2 HRs flying time.

4.5.2 Planning with 2 Destination AlternatesAn operator must select two destination alternates when:

the appropriate weather reports or forecasts for the destination aerodrome, or any combinationthereof, indicate that during a period commencing one hour before and ending one hour after theestimated time of arrival, the weather conditions will be below the applicable planning minima or

no meteorological information is available.

4.5.3 Planning Minima Table for AlternatesThe appropriate weather reports or forecasts for the destination aerodrome, or any combination thereof,indicate that during a period commencing one hour before and ending one hour after the estimated time ofarrival, the weather conditions will be at or above the applicable planning minima as shown in the tablebelow.The Table below is applicable for selection of the following types of aerodromes at planning stage:

destination alternate, isolated aerodrome, 3% ERA aerodrome, en-route alternate.

Planning minima EU-OPSType of Approach Planning minima Cat 2 / 3 Cat 1 (Note 1)

Cat 1 Non-precision (Note 1) (Note 2)

Non-precision APCH Non-precision (Note 1) (Note 2) plus + 200ft / 1000m Circling CirclingNote: Published OEI minima must only be considered if it is higher than the required normal minima. (Note 1) RVR (Note 2) The ceiling must be at or above the MDH.

d


General PartPFL

01-AUG-2013130

Sheet 739084

*739084*

L

ido

2013

-

portrait_1_column

A5

STD

PFL

Preflight

General Part

4.5.4 Planning Minima ETOPSAn operator shall only select an aerodrome as an ETOPS en-route alternate aerodrome when the appropriateweather reports or forecasts, or any combination thereof, indicate that, between the anticipated time oflanding until one hour after the latest possible time of landing, conditions calculated by adding the valuesgiven in EU-OPS Table 2 below, will exist.

Note An operator shall include in the Operations Manual the method for determining the operatingminima at the planned ETOPS en-route alternate aerodrome.

Planning Minima ETOPS (EU-OPS Table 2)Approach facility Alternate airfield ceiling Weather minima Visibility/RVR

Precision approach procedure Authorized DH/DA + an incrementof 200ft Authorized visibility + anincrement of 800m

Non-precision approach orcircling approach

Authorized MDH/MDA + anincrement of 400ft

Authorized visibility + anincrement of 1500m

4.6 3% ERA (3% En-Route Alternate) (EU-OPS)Location of the 3% En-Route Alternate (3% ERA) aerodrome for the purposes of reducing contingency fuel to3%. The 3% ERA aerodrome shall be located within a circle having a radius equal to 20% of the total flight plandistance, the centre of which lies on the planned route at a distance from the destination aerodrome of 25%of the total flight plan distance, or at least 20% of the total flight plan distance plus 50NM, whichever isgreater, all distances are to be calculated in still air conditions (see figure below).


General PartPFL

01-AUG-2013140

Sheet 739084

Lid

o 20

13

-

portrait_1_column

A5

STD

PF

LPreflight

General Part

5 Fuel Policy (EU-OPS)

An operator must base the company fuel policy, including calculation of the amount of fuel to be on board fordeparture, on the planning criteria outlined in the following subparagraphs.

5.1 Basic ProcedureThe usable fuel to be on board for departure must be the amount of:

Taxi Fuel


General PartPFL

08-DEC-2011150

Sheet 540453

*540453*

L

ido

2011

-

portrait_1_column

A5

STD

PFL

Preflight

General Part

Trip Fuel Contingency Fuel Alternate Fuel Final Reserve Fuel Minimum Additional Fuel Extra Fuel

5.1.1 Taxi FuelTaxi fuel shall not be less than the amount, expected to be used prior to take-off. Local conditions at thedeparture aerodrome and APU consumption shall be taken into account.

5.1.2 Trip FuelTrip fuel shall include Fuel:

for take-off and climb from aerodrome elevation to initial cruising level/altitude, taking into accountthe expected departure routing,

from top of climb to top of descent, including any step climb/descent, from top of descent to the point where the approach is initiated, taking into account the expected

arrival procedure and for approach and landing at the destination aerodrome.

5.1.3 Contingency FuelThe fuel required to for unseen factors which could have influence on the fuel consumption to the destinationaerodrome. Such as deviation of an individual ACFT from the expected consumption data, deviation frommeteorological conditions and deviation from planned routings, cruising levels or cruising altitudes.


General PartPFL

08-DEC-2011160

Sheet 540453

Lid

o 20

11

-

portrait_1_column

A5

STD

PF

LPreflight

General Part

5.1.4 Alternate FuelAlternate fuel shall include fuel for:

a missed approach from the applicable Minimum Descent Altitude (MDA)/Decision Height (DH) at theDestination Aerodrome to missed approach altitude, taking into account the complete missedapproach procedure,

climb from missed approach altitude to cruising level/altitude, taking into account the expecteddeparture routing,

cruise from top of climb to top of descent, taking into account the expected routing, descent from top of descent to the point where the approach is initiated, taking into account the

expected arrival procedure and executing an approach and landing at the destination alternate aerodrome.

5.1.5 Final Reserve FuelFinal reserve fuel shall be enough fuel to fly for 30 MIN at holding speed at 1500ft (450m) above aerodromeelevation in standard conditions, calculated with the estimated mass on arrival at the destination alternateaerodrome or the destination aerodrome, when no destination alternate aerodrome is required.

5.1.6 Minimum Additional FuelThe minimum additional fuel which shall permit the aircraft to descend as necessary and proceed to anadequate alternate aerodrome in the event of engine failure or loss of pressurization, whichever requires thegreater amount of fuel based on the assumption that such a failure occurs at the most critical point along theroute


General PartPFL

04-OCT-2012170

Sheet 627243

*627243*

L

ido

2012

-

portrait_1_column

A5

STD

PFL

Preflight

General Part

a) hold there for 15 MIN at 1500ft (450m) above airport elevation in standard conditions; and make anapproach and landing;and

b) Holding for 15 MIN at 1500ft (450m) above destination airport elevation in standard conditions, whena flight is operated without a destination alternate aerodrome.

Note: Additional fuel is only required, if the minimum amount of fuel calculated for Trip fuel Contingency fuel Alternate fuel Final reserve fuel

is not sufficient for such an event.

5.1.7 Extra FuelExtra fuel is fuel which shall be on the discretion of the commander.

5.2 Reduced Contingency Fuel Procedure (RCF)If an operators fuel policy includes pre-flight planning to a destination 1 aerodrome (commercialdestination) with a reduced contingency fuel procedure using a decision point along the route and adestination 2 aerodrome (optional refuel destination), the amount of usable fuel, on board for departure,shall be the greater of RCF case 1 or 2. For details, refer to the following subparagraphs "RCF Case 1" and"RCF Case 2".

5.2.1 RCF Case 1

RCF case 1 fuel shall be the sum of:

Taxi fuel

Alternate fuel or no alternate fuel if the DP is less than 6 HR from destination 1

Extra fuel

Additional fuel

Final reserve fuel

Contingency fuel: not less than 5% of trip fuel from DP to destination 1

Trip fuel to destination 1 via the Decision Point (DP)

(Note)

Note: Aerodrome selection requirement: Two separate runways are available and usable at the destinationaerodrome and the appropriate weather reports or forecasts for the destination aerodrome, or anycombination thereof, indicate that for the period from one hour before until one hour after the expected timeof arrival at the destination aerodrome, the ceiling will be at least 2000ft or circling height + 500ft, whicheveris greater, and the visibility will be at least 5km.

c

c

a


General PartPFL

04-OCT-2012180

Sheet 627243

Lid

o 20

12

-

portrait_1_column

A5

STD

PF

LPreflight

General Part

5.2.2 RCF Case 2

RCF case 2 fuel shall be the sum of:

Taxi fuel

Contingency Fuel from departure aerodrome to destination aerodrome 2 which shall be EITHER:

Extra fuel

Additional fuel

Final reserve fuel

Alternate fuel (if a destination 2 alternate is required)

Trip fuel to destination 2 via the decision point

5% of the planned trip fuel or, in the event of in-flight re-planning,5% of the trip fuel for the remainder of the flight

Not less than 3% of the planned trip fuel or, in the event of in-flightreplanning, 3% of the trip fuel for the remainder of the flight,provided that an en-route alternate aerodrome is available

An amount of fuel sufficient for 20 MIN flying time based upon the planned trip fuel consumption provided that the operator has established a fuel consumption monitoring program for individual ACFT and uses valid data determined by means of such a program for fuel calculation

An amount of fuel based on a statistical method approved by the Authoritywhich ensures an appropriate statistical coverage of the deviation fromthe planned to the actual trip fuel. This method is used to monitor the fuelconsumption on each city pair/ACFT combination and the operator usesthis data for a statistical analysis to calculate contingency fuel for thatcity pair/ACFT combination.

but AT LEAST Fuel for 5 MIN at holding speed at 1500ft (450m) above the destination aerodrome in standard conditions.

5.3 Pre-Determined Point Procedure (PDP)If an operators fuel policy includes planning to a destination alternate aerodrome where the distancebetween the destination aerodrome and the destination alternate aerodrome is such that a flight can only berouted via a predetermined point to one of these aerodromes, the amount of usable fuel, on board fordeparture, shall be the greater of PDP case 1 or 2 (for details refer to following subparagraphs "PDP Case 1"and "PDP Case 2").


General PartPFL

04-OCT-2012190

Sheet 627244

*627244*

L

ido

2012

-

portrait_1_column

A5

STD

PFL

Preflight

General Part

5.3.1 PDP Case 1


General PartPFL

04-OCT-2012200

Sheet 627244

Lid

o 20

12

-

portrait_1_column

A5

STD

PF

LPreflight

General Part

5.3.2 PDP Case 2


General PartPFL

04-OCT-2012210

Sheet 627245

*627245*

L

ido

2012

-

portrait_1_column

A5

STD

PFL

Preflight

General Part

6 Aviation Turbine Fuel Types

Aviation turbine fuels are used for jet and turbo-prop engine aircraft. JET-A1 and JET-A are currently the twomain grades of turbine fuel in use in civil commercial aviation. Jet -A1 is produced to a stringentinternationally agreed standard with a flashpoint of above 38C (100F) and a freeze point maximum of-47C. JET-A fuel, normally available only within the USA, has the same flash point as Jet- A1 but a higherfreeze point of maximum (-40C). Rarely used is Jet-B fuel, which is a wide cut kerosene consisting as ablend of gasoline and kerosene to cover demands caused by very cold climates. These standards are set bythe Aviation Fuel Quality Requirements for Jointly Operating System (AFQRJOS) and based on a test methodpublished by the British Ministry of Defence.In some countries JET-A1 fuel may be delivered under a different label but still meets the agreed standards.For details refer to the following CRARs:

Australia China Russia

Aviation Turbine Fuel AdditivesAviation fuel additives are compounds added to the fuel to provide special or improved qualities. A fewadditives in common use are as follows:

Anti-knock additives reduce the tendency of gasoline to detonate. Tetra-ethyl lead (TEL) is the onlyapproved anti-knock additive for aviation use and has been used in motor and aviation gasolinessince the early 1930s

Anti-oxidants prevent the formation of gum deposits on fuel system components caused by oxidationof the fuel in storage and also inhibit the formation of peroxide compounds in certain jet fuels.

Static dissipater additives reduce the hazardous effects of static electricity generated by movement offuel through modern high flow-rate fuel transfer systems. Static dissipater additives do not reduce theneed for `bonding' to ensure electrical continuity between metal components (e.g. aircraft and fuellingequipment) nor do they influence hazards from lightning strikes.

Corrosion inhibitors protect ferrous metals in fuel handling systems, such as pipelines and fuelstorage tanks, from corrosion. Some corrosion inhibitors also improve the lubricating properties(lubricity) of certain jet fuels.

Fuel System Icing Inhibitors (Anti-icing additives) reduce the freezing point of water precipitated fromjet fuels due to cooling at high altitudes and prevent the formation of ice crystals which restrict theflow of fuel to the engine. This type of additive does not affect the freezing point of the fuel itself. Anti-icing additives can also provide some protection against microbiological growth in jet fuel.

Metal de-activators suppress the catalytic effect which some metals, particularly copper, have on fueloxidation.

Biocide additives are sometimes used to combat microbiological growths in jet fuel, often by directaddition to aircraft tanks; as indicated above some anti-icing additives appear to possess biocidalproperties

Thermal Stability Improver additives are sometimes used in military JP-8 fuel, to produce a gradereferred to as JP-8+100, to inhibit deposit formation in the high temperature areas of the aircraft fuelsystem.

Military Fuel typesThe military equivalent to civil fuel grade Jet-A1 is JP-8 or NATO Code F-34 / F-35. For Jet-B , JP-4 or NATOCode F-40. JP-5 is a high flash point kerosene meeting US military standards, NATO Code F-44.


General PartPFL

04-OCT-2012220

Sheet 627245

Lid

o 20

12

-

portrait_1_column

A5

STD

PF

LPreflight

General Part

7 ICAO Notam Format (Annex 15)

Sample NOTAMA1470/10 NOTAMNQ)EGTT/QMRXX/IV/NBO/A/000/999/5129N00028W005A)EGLLB)1004282000C)1006300800 ESTE)RWY09327L DUE WIP NO CENTERLINE AND TDZ LIGHTS AVBLDecoding Sample NOTAMA1470/10 NOTAMN A1470/10 one letter to indicate the Series, a 4-digit NOTAM

number followed by a stroke and two digits toindicate the year.

NOTAMN Suffix N Indicates this is a new NOTAM. Otheroptions are R for NOTAM replacing another or C forone cancelling another

Q)EGTT/QMRXX/IV/NBO/A/000/999/5129N00028W005Q) This is the "Q" or qualifier line, it always starts Q)

and contains the following fields, each separated bya stroke.

EGTT FIR (here EGTT, London FIR)QMRXX Q Group second and third letters - it conserns a

runwayQMRXX Q Group remaining details in plain languageIV Indicates that this is significant for IFR and VFR

trafficNBO Indicates for immediate attention of aircraft

operators, for inclusion in Prefflight InformationBulletins (PIBs) and Operationally significant for IFRflights.

A Indicates scope, here Aerodrome, others are E (en-route) or W (nav warning)

000/999 lower and upper limits expressed as a flight level. Inthis case it has been left as the default as it is notapplicable.

5129N00028W005 Indicates the geographical center and radius ofinfluence, always this number of digits. In this casethe radius is 5 n.m.

A)EGLL ICAO indicator of the aerodrome or FIR (London Heathrow) can include morethan one FIR

B)1004282000 Date/time group (UTC) when this NOTAM becomes effective C)1006300800 EST Date/time group (UTC) when the NOTAM ceases to be effective. All NOTAM with

EST remain in force until cancelled or replaced. E)RWY09327L DUE WIP NO CENTERLINE AND TDZ LIGHTS AVBL NOTAM text using ICAO

abbreviations


General PartPFL

04-OCT-2012230

Sheet 627246

*627246*

L

ido

2012

-

portrait_1_column

A5

STD

PFL

Preflight

General Part

7.1 Decoding of Q-Group Second and Third LetterSecond and Third Letter AGA Lighting Facilities (L)Code Signification Abbreviated PhraseologyLA Approach lighting system (specify runway and type) apch lgtLB Aerodrome beacon abnLC Runway center line lights (specify runway) rwy centerline lgt LD Landing direction indicator lights ldi lgt LE Runway edge lights (specify runway) rwy edge lgt LF Sequenced flashing lights (specify runway) sequenced flg lgt LH High intensity runway lights (specify runway) high intst rwy lgt LI Runway end identifier lights (specify runway) rwy end id lgt LJ Runway alignment indicator lights (specify runway) rwy alignment indicator lgt LK Category II components of approach lighting system

(specify runway)category II components apchlgt

LL Low intensity runway lights (specify runway) low intst rwy lgt LM Medium intensity runway lights (specify runway) medium intst rwy lgt LP Precision approach path indicator (PAPI) (specify runway) papiLR All landing area lighting facilities ldg area lgt fac LS Stopway lights (specify runway) swy lgt LT Threshold lights (specify runway) thr lgt LV Visual approach slope indicator system (specify type and

runway) vasis

LW Heliport lighting heliport lgt LX Taxiway center line lights (specify taxiway) twy centerline lgt LY Taxiway edge lights (specify taxiway) twy edge lgt LZ Runway touchdown zone lights (specify runway) rwy tdz lgt

Second and Third Letter AGA Movement and Landing Area (M)Code Signification Abbreviated PhraseologyMA Movement area mov area MB Bearing strength (specify part of landing area or

movement area) bearing strength

MC Clearway (specify runway) cwy MD Declared distances (specify runway) declared dist MG Taxiing guidance system tax guidance system MH Runway arresting gear (specify runway) rwy arst gear MK Parking area prkg area MM Daylight markings (specify threshold, center line, etc.) day markings MN Apron apron MP Aircraft stands (specify) acft stand MR Runway (specify runway) rwyMS Stopway (specify runway) swy


General PartPFL

04-OCT-2012240

Sheet 627246

Lid

o 20

12

-

portrait_1_column

A5

STD

PF

LPreflight

General Part

Second and Third Letter AGA Movement and Landing Area (M)Code Signification Abbreviated PhraseologyMT Threshold (specify runway) thrMU Runway turning bay (specify runway) rwy turning bay MW Strip (specify runway) stripMX Taxiway(s) (specify) twy

Second and Third Letter AGA Facilities and Services (F)Code Signification Abbreviated PhraseologyFA Aerodrome adFB Braking action measurement equipment (specify type) ba measurement eqpt FC Ceiling measurement equipment ceiling measurement eqpt FD Docking system (specify AGNIS, BOLDS, etc.) dckg system FF Fire fighting and rescue fire and rescue FG Ground movement control gnd mov ctl FH Helicopter alighting area/platform hel alighting area FL Landing direction indicator ldi FM Meteorological service (specify type) met FO Fog dispersal system fog dispersal FP Heliport heliport FS Snow removal equipment snow removal eqpt FT Transmissometer (specify runway) transmissometer FU Fuel availability fuel avbl FW Wind direction indicator wdi FZ Customs cust

Second and Third Letter COM Communications and Radar Facilities (C) Code Signification Abbreviated PhraseologyCA Air/ground (specify service and frequency) a/g fac CE En route surveillance radar rsrCG Ground controlled approach system (GCA) gca CL Selective calling system (SELCAL) selcal CM Surface movement radar smr CP Precision approach radar (PAR) (specify runway) par CR Surveillance radar element of precision approach radar

system (specify wavelength) sre

CS Secondary surveillance radar (SSR) ssr CT Terminal area surveillance radar (TAR) tar

Second and Third Letter COM Instrument and Microwave Landing System (I) Code Signification Abbreviated PhraseologyID DME associated with ILS ils dme


General PartPFL

04-OCT-2012250

Sheet 627247

*627247*

L

ido

2012

-

portrait_1_column

A5

STD

PFL

Preflight

General Part

Second and Third Letter COM Instrument and Microwave Landing System (I) Code Signification Abbreviated PhraseologyIG Glide path (ILS) (specify runway) ils gp II Inner marker (ILS) (specify runway) ils im IL Localizer (ILS) (specify runway) selcal IM Middle marker (ILS) (specify runway) ils mm IO Outer marker (ILS) (specify runway) ils liz IS ILS Category I (specify runway) ils I IT ILS Category II (specify runway) ils II IU ILS Category III (specify runway) ils III IW Microwave landing system (MLS) (specify runway) mlsIX Locator, outer (ILS) (specify runway) ils lo IY Locator, middle (ILS) (specify runway) ils lm

Second and Third Letter COM Terminal and En Route Navigation Facilities (N) Code Signification Abbreviated PhraseologyNA All radio navigation facilities (except...) all rdo nav fac NB Nondirectional radio beacon ndbNC DECCA decca ND Distance measuring equipment (DME) dme NF Fan marker fan mkr NL Locator (specify identification) l NM VOR/DME vor/dme NN TACAN tacan NO OMEGA omega NT VORTAC vortac NV VOR vorNX Direction finding station (specify type and frequency) df

Second and Third Letter RAC Airspace Organization (A) Code Signification Abbreviated PhraseologyAA Minimum altitude (specify en route/crossing/safe) mnm alt AC Class B, C, D, or E Surface Area ctrAD Air defense identification zone (ADIZ) adiz AE Control area (CTA) cta AF Flight information region (FIR) firAH Upper control area (UTA) uta AL Minimum usable flight level mnm usable fl AN Area navigation route rnav route AO Oceanic control area (OCA) oca AP Reporting point (specify name or Coded designator) rep


General PartPFL

04-OCT-2012260

Sheet 627247

Lid

o 20

12

-

portrait_1_column

A5

STD

PF

LPreflight

General Part

Second and Third Letter RAC Airspace Organization (A) Code Signification Abbreviated PhraseologyAR ATS route (specify) ats route AT Class B Airspace tma AU Upper flight information region (UIR) uir AV Upper advisory area (UDA) uda AX Intersection (INT) int AZ Aerodrome traffic zone (ATZ) atz

Second and Third Letter RAC Air Traffic and VOLMET Services (S) Code Signification Abbreviated PhraseologySA Automatic terminal information service (ATIS) atis SB ATS reporting office aro SC Area control center (ACC) acc SE Flight information service (FIS) fis SF Aerodrome flight information service (AFIS) afis SL Flow control center flow ctl center SO Oceanic area control center (OAC) oac SP Approach control service (APP) app SS Flight service station (FSS) fss ST Aerodrome control tower (TWR) twrSU Upper area control center (UAC) uac SV VOLMET broadcast volmet SY Upper advisory service (specify) advisory ser

Second and Third Letter RAC Air Traffic Procedures (P) Code Signification Abbreviated PhraseologyPA Standard instrument arrival (STAR) (specify route

designator) star

PD Standard instrument departure (SID) (specify routedesignator)

sid

PF Flow control procedure flow ctl proc PH Holding procedure hldg proc PI Instrument approach procedure (specify type and runway) inst apch proc PL Obstacle clearance limit (specify procedure) ocl PM Aerodrome operating minima (specify procedure and

amended minimum) opr minima

PO Obstacle clearance altitude oca PP Obstacle clearance height och PR Radio failure procedure radio failure proc PT Transition altitude transition alt PU Missed approach procedure (specify runway) missed apch proc


General PartPFL

04-OCT-2012270

Sheet 627248

*627248*

L

ido

2012

-

portrait_1_column

A5

STD

PFL

Preflight

General Part

Second and Third Letter RAC Air Traffic Procedures (P) Code Signification Abbreviated PhraseologyPX Minimum holding altitude (specify fix) mnm hldg alt PZ ADIZ procedure adiz proc

Second and Third Letter Navigation Warnings: Airspace Restrictions (R) Code Signification Abbreviated PhraseologyRA Airspace reservation (specify) airspace reservation RD Danger area (specify national prefix and number) ..d.. RO Overflying of ... (specify) overflyingRP Prohibited area (specify national prefix and number) ..p.. RR Restricted area (specify national prefix and number) ..r.. RT Temporary restricted area tempo restricted

Second and Third Letter Navigation Warnings: Warnings (W) Code Signification Abbreviated PhraseologyWA Air display air display WB Aerobatics aerobatics WC Captive balloon or kite captive balloon or kite WD Demolition of explosives demolition of explosives WE Exercises (specify) exer WF Air refueling air refueling WG Glider flying glider flying WJ Banner/target towing banner/target towing WL Ascent of free balloon ascent of free balloon WM Missile, gun or rocket firing frng WP Parachute jumping exercise (PJE) pje WS Burning or blowing gas burning or blowing gas WT Mass movement of aircraft mass mov of acft WV Formation flight formation flt WZ model flying model flying

Second and Third Letter Other Information (O) Code Signification Abbreviated PhraseologyOA Aeronautical information service aisOB Obstacle (specify details) obst OE Aircraft entry requirements acft entry rqmnts OL Obstacle lights on ... (specify) obst lgt OR Rescue coordination center rcc


General PartPFL

04-OCT-2012280

Sheet 627248

Lid

o 20

12

-

portrait_1_column

A5

STD

PF

LPreflight

General Part

7.2 Decoding of Q-Group Fourth and Fifth letterFourth and Fifth Letter Availability (A) Code Signification Abbreviated PhraseologyAC Withdrawn for maintenance withdrawn maint AD Available for daylight operation avbl day ops AF Flight checked and found reliable fltck okay AG Operating but ground checked only, awaiting flight check opr awaiting fltck AH Hours of service are now hr ser AK Resumed normal operations okay AM Military operations only mil ops only AN Available for night operation avbl night ops AO Operational opr AP Available, prior permission required avbl ppr AR Available on request avbl o/r AS Unserviceable u/s AU Not available (specify reason if appropriate) not avbl AW Completely withdrawn withdrawn AX Previously promulgated shutdown has been cancelled promulgated shutdown cnl

Fourth and Fifth Letter Changes (C) Code Signification Abbreviated PhraseologyCA Activated act CC Completed cmpl CD Deactivated deactivated CE Erected erected CF Operating frequency(ies) changed to freq change CG Downgraded to downgraded to CH Changed changed CI Identification or radio call sign changed to ident change CL Realigned realigned CM Displaced displaced CO Operating opr CP Operating on reduced power opr reduced pwr CR Temporarily replaced by tempo rplcd by

Fourth and Fifth Letter Hazard Conditions (H) Code Signification Abbreviated PhraseologyHA Braking action is ... ba is HB Braking coefficient is ... (specify measurement device

used) brkg coefficient is

HC Covered by compacted snow to depth of cov compacted snow depth HD Covered by dry snow to a depth of cov dry snow depth


General PartPFL

04-OCT-2012290

Sheet 627249

*627249*

L

ido

2012

-

portrait_1_column

A5

STD

PFL

Preflight

General Part

Fourth and Fifth Letter Hazard Conditions (H) Code Signification Abbreviated PhraseologyHE Covered by water to a depth of cov water depth HF Totally free of snow and ice free of snow and ice HG Grass cutting in progress grass cutting HH Hazard due to (specify) hazard due HI Covered by ice cov ice HJ Launch planned ... (specify balloon flight identification or

project Code name, launch site, planned period oflaunch(es)_date/time, expected climb direction, estimatetime to pass 18,000 m (60,000 ft), together withestimated location)

launch plan

HK Migration in progress migration inpr HL Snow clearance completed snow clr cmpl HM Marked by marked by HN Covered by wet snow or slush to a depth of cov wet snow depth HO Obscured by snow obscured by snow HP Snow clearance in progress snow clr inpr HQ Operation cancelled ... (specify balloon flight identification

or project Code name) opr cnl

HR Standing water standing water HS Sanding in progress sanding HT Approach according to signal area only apch according signal area

only HU Launch in progress ... (specify balloon flight identification

or project Code name, launch site, date/time oflaunch(es), estimated time passing 18,000 m (60,000 ft),or reaching cruising level if at or below 18,000 m (60,000ft), together with estimated location, estimated date/timeof termination of the flight, and planned location of groundcontact when applicable)

launch inpr

HV Work completed work cmpl HW Work in progress wip HX Concentration of birds bird concentration HY Snow banks exist (specify height) snow banks hgt HZ Covered by frozen ruts and ridges cov frozen ruts and ridges

Fourth and Fifth Letter Limitations (L) Code Signification Abbreviated PhraseologyLA Operating on auxiliary power supply opr aux pwr LB Reserved for aircraft based therein reserved for acft based therein LC Closed clsdLD Unsafe unsafe LE Operating without auxiliary power supply opr without aux pwr LF Interference from interference from


General PartPFL

04-OCT-2012300

Sheet 627249

Lid

o 20

12

-

portrait_1_column

A5

STD

PF

LPreflight

General Part

Fourth and Fifth Letter Limitations (L) Code Signification Abbreviated PhraseologyLG Operating without identification opr without ident LH IUnserviceable for aircraft heavier than u/s acft heavier than LI Closed to IFR operations clsd ifr ops LK Operating as a fixed light opr as f lgt LL Usable for length of...and width of... usable length/width LN Closed to all night operations clsd night ops LP Prohibited to prohibited to LR Aircraft restricted to runways and taxiways acft restricted to rwy and twy LS Subject to interruption subj intrp LT Limited to limited to LV Closed to VFR operations clsd vfr ops LW Will take place will take place LX Operating but caution advised due to opr but caution due

Fourth and Fifth Letter Other (XX) Code Signification Abbreviated PhraseologyXX Where 4th and 5th letter Code does not cover the

situation, use XX and supplement by plain language plain language following theNOTAM Code


PFL1 Operation of ACFT (ICAO Annex 6)1.1 Flight Preparation1.1.1 Flight Planning Points1.1.1.1 Point of Equal Time (PET / ETP)1.1.1.2 Point of No Return (PNR)

1.2 Aerodrome Operating Minima (ICAO Annex 6)1.3 Alternate Aerodromes (ICAO Annex 6)1.3.1 Take-Off Alternate Selection1.3.2 When a Destination Alternate is Required1.3.3 When a Destination Alternate is not Required

2 ETOPS (ICAO)2.1 General2.2 ETOPS Definitions2.2.1 Types of ETOPS En-Route Alternates2.2.2 ETOPS Segment2.2.3 Equal Time Point (ETP)2.2.4 One Engine Inoperative (OEI) - Speed2.2.5 Maximum Diversion Time2.2.6 Maximum Diversion Distance

2.3 ETOPS En-Route Alternates2.4 ETOPS Fuel Supply2.4.1 Critical Fuel Reserve (CFR)2.4.2 Critical Fuel Scenario

2.5 Planning Minima ETOPS En-Route Alternate Aerodromes2.6 Take-Off Alternate Selection ETOPS Flights

3 Planning Principles (EU-OPS)3.1 General3.1.1 Routes and Areas of Operation (EU-OPS)3.1.2 Common Types of Non-Standard Flight

3.2 Flight Preparation3.3 Requirements for Alternate Aerodrome Selection3.4 En-Route Multi-Engine Aircraft - 1 Engine Inoperative3.5 En-Route Multi Engine Aircraft - 2 Engines Inoperative

4 Meteorological Conditions (EU-OPS)4.1 General4.2 Take-Off Minima4.3 Take-Off Alternate Selection4.4 Aerodrome Selection4.5 Planning Minima for IFR Flights4.5.1 Planning with one Destination Alternate4.5.2 Planning with 2 Destination Alternates4.5.3 Planning Minima Table for Alternates4.5.4 Planning Minima ETOPS

4.6 3% ERA (3% En-Route Alternate) (EU-OPS)

5 Fuel Policy (EU-OPS)5.1 Basic Procedure5.1.1 Taxi Fuel5.1.2 Trip Fuel5.1.3 Contingency Fuel5.1.4 Alternate Fuel5.1.5 Final Reserve Fuel5.1.6 Minimum Additional Fuel5.1.7 Extra Fuel

5.2 Reduced Contingency Fuel Procedure (RCF)5.2.1 RCF Case 15.2.2 RCF Case 2

5.3 Pre-Determined Point Procedure (PDP)5.3.1 PDP Case 15.3.2 PDP Case 2

6 Aviation Turbine Fuel Types7 ICAO Notam Format (Annex 15) 7.1 Decoding of Q-Group Second and Third Letter7.2 Decoding of Q-Group Fourth and Fifth letter

general preflight

Documents

alternate fuel

etops fuel supply

extra fuel

trip fuel

taxi fuel

etops icao

flight preparationa

flight planning points