Planning and Development of a Typical Commercial Flight

Gestão de Tráfego Aéreo

Planning and Development of a Typical Commercial Flight

Sérgio Carvalho November 2014

Gestão de Tráfego Aéreo 2

Goal

Contents

• References

• Steps in a Complete Flight

3 Gestão de Tráfego Aéreo

References

The regulation for a legal commercial flight is supported by:

• International regulation authorities(ICAO, JAA, EASA, FAA, IATA).

• Country that issues the Air Operator Certificate [AOC] (vg, INAC, DGAC, GSAC…).

• Countries of departure, destination and overflew in route.

• Aircraft Manufaturer(FCOM, FCTM, QRH, AFM…).

• Standard Operating Procedures defined by the Operator (SOPs, OM…).


Steps in a Complete Flight

• Flight Crew Check-in for Duty

• Check of the Flight Documents

• Flight Crew Briefing (technical and cabin crew)

• Aircraft Settings

• Flight Crew Briefing

• Engines Start up and Taxi-Out

• Take-Off

• Cruise

• Descent and Approach

• Landing

• Taxi-In and Parking

• Final Stop

5 Gestão de Tráfego Aéreo

Flight Crew Check-In for Duty

• Depending on the operator, crew rosted for a flight should check-in up to a defined period before the time of departure, vg, 1 hour.

• Each crew member must ware the uniform and carry the personal documents required by law: – Technical Licence (Flight Crew Only)

– Medical Certificate of Class 1 (Flight Crew Only)

– Passport (Depending on the destination, a valid visa)

– Employee Id Card and/or INAC Crew Member Certificate


Check Flight Documents

• At flight operations office the following documents should be checked:

– Operational Flight Plan[OFP]

– ICAO FP (may be included in the OFP)

– Weather (wx) • SIGMET (Significative Meteo)

• Winds forecast

• Present wx and forecast (METAR/TAF) at departure, destination and alternative (departure, enroute and arrival) aerodromes

– NOTAMS (Notice to Airmen) • Aerodromes

• Operator

• FIR (Flight Information Region)

– Others defined by the operator and/or specific for a for the operation.


• Operational Flight Plan

– Date

– Crew

– Aircraft type, registration and limitations, if any

– Departure/Destination

– Estimated Time of Departure (ETD)/Estimated Time of Arrival (ETA)

– Estimated weights

– Fuel

– Alternate aerodromes

– Routes

– Special operational limitations (ETOPS, RVSM, MNPS, RNAV, LVO…)



• Operational Flight Plan



• ICAO Fl Plan

[ATC Flight Plan]


Check of Flight Documents

• Weather Reports (SIGMET/METAR/TAF/Wind Forecast)



• Notams Issued anytime a change, not mentioned on the aerodrome or enroute charts, capable of interfere with air operation exists.

May be applicable to the operator itself, the aerodromes and the FIR.

For example:

• a radio navigation beacon

unserviceable

• a new obstacle on the airport

maneuvering area

• a military reserved area active

and thus forbiden to overfly,

•etc…



Technical and Cabin Crew Briefing

• After the documents check, a crew briefing should be made.

• This includes:

– Flight Time

– Weather conditions (mainly turbulence)

– Number of passengers expected

– Special passengers (reducing mobility, disabeled, sick, prisioners, deported, non accompanied minors) and/or cargo (special emergency procedures)

– Cabin and airplane limitations

– Others…


Aircraft Check and Preparation

• Each crew member has a specific role inside the aircraft:

– Check of aircraft documents:

• Aircraft Technical Logbook

• MEL (Minimum Equipment List) – Allows dispachs of aircraft with limitations

• HIL (Hold Item List)

– Walk around check

– Aerodromes and enroute charts

– Cockpit safety and emergency equipment

– Galleys and cabin safety and emergency equipment check

– Operational checks (catering, toilets, water levels, passengers seats, seatbelts…)


• Flight Deck Preparation

– Power up of the aircraft and primary systems (such as navigation system and air condionned, if required).

– Obtain the aerodrome present conditions using VHF info ATIS (Automatice Terminal Information Service).

– Systems settings in a “scan flow” philosophy.

– Performance calculations using the estimated weights on the flight plan.


Aircraft Preparation


– Insert the OFP data of

navigation and performance in the aircraft FMS (Flight Management System).

– Usually the most common interface is via the CDU/MCDU (Multifunction Control Display Unit).




– Do and/or check the aircraft Load Sheet

– Update the performance inputs as necessary

– Confirm with the cabin crew the number of passengers

– Confirm the speeds and (elevator) trim settings for take off




– Check with the ATC the FP validity and obtain the departure clearance.

In busy airports (eg LHR, ORY, AMS and sometimes LIS), there is a proper frequency for this purpose (Data ou Delivery).

– Typical Clearance Includes: • Authorization to the destination

• SID (Standard Instrument Departure – charts 10-3)

• Initial Altitude or FL (Flight Level)

• Transponder(SSR) Code



• Ramp Documents

‒ Check the loading of the aircraft within the limits.

‒ If any, check all dangerous goods and/or special load included in the NOTOC (NOtification TO Captain).

Dangerous Goods – Included in NOTOC:

• Description

• Quantity

• Location

• Emmergency procedure in case of accident/incident (alphanumerical code in IATA DG Manual – “Pink Page”)



• Ramp Documents

NOTOC Special Loads:

Verify segregation vg, AVI [Live Animals] and HUM [Human Remains] can’t be placed in the same compartment.

Special procedures requirement, v.g, cool the cargo deck for fresh vegetables transportation.



Flight Crew Briefing

• After flight deck settings and ATC clearance obtained, the flight crew does the take-off briefing. This includes for example:

– Wx and Notams

– Runway conditions

– Take-off type

– Flaps setting

– Taxi Out

– SID

– Special dispatch conditions - limitations

– Emergencies: • Engine Failure

• TCAS alerts

• Lost of communications

• Obstacles


Engines Start Up and Taxi-Out


Procedures to close doors, push-back and start-up the engines are completed after Pre-Flight and Before Start Checklists accomplished.

Checklist are a very important toll in aviation (and not only) to create defenses for accidents, since they enable to detect ommited itens in crew procedures caused by

human error.



• After start-up, crew establishes the aircraft take-off configuration and verifies:

– Tow bar desconnected and ground equipment removed

– Aircraft systems: • Engines parameters

• Flight Controls

• Flaps and trims

• Alert, memo and status messages from the FWS (Flight Warning System)

• Crew complete the After Start / Before Taxi Checklist



• During taxi the crew does the abbreviated briefing.

• It hi-lights the take off procedures and updates any changes that might exist such as ATC restrictions, runway and/or SIDs and weather.

• Example of abbreviated briefing: – Runway in use and condition

– Take-Off configuration and power settings

– SID

– Initial Altitude



Take-Off

• During taxi cabin crew informs flight deck of cabin secure for take-off:

– Passengers seated with seatbelts fasten

– Overhead bins closed

– Trolleys stowed and locked

– Aisle unobstructed

– Cabin crew members seated

• Flight crew does the Before TakeOff Checklist



Take-Off

Take-Off and Climb

• Take-Off is divided in 3 phases: – Before 80 Kts

– Between 80 Kts and V1

– After V1

• After V1 take-off must be continued unless the aircraft is unable to fly. But in this situation, if a reject take-off occurs, there is no warranty that the aircraft gets stop within the ruway limits.

• If a runway lengh and obstacles are well below the aircraft performance limits, a flexible take-off thrust may be used in order to reduce the EGT (Exhaust Gas Temperature), increasing the engines service life.


• Except for safety reasons, all take-offs comply with Noise Abatement Departure Procedures (NADP)

• There are 2 NADP:

– NADP 1 - Reduces noise in the area far from the airport

– NADP 2 - Reduces noise in the area near the airport

• Operator may choose the noise abatement procedure, unless this is specified in the AIP (Aeronautical Information Publications) and in the aerodrome charts (10-1, with details in 10-4)


Take-Off and Climb

• After flaps retraction and aircraft acceleration, and above the transition altitude (published in the aerodrome charts), crew completes the After Take-Off Checklist

PF – Pilot Flying

PM – Pilot Monitoring

Remark: In flight, instead of

CPT/FO pilots are called

PF/PM.

Some operators and

Manufacturers replace

PM by Pilot Not Flying (PNF)


Take-Off and Climb

• Usually up to 10.000’ AGL (Above Ground Level), operators follow the “sterile cockpit” policy, i.e, crew conversations should be restricted to the flight procedures essencials only.

• At 10.000’ crew makes a general aircraft systems

check: ‒Pressurization

‒Air conditionned

‒Fuel

‒Engines

• In case weather conditions permits, cabin crews are informed that they may start the passengers service.


Take-Off and Climb

Cruise

• Cruise starts after the TOC (Top of Climb).

• Periodicaly the crew must check:

– FOB (Fuel On Board) vs FU (Fuel Used) in each waypoint

– Fuel temperature (specially in long haul flights)

– EOT (Estimated Over Time) vs AOT (Actual Over Time)

– Aircraft Systems

– Weather reports in enroute alternate airports

– Weather Radar to avoid severe turbulence areas

– Request for a new flight level anytime the aircraft performance permits (S/C – Step Climb)

– Coordinate rest periods between the crew members, if the duty time makes it necessary.


Fullfil of OFP – ETO/ATO in each waypoint

– Fuel predicted vs FOB

– Altimeters indications checks every hour (RVSM Operation)

– ATC frequencies (VHF/HF)

– Transponder SSR assigned codes


Cruise


Cruise

Descent and Approach

• During cruise crews should obtain the arrival ATIS to get the updated conditions at destination.

• This information is available through VHF or HF for longer distances, or using other pay services with datalink (ACARS, SATCOM...).

• Pilots should update the aircraft FMS and perform their own cockpit setup.

• After the aerodrome updated conditions, pilots fullfil the landing data card.


• Usually the path from the traffic airway to the aerodrome is made using a STAR (STandard ARrival – Charts 10-2).

Like SIDs, STARs abreviate a complete non-ambiguous procedure using a specific designation, v.g, ESPICHEL 4A.

• Before descent, flight crew completes the landing briefing:

– Wx and Notams – STAR – Type of Approach – Runway conditions – Flaps setting – Missed approach and Go-Around procedures – Route and fuel to alternate – Taxi In – Limitations



• Descent settings are completed after Descent Checklist is done.

• This should be concluded before reach the TOD – Top Of Descent.

• After TOD starts the Approach procedure.



Landing

• When hi-intensity traffic are inforced, pilots should expect radar vectors from ATC. These measures are applicable to optimize the number of flights of the aerodrome.

• Radar vectors include:

– Heading

– Altitude/Flight Level

– Speed


• After beeing authorized by ATC to an altitude bellow transition level, both pilots should set the aerodrome QNH value in the altimeters windows (Kollsman window).

• Unlike transition altitude, transition level is not a fixed value and is provided by ATC, or included in ATIS (Automatic Terminal Information Service).

• After beeing assigned to an altitude and QNH set, pilots complete the Approach Checklist


Landing

• Final Approach may be:

– Precision (ILS – Instrument Landing System – charts 11)

• Cat I – Manual Landing

• Cat II – Manual or Automatic Landing

• Cat III – Automatic Landing

– Non Precison (VOR – VHF Omnidirectional Range – Charts 13, NDB – Non Directional Beacon, LOC– Locator– charts 16 , or any of these combined with DME – Distance Measurement Equipment)

• After Aircraft stablished on final approach in landing configuration, pilots complete the Before Landing Checklist.


Landing


Landing

Taxi-In and Parking

• Aircraft deceleration is made using speed brakes (also called lift dumpers or spoilers), main landing gear brakes and engines reverse.

• Some airports restrict the use of reverse above idle thrust to avoid noise, specially during night, except cases of safety reasons.

• It is recomended to use the policy of “brake to vacate” using auto brakes, or pedals steady pressure, in case of manual braking.

• After deceleration, speed below 30 kts is considered taxi speed.

• Engine reverse should not be used in speeds below 60 kts.


• After taxi to the parking position engines are shutdown and fuel and hydraulic systems turned off.

• After aircraft stoped in chocks pilots complete the Shutdown Checklist.

Remark: Aircraft on the ground, again pilots change from PF/PM to CPT/FO.


Taxi In and Parking

Leaving the Aircraft

• After fulfil the aircraft and flight documents with the UTC (Universal Time Coordinated) of landing and engines shutdown, pilots should report any abnormal situations (malfunctions, problems with passengers, using of emergency equipment , etc.).

• Aircraft is delivered to maintenance or following crew members, or, if necessary, completely shutdown (all systems).

• In this case, pilots complete the Secure Checklist.


End of Duty!

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Planning and Development of a Typical Commercial Flight

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