Transcript High Altitude Flight Planning

High Altitude
Flight Planning
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October 4, 2006
Introduction
While high altitude flight planning can present
different challenges than low altitude flight
planning, the process is still the same.
This section is designed to provide you with a
basic review of flight planning, and is advisory in
nature only. Be sure to consider all aspects when
planning a flight in the high altitude environment.
Some things to think about
Pilot and Aircraft Limitations and Capabilities
Choosing Your Route
Weather Considerations
In Flight Considerations
Pilot & Aircraft Capabilities
Understand your capabilities and limitations
Understand your aircraft’s capabilities and
limitations.
Planning Your Route
Direct
Victor Airways
Jet Routes
Preferred Routing
http://www.fly.faa.gov
Flight Planning
Software
Flight Star
AOPA
fltplan.com
DUATS
IFR Charts
Low En-route charts
Provides navigational
information below FL180
Depicts the following:
Victor airways
VHF Radio aids
Military training routes
Reporting points
Special use airspace
High En-route
Provides navigational
information above FL180
Depicts the following:
Jet routes
VHF Radio aids
Selected airports
Reporting points
Special use airspace
Planning Your Altitude
When choosing an altitude take in account:
Am I IFR rated, current and proficient?
If not flight must be below 18,000ft MSL
Distance of flight
Winds
Cloud bases and tops
Freezing levels and icing potential
Terrain
Oxygen availability
91.159 VFR Cruising Altitude or
Flight Level
Sec. 91.159
When operating at or below
18,000 feet MSL but above
3,000 AGL
On a magnetic course of
zero degrees through 179
degrees, any odd altitude
(such as 3,500, 5,500, or
7,500); or
On a magnetic course of 180
degrees through 359
degrees, any even altitude
(such as 4,500, 6,500, or
8,500).
§ 91.179 IFR cruising flight
level.
When operating at or above
18,000 feet MSL but below
flight level 250, and—
On a magnetic course of
zero degrees through 179
degrees, any odd flight level
(such as 190, 210, or 230); or
On a magnetic course of 180
degrees through 359
degrees, any even flight
level (such as 180, 200, or
220).
§91.135 Class A Operations
Each person operating an aircraft in Class A airspace must conduct that
operation under instrument flight rules (IFR) and in compliance with the
following:
(a) Clearance
(b) Communications
(c) Transponder
requirement
(d) ATC authorizations
Remember to set your
altimeter to 29.92 at 18,000 ft MSL.
Remember to re-set your altimeter when descending below 18,000 ft MSL
Weather Considerations
Sources of weather information
Flight Service Station
800-WX-BRIEF
DUATS
http://www.duats.com
DUAT
http://www.duat.com
AOPA
http://www.aopa.org/flight_planner/intro.html
Aviation Weather Center
http://adds.aviationweather.noaa.gov
High Altitude Weather
Pressure Systems
Knowing why position is important when flight
planning
Convective Activity
Includes discussion on interpreting weather radar
Icing
What’s different about high altitude ice
Jetstreams
Refer to winds aloft charts for planning purposes
CAT
Can be found in areas of strong converging winds
Pressure Systems
In the Northern Hemisphere
Eastbound
Fly North of a High,
South of a Low
Westbound
Fly North of a Low,
south of a high
L
H
Convective Activity
Avoid Cells by 20NM when the
tops are above FL200
20/20 Rule
20+20 = 40 (40NM is the
distance you should
maintain between cells.)
Gradients
Avoid radar returns.
General Radar Interpretation
Guidelines
If radar depicts the cell as
red with yellow and green
edges the whole cell should
be considered red
Thunderstorms present
dangers which are not
readily detectable by the
radar such as turbulence,
tornadoes, ice, and dry hail
Weather can change faster
than the update times of
XM weather.
Icing
Consider all factors of weather
before making a go/no go decision
when dealing with icing potential!
Icing at High altitudes usually
forms in the tops of tall
cumulus clouds and in cirrus
clouds
Clouds over the mountains
usually have more ice because
of the added lifting motion
Freezing levels
PIC Concerns
Where am I going to encounter
ice?
How can I get out of ice?
Where are my MEAs in relation
to the freezing level?
Exit icing ASAP and inform ATC
Jet Streams
Can be a factor in your Turbo
Cirrus
Result of large pressure
gradients created by significant
temperature changes over a
short distance
CAT is associated with the
Jet Stream
CAT risk increases if two
jet streams converge
General Jet Stream Rules
Avoid during westbound
flights, use on eastbound
Jet streams can be depicted
on winds aloft charts as
areas of converging strong
winds in excess of 60 kt
CAT (Clear Air Turbulence)
Turbulence without clouds
CAT generally forms when
contrasting air masses
converge
Mountain Waves and strong low
pressures aloft can create CAT
CAT can be encountered in
places where there seems to be
no reason
Strong winds can carry
turbulent air away from its
source (This is why you always
should wear seatbelts even in
what you presume to be
smooth air)
CAT is difficult to forecast
because it gives no visual
warning and winds can carry it
away from its source
PIREP’s and ATC are good
current sources for CAT reports
MSP UUA /OV MSP045020/TM 1636/FLUNKN/TP B757/SK TOPS 110/TB MODSEV UP TO 190/RM DURC
RAP UUA /OV RCA/TM 1630/FL200/TP SR22/TB SVR FOR 1
MIN/RM WESTBND
Observation Considerations
Terminal Aerodrome Forecast (TAF)
METAR
Most cover conditions below 12,000 AGL
Special weather observation
PIREP
In Flight Considerations
Some things to think about in flight
Changes in weather
Changes in routing
Do we have enough fuel to meet reserves and
personal minimums?
What is our oxygen status?
Time and Distance to Descend
Descent planning in Garmin GNS-430
Vertical navigation page
Alternate Method
Example
Cruise at FL200
Cross GEP VOR at 12,000
Need to lose 8,000
Descend at 1000 fpm (consider passenger comfort)
consider any crossing restrictions from ATC
Start descent 8 minutes out from GEP VOR
Refer to POH supplement for fuel consumption.
Planning Summary
Know the route(s) and get the big weather picture
using local media sources, the internet and FSS
Get a thorough preflight briefing with an emphasis
on the position of weather systems, winds aloft, and
convective activity
Anticipate routing changes due to weather or ATC
delays
Planning is the same, just additional factors and
considerations.
If in doubt you should be on the ground and not in
the air.