Flight Planning & Operations -...

Start document Flight Planning & Operations University of Applied Sciences Amsterdam Group 2A2L Department of Aviation Studies

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Table of contents Introduction .................................................................................................................................................................................. 3

Problem definition ........................................................................................................................................................................ 4

Objectives ..................................................................................................................................................................................... 5

Demarcation ................................................................................................................................................................................. 6

List of appendixes ....................................................................................................................................................................... 11


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Introduction The project ‘Flight planning and operations’ combines several competences that were achieved in previous projects of the Aviation Engineering education. The flight planning project incorporates several subject, such as navigation, meteorology, manual usage and many regulations. Amsterdam Leeuwenburg Airlines (ALA) has given projectgroup 2A2L the assignment to plan flight VO-2011, code shared in the Sky team alliance with a short term wet leased KLM B777-206ER, from Chili Arturo Merino Benitez Intl (SCEL/SCL) to Amsterdam Schiphol Airport (EHAM/AMS). This is an extreme long haul flight that lies beyond the designed operating range of a B777-206ER. The project group has to investigate, plan and find solutions for malfunctions that occur during flight VO-2011. To compose a reliable and suitable flight plan for flight VO-2011 the start document is used to define the method of approach for the flight planning project. It is necessary to define and expose the problem that needs to be solved in this project. The flight should be planned to guarantee safe and profitable operations. Malfunctions that occur before and during the flight need to be solved and possi-ble diversion airports must be processed in the flight plan (1). The main purpose of this project is to create a report that contains the flight plan for flight VO-2011, including the possible diversion airports, the solutions for the malfunctions and an alternate flight plan from the diversion airport to EHAM. This must be accomplished in a safe, accurate and economic way to minimize the operational costs for ALA (2). A delimitation is used to define the chapters an paragraphs that are included in the project report. When structuring the project, the needed information is used when planning the SCEL-EHAM flight and the use of unnecessary information could be prevented (3). The project report is written in US English, has a maximum pages of 40-50 and meets the report lay-out requirements of the dictation Wentzel (2009). The deadline of the project report is on May 20th at 13:30. The bibliography includes the function-al sources, such as KLM manuals, flight planning handbooks and regulations (appendix 7).


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Problem definition What is the fastest and most efficient way to get from Santiago to Amsterdam, taking all conditions into account? Project group 2A2L must investigate and resolve several problems occurring during this flight, in order to perform a safe flight from Santiago (SCEL) to Amsterdam (EHAM). The following questions must be considered:

What is the shortest route?

What are the navigational principles?

What are the meteorological principles?

What are the weather conditions at all involved places?

What are the geographical conditions en route?

What are the specifications of the 777?

What are the requirements for a diversion airport when needed?

What is described in the mass and balance sheet and what does it means for flight planning?

What are the fuel requirements and how does the pilot deals with it?

What documentations are used in an everyday operation?

What are the legal requirements for performing an ETOPS flight?

How do the technical documentations and measurements of the Boeing 777-206ER look like before take-off?

How do the operational flight plan (OFP) and an ICAO ATS flight plan (AFP) look like, which must be set up prelimi-nary of the flight?

Is the Boeing 777-206ER airworthy when these three malfunctions occur (sorted on time of appearance)? 1. APU fire detection system unserviceable (before take-off SCEL). 2. Engine overheat warning (after 10 hours of flight). 3. Left main tank fuel pumps unserviceable (during approach EHAM).

Use must be made of the available documentations (manuals and legal documents) and weather reports to complete this investigation and to resolve the before mentioned problems.


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Objectives The result of this report will be a flight plan that is assigned by the Amsterdam Leeuwenburg Airlines. The flight plan will be created according to the Sky team timetable. The flight is scheduled at January 28, 2011 at 14:00 Zulu, with the leased B777-206ER from KLM. Moreover, solutions for the possible malfunctions that will occur during the flight will be included in this report. Prior to composing the flight plan, research about the basics of navigations, meteorology, ATC and Operational flight plan, mass and balance will be done to obtain information for a proper flight plan. Also, information about the concerned airports will be gathered. This information includes meteorological conditions, standard instrument departure, airways, point of no return and ETOPS. Thereafter, the project group will be able to create an operational flight plan and an ATC flight plan. To compose a solution for the possible malfunction or failure that may occur during the flight, the project group must analyze what kind of procedures and decisions should be made during these situations. For this reason, several researches will be done to solve the failures and the malfunctions. The aircraft will be flying above different regions. Therefore the aircraft will be involved with various legislations, which the project group need consider about. The deadline of the project must also be taken into account. The final report must be handed out within 15 weeks on 20th of May before 13:30 LT. Two hardcopies of the report and a digital file on a CD-Rom including the excel spreadsheet calcula-tions will be presented. The report must meet the standards of Wentzel (2008) and will be written according to the method of 'Methodisch Ontwerpen' of author 'Van den Kroonenberg'. Moreover, the content of the report may not exceed 55 pag-es excluding the appendices. Finally, the conditions, regulations, and the group appointments are needed to be considered. This has a contributory effect on the final result, because every group member must follow the group agreements. Nevertheless, the improvements of the previous project experiences are also taken into account. The group appointments, conditions and regulations are add-ed in the appendixes.


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Demarcation

1 Flight planning basics This chapter contains the flight planning basics. To create a flight plan from Santiago del Chili International Airport (SCEL/SCL) to Amsterdam International Airport (EHAM) a lot of procedures have to be taken in account. This chapter is di-vided into nine subparagraphs which are: Navigation, Meteorology, Manuals, OFP, ATC flight plan, Mass and Balance, Fuel, Regulations and B777-206ER specifications. 1.1 Navigation The navigation basics need to be elaborated. Navigation will be divided into vertical navigation and horizontal navigation. In these sub chapters the basic navigation such as great circle navigation, positioning and distance calculations will be ex-plained. Several navigation charts such as the Lambert- and Mercator charts. The navigation equipment that is used for positioning on earth will be considered. These include: VOR, DME, the magnetic compass and ILS. 1.2 Meteorology A limiting factor in the aviation world is the meteorology. Meteorological conditions around the airport may be inconve-nient before take-off or approach. There are different kinds of weather reports that can be used to inform the cabin crew about the meteorological conditions. The different Charts and reports such as METAR, TAF, SWC, Upper Wind Chart, SIG-MET, AIRMET, VOLMET, NOTAM and ATIS will be explained. It is of importance to have knowledge about the reading me-thod, to understand what the abbreviations in weather reports mean. 1.3 Manuals Each airplane has several types of manuals that are used to maintain an aircraft’s airworthiness. This paragraph will mainly contain information about the manuals of the B777-206ER, as this is the type of aircraft which will used to perform the op-eration from SCEL to EHAM. These manuals can be divided into Operation Manuals and Technical maintenance manuals. The operational manuals consider the AOM, BOM, ROM, the normal, non-normal and the emergency. The FRM, FIM AMM, MEL are the technical manuals that will also be described in this paragraph. 1.4 Operational flight plan It is important before a flight to have a plan to the destination. This plan is called the Operation Flight Plan (OFP). The OFP contains all information that is essential during the operation to the final destination. This paragraph will describe the in-formation and codes that which can be found in the OFP. 1.5 ATC flight plan The ATC flight plan has to be made prior to departure. This flight plan contains information which is provided for Air Traffic Control authorities. This plan must be received by the ATC at least two hours prior to entry. The ATC flight plan serves as a check against permission to enter certain airspace and ensures effective ATC procedures once entering the airspace. This paragraph will explain such an ATC flight plan procedure and the structure of a flight plan form. 1.6 Mass and balance There are many factors that lead to efficient and safe operation of an aircraft. One of these factors is the mass and balance. The whole flight process from the ground to the destination, the mass and balance of the aircraft will continuously change. It is of importance for the pilot to take such changes in mass and balance into account during the flight. The principle of the centre of gravity and different categories of weight will be described in this paragraph. Also the mass and balance sheet will be discussed. 1.7 Fuel The required amount of fuel depends on the duration and distance of the flight. Before the flight, the fuel that is needed to reach the destination has to be calculated. Knowledge of the sort of fuel used, the SFC and the maximum amount that can be fuelled in the B777-206ER is of importance before flight planning. 1.8 Regulations This paragraph contains the regulations concerning a flight planning procedure. Requirements with regard to the route and performance must be explained. ETOPS contains operational requirements and aircraft related requirements. The drift


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down, critical fuel scenario, entry point, equal time point and no-return point are explained. Knowledge about ETOPS is necessary to consider any route changes during the operation. The aircraft categories (II & III) need to be elaborated by the use of the aircraft regulations. The work and rest regulations for the crew of the aircraft need to be taken into account. 1.9 Boeing 777-206ER dimensions and specifications To create a flight plan it is necessary to know the specifications of the aircraft that is used during the flight. This paragraph contains information about number of passengers, cargo, maximum thrust, maximum take of weight, maximum range, di-mensions of the airplane, fuel, etc.

2 Initial flight plan 2.1 SCEL airport A description and list of facilities and conveniences on SCEL, which are necessary to define the flight plan from here to EHAM. 2.1.1 Meteorological conditions The meteorological conditions are examined to ensure the wind is within the limits, the visibility, icing conditions etc. NO-TAMs are monitored for significant information. 2.1.2 SID The runway for takeoff is chosen. The departure route (SID) is chosen, with a fine description of the headings and altitudes. The navigational equipment that is available to ensure a safe instrumental departure is also elaborated. 2.1.3 Obstacles The surroundings of the airport are also examined; this is done to determine the minimal altitude to pass the mountains. The point where the airport SCEL cannot be reached during an engine failure is determined (point of no return). 2.2 En route The en route conditions are analyzed and several significant data are analyzed, such as the airways, point of no return and diversion airports. 2.2.1 Meteorological conditions The meteorological conditions are examined to ensure the wind is within the limits, the visibility, icing conditions, etc. 2.2.2 Airways A route will be chosen for an efficient and safe trip with multiple possibilities for diverting the aircraft. Mountain heights are also taken in consideration while choosing the airways. 2.2.3 Point of no return Also, the point at which the aircraft isn’t able to return to the airport of original takeoff will be described (point of no re-turn). This point is calculated due to the average fuel consumption of the aircraft (estimated). 2.2.4 ETOPS This is done with the knowledge of remaining within the ETOPS limits. Airports that are suitable for diverting are chosen. The airports need to meet the requirements of the weather, the navigation equipment, air traffic control, runway distance available etc. The point of equal times (PET) is also determined. This is to create an overview at any time that shows which airport is closer. 2.3 EHAM airport A description and a list of facilities and conveniences on EHAM will be given. The only difference with SCEL is that the arrival routes are used (STAR) instead of the departure route. 2.3.1 Meteorological conditions The meteorological conditions are examined to ensure the wind is within the limits, the visibility, icing conditions, etc. NO-TAMs are monitored for significant information. 2.3.2 STAR The runway for the landing is chosen. The arrival route is chosen, with a fine description of the headings and altitudes. The navigational equipment that is available to ensure a safe instrumental landing are also elaborated.


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2.4 Performance The performance of the aircraft changes during the flight. The fuel is monitored and the mass and balance to. The opera-tional flight plan and the air traffic service flight plan are elaborated. 2.4.1 Mass and balance A mass and balance sheet is made in order to calculate the center of gravity during flight (fuel distribution and passenger distribution). 2.4.2 Fuel The actual fuel calculations during take-off, cruise and landing will be described. The non normal calculations will be elabo-rated in this sub-sub chapter as well. Non normal calculations include fuel calculations during one engine in operative situa-tions. 2.5 Operational flight plan A summary concerning all of the above will be given in an operational flight plan. A representation of the route the aircraft is intended to fly. Charts during takeoff, cruise and landing will be presented as well. 2.6 ATC flight plan The endurance of the aircraft, the number of souls on board, aircraft color, the flight number and the intended destination are filled to the air traffic controllers.

3 Operation complications In this chapter the malfunctions are handled. These malfunctions are the flight malfunction and the ground malfunction. The flight malfunction is the malfunction during approach, on the route to EHAM. And the ground malfunction is the mal-function while on the ground on SCEL. 3.1 Ground malfunction The ground malfunction is the malfunction while on the ground at SCEL. The malfunction is the ‘APU Fire Detection System u/s’. 3.1.1 Description What is this kind of malfunction and what are the consequences on the aircraft or on the airworthiness? 3.1.2 Procedures What is the procedure during an APU fire detecting system malfunction. Is there a possibility to fly or needs the aircraft maintenance. 3.1.3 Decisions Finally there need to be a decision. There two options; fly and repair the malfunction when the aircraft is at Amsterdam International Airport or the aircraft do not take-off and will need maintenance at the gate. 3.2 En route malfunction The route malfunction is the ‘engine failure’. This malfunction occurs after 10 hours after take-off during the flight to EHAM. 3.2.1 Description What is this kind of malfunction and what are the consequences on the aircraft or on the airworthiness. Is it still responsible to land and fly the aircraft safely? 3.2.2 Procedures What is the procedure during an engine failure? Is it still possible to make it to the airport or need the aircraft to go to an alternate destination? 3.2.3 Decisions What is this kind of malfunction and what are the consequences on the aircraft or on the airworthiness. Is it still responsible to land the aircraft safely?


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3.3 Flight diversion Is it possible to land everywhere or are there any requirements to land, even with a malfunction? Also it is necessary to know what the facilities are on the alternate airport maybe maintenance is necessary. 3.3.1 Airport requirements What kinds of requirements are necessary for the aircraft? Is it possible for the pilot to land the aircraft wherever he wants? Or are there some laws and restrictions for alternate opportunities? 3.3.2 Possible airports It is not possible to land at any airport? So what are the alternate airports where the aircraft can land? And is the airport in reach of the aircraft, how serious is the malfunction and how fast need the aircraft to land? 3.3.3 Facilities The aircraft is quite big, are there any facilities for the aircraft and passengers? Is it possible to repair the malfunction, or can you refuel? Are there facilities for the passengers, can go out of the aircraft or need all passengers remain seated?

4 Flight plan from diversion airport to EHAM 4.1 Diversion airport The airport that is used to divert to, is analyzed for a save departure.

4.1.1 Meteorological conditions The meteorological conditions are examined to ensure the wind is within the limits, the visibility, icing conditions etc. NO-TAMs are monitored for significant information.

4.1.2 SID The runway for takeoff is chosen. The departure route is chosen, with a fine description of the headings and altitudes. The navigational equipment that is available to ensure a safe instrumental departure are also elaborated.

4.1.3 Obstacles The surroundings of the airport are also examined, this is done to determine the minimal altitude to pass the mountains. The point where the airport SCEL cannot be reached during an engine failure is determined (point of no return). 4.2 En route The en route conditions are analyzed and several significant data are analyzed, such as the airways and diversion airports.

4.2.1 Meteorological conditions The meteorological conditions are examined to ensure the wind is within the limits, the visibility, icing conditions etc (NO-TAMs ect).

4.2.2 Airways A route will be chosen for an efficient and safe trip with multiple possibilities for diverting the aircraft. Mountain heights are also taken in consideration while choosing the airways. 4.3 EHAM airport The airport EHAM is analyzed in a similar way as SCEL, the only difference is that the arrival routes are used instead of the departure route and there are no mountains in Holland. 4.3.1 Meteorological conditions The meteorological conditions are examined to ensure the wind is within the limits, the visibility, icing conditions etc (NO-TAMs ect). NOTAMs are monitored for significant information. 4.3.2 STAR The runway for the landing is chosen. The arrival route is chosen, with a fine description of the headings and altitudes. The navigational equipment that is available to ensure a safe instrumental landing is also elaborated. During this landing a mal-function occurs which needs to be elaborated in such a way that all the procedures are known.


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4.4 Performance The performance of the aircraft changes during the flight. The fuel is monitored and the mass and balance to. The opera-tional flight plan and the air traffic service flight plan are elaborated. 4.4.1 Mass and balance A mass and balance sheet is made in order to calculate the center of gravity during flight (fuel distribution and passenger distribution). 4.4.2 Fuel The actual fuel calculations will be described during takeoff, cruise and landing. The non normal calculations will be elabo-rated in this sub-sub chapter as well. Non normal calculations include fuel calculations during one engine in operative situa-tions. 4.5 Operational flight plan A summary concerning all of the above in a operational flight plan. A representation of the route the aircraft is intended to fly. Charts during takeoff, cruise and landing will be presented as well. 4.6 ATC flight plan The endurance of the aircraft, the number of souls on board, aircraft color, the flight number and the intended destination are filled to the air traffic controllers.


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List of appendixes Appendix 1 Project assignment ............................................................................................................................................... 1

Appendix 2 Pyramid model ...................................................................................................................................................... 2

Appendix 3 Planning ................................................................................................................................................................ 7

Appendix 4 Group agreements ................................................................................................................................................ 8

Appendix 5 Chairman and minutes secretary list .................................................................................................................... 9

Appendix 6 Contact list .......................................................................................................................................................... 10

Appendix 7 Literature list ....................................................................................................................................................... 11


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Appendix 1 Project assignment


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Appendix 2 Pyramid model


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Appendix 3 Planning


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Appendix 4 Group agreements

Official warnings have to be noted in the minute.

Inform the chairman of the week as soon as possible if you will be later. You will get an official warning if you do not have a valid reason.

After two officials warnings you will be kicked out of the group, in agreement of the project teacher.

If you get caught for plagiarism, you are obliged to talk to the teacher. You will be kicked out of the group if the situation is seriously enough.

The work is done means; that it is completely written, checked by your buddy and corrected by the writer in the valid layout before the actual deadline. The writer and his buddy can make appointments with each other when the work will be written and checked.

Use the option “wijzigingen bijhouden” in Word when you check the work of your buddy.

The deadlines can be moved if everyone agrees. This has to be marked up in de minutes.

It is not allowed to complain afterwards about the amount of work and to use this as a reason for not finishing your work. This will result in an official warning.

The day before the official meeting, before 10:00 p.m., the chairman sends the topics of the meeting by e-mail to all group members.

The secretary publishes his written minutes on BSCW before 11:59 p.m. the very same day of the meeting.

At least once a week there will be an official meeting beside the project lesson.

Discussions are not allowed by e-mail. To improve the communication the problem will be handled at school, face to face. If the discussion is urgent then it is possible to contact each other over the phone.

HvA-e-mail will be read by everyone at least once a day.

The preset lay-out on BSCW will be used for this project.

All written documents by the group members will be saved in docx format.

Before an official meeting, the chairman should have mailed/discuss a date and time for that particular meeting at least 24hours in advance.

After the majority of the group decides that a paragraphs content is not adequate enough, the writer has to re do its part. If a writer has to re do its part twice, he or she receives a official warning

When being late, more than five minutes, without a good reason. When doubt if the reason is valid, the majority of the group decides if it is a valid reason or not. The decision can be made to give a official warning to that person

Too late:

Too late is later than the agreeing time of the meeting, or later than the time the Project meeting or Project-lesson is beginning within a margin of 5 minutes.

Important: when a group member is too late he calls or sent the chairman a text message. In case this is not possi-ble call or sent the minutes secretary a text message. When you can’t reach each of these people, call one other person of the group.

When a group member is more than once too late in the whole project time, without a valid reason: note the pro-tocol.

The buddies are divided as follows: Yorick Biersteker with Yalen Wong Shilan Damman with Jordi van Delft Steven van der Stelt with Victor Ravelli Joran Hoogenberg with Johnny Rama Hernandez


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Appendix 5 Chairman and minutes secretary list

Chairman Minute

1 Yorick Biersteker Shilan Damman

2 Jordi van Delft Joran Hoogenberg

3 Joran Hoogenberg Shilan Damman

4 Shilan Damman Jordi van Delft

5 Johnny Rama Hernandez Victor Ravelli

6 Victor Ravelli Steven van der Stelt

7 Steven van der Stelt Yalen Wong

8 Yalen Wong Yorick Biersteker

9 Yorick Biersteker Johnny Rama Hernandez



12 Joran Hoogenberg Johnny Rama Hernandez




16 Yalen Wong Yorick Biersteker

17 Yorick Biersteker Shilan Damman



20 Joran Hoogenberg Johnny Rama Hernandez





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Appendix 6 Contact list

Yorick Biersteker Mobiel: 06-53659542 Email: [email protected]

Shilan Damman Mobiel: 06-20970952 E-mail: [email protected]

Jordi van Delft Mobiel: 06-36189853 E-mail: [email protected]

Joran Hoogenberg Mobiel: 06-21677404 E-mail: [email protected]

Johnny Rama Hernandez Mobiel: 06-39491676 E-mail: [email protected]

Victor Ravelli Mobiel: 06-45960407 E-mail: [email protected]

Steven van der Stelt Mobiel: 06-14730666 E-mail: [email protected]

Yalen Wong Mobiel: 06-48649059 Email: [email protected]


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Appendix 7 Literature list

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