FLIGHT PLANNING

NAVTECH FLIGHT PLAN The flight plan is prepared by the Dispatcher on Duty in Operation Control. The following is an explanation of the Flight Plan and Flight Release formats

NAVTECH FLIGHT PLAN Line 1: The Captain's name Line 2: Computed 03151532 shows the flight plan was created on March 15 at 1532Z. The 12 and 18 hour weather progs were as of the the 15th at 1506Z. All unit weights and fuel figures are in Kilograms. Line 3: The flight plan is an IFR release for trip number BTL 100/ 15 shows the date of operation. Departure/ Arrival airports are shown next, then the Alternate, the Aircraft Type, the Aircraft Tail Number and Cruise Profile Line 4: The Origin (Departure) airport is shown with ICAO Identifier, the plain language name, and the Latitude & Longitude of the airport.

NAVTECH FLIGHT PLAN Line 5: If required, a Takeoff Alternate (TOALT) is shown with ICAO Identifier, the plain language name, and the Latitude & Longitude of the airport. Line 6: The Arrival (Destination) airport is shown with ICAO Identifier, the plain language name, and the Latitude & Longitude of the airport. Line 7: The Alternate (ALTN) airport is shown with ICAO Identifier, the plain language name, and the Latitude & Longitude of the airport. Line 8: If required, the Second Alternate (ALTN2) is shown with ICAO Identifier, the plain language name, and the Latitude & Longitude of the airport. If a second alternate is not required, no data will be shown.

NAVTECH FLIGHT PLAN Line 9: This section is commonly known as the flight plan header. The column at the left indicates the components of the flight plan as follows: DEST = Destination ICAO identifier ALTN = Alternate ICAO identifier HOLD = Fuel for international 30 minute holding ENRTE RSV = Reserve fuel - 45 minutes domestic or 10% international ADDNL = Additional fuel planned for contingencies XTRA = Other fuel desired for tankering or otherwise FUEL REQD = Total required fuel for takeoff TAXI = Fuel required to taxi for takeoff

NAVTECH FLIGHT PLAN TOTAL = Total fuel planned on the aircraft at ramp departure The headers at the top of this section indicate the information contained in the columns as follows: FUEL = The fuel required for each element of the flight CORR = A blank column where the crew insert corrected amounts TIME = The flight time that the fuel in each element of the flight plan provides DIST = The distance to the destination or alternate ARRIVE = The computed time of arrival at the destination an alternate

NAVTECH FLIGHT PLAN Line 10: The average wind component (W/C) for the cruise section of the flight Line 11: This section contains the planned weight information pertaining to the flight, as follows: BOW: The basic operating weight of the aircraft PAY: The planned payload ZFW: The planned zero fuel weight TOW: The planned takeoff weight LDF: The planned landing fuel LDW: The planned landing weight

NAVTECH FLIGHT PLAN Line 12: Average fuel burn for every 1000 KGS of takeoff weight increase or decrease. Line 13: Alternate altitudes selection and the effect on fuel burn and trip time as follows: 2nd: The second choice of altitude and it’s effect on fuel burn and trip time. 3rd: The third choice of altitude and it’s effect on fuel burn and trip time.

NAVTECH FLIGHT PLAN Line 14: This section contains the flight plan as filed with ATC, as follows: Initial Cruise segment: After departure , No 848, FL 330 direct YSC J563 Mach 84/ FL 330 / J582 YDP direct MOTT. NAT Track segment: This portion lists the way points for the North Atlantic crossing. Last Segment : This portion lists the route of flight after the North Atlantic Crossing, direct to TRM/ NO 485 FL 370 Upper 855, TOGMI /NO 487 FL 390, Upper 855, ATRIV UT91, VTI, UL24, GOGLA, G34 VABAK, VBK4A

NAVTECH FLIGHT PLAN Line 15: Navigation equipment crosschecks

NAVTECH FLIGHT PLAN 0830 0800 0300 0330 0530 0430 Line 16: The Captain will ensure that entries are made in the blanks provided. Time Entries All times will be GMT (Zulu) time shown as a 4-digit number. If necessary, use leading zeros to create a 4-digit entry. IN - is the GMT time the aircraft parked at the Destination airport. OUT - is the GMT time the aircraft departed the parking space at the Departure airport TOTAL - is the elapsed time from the OUT time to the IN time ON - is the GMT time the aircraft landed at the Destination airport. OFF - is the GMT time the aircraft lifted off from the Departure airport. TOTAL - is the total elapsed time from OFF time to ON time. No symbols to separate hours and minutes, such as + or : will be used. Times will be shown as 4 digits with no separators.

NAVTECH FLIGHT PLAN 120000 050000 070000 Fuel Entries Fuel figures will be 6-digit numbers showing KILOGRAMS and not pounds of fuel. Use leading zeros as required to create a 6-digit entry. TAKEOFF - is the total fuel aboard the aircraft at the end of the active runway just prior to brake release for takeoff. LANDING - is the total fuel remaining aboard after the aircraft has arrived at the destination parking space BURNOFF - is the difference between TAKEOFF and LANDING fuel entries Line (17): Any known maintenance items such as MEL or CDL items

Flight Plan Enroute Section TO represents each WAYPOINT in the flight plan. If the waypoint has a name, such as an intersection or a NavAid, the name will be shown in the middle row of this column. Names are limited to 5 characters and may be abbreviated. If the waypoint is not named, it will be shown as either LAT/LONG, or as a Bearing/Distance from a known waypoint or NavAid. The airway to the waypoint is shown adjacent to the waypoint name. DCT indicates a direct segment. The frequency, if any, of the NavAid is shown on the bottom row of the column section

Flight Plan Enroute Section TL/FL is the Tropopause Height and the Flight Level During the climb or descent portions of the flight plan, no entries will be shown. MH/ MC show the Magnetic Heading and the Magnetic Course. TC / TH are the True Course and True Heading

Flight Plan Enroute Section TDV means ISA temperature deviation from standard /S is the wind shear component where 0 = NIL WIND is the forecast wind direction and velocity at the waypoint TAS/GS are the True Airspeed and Ground Speed for this segment ZD/TTL ZD is the Zone Distance for this segment TTL is the total distance accumulated to the end of this segment

Flight Plan Enroute Section ZT/ETA ZT - is the Zone Time for this segment ETA - will initially be a blank line and the estimated time of arrival at each waypoint, based on elapsed time from takeoff, will be entered by the flight crew. TTM/ATA TTM - is the estimated total elapsed time from takeoff. ATA - will initially be a blank line and the actual time of arrival at each waypoint, based on elapsed time from takeoff, will be entered by the flight crew. The situation is behind schedule, or worse than estimated

Flight Plan Enroute Section EREM/AREM EREM - is the Estimated Remaining fuel aboard the aircraft after passing this waypoint. AREM - is the Actual Remaining fuel onboard as recorded by the flight crew at this waypoint. SCORE TM/FU TM - is the actual Time Difference between the ETA at a waypoint, and the ATA at that waypoint.

Flight Plan Enroute Section +2.0 -2.0 If the ATA is ahead of the ETA at that waypoint, the crew will show a +, followed by the amount of time. Example: +2.0 would represent an arrival at a waypoint 2.0 minutes ahead of the ETA. If the ATA is late for the ETA at that waypoint, the crew will show a -, followed by the amount of time. Example: -2.0 would represent an arrival at a waypoint 2.0 minutes later than the ETA.

Flight Plan Enroute Section -2.2 FU is the difference between the estimated fuel remaining at a waypoint, and the actual fuel remaining at that waypoint. If the Actual Fuel Remaining is less than the Estimated Fuel Remaining at a waypoint, the crew will show a dash (-) followed by the amount of fuel in thousands of Kilograms. Example: -2.2 would represent an arrival at a waypoint 2200 Kilograms of fuel less than the Estimated Fuel Remaining at that waypoint. For TM and FU: A plus sign (+) shows the situation is ahead of schedule, or better than estimated. A minus sign (-) shows the situation is behind schedule, or worse than estimated

Flight Release Section There are two identical copies of the release attached to the flight plan. The first is the "Aircraft Copy of Release" The second is the "Station Copy of Release.“ The PIC will sign both copies of the Release, detach the "Station Copy of Release" and place in Departure Envelope to be left at the departure airport. The "Aircraft Copy of Release" remains attached to the Flight Plan and must be returned to Company Flight Operations after the flight as part of the flight documentation in the Trip Envelope.

Flight Release Section Captain and Dispatcher will be in agreement with all aspects of the flight plan. Captain will verify the following and sign 2 two copies or the flight release.

Flight Release Section ATC Call Sign Estimate time of departure (date and time) From origination airport to destination airport and alternates ( could have 2nd and 3rd alternate Type Aircraft Registration Type of cruise profile Type of flight plan Jerry Willoughby 0300

Flight Release Section The Crew as a whole and the Dispatcher will read back and verify the following as filed with ATC: BLT100 (Aircraft Identification) I (Flight Rules -IFR) N (Type of Flight - non-scheduled Air Transport Operations) B742 (Type of aircraft) H (Wake Turbulence Category – HEAVY) SXIGW (Radio Communication, Navigation and Approach Aid equipment S- standard COM/NAV, X- MNPS, I - Inertial Navigation, G- GPS, W – RVSM, C – Transponder. Departure station and Time: KJFK 2000Z Flight plan as filed to destination. Jerry Willoughby 0300

Flight Release Section The following will also need to be verified: Destination Aerodrome and EET - Estimated times after departure to FIR Estimated times after departure to mandatory reporting points: Other information: Registration number / SELCAL Code / Cruise performance /Fuel / TCAS AND ACARS EQUIPED. Supplementary Information: E (Endurance)/ P(Persons on Board) TBN (to be notified) / R/ VE (Radio/ VHF ELT (Emergency and Survival Equipment) / A/ (AIRCRAFT COLOR AND MARKINGS) Jerry Willoughby 0300

Flight Release Section Jerry Willoughby 0300 When all information is verified The Captain will sing two copies.

EQUAL TIME POINTS EQUAL TIME POINTS 14 CFR 121.193(c)(1), 121.193(c)(2), 121.646(a), 121.646(a)(1), 121.646(a)(2), 121.646(a)(3) Whenever a Baltia flight is making an Oceanic Crossing, or whenever the intended track is more than 90 minutes from a suitable airport, an Equal Time Point (ETP) will be calculated for the most critical point enroute where two engines are assumed to fail simultaneously, and/or a rapid decompression occurs. The Equal Time Point (ETP) is an enroute point where the time to continue ahead to destination or specified ETP alternate airport equals the time to return to departure or specified ETP alternate airport.

EQUAL TIME POINTS EQUAL TIME POINTS ETP calculations as provided by the Navtech flight planning system utilize aircraft AFM data to ensure that: • The net flight path has a positive slope at 1,500 feet above the airport where the landing is assumed to be made after the engines fail. • The airplane's weight at the point where the two engines are assumed to fail provides enough fuel to continue to the airport, to arrive at an altitude of at least 1,500 feet directly over the airport, and thereafter to fly for 15 minutes at cruise power or thrust and considering wind and other weather conditions. • The net flight path data must clear vertically by at least 2000 feet all terrain and obstructions within five statute miles on each side of the intended track.

EQUAL TIME POINTS EQUAL TIME POINTS • The descent to safe altitude must be made in compliance with the crew and passenger requirements of FAR 121.333. Updated ETP(s) may be calculated by the Dispatcher and provided to the flight crew via ACARS or radio patch when any significant change of inflight forecast winds or any change in routing/track that would invalidate the original ETP. Crew coordination with the Dispatcher is essential with an inflight change which would affect the ETPs. The ETP is that point, based on winds, which before crossing results in less flying time to the first ETP alternate and after crossing results in less flying time to continue to either the destination or to the second ETP alternate. The results of the ETP calculation will be noted in the following format

EQUAL TIME POINTS The information on the ETP section of the flight plan is as follows: Emergency Situation that ETP is calculated for: 2 Engine failure or Un-pressurized flight. Additional Destination from ETP Point LAT/LONG of ETP Point Distance to ETP Time to ETP Fuel Burn to ETP

EQUAL TIME POINTS Fuel Remaining at ETP Aircraft Weight at ETP Planed Flight Level from ETP Second Destination from ETP Third Destination from ETP

INTERNATIONAL FLIGHT PLANS Flight plans are required for all flights into international and foreign airspace. The standard flight plan form is the ICAO Form 10 or FAA Form 7233-4, available at most U.S. Flight Service Stations. Flight plans must be transmitted to and should be received by ATC authorities in each ATC Region to be entered at least 2 hours prior to entry, unless otherwise stated in the various country requirements.

INTERNATIONAL FLIGHT PLANS It is extremely important when filing flight plans in countries outside the U.S., that inquiry be made by the pilot as to the method used for subsequent transmission of flight plan information to pertinent en route and destination points and of the approximate total elapsed time applicable to such transmissions. The flight plan serves both the purpose of providing advance notice of foreign airspace penetration and the purpose of providing effective ATC procedures. Prior to departing or arriving at an International airport it is important that the flight crew, and the Dispatcher understand all pertinent operating information relative to the area in which the flight will operate.

INTERNATIONAL FLIGHT PLANS Each Dispatcher should thoroughly familiarize himself with information pertaining to Air Traffic Control, Entry Requirement, and emergency sections of the Navtech Route Manual. For some foreign states, the flight plan is the only advance notice required; for others, it serves as a check against previously granted permission to enter national airspace (see aircraft entry requirements for the individual countries and time limitations for advance flight plan filing in the Navtechh onboard the aircraft under entry requirements tab). Acceptance of a flight plan and the issuance of a flight clearance by a foreign ATC unit does not constitute official approval for airspace penetration if prior permission for airspace penetration is required from civil aviation authorities and such permission has not been previously secured.

INTERNATIONAL FLIGHT PLANS Upon receipt of information from any source that an aircraft of U.S. Registry or an aircraft with U.S. citizens aboard is in distress or missing while on a journey in or over foreign territory or foreign territorial waters, all available information should be passed to the nearest U.S. Foreign Service Post (Embassy and Consular Offices) as well as the search and rescue facilities and services in the particular area of interest. The pages following contain instructions and examples for completing the flight plan form. The FAA complies with ICAO format, except that it does not accept cruising speed/level in metric terms.

INTERNATIONAL FLIGHT PLANS

INTERNATIONAL FLIGHT PLANS Instructions for Completing the International Flight Plan 1) Use BLOCK CAPITALS when completing each item. 2) Adhere closely to the prescribed formats and manner of specifying data. 3) Commence inserting data in the first space provided. Where excess space is available, leave unused spaces blank. 4) Insert all clock times in 4 figures UTC. 5) Insert all estimated elapsed times in 4 figures (hours and minutes). types of aircraft; e.g., helicopters or balloons.

INTERNATIONAL FLIGHT PLANS Instructions for Insertion of Data 1) Complete Items 7 to 18 as indicated hereunder. Item 7: Aircraft Identification (Maximum 7 Characters) 2) The ICAO designator for the aircraft operating agency followed by the flight identification number (e.g., KLM511, NGA213, JTR25) when in radiotelephony the call sign to be used by the aircraft will consist of the ICAO telephony designator for the operating agency followed by the flight identification (e.g., KLM511, NIGERIA213, HERBIE25). NOTE Provisions for the use of radiotelephony call signs are contained in Annex 10, Volume II, Chapter 5. ICAO designators and telephony designators for aircraft operating agencies are contained in Doc 8585 - Designators for Aircraft Operating Agencies, Aeronautical Authorities and Services. Insert one of the following aircraft identifications, not exceeding 7 characters: 1) The registration marking of the aircraft (e.g., EIAKO, 4XBCD, N2567GA), when: a) In radiotelephony the call sign to be used by the aircraft will consist of this identification alone (e.g., OOTEK), or preceded by the ICAO telephony designator for the aircraft operating agency (e.g., SABENA OOTEK); b) The aircraft is not equipped with radio; Item 8: Flight Rules and Type of Flight (1 or 2 Characters) Flight rules INSERT one of the following letters to denote the category of flight rules with which the pilot intends to comply: I if IFR V if VFR Y if IFR first* Z if VFR first* *If indicating either Y or Z, specify in Item 15 the point or points where a change of flight rules is planned. Type of flight INSERT one of the following letters to denote the type of flight when so required by the appropriate ATS authority: S if scheduled Air Transport N if non-scheduled air transport operation G if general aviation M if military X if other than any of the defined categories above. Item 9: Number, Type of Aircraft and Wake Turbulence Data Number of aircraft (1 or 2 characters) INSERT the number of aircraft, if more than one. INSERT the appropriate designator as specified in ICAO Doc 8643, Aircraft Type Designators, OR, if no such designator has been assigned, or in case of formation flights comprising more than one type, INSERT ZZZZ, and SPECIFY in Item 18, the number(s) and type(s) of aircraft preceded by TYP/. Wake turbulence category (1 character) INSERT an oblique stroke followed by one of the following letters to indicate the wake turbulence category of the aircraft: H - HEAVY, to indicate an aircraft type with a maximum certificated take-off mass of 136,000 kg or more; M - MEDIUM, to indicate an aircraft type with a maximum certificated take-off mass of less than 136,000 kg but more than 7,000 kg; L - LIGHT, to indicate an aircraft type with a maximum certificated take-off mass of 7,000 kg or Item 10: Equipment Radio Communication, Navigation and Approach AID Equipment INSERT one letter as follows: N - if no COM/NAV/ approach aid equipment for the route to be flown is carried, or the equipment is unserviceable, S - if standard COM/NAV/ approach aid equipment for the route to be flown is carried and serviceable (See Note1), AND/OR INSERT one or more of the following letters to indicate the COM/NAV/ approach aid equipment available and serviceable: Item numbers on the form are not consecutive. They correspond to Field Type numbers in ATS messages.

INTERNATIONAL FLIGHT PLANS 2) Complete also Item 19 as indicated hereunder, when so required by the appropriate ATS authority or when otherwise deemed necessary.

INTERNATIONAL FLIGHT PLANS

PLANNED RE-DISPATCH/RECLEAR Ops Spec B044 International flights can be dispatched to one destination with a planned re-dispatch to the intended destination to reduce the fuel reserves required by FAR 121.645. This technique is used to reduce fuel burn and/or increase payload capability. The flight plan provides information both from the departure airport to the intended destination and from the re-dispatch fix to the intended destination; however the flight is originally dispatched to the intermediate destination. The flight is re-dispatched to the intended destination if, upon destination with the required fuel reserves, based on the intended destination forecast weather and operational conditions at the time.

PLANNED RE-DISPATCH/RECLEAR A flight dispatched with a plan to re-dispatch enroute has two plans: • First is the original dispatch to the intermediate destination. • Second is the plan from the re-dispatch fix to the intended destination. The original dispatch must be adhered to until the Captain and the Dispatcher concur on the terms of the re-dispatch. Any time the flight continues to the intermediate destination an amended ATC clearance is required.

PLANNED RE-DISPATCH/RECLEAR The Re-Clear flight plan format is as follows: Example reclear shows a flight operating from KJFK to ULLI with a planned reclear at SOLKA if fuel is below the planned amount SOLKA, the flight will divert to EFHK. NOTE Even though the flight is originally dispatched to an intermediate destination with plans to re-dispatch to the planned destination, ATC is only aware of the flight plan to the planned destination. KJFK/ULLI

PLANNED RE-DISPATCH/RECLEAR Original Flight is KJFK TO ULLI At SOLKA (RE CLEAR POINT) The required fuel should be above 10,080 Kg. In order to proceed to ULLI (original destination) If the fuel at SOLKA is below 10,080, the flight will divert to EFHK