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Flight planning & operations from EHAM to KLAX – Appendices

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University of Applied Science

List of Appendices Appendix I The project assignment ......................................................................................................... 1 Appendix II Regulations ........................................................................................................................... 2 Appendix III Proces report ....................................................................................................................... 3 Appendix IV Standard Instrument Departure Chart................................................................................. 8 Appendix V Standard Terminal Arrival Route chart................................................................................. 9 Appendix VI Instrument Approach Chart ............................................................................................... 10 Appendix VII Area Navigation................................................................................................................ 11 Appendix VIII Abbreviations for meteorological reports ........................................................................ 12 Appendix IX Weather chart symbols ..................................................................................................... 17 Appendix X Equitime graph ................................................................................................................... 18 Appendix XI PET without wind .............................................................................................................. 19 Appendix XII RVSM checklist ................................................................................................................ 20 Appendix XIII Airport category ............................................................................................................... 21 Appendix XIV Long Range Cruise tables .............................................................................................. 22 Appendix XV Person weight labels ....................................................................................................... 25 Appendix XVI Calculating the position of the centre of gravity .............................................................. 26 Appendix XVII Percent MAC ................................................................................................................. 27 Appendix XVIII Flight envelope ............................................................................................................. 28 Appendix XIX ATS flight plan ................................................................................................................ 29 Appendix XX Repetitive flight plan ........................................................................................................ 36 Appendix XXI Heading and title block ................................................................................................... 38 Appendix XXII Fuel block ...................................................................................................................... 39 Appendix XXIII Route block ................................................................................................................... 40 Appendix XXIV Navigation block ........................................................................................................... 42 Appendix XXV ATS flight plan block ..................................................................................................... 43 Appendix XXVI Explanation of the Excel sheet EHAM - KLAX ............................................................. 44 Appendix XXVII Great circle .................................................................................................................. 45 Appendix XXVIII Waypoints ................................................................................................................... 46 Appendix XXIX Notice To Airmen.......................................................................................................... 47 Appendix XXX ETOPS minima.............................................................................................................. 56 Appendix XXXI Alternate aerodromes ................................................................................................... 57 Appendix XXXII Kerosene types ........................................................................................................... 59 Appendix XXXIII Mass and balance EHAM-KLAX ................................................................................ 60 Appendix XXXIV ATS Flight plan EHAM - KLAX .................................................................................. 61 Appendix XXXV Operational flight plan EHAM - KLAX ......................................................................... 62 Appendix XXXVI Fuel slips .................................................................................................................... 63 Appendix XXXVII Pre-flight check ......................................................................................................... 64 Appendix XXXVIII MEL item equipment cooling fan 2 .......................................................................... 65 Appendix XXXIX Takeoff warnings ....................................................................................................... 66 Appendix XL EICAS Display.................................................................................................................. 67 Appendix XLI High oil temperature warning .......................................................................................... 69 Appendix XLII Emergency checklist ...................................................................................................... 70 Appendix XLIII Fuel and time ................................................................................................................ 71 Appendix XLIV Oxygen ......................................................................................................................... 72 Appendix XLV Engine failure pictures ................................................................................................... 73 Appendix XLVI Flight planning Sheet BGSF - KLAX............................................................................. 81 Appendix XLVII Mass and balance BGSF-KLAX .................................................................................. 82 Appendix XLVIII ATS flight plan BGSF - KLAX ..................................................................................... 83 Appendix XLIX Operational Flight plan BGSF - KLAX .......................................................................... 84 Appendix L WEU altitude alert logic system .......................................................................................... 85 Appendix LI Radio altimeter system ...................................................................................................... 86

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University of Applied Science 1

Appendix I The project assignment

Flight VO-601(VO/KL/AF/NW-601) is scheduled according ALA timetable for January 22nd, 2010. ETD from Amsterdam Schiphol (EHAM) to Los Angeles CA Intl. (KLAX) is at 09:25Z, with an ETA according ALA timetable. A full-pax B777-206ER is leased from KLM with ALA configura-tion327 pax and 3+14 crew. The flight is scheduled to depart with the maximum allowable traffic load. The flight crew on this flight consists of a commander (Captain/pilot), first officer (copilot also certified as cruise relief pilot, CRP) and second officer (cruise relief co-pilot). Cockpit crew is called out off standby from 07:00Z after an extended rest period (refer to EU-OPS subpart Q for FTL compliancy). For the flight to LAX actual meteorological conditions and NOTAM are pub-lished on the intranet with adjusted ATIS information.

Furthermore the following data, deficiencies and malfunctions are applicable: 1. Besides a completed Mass & Balance sheet (M&B), an operational flight plan (OFP) and an ATS ICAO flight plan (AFP) must be completed. As this is an ETOPS flight the operational flight plan must contain items such as PET‘s and required ETOPS compulsory points and alternates. Construct a self made OFP with the help of a random LIDO example without copying the template. The company also requires drift down and en route diversion scenarios in case of an engine failure and/or decompression where the flight runs along high terrain (Greenland). 2. The weather at Amsterdam airport is according the ATIS. ―This is AMS Departure Information E; operational report Amsterdam; de-icing procedures on remote positions P platform in operation; take-off RWY 24; wind 150/8; snow showers; visibility 500 meters in snow; clouds Scattered 1000ft; Temp. -2°C Dew point -4°C; Q1024; all RWY’s clear of contamination and braking action good”. 3. Prior to engine start you will be confronted with a technical deficiency which has to be solved. This problem is different for each project group (see appendix I). No delay is encountered and through CFMU submitted CTOT 09:55Z can be met. Furthermore during the take-off roll a take-off warning is generated, which results in a low energy rejected take-off (RTO). The runway has to be vacated for investigation. These delays may of course have influence on the de-icing hold over time and duty times of the crew. 4. After a flight time of 3 hours and 40 minutes a low oil quantity and high oil temperature warning is generated on engine number 2. Also the oil pressure decreases to its limits when the engine is running on idle thrust (trend warning). After consultation of the QRH it is clear that engine number 2 has to be shut down as a precautionary measure. Subsequently the flight has to divert to the nearest suitable airport. 5. The diversion, of course, has consequences for the duty time of the crew. Is there sufficient qualified technical staff on the alternate airport to trouble shoot and repair the aircraft? 6. On the alternate airport only Mobil Jet Oil II is in stock, but on the GE engines BP Turbo Oil 2197 has to be used (see AMM SB79). What is the solution for this problem? Project book Aviation Studies period 7-8 Study year 2009-2010 3

7. All these abnormals result in a huge increase of duty time. Therefore passengers and crew have to go to a hotel and rest. Make repair time assessment on the alternate. After the aircraft is released to service (airworthiness) they all fly to destination Los Angeles with the same aircraft. All cargo has stayed on board. For the flight to Los Angeles a new M&B, OFP and AFP have to be made similar to item 1. 8. At the alternate airport the crew will receive the TAF for Los Angeles. The TAF states poor visibility in showers at ETA in KLAX. Via the Operations Control Center (OCC) the crew is informed of ―Inbound delays KLAX‖. On approaching Los Angeles airport the flight crew receives the ATIS: ―This is LAX Arrival Information E; operational report Los Angeles; low visibility procedures in operation; RVR’s available on ATS frequencies; main landing RWY 24R; expect ILS approach RWY 24R; wind 270/05; clouds overcast 500 feet; Temp. 12/07; A2931”. Tower reports the following RVR‘s: A/B/C 150m. 9. Fortunately the B777 has a CAT IIIb certified ‗fail operational‘ auto land system with three autopilots engaged in command. During the precision approach at Los Angeles CA Int. airport the crew is confronted with another technical malfunction. Also these problems are different for each project group. (see appendix II)



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Appendix II Regulations

1.1 Lay-out An article uploaded to BSCW is labeled with ―notulen #”. If an agreement cannot be met, the whole group must be informed. The person who makes the first paragraph of a chapter, must also write the introduction of that chap-ter. Everyone sticks to the lay-out agreements. If an agreement is not for filled a warning is given. After two warnings a meeting has to be planned with the project teacher. 1.2 Sources agreements: All sources must be constantly updated in BSCW. Only substantial sources may be used. The literature list must be made and updated according to Tilly. 1.3 The minutes and meeting agreements: The predetermined meetings will be held on Monday 12:55 – 13:45 and Thursday 12:05 – 12:55 (be-fore project lesson). Tuesday 13:45 – 15:40 wil be a meeting for the extra projects (MRT, BDK, SLB enz.) 24 Hours before a meeting or project class the items on the agend must be sent to everyone. (includ-ing the project teacher) The minuteman is responsible for the location of the next week. Everyone must read the minutes that are published on BSCW (in the “notelen #” format) before the next meeting. The minute of the project lesson will be sent to the project teacher ([email protected]). The agreements made during a meeting must be recorded in a table. The chairman of the week has to take cakes to the project meeting. If a day is set to a deadline, the time is automatically 21:00. Around 21:00 you have to check your mail. If you want to speak to a member you have to call him/her.


mailto:[email protected]


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Appendix III Proces report

In February 2010 we started with the project flight planning & Operations. After everybody introduced themselves, the group started to make group agreements and regulations. After completing the plan for the project, we started to write the report. In the first chapter Bastiaan was late with inserting his part. The group was not very happy about his behavior and we had a meeting with Bastiaan. After the meeting, Bastiaan improved his self in chapter two and three. The route planning from EHAM to KLAX was very difficult to make but when we knew the ins and outs, the second route was easier to make. After all this project was quite difficult and large qua information. We all had to know which aspects there were to make a flight plan and which aspects there were for the operational phase of a flight. Also we investigated ETOPS, the group was very mad on ETOPS because it does not include ob-stacles and it is based on speed and not distance.

Personal competencies to Improve After completing the first three big assignments, certain qualities are acquired and certain qualities can still be improved. An important quality to acquire during the technical study period is to learn to analyze yourself and to found points on which improvements can be made. This document describes the personal competencies to improve from al group members (I.a. to I.h.).

III.a. Tom Boeschoten

The following individual competencies can be improved compared with previous projects assignments:

A competency I want to improve is leadership, because sometimes I can handover information in a wrong way. This sometimes results in a discussion that isn‘t necessary. To improve this I will try to bring the handover information in a different way during my chairman weeks.

A second competency is research. During previous project I could mostly use previous know-ledge. Therefore sometimes I did not do enough research which resulted in a document which was below the wanted level. During project flight planning I will improve my research to im-prove my knowledge level.

During previous semesters I spend too much time on project work which resulted in failed ex-ams. Following periods I want to plan my study time better to pass my failed exams of pre-vious semesters.

After completing the project I have improved the following individual competencies:

In the two weeks of leadership I spend extra attention on my communication with the group. When something unpredicted happened I spend time to look at possible solutions. This way I managed to prevent unnecessary discussions during group meetings.

During the first weeks of the project I spend extra time on research to improve my knowledge before I started writing. In the planning extra time was taken to increase the possibility of re-search.

Unfortunately I didn‘t spend extra time on my theoretical exams during the project weeks. Be-cause every member of the project group wanted extra time during the exam weeks we de-cided to keep the planning free of project work during the exam weeks. This resulted in good results for my theoretical exams.

III.b. Anouk Elsendoorn


One of the competencies I want to improve is producing excel sheets. Because of a lack of time in the Powerplant project there was no time to learn each other about that. This project I have to learn how to produce correct Excell sheets.

Another competency is to improve my leadership as a chairman. Sometimes I notice that meetings went a little chaotic. The next time I am chairman for this project I want to improve that.

The last competency for this project is to do a good research. Last project I already improved that a little, but for this project I still want to do more research in comparison to the last project. This will lead in more knowledge which I can use in the project exams.



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This project I gained a lot of information about Excel sheets

My leadership went less chaotic. A new competence is to be more active in groups meetings and so stop unnecessary discussions earlier.

In this project I did more research before starting the report. I noticed it was easier to write parts for the reports and hope it will result in a better project exam.

A new competence is that I have to ask for help more. Now I noticed that, when I had prob-lems with something, I wanted to search the solution by myself. This sometimes took more time than just ask a group member for some help.

III.c. Bastian de Graaf


A competency I wanted to improve in previous projects but still needs improving is my stub-bornness. During feedback in previous projects, it still appears quite though to pursue me when I made up my mind about a subject. The way to improve this will remain the same, try to listen closely to my fellow group members to really understand what their arguments are. Then compare them to mine before making up my mind about a subject.

In the previous project: “power plant,” one of the objectives was to produce an excel sheet in which aspects of the engine could be calculated. I did not help produce this sheet and do not have enough knowledge the produce one. To improve this I will try to obtain this task during the planning period of the project assignment. When I cannot obtain this task, then it is my own responsibility to achieve this knowledge about excel.

The last two project assignments I did not spent a lot of time on the theoretical content of the projects because I was assigned to laws and regulations. Therefore I would like to be as-signed with a subject in chapter one that includes the theoretical contents of the project.


I think I am getting quite better in the point of stobbournness. My listening is becoming better and better so that I can truly understand what another group member wants to tell.

At the beginning of the project my time managemant was not good at all. I did not plan right and therefore I struggled with deadlines. Later on during the project it became better and bet-ter until a satisfactory level. I think I still can improve this point.

On the point of passing all exams of the second period, I unfortunately did not succeed. This means that I have to re- examine these courses next year.

III.d. Dindo Isidora


A competency I want to improve is research. All the previous projects I did few research, be-cause the projects where about technical subjects, and I used my MBO background. For project flight planning I want to improve this so I can have a good knowledge at the project ex-am.

A second competence I want to improve is to be more patient. Sometimes I want to rush thru the less important things and focus on the important work. This is not always good because the less important things can sometimes be a beginning for the important work.


The competence I wanted to improve during this project, which was to do more research, is accomplished. For this project I did more research, so the text content was from a higher level.

The second competence to be more patient is improved, but sometimes I wasn‘t patiently on some of my fellow students and this was when the agreements were not reached. This is a competence I want to improve more in the future to be more patiently



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III.e. Wouter Meijer


An important competency for a manager in the aviation industry is coordination. This quality means for me a good leader in a group with a strong persuasiveness. I want to improve this competence to work better in the aviation management. I like to come to better results.

Another competency for an aviation manager is listening. During conferencing it is important to listen carefully, summarize and interrogate. During my chairman week I will train this competency due to expire the conference structured.

Planning is a competency which is necessary during busy projects, theory and work. These activities can be combined perfect with a good planning. Through securely planning and learning by exercise this competency can grow up.

Due this third period I have to make accurate priorities between my unpassed examinations, project flight planning and my current theory course. I will make a day to day plan to appearance next unpassed examinations.

The following individual competences I have improved:

During this fourteen weeks we have created a bond with the group full of confidence. Because of the fellowship between the group members everybody wanted to start with a good impres-sion. After the good impression a the group became a little bit supine with deadlines.

In fourteen weeks I improved myself in knowledge about planning a flight, working together in a group and being a secretary in a group. The theory behind the flight plans, planning a route with all secondary aspects and creating a flight plan became familiar. Even as motivate the group, verify the progress and create a weekly planning. In spite of the indolently am I contented with the result and convinced about a good result.

III.f. Nick Smit


One competency I want to improve to last projects is to write more text. I have had problems in the previous project with writing good English phrases.

One other thing I want to approve is to plan the project better. Previous projects the planning wasn‘t used so good. Some text has to be written in the last week.

This project I want to learn more about costs, because last projects I wasn‘t involved with the costs. While I think it could be a nice part of the text.

Also a thing I want to improve is doing more research, because last projects it was seen that if you do more research, writing text is easier.

I want to pass al my unpassed exams from the second period. So I have to consider, what is more important in that time. Things I have improved during this project: In the start of this project my competencies were: write more text, plan better, learn more about costs, research more and pass all exams from the first year. All these competencies were done better. I have researched more, so I can write more text. The planning were much better, we were not exactly on schedule, but it was the best project of me so far, qua planning. I have learned something about costs, because I have writing the comparison between the costs and revenues. The most important compe-tencies was passing my first year exams, and I did. So I can go further with the next year, without stressing.

III.g. Thomas Voogel


In previous projects I did not spend enough time on my courses beside the projects. Due to this I did not pass some off the exams the first time. During this project I will make a schedule for myself to plan my homework for my courses along with the work of the project.

During projects I have noticed that I have problems with criticizing on documents of the project



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and also with criticizing on people‘s work attitude etc on the ―groepswerkbeoordeling‖. To improve my skills on criticizing I will pay more attention to the work attitude of the members of the group.

When starting up a new project research on the subject is very important, sometimes I thought I had done enough research but later on in the project I were doubting if I did research. To avoid this in the new project I will try to do more research.

I would also like to improve my leadership during this project, at a meeting I will try to maintain rest and avoid meaningless discussions. I will also demand that everybody except for the minutes secretary to have their laptops closed since people are easily distracted.


Halfway this project we had theoretical exams. I had nine exams to make and I passed for seven exams with good grades but I did not pass for the other to exams. This proves that I spent more time on my courses besides the project.

During this project I did my best on revising of work from the group members. Compared to previous projects I can say that is has improved but it can still get better.

This project I was only chairman for one week. My leadership is improved compared to pre-vious projects but it still needs to get better.

The research of project is never enough when you look back at the end of a project. This project was quite difficult and there was a lot of information. The research off the group and I was goo when I look back at it. We knew all the documents that were necessary for this project.

III.h. Hein Zwart


An important competency that I want to improve during this project is to do some more research and present more during project meetings. Further I want to give some attention to the rules and regulations according to ICAO e.g. in the last projects I never wrote this part of the project report.

In meetings I can be a little dominant it seems like that I want to overrule the chairman. This is a very important thing that I want to improve.

The following competences I have improved during the project:

During meetings I listened more to the fellow group members and this helps with communica-tions between the group members.

Because I began on time with my own parts of the report, I had more time to help the others this improves my knowledge of the project which hopefully helps me during the exam.

Task Divison During the project the several tasks has to be fulfilled. In the planning every group member has its own task. The task given in the planning where sometimes changed and in the following table the actual tasks are presented:

Frontpage Nick

Foreword Wouter

Summary Tom, Bas en Anouk

Introduction Anouk

1 Principles of Planning and Operation

1.1 Amsterdam Leeuwenburg Airlines Wouter

1.1.1 Airline specifications Wouter

1.1.2 Aircraft lease Wouter

1.2 Navigation Hein

1.2.1 Basic principles of navigation Hein

1.2.2 Navigation maps and charts Hein

1.2.3 Flight methods Hein

1.3 Meteorological services Nick



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1.3.1 Reports Nick

1.3.2 Meteorological charts Nick

1.4 Regulations Anouk en Thomas

1.4.1 Extended-range Twin-engine Operation performance Anouk en Thomas

1.4.2 EU-OPS Anouk en Thomas

1.4.3 Reduced Vertical Separation Minima Anouk en Thomas

1.5 Boeing 777-206ER Dindo

1.5.1 Operational specification Dindo

1.5.2 Performances Dindo

1.5.3 Mass and balance Tom

1.6 Flight plans Bastian

1.6.1 Air traffic service flight plan Bastian

1.6.2 Operational flight plan Bastian

2 Flight Planning EHAM - Alternate Hein

2.1 Flight planning EHAM - KLAX Hein

2.1.1 Route Hein/Thomas/Nick/Bastian

2.1.2 Flight data Tom en Dindo

2.1.3 Mass and balance Tom en Dindo

2.1.4 ATS flight plan Bastian

2.1.5 Operational flight plan EHAM-KLAX Bastian/Nick

2.2 EHAM departure Dindo

2.2.1 Pre-flight check Dindo

2.2.2 Rejected Take-off Thomas

2.3 En-route Hein

2.3.1 Engine malfunction Hein

2.3.2 Diversion procedure Wouter

2.4 Approach alternate Anouk

2.4.1 Repair Anouk

2.4.2 Consequences Anouk

3 Flight planning BGSF - KLAX Bas

3.1 Flight plan BGSF - KLAX Dindo/Bas

3.1.1 Route Dindo/Bas/Thomas/Nick

3.1.2 Mass and balance Hein

3.1.3 ATS flight plan Anouk/Wouter

3.1.4 Operational flight plan Anouk/Wouter

3.2 Approach KLAX Tom

3.2.1 Flight data BGSF - KLAX Tom

3.2.2 Altitude alerting system Tom

4 Costs and revenues

4.1 Costs Thomas/Dindo

4.2 Revenues Thomas/Dindo

4.3 Comparison Nick

4.4 Recommendation Bastian

Bibliography Wouter

Abbreviation list Wouter

Appendix Hein

Lay-out Dindo



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Appendix IV Standard Instrument Departure Chart

At the top right of the chart the information about the chart is provided (1). The speed procedures from the airport are provided (2). The obstacle clearance in a radius of 25nm around the aircraft is men-tioned in the SID (3). In this SID chart information about the route can be determined. This is a SID chart for specific runways and the route in to the airways. In this case route Dover six Juilliet (DVR 6J) (4) is followed to join airways at waypoint Dover, including information about this point (5). The tracks

that have to be followed are inserted into map, in this case 125 Magnetic (6) and so are the ground distances between two way- or checkpoints, in this case five nm (7). Out of the FPPM manual the speeds during climb can be taken and in combination with wind the time between two points can be calculated according to the triangle of velocities. Additional information about the route is provided underneath the route (8). A detailed explanation is provided in de box at the bottom of the chart (9).

2 3 3 6 7 8 5 9 1



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Appendix V Standard Terminal Arrival Route chart

The STAR chart consists out of multiple approach routes for a designated runway. The basic informa-tion of this STAR chart is inserted with the airport name, runway, the navigational aid frequency, call sign and the airport elevation (1). The communication frequencies and the altitude data is inserted at the top left of the chart (2). The obstacle clearance at a radius of 25 nm is inserted in the top middle (3). The detailed description for the track, distances and times can be obtained from this part of the chart (4). A description of the glide scope is inserted in case of malfunctions (5). The procedures in case of a missed approach (6).

1 2 3 4 5 6



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Appendix VI Instrument Approach Chart



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Appendix VII Area Navigation

In the figure above there are three waypoints. The aircraft will pick up the signals from these waypoints and by doing this, the track liners determines an optimum track between these waypoints.



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Appendix VIII Abbreviations for meteorological reports

Abbreviation Meaning Abbreviation Meaning

Intensity or proximity

- Light + Heavy or well developed

VC In the vicinity. Within 8 km (5 nm) of the aerodrome boundary

Description of weather

BC Patches BL Blowing

DR Drifting FZ Super-cooled

MI Shallow PR Partial

SH Shower(s) TS Thunderstorm

Precipitation

DZ Drizzle GR Hail

GS Small hail (less than 5 mm diameter) and/or snow pellets

IC Diamond dust

PE Ice pellets RA Rain

SN Snow SG Snow grains

Abbreviation Meaning Abbreviation Meaning Abbreviation Meaning

ACT Active AMD Amended ASSW Associated with

BKN Broken, 5 to 7 oktas

BLW Below BTN Between

CAT Clear air turbulence

CNS Continuous COR Correction

COT At or on the coast

EMBD Embedded FCST Forecast

FEW 1 or 2 oktas FPM Feet per minute

FRQ Frequent, little or no separation

GR Hail GRN Ground HVY Heavy

ICE Icing INC In cloud INTSF Intensifying

INTST Intensity ISOL Isolated or individual

LAN Inland or overland

LOC Locally LSQ Line squall LYR Layer or layered

MAR At/over sea MAX Maximum MNM Minimum

MOD Moderate MON Above or over mountains

MOV Moving

MTW Mountain waves

NC No change or not changing

OBS Observed

OBSC Obscured OCNL Occasional or well separated

OVC Overcast, 8 oktas

SCT Scattered, 3 or 4 oktas

SEV Severe SKC Sky clear, no oktas

SLW Slow STNR Stationary TDO Tornado

TRS Tropical cyclone

TURB Turbulence VAL In valleys

VERVIS Vertical visibility

VRB Variable VSP Vertical speed

WDSPR Widespread WKN Weakening WS Wind shear



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Obscuration

BR Mist DU Dust

FG Fog FU Smoke

HZ Haze SA Sand

VA Volcanic

Other

DS FC Funnel cloud(s) (Tornado or waterspout)

PO Well developed dust/sand whirls

SS Sandstorm

SQ Squall(s)

Cloud

CB Cumulonimbus TCU Towering cumulus

Example USA METAR Report

METAR KABC 121755Z AUTO 21016G24KT 180V240 1SM R11/P6000FT -RA

BR BKN015 0VC025 06/04 A2990 RMK A02 PK WND 20032/25 WSHFT 1715

VIS 3/4V1 1/2 VIS 3/4 RWY11 RAB07 CIG 013V017 CIG 017 RWY11 PRESFR

SLP125 POOO3 6OOO9 T00640036 10066 21012 58033 TSNO $

KEY TO DECODING A USA METAR REPORT

METAR TYPE OF REPORT METAR: hourly (scheduled) report; SPECI: special (unsche-duled) report.

KABC ICAO STATION (loca-

tion) IDENTIFIER Four character ICAO location identifier.

121755Z DATE/TIME group All dates and times in UTC using a 24-hour clock; two-digit date and four-digit time; always appended with Z to indicate UTC.

AUTO REPORT MODIFIER

AUTO: Indicates a fully automated report with no human intervention. It is removed when an observer logs on to the system. COR: Indicates a corrected observation. No modifier indicates human observer or automated system with human logged on for oversight functions.

21016G24KT 180V240

WIND DIRECTION AND SPEED

Direction in tens of degrees from true north (first three digits); next two digits: speed in whole knots; if needed, include cha-racter as: Gusts (character) followed by maximum observed speed; always appended with KT to indicate knots; 00000KT for calm; if direction varies by 60

o or more and speed greater

than 6 knots, a Variable wind direction group is reported, otherwise omitted. If wind direction is variable and speed 6 knots or less, replace wind direction with VRB followed by wind speed in knots.

1SM VISIBILITY

Prevailing visibility in statute miles and fractions with space between whole miles and fractions; always appended with SM to indicate statute miles; values <1/4SM reported as M1/4SM.

R11/P6000FT RUNWAY VISUAL

RANGE

A 10-minute RVR evaluation value in hundreds of feet is reported if prevailing visibility is < or = 1 mile or RVR < or = 6000 feet; always appended with FT to indicate feet; value prefixed with M or P to indicate value is lower or higher than the reportable RVR value.



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-RA BR WEATHER PHE-

NOMENA

Present weather:

QUALIFIER

Intensity or Proximity

- Light "no sign" Moderate

+ Heavy

VC Vicinity: but not at aerodrome; in U.S. METAR, be-tween 5SM and 10SM of the point(s) of observation.

Descriptor

MI Shallow BL Blowing

BC Patches SH showers

PR Partial DR Drifting

TS Thunder-storm FZ Freezing

WEATHER PHENOMENA

Precipitation

DZ Drizzle IC Ice Crystals UP Unknown in automated observations

RA Rain PL Ice pel-lets

SN Snow GR Hail

SG Snow grains GS Small hail/ snow pellets

Obscuration

BR Mist (< or = 5/8SM) SA Sand

FU Smoke HZ Haze

VA Volcan-ic Ash PY Spray

DU Wide-spread Dust

Other

SQ Squall FC Funnel Cloud

SS Sandstorm +FC Torna-do/ Waterspout

DS Dust-storm

PO Well de-veloped dust/sand whirls

BKN015 OVC025

SKY CONDITION

Cloud amount and height: CLR (In automated METAR re-ports only, no clouds detected below 12000 feet.); SKy Clear 0/8; FEW 1/8-2/8; SCattered 3/8-4/8; BroKeN 5/8-7/8; OVerCast 8/8; 3-digit height of base in hundreds of feet; fol-lowed by Towering CUmulus or CumulonimBus if present. For an observed sky: Vertical Visibility followed by vertical veisibility in hundreds of feet into the obscuration, example: VV004. More than 1 layer may be reported.

06/04 TEMPERATURE/DEW POINT

Each is reported in whole degrees Celsius using two digits; values are separated by a solidus (/); sub-zero values are prefixed with an M (minus).

A2990 ALTIMETER Altimeter setting (in U.S. reports) is always prefixed with an A indicating inches of mercury; reported using four digits: tens, units, tenths, and hundredths.

The following groups are reported in the Remarks section of the METAR report

RMK REMARKS IDENTI-

FIER

Remarks includes clarifying or augmenting data concerning elements in the body of the METAR, additive coded data and maintenance data.

TORNADO, FUNNEL

CLOUD or TORNADIC ACTIVITY

Augmented; report should include TORNADO, FUNNEL CLOUD or WATERSPOUT, time (after the hour) of begin-ning/end, location, movement; e.g., TORNADO B25 N MOVE



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WATERSPOUT E

AO2 TYPE OF AUTO-MATED STATION

AO1; automated station without a precipitation descriminator. AO2; automated station with precipitation descriminator.

PK WND 20032/25

PEAK WIND

PK WND dddff(F)/(hh)mm; direction in tens of degrees, speed in whole knots, time in minutes after the hour. Only minutes after the hour is included if the hour can be inferred from the report.

WSHFT 1715 WIND SHIFT WSHFT followed by hours and minutes of occurrence. The term FROPA may be entered after the time if it is reasonably certain that the wind shift was a result of a frontal passage.

Not on this report

TOWER OR SUR-FACE VISIBILITY

TWR VIS vvvvv: visibility reported by tower personnel, e.g., TWR VIS 2; SFC VIS vvvvv: visibility reported by ASOS or observer.

VIS 3/4V1 1/2 VARIABLE PREVAIL-

ING VISIBILITY VIS vnvnvnvn vnVvxvxvx vxvx; reported if prevailing visibility is <3 statute miles and variable.

VIS 3/4 RWY11 VISIBILITY AT SEC-

OND LOCATION VIS vvvvv(LOC); reported if different than the reported pre-vailing visibility in the body of the report.

Not on this report

LIGHTNING (FREQUENCY) LTG (LOCATION); when detected the fre-quency and location is reported, e.g., FRQ LTG NE, meaning frequent lightning to northeast of station.

RAB07

BEGINNING AND ENDING OF PRECI-

PITATION AND THUNDERSTORMS

w'w'B(hh)mmE(hh)mm; TSB(hh)mmE(hh)mm, where w'w' is the present weather precipitation contraction, B indicates began, E indicates ended; (hh) indicates the hour the phe-nomena began or ended and can be omitted if the hour can be inferred from the report, mm indicates the minutes after the hour the phenomenon began or ended.

Not on this report

VIRGA Augmented to report by human observer; indicates precipita-tion not reaching the ground is observed.

CIG 013V017 VARIABLE CEILING CIG hnhnhnVhx hxhx; reported if the ceiling in the body of the report is < 3000 feet and variable.

CIG 017 RWY11

CEILING HEIGHT AT SECOND LOCATION

CIG hhh[LOC]; Ceiling height reported if secondary ceilome-ter site ceiling value is different than the ceiling height in the body of the report.

PRESFR PRESSURE RISING OR FALLING RAPID-

LY

PRESRR or PRESFR; pressure rising or falling rapidly at time of observation.

SLP125 SEA LEVEL PRES-

SURE SLPppp; sea level pressure reported for ppp in tens, units, and tenths of hPa.

P0003 HOURLY PRECIPI-TATION AMOUNT

Prrrr; in tens, units, tenths and hundredths of an inch since last regular hourly METAR. A trace is reported as P0000.

60009 3- AND 6-HOUR PRECIPITATION

AMOUNT

6RRRR; precipitation amount, including water equivalent, to nearest 0.01 inches for past 6 hours reported in 00, 06, 12, and 18 UTC observations and for past 3 hours in 03, 09, 15, and 21 UTC observations. A trace is 60000.

Not on this report

24-HOUR PRECIPI-TATION AMOUNT

7R24R24R24R24; precipitation amount to nearest 0.01 inches for past 24 hours reported in 12 UTC observation; e.g., 70015 indicates 0.15 inches of precipitation for past 24 hours.

T00640036 HOURLY TEMPERA-

TURE AND DEW POINT

TsnTaTaTa snT'aT'aT'a; reported to nearest tenth of oC; sn: 1 if

temperature or dew point below 0oC and 0 if tempera-

ture/dew point 0oC or higher.



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10066 6-HOUR MAXIMUM

TEMPERATURE

1snTxTxTx; maximum temperature for past 6 hours reported to nearest tenth of degree Celsius; reported on 00, 06, 12, 18 UTC reports; sn = 1 if temperature below 0

oC and 0 if tem-

perature 0oC or higher.

21012 6-HOUR MINIMUM TEMPERATURE

2snTnTnTn; minimum temperature for past 6 hours reported to nearest tenth of degree Celsius; reported on 00, 06, 12, 18 UTC reports; sn = 1 if temperature below 0

oC and 0 if tem-

perature 0oC or higher.

Not on this report

24-HOUR MAXIMUM AND MINIMUM TEM-

PERATURE

4snTxTx TxsnTnTnTn; maximum temperature for past 6 hours reported to nearest tenth of degree Celsius; reported on mid-night local standard time reports; sn = 1 if temperature below 0

oC and 0 if temperature 0

oC or higher; e.g., 400461006

indicates a 24-hour maximum temperature of 4.6oC and a 24-

hour minimum temperature of -0.6oC.

58033 PRESSURE TEN-

DENCY 5appp; the character (a) and amount of change in pressure (ppp) in tenths of hPa for the past 3 hours.

TSNO SENSOR STATUS

INDICATORS

RVRNO: RVR missing; PWINO: precipitation identifier infor-mation not available; PNO: precipitation amount not availa-ble; FZRANO: freezing rain information not available; TSNO: thunderstorm information not available (may indicate aug-menting weather observer not logged on); VISNO [LOC} visibility at second location not available, e.g. VISNO RWY06; CHINO [LOC}: (cloud-height- indicator) sky condi-tion at secondary location not available, e.g., CHINO RWY06.

$ MAINTENANCE

CHECK INDICATOR Maintenance is needed on the system.

If an element or phenomena does not occur, is missing, or cannot be observed, the corresponding group and space are omitted (body and/or remarks) from that particular report, except for Sea-level Pressure (SLPppp). SLPNO shall be reported in a METAR when the SLP is not available.



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Appendix IX Weather chart symbols

Symbol Meaning Symbol Meaning

Thunderstorms

Drizzle

Tropical cyclone

Rain

Severe line-squall

Snow

Moderate turbulence

Shower

Severe turbulence

Widespread high blow-ing snow

Mountain waves

Severe sand or dust haze

Moderate icing

Widespread sand or dust storm

Severe icing

Widespread haze

Widespread fog

Widespread mist

Hail

Widespread smoke

Volcanic eruption

Freezing precipitation

Visible ash cloud

Surface cold front

Surface warm front

Surface occluded front

Surface quasi-stationary front

Intertropical conver-gence zone

Convergence line

Tropopause level

Tropopause high point

Tropopause low point

Freezing level

State of the sea

Sea surface tempera-ture



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Appendix X Equitime graph



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Appendix XI PET without wind



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Appendix XII RVSM checklist

Before flight some checks have to be executed. Also for during flight, when prior to entering RVSM airspace, a checklist is made. This checklist is for a B747-400 but the principles of this checklist are the same for the B777-206.



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Appendix XIII Airport category

These are the Aerodrome categories according to ICAO Annex 14.



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Appendix XIV Long Range Cruise tables

These are the LRC tables to determine the optimum altitude at the current weight.



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Appendix XV Person weight labels

Person weight labels are used to determine the load factor of persons onboard without weighting each person individual. For these weight labels the average weight of a large amount of persons is used. The following is written in the KLM BOM.



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Appendix XVI Calculating the position of the centre of grav-

ity

To determine the position of the centre of gravity on a Boeing 777-206ER (Figure 1), the weights of all traffic load is needed. For the calculation a datum line is created, which is on the Boeing 777-206ER slightly in front of the nose (1). The MEC is limited between 1174.5 inch till 1453 inch from the datum line (2). By filling in a weight and balance table (Table 1) the total moment and weight can be calcu-lated. Dividing the total moment by the total weight results in the arm between the datum line and the centre of gravity.

1. Datum 2. MAC

Figure 1: Centre of gravity position

Table 1: Centre of gravity calculation

Item Weight (KG) Arm (Inch) Moment (KG x Inch)

A 3.000 557 1.671.000

B 500 764.5 382.250

C 9.000 1522.5 13.702.500

D 5.000 1916 9.580.000

Total 17.500 1448 25.335.750

2.

1.



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Appendix XVII Percent MAC

The position of the centre of gravity is shown in the percent of MAC. This means the distance in per-cent from the leading edge of the MAC. The percent MAC can be determined by the following equa-tion:

% MAC calculation Boeing 777-206ER

%𝑴𝑨𝑪 = 𝑨𝒓𝒎 − 𝟏𝟏𝟕𝟒.𝟓 × 𝟏𝟎𝟎

𝟐𝟕𝟖.𝟓

MAC = Mean Aerodynamic Chord Arm = Distance from datum line

[-] [inch]



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Appendix XVIII Flight envelope

A flight envelope (Figure 1) is handed over to the pilots together with the load sheet. On this envelope the index of the centre of gravity can be displayed by filling in the upper diagram (1). Filling in the up-per diagram is done by drawing a line (2) in the different blocks. The horizontal length of the line de-pends on the traffic load in the concerning block. The end of the line leads to an index on which the line is drawn straight down (3) trough the lower diagram (4). Depending on the gross weight of the aircraft a line can be drawn horizontal (5), the point the two lines intersect is the position of the centre of gravity (6). The actual position can be found by following the diagonal line up to the % MAC index (7). On this diagram the Centre of gravity will be on 35,2% of the MAC. On the flight envelope stabi-lizer setting lines are displayed on which the stabilizer needs to be adjusted to create a safe flight (8).

1. Upper diagram 2. Traffic load line 3. Index line 4. Lowe diagram 5. Gross weight 6. Intersection 7. % MAC line 8. Stabilizer adjust lines

Figure 1: Flight envelope

Depending of the fuel consumption the position of the centre of gravity can be determined for the land-ing weight. To do this the fuel adjustment index is necessary to add or write off an x percent of the Index. After this the new lines can be drawn and the actual position can be determined. On the flight envelope stabilizer setting lines are displayed on which the stabilizer needs to be ad-justed to create a safe flight.

1.

2.

3.

4.

5.

6.

7.

8.



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Appendix XIX ATS flight plan

The ATS flight plan consists out of multiple items from which only items 7 to 19 have to be filled by the flight crew submitting the flight plan (Appendix XIII.a – i). All items need to be filled from left to right and the times will be inserted in four figures UTC time. All elapsed times are also filled by a four-figure number that consists out of hours and minutes.



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XIX.a. Item 7: aircraft identification

A with a maximum of seven characters number which identifies the flight by flight number or call sign. In case of the call sign the registration number needs to be filled at item 18.

XIX.b. Item 8: type of flight

The type of flight item consists out of two boxes, one for flight rules and one route box. In the box for flight rules four letters can be inserted:

The I for IFR flights

The V for VFR flights

The Y when first flying IFR and then switching to VFR

The Z for first VFR and then IFR. In last both cases in the switching point needs to be divined in the route item. In the route box one of the following letters can be inserted:

The S for if scheduled air service

The N if non scheduled air transportation

The G if general aviation

The M if military aviation

The X if other then the divined above

XIX.c. Item 9: Number of aircraft

This item is divided into three boxes. The first box is for the number of aircraft, if there are more then one aircrafts, this box needs to be filled with a maximum of 2 characters. The second box is for the type of aircraft, this is filled in with the aircraft designator code found in ICAO Doc 8643. The last box is for the aircraft wake turbulence, there are three letters which can be filled in:

The H for heavy aircraft with a certified MTOM of 136.000 kg or more

The M for aircrafts with a certified MTOM more than 7.000 kg but less than 136.000 kg

The L for aircrafts with a certified MTOm of 7.000 kg or less.

XIX.d. Item 10: Equipment

For the kind of equipment, an alphabetical letter is inserted to clarify what kind of equipment there is present. The following letters can be filled in this box:

A

B

C for LORAN C

D for DME

E

F for ADF

G for GNSS

H for HF RTF

I for inertial navigation

J for data link needs to be clarified in item other information, with DAT/ and the equipment

K for MLS

L for ILS

M for Omega

O for VOR

P

Q

R for RNP type certification

T for TACAN



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U for UHF RTF

V for VHF RTF

W when prescribed by ATS

X when prescribed by ATS

Y when prescribed by ATS

Z when other equipment is on board, specified in other information with COM/ … and / or NAV/… .

The surveillance equipment is inserted in the box with one of the following alphabetic letters:

N for Nil

A for transponder mode A ( four digits, 4096 codes)

C for transponder mode A and mode C

X for transponder mode S, with no aircraft tdentification and pressure altitude transmission

P for transponder mode S, with no aircraft identification but pressure altitude transmission

I for transponder mode S, with aircraft identification but no pressure altitude transmission

S for transponder mode S, with both present.

D for ADS capability

XIX.e. Item 13: Departure aerodrome and time

In this four character box the ICAO code of the departure aerodrome is inserted. Including a box with the estimated off block time. When the flight plan is received from an aircraft in the air, the AFIL is inserted and specified in the other information item preceded by DEP/… .

XIX.f. Item 15: Route

The route item is filled in , in three parts:

The TAS cruising speed can be inserted in kilometres per hour, first with an K and then a four figured number. The TAS cruising speed can also be inserted in knots with an N followed by a four figured number. Or the TAS cruising speed can be entered with the true mach number when prescribed by the ATS authorities. This is expressed with an M and a three figured number. The number is noted to the nearest hundreds of Mach.

Without a space the cruising flight level is inserted into the ATS flight plan. This can be in-serted in flight level F followed by three numbers. Or this can be inserted in the standard met-ric level in tens of meters S followed by four numbers. Or inserted with the altitude in hundreds of feet expressed with A followed by three numbers. Or altitude in tens of metres expressed with M followed by four numbers. Or last in case of VFR flights, only VFR is inserted.

Then the route including changes of speed, level and / or flight rules are inserted in the route item. If the departure airport is on or connected to an ATS flight route, the designator if the first ATS route is inserted. If the airport is not on or connected to an ATS flight route the letters DCT and the point of joining the ATS are inserted followed by the designator of the flight route. After this mention each point in which a change of speed, flight level, change of ATS route and / or change of flight rules. This is always followed by the designator of the ATS route, in some cases by DCT routes the geographical coordinates. The ATS route is designated with the code designator assigned to the route. At a significant point the coded designator if the point is inserted. When no coded designator is assigned, the point is mentioned by longitude and latitude, degrees and minutes or bearing and distance from navigational aid. The change of speed, more than 5% TAS or M0.01, or a change of flight level is planned, the significant point is noted with a ―/‖ and the cruising speed and flight level without a space. When change of flight rules apply the significant point is noted followed by a space and VFR if changed from IFR to VFR and IFR if changed from VFR to IFR. In case of a cruise climb the letter C followed by ―/‖ is inserted followed by the significant point of the initiation of the cruise climb followed by ―/‖ and then the speed to be maintained during climb followed by two levels divining the layer to be used during the climb or the flight level followed with a PLUS, divining a climb.



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XIX.g. Item 16: Destination and alternate aerodromes

This item concludes out of four boxes in which the ICAO code of the departure airport, the estimated total elapsed time and the ICAO codes of one or two alternate airports are inserted.

XIX.h. Item 18: Other information

Any necessary information above all information already mentioned in the flight plan can be inserted in this item. The following information can be inserted here:

A 0 when no additional information is present

EET/ is inserted for the elapsed time to significant points or FIR boundaries, when prescribed by regional air navigation agreements or by the appropriate ATS authority. It is inserted first with EET / then the first point or FIR boundary with the passing time in four characters UTC followed by the second point or FIR boundary with the passing time in four characters UTC.

RIF/ is inserted for the route details to the destination airport. It inserted with RIF / end then the route details followed by the ICAO code of the aerodrome

REG/ is inserted for the registration markings of the aircraft, when different then the aircraft identification item.

SEL/ is inserted for the SELCAL code if prescribed by the appropriate ATS authority.

OPR/ is inserted for the name of the operator, when it is not clear from the aircraft identifica-tion item.

STS/ is registered when special handling by ATS authority is required, e.g. hospital flights or engine inoperative. This is noted with STS/ and the special handling reason, e.g. STS/HOSP.

TYP/ when ZZZZ is inserted in the type of aircraft box.

PER/ is inserted for the aircraft performance data when required by ATS authority.

COM/ is inserted for signification data related to communication equipment when prescribed by ATS authority.

DAT/ is inserted when significant data related to data link capabilities is required as prescribed in the equipment item.

NAV/ is inserted when ATS authorities prescribe significant data for navigational equipment.

DEP/ is inserted when ZZZZ is inserted in the departure aerodrome item. Here the name of the departure airport or the place where supplementary flight plan data can be obtained. AFIL is filled in when obtained during flight.

DEST/ is inserted when ZZZZ is inserted at the destination airport item; here the name of the aerodrome is inserted.

ALTN/ is inserted when ZZZZ is inserted in the alternate airport item, the name of the alternate airport will be noted here.

RALT/ the name(s) of the en route alternates will be described.

CODE/ Is inserted when the appropriate ATS authority requires aircraft address. Is expressed with an alphanumerical code of six hexadecimal characters.

RMK/ is inserted when remarks on the flight plan need to be mentioned.

XIX.i. Item 19: Supplementary information

The form needs to be finished with necessary information in case of emergencies. So that ATS au-thorities can quickly scale the consequences in case of failures or and emergencies. The following information is necessary in the flight plan:

The fuel endurance time is mentioned in the endurance box in hours and minutes.

In the next box the persons on board are inserted next to the P. TBN, to be notified, can be inserted when the number of passengers is not known at the time of producing the flight plan.

Next the emergency and survival equipment is mentioned by crossing the items that are not present. For the emergency radio communication the box with R/ is used. Cross out the items which are not available, cross U if UHF frequency 243.0 MHz is not available, cross V if VHF on frequency 121.5 MHz is not available and cross out E if emergency locator transmitter is not available. For the S/ the survival equipment is mentioned, at the same way by crossing out the items that are not available at the flight. P for polar equipment, D for desert equip-ment, M for maritime equipment and J for Jungle equipment. The same system is used for



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the life jacket part, the following options are provided: L for life jackets with lights, F for life jackets with fluorescent, U or V as in the radio capabilities of the jackets. If no dinghies, inflat-able boats, are present the D/ and C/ are crossed. If dinghies are present the number, capac-ity of all dinghies and the colour are inserted. After the A/ the aircraft colour and significant markings are inserted. The N/ is used when additional remarks concerning the survival equipment need to be made. The N/ is crossed when no remarks are necessary. After the C/ the name of the commanding pilot is inserted.

XIX.j. Route and route segments en- route charts

In the en-route charts the distances, tracks and times can be determined following the same principle.

In this case a magnetic track of 098 M (1), a distance of 24 nm (2) and the time between waypoints can be determined again following the triangle of velocities when the wind factor is determined. The name of the airway, in this case G1, is mentioned in the en- route chart (3). Other information such as the FL, in this case FL80, and the MORA, in this case 2300ft can be determined underneath the air-way name (4). The detailed information, such as the frequency and coordinates about a waypoint is provided nearby that waypoint (5).

5 1 2 3 4



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1 2

XIX.k. Fuel usage during climb

This table out of the Flight Planning and Performance Manual (FPPM) is used to obtain the time, fuel, distance and speed it takes to climb to a certain altitude with a certain weight (1). In this case a climb with a weight of 290.000 kg to an altitude of 31.000 ft. It takes 23 minutes, with a usage of 5800 kg, it takes 139 nm to obtain this height and the KTAS is 412. When the airport is elevated the fuel usage needs to be adjusted (2).



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3 4 2 1

XIX.l. Fuel usage during cruise

The estimated fuel usage during cruise can be planned according to this FPPM table. Depending on the distance to the next checkpoint (1), the wind component (2) and the pressure altitude (3), the re-quired fuel (4) to the next checkpoint can be calculated.



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Appendix XX Repetitive flight plan

The repetitive flight plan is edited in the case of multiple flights along the same route within an agency. The RPL consist only out of information which can vary for each flight and does not contain the basic information for which account for each flight.

XX.a. Item A: Operator

In item A of the RPL the full name of the operator will be inserted.

XX.b. Item B: Addresses

The addresses of all concerned agencies are mentioned in item B. These are the agencies responsi-ble for the approval of the RPL and the administration of the RPL for the concerned FIR‘s during the flight.

XX.c. Item C: Departure aerodrome

The aerodrome from which the flight commences is mentioned in this space with its own ICAO desig-nator.

XX.d. Item D: Date

The date at which the flight is conducted is inserted in this item. The date is inserted in a six figured code in the year-, month-, day- format.

XX.e. Item E: Serial number

A four-figured number is filled in this item, two numbers followed with a dash and then again two num-bers. The first two digits are representing the year in which the RPL is submitted followed with a se-quence number indicating the quantity of the flight.

XX.f. Item F: Page of

In this item the page number and the amount of pages submitted is inserted.



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XX.g. Item G: Supplementary data

The name of contact data from which the data is obtained is inserted in this item.

XX.h. Item H: Entry type

In this item a minus (-) or a plus (+) can be inserted. A minus is inserted when a flight plan is to be deleted from the listing and a plus is inserted when a flight plan is an initial listing that has subsequent information in according to previous listings.

XX.i. Item I: Valid from

In this item the date at which the flight is first conducted is inserted. This will also be in the six figured year-, month-, date- format.

XX.j. Item J: Valid until

In this item the date at which the flight is last expected to be conducted is inserted. When the duration of the flight plan is unknown a ―UFN‖ is inserted.

XX.k. Item K: Days of operation

The day in the week at which the flight is expected to be performed is mentioned here. The ―1‖ is filled for Monday and the ―7‖ represents Sunday.

XX.l. Item L: Aircraft identification

The aircraft identification item is filled in, in the same way as the ATS flight plan.

XX.m. Item M: Type of aircraft and wake turbulence category

The type of aircraft is inserted in this item according to its appropriate ICAO designator. The wake turbulence category is inserted with the same corresponding letters as in the ATS flight plan.

XX.n. Item N: Departure aerodrome and time

The location indicator and the estimated off- block time is inserted in this item.

XX.o. Item O: Route

In this item the cruising speed of the first or greatest portion of the flight is inserted.This is inserted in the same way as in the ATS flight plan. The flight level is inserted in the same way as in the ATS flight plan and at last the entire route is inserted according to the ATS flight plan.

XX.p. Item P: Destination aerodrome and estimated time

The ICAO indicator of the destination aerodrome and the expected total elapsed time is inserted in this item.

XX.q. Item Q: Remarks

The items normally provided in Item 18 of the ATS flight plan are inserted in this item.



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Appendix XXI Heading and title block

The heading and title block consists out of multiple general items. The predeparture ATC clearance in item one (1), the items concerning general information such as ETOPS status and alternate airports based on the ETOPS rating (2), weather conditions during the flight (3), general fuel information (4) and other general information in item two. Item three consists out of information about the flight plan, when and how it is made (5) and the times at which the weather forecasts are used (6). In item four aircraft information (7), departure and arrival times and places (8), general flight information (9) and weight information (10) are described.

1 3 4 2 5 6 7 8 9 10



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Appendix XXII Fuel block

In the fuel block of the OFP all fuel information concerning the flight is mentioned. The first block con-sists out of the values for the different kinds of on board fuels (1). The reason why the captain wants to bring extra fuel on board (2) and the costs of the extra fuel (3). The last item is the item for the trip fuel and the TOW for TOW‘s above and under the planned TOW (4).

1 3 2 4



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Appendix XXIII Route block

In the LIDO example of the OFP the Route block contains multiple items. The ETOPS block consists out of the Estimated Entry Point (EEP) (1), the Equal Time Points (ETP) (2) and the Estimated eXit Point (EXP)(3). The Flight Management System (FMS) block consists out of a quick summary of the flight which can be inserted into the FMS (4). The RVSM block is used for a check of the RVSM sys-tem (5). In the Minimum Navigation Performance Specification (MNPS) block, the MNPS for ATC clearance is inserted (6). The route specification block is divided into multiple items (7); Waypoints, MORA, track, distance, ground speed, times, flight level, height of tropopause , temperature, mean wind component, EFOB.

1 2 3 4 5 6 7



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1 2

The alternates are inserted in the LIDO OFP as followed. The destination alternates are inserted ac-cording to the same parameters as the specified route mentioned above. Top Of Climb (TOC) and Top of Descent (TOD) are inserted and describe the route to the alternate airport (1). All alternate airports, destination and en- route are summarized in this part (2).



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Appendix XXIV Navigation block

In the navigation block all waypoints (1) are described with their coordinates (2), so that the coordi-nates can easily be inserted into the navigational equipment. The blank spaces before coordinates are own made waypoints in the planning phase so they do not have ICAO codes (3). The destination al-ternate is mentioned underneath the dotted line at the bottom (4).

1 2 3 4



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Appendix XXV ATS flight plan block

Here the ATS flight plan is summarised.



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Appendix XXVI Explanation of the Excel sheet EHAM -

KLAX

There are three sheets in one document, the first is the route with all calculations, the second is the overview of the fuel and the third is an overview of all wind speeds and directions and the tempera-tures. These wind speeds and directions are used by the route sheet.

A explanation of the three sheets is given in a summary down here:

Column A: Route from waypoint

Column B: Route to waypoint

Column C: Flight levels

Column D: Magnetic tracks (MT), these can be find in the charts

Column E: Variation

Column F: These will give an view if the variation in column E West or East is

Column G: True Track (TT), here is the variation taken into account

Column H and I: Wind direction and speed, this is taken from sheet three, wind, and taken from the nearest flight level

Column J: Equivalent Wind Component (EWC), formula used is

cos 𝑇𝑇 −𝑊𝑖𝑛𝑑𝑑𝑖𝑟𝑒𝑐𝑡𝑖𝑜𝑛 + 180 ∗ 𝑤𝑖𝑛𝑑𝑠𝑝𝑒𝑒𝑑

Column K: Cross Wind Component (CWC), formula used is

−Windspeed ∗ Sin 𝑇𝑇 −𝑊𝑖𝑛𝑑𝑑𝑖𝑟𝑒𝑐𝑡𝑖𝑜𝑛

Column L: True Air Speed (TAS) is given in kts. The TAS can be calculated by the next formule 𝑀𝑎𝑐ℎ𝑛𝑢𝑚𝑏𝑒𝑟 ∗ 𝑉𝑠𝑜𝑢𝑛𝑑 ∗ 3,6/1,852 , Machnumber and Vsound are calculated later in the sheet

Column M: This is the GroundSpeed (GS), this is calculated by the next formula

𝐸𝑊𝐶 + 𝑇𝐴𝑆 ∗ cos 𝐵𝑂𝑂𝐺𝑠𝑖𝑛 𝐶𝑊𝐶

𝑇𝐴𝑆

Column N: This is the distance interval and can be find in the charts

Column O: Distance accumulated, this are all distance intervals summed up

Column P: This is the time interval in hours and can be calculated by 𝐷𝑖𝑠𝑡𝑎𝑛𝑐𝑒 𝑖𝑛𝑡𝑒𝑟𝑣𝑎𝑙/𝐺𝑆

Column Q: Time accumulated in hours, this are all times summed up

Column R: This are all Fuel Flows (FF) in Kg/h, these can be found in the FPPM. Here is the mass from the aircraft taken into account to fly as efficient as possible

Column S: This is the total fuel required on the leg given in Kg, and can be calculated by 𝐹𝐹 ∗ 𝑇𝑖𝑚𝑒 𝑖𝑛𝑡𝑒𝑟𝑣𝑎𝑙

Column T: Fuel accumulated given in Kg, this are all fuel on the leg interval summed up, and this will give an total tripfuel on the end

Column U: Time interval in minutes, this is easily multiply the time interval in hours with 60

Column V: Time accumulated in minutes, multiply the time accumulated with 60

Column W: Machnumber, in cruise this in 0,838 of the B777. But in climb and descent a aver-age machnumber is taken to give the TAS as needed

Column X: This is Vsound, the speed of sound, this is calculated with

20,04 ∗ 𝑇 (𝐾), the T (Temperature) is calculated later on

Column Y: Temperature in degrees Celsius, this can be found in the weather charts and are presented in the wind sheet. For climb and descent a average temperature is taken

Column Z: This is the temperature in Kelvin, this is the temperature in degrees Celsius +273

Column AA: This is the Estimated Fuel On Board (EFOB) and can be calculated by 𝑇𝑜𝑡𝑎𝑙 𝐵𝑙𝑜𝑐𝑘𝑓𝑢𝑒𝑙 − 𝐹𝑢𝑒𝑙 𝑎𝑐𝑐𝑢𝑚𝑒𝑙𝑎𝑡𝑒𝑑



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Appendix XXVII Great circle



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Appendix XXVIII Waypoints

EHAM - EH001 - EH051 - D19 - PAM - EH028 - BERGI - AMGOD - SUPUR - GODOS - BINBO - RO-KAN - TINDI - ROLUM - ASKAM - CUTEL - ODMIX - FORTY - BAMRA - KESEG - - DOSUN - MOD-GO - DEVBI - RATSU - 63/20 - 64/30 - 63/40 - 62/50 - 60/60 - PEPKI - LOPVI - FASSA - GRAND - VIPGA - VBI - HML - DPR - DDY - OCS - URNUW - MLF - BERYL - URIAH - AVERS - NORRA - OVETO - BLD - HECTOR - DYPSO - GRAMM - RUSTT - CIVET - EDDSO - LUVYN - KRAIN - TA-ROC - DYMMO - FUELR - KLAX



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Appendix XXIX Notice To Airmen

THE NOTAM CODE

DECODE

AGA Lighting Facilities (L)

Code Signification Uniform Abbreviated Phraseology

LA Approach lighting system (specify run-

way and type)

apch lgt

LB Aerodrome beacon abn

LC Runway center line lights (specify run-

way)

rwy centreline lgt

LD Landing direction indicator lights ldi lgt

LE Runway edge lights (specify runway) rwy edge lgt

LF Sequenced flashing lights (specify run-

way)

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 apch lgt

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)

papi

LR 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 centre line lights (specify

taxiway)

twy centreline lgt

LY Taxiway edge lights (specify taxiway) twy edge lgt

LZ Runway touchdown zone lights (specify

runway)

rwy tdz lgt



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AGA Movement and Landing Area (M)


MA 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,

centre line, etc.)

day markings

MN Apron apron

MP Aircraft stands (specify) acft stand

MR Runway (specify runway) rwy

MS Stopway (specify runway) swy

MT Threshold (specify runway) thr

MU Runway turning bay (specify runway) rwy turning bay

MW Strip (specify runway) strip

MX Taxiway(s) (specify) twy

AGA Facilities and Services (F)


FA Aerodrome ad

FB 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 and,

where applicable, designator(s) of

transmissometer(s))

transmissometer

FU Fuel availability fuel avbl



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FW Wind direction indicator wdi

FZ Customs cust

COM Communications and Radar Facilities (C)


CA Air/ground (specify service and fre-

quency)

a/g fac

CE En route surveillance radar rsr

CG 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 wave-

length)

sre

CS Secondary surveillance radar (SSR) ssr

CT Terminal area surveillance radar (TAR) tar

COM Instrument and Microwave Landing System (I)


ID DME associated with ILS ils dme

IG Glide path (ILS) (specify runway) ils gp

II Inner marker (ILS) (specify runway) ils im

IL Localizer (ILS) (specify runway) ils liz

IM Middle marker (ILS) (specify runway) ils mm

IO Outer marker (ILS) (specify runway) ils om

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)

mls

IX Locator, outer (ILS) (specify runway) ils lo

IY Locator, middle (ILS) (specify runway) ils lm

COM Terminal and En Route Navigation Facilities (N)


NA All radio navigation facilities (except...) all rdo nav fac

NB Nondirectional radio beacon ndb



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NC 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 vor

NX Direction finding station (specify type

and frequency)

df

RAC Airspace Organization (A)


AA Minimum altitude (specify en

route/crossing/safe)

mnm alt

AC Class B, C, D, or E Surface Area ctr

AD Air defense identification zone (ADIZ) adiz

AE Control area (CTA) cta

AF Flight information region (FIR) fir

AH 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

AR 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

RAC Air Traffic and VOLMET Services (S)


SA Automatic terminal information ser-

vice (ATIS)

atis

SB ATS reporting office aro

SC Area control centre (ACC) acc

SE Flight information service (FIS) fis



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SF Aerodrome flight information service

(AFIS)

afis

SL Flow control centre flow ctl centre

SO Oceanic area control centre (OAC) oac

SP Approach control service (APP) app

SS Flight service station (FSS) fss

ST Aerodrome control tower (TWR) twr

SU Upper area control centre (UAC) uac

SV VOLMET broadcast volmet

SY Upper advisory service (specify) advisory ser

RAC Air Traffic Procedures (P)


PA Standard instrument arrival (STAR)

(specify route designator)

star

PD Standard instrument departure (SID)

(specify route designator)

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 proce-

dure)

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 run-

way)

missed apch proc

PX Minimum holding altitude (specify fix) mnm hldg alt

PZ ADIZ procedure adiz proc

Navigation Warnings: Airspace Restrictions (R)


RA Airspace reservation (specify) airspace reservation

RD Danger area (specify national prefix and

number)

..d..

RO Overflying of ... (specify) overflying

RP Prohibited area (specify national prefix ..p..



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and number)

RR Restricted area (specify national prefix

and number)

..r..

RT Temporary restricted area tempo restricted

Navigation Warnings: Warnings (W)


WA 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

Other Information (O)


OA Aeronautical information service ais

OB Obstacle (specify details) obst

OE Aircraft entry requirements acft entry rqmnts

OL Obstacle lights on ... (specify) obst lgt

OR Rescue coordination centre rcc

Availability (A)


AC 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



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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 appropri-

ate)

not avbl

AW Completely withdrawn withdrawn

AX Previously promulgated shutdown has

been cancelled

promulgated shutdown cnl

Changes (C)


CA 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

CS Installed installed

CT On test, do not use on test, do not use

Hazard Conditions (H)


HA Braking action is ... ba is

HB Braking coefficient is ... (specify measure-

ment 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

HE 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



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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 of

launch(es)_date/time, expected climb di-

rection, estimate time to pass 18,000 m

(60,000 ft), together with estimated loca-

tion)

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 of launch(es), esti-

mated time passing 18,000 m (60,000 ft),

or reaching cruising level if at or below

18,000 m (60,000 ft), together with esti-

mated location, estimated date/time of ter-

mination of the flight, and planned location

of ground contact 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

Limitations (L)


LA Operating on auxiliary power supply opr aux pwr

LB Reserved for aircraft based therein reserved for acft based therein

LC Closed clsd

LD Unsafe unsafe

LE Operating without auxiliary power supply opr without aux pwr

LF Interference from interference from



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LG Operating without identification opr without ident

LH Unserviceable 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

Other (XX)

Code Signification Uniform Abbreviated

Phraseology

XX Where 4th and 5th letter Code does not cover the situa-

tion, use XX and supplement by plain language

(plain language fol-

lowing the

NOTAM Code)



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Appendix XXX ETOPS minima

Approach facility available at ETOPS ERA

Ceiling minimum Visibility minimum

Precision approach proce-dure.

Prescribed DH/DA + 200 ft. Prescribed VIS + 800 m

Non-precision approach proce-dure or Circling approach.

Prescribed MDH/MDA + 400 ft. Prescribed VIS + 1500 m

Table X: Planning minima for ETOPS alternate aerodromes

— CAT II/III minima shall not be used. — If State minima are applicable; the higher of ETOPS planning minima and State minima shall be applied (refer to OM Part C3 Aerodromes).



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Appendix XXXI Alternate aerodromes

Take-off alternate Brussels International Airport

ICAO code EBBR

Runway(s) Information 02/20 07R/25L 07L/25R

Dimensions 2984x64m 3211x64m 3638x64m

ILS cat. I,II III I,II

Lighting System PAPI,ALS,CL,TDZ

Minimum Decision height 400ft., 100ft. 100ft 400ft., 100ft

Minimum RVR (meters) 1350m., 365m. 200m. 1350ft., 365m.

Elevation 184ft.

Time UTC +1

ETA (UTC) 10:40hr

TAF FT 220500 2206/2312 16005KT 4500 BR FEW010 SCT030 TEMPO 2206/2209 2500 BKN004 PROB30 TEMPO 2206/2208 0700 FZFG BKN001 BECMG 2208/2210 7000 NSW FEW012 BKN020 PROB30 TEMPO 2303/2307 4000 BR BECMG 2309/2312 BKN014=

En-route alternate Kangerlussuaq International Airport

ICAO code BGSF

Runway(s) Information 09/27

Dimensions 2810X60m

ILS cat. LOC/DME

Lighting System SF,HIRL,T,PAPI

Minimum Decision height 1670ft

Minimum RVR (meters) 2000m

Elevation 165ft / 50m

Standard Time UTC - 3

ETA (UTC) 13:54hr

TAF FT 220500 2206/2306 07006KT 9999 -SN SCT015 BKN030 TEMPO 2206/2218 VRB05KT 2800 VV014 TEMPO 2218/2224 BKN040 BECMG 2300/2302 NSW SCT050=

En-route alternate Minneapolis St. Paul international Airport

ICAO code KMSP

Runway(s) Informa-tion

04/22 12R/30L 12L/30R 17/35

Dimensions 3355x46m 3048x61m 2499x46m 2438x46

ILS cat. LOC II&III / I II&III / II II&III / LOC

Lighting System SF,HIRL,RAIL, SF,TDZL,CL,HIRL SF,TDZL,CL,HIRL SF,TDZL,CL,HIRL

En-route alternate Prestwick International Airport

ICAO code EGPK

Runway information 13/31 03/21

Dimension 2987x46m 1829x45m

ILS cat. Cat I No

Lighting System CL, HIRL,J,PAPI PAPI

Minimum Decision Height Minimum decision height for runway 13/31 is 400ft

Minimum RVR (meters) Minimum RVR for runway 13/31 is 1350m


Standard Time UTC + 0

ETA (UTC) 11:26hr

TAF FT 220455 2206/2306 15015KT 9999 BKN020 BECMG 2206/2209 VRB04KT PROB30 TEMPO 2218/2306 5000 BR BKN006=



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A5,PAPI A,PAPI A,PAPI RAIL,A,PAPI

Minimum Decision height

100ft / 400ft 100ft 100ft

Minimum RVR (me-ters)

365m / 1350m 365m 365m



ETA (UTC) 17:53hr

TAF FT 221128Z 2212/2318 11007KT 6SM BR OVC008 TEMPO 2212/2215 4SM -FZDZ BR OVC006 FM221500 11011KT 6SM BR OVC009 FM230500 12016G24KT 5SM -FZRA BR OVC008 FM230700 12016G26KT 3SM -RA BR OVC007=

Destination alternate San Diego International Airport

ICAO code KSAN

Runway information 09/27

Dimension 2865x61

ILS CAT I

Lighting System PAPI, CL, TDZ, ALS

Minimum Decisions Height 400ft.

Minimum RVR 1350m.



ETA (UTC) 20:50hr

TAF FT 221120Z 2212/2318 25011G20KT P6SM VCSH SCT015 SCT025 BKN050 TEMPO 2212/2216 22015G25KT 3SM +SHRA BR BKN015CB FM221800 25012G20KT P6SM VCSH SCT030 BKN050CB TEMPO 2218/2222 2SM +SHRA BKN015CB BKN030 FM230000 28010KT P6SM VCSH SCT025 BKN040 TEMPO 2300/2304 2SM +SHRA BKN015CB FM231200 29006KT P6SM SCT025 BKN040 PROB30 2312/2318 -SHRA BKN025=



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Appendix XXXII Kerosene types

In the table below the different acceptable fuels for the KLM aircraft Boeing 777-206ER are placed.



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Appendix XXXIII Mass and balance EHAM-KLAX



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Appendix XXXIV ATS Flight plan EHAM - KLAX



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Appendix XXXV Operational flight plan EHAM - KLAX



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Appendix XXXVI Fuel slips



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Appendix XXXVII Pre-flight check

In the figure below, the walk around check is shown. The walk around will begin on the left forward side of the aircraft and will be performed clockwise around the aircraft.



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Appendix XXXVIII MEL item equipment cooling fan 2

In the figure below, the MEL item of the equipment cooling fan 2 is shown.



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Appendix XXXIX Takeoff warnings



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Appendix XL EICAS Display

In the figure below the EICAS screen is presented. The engine parameters are showed in a compact way so it is easy for the pilots to read the numbers. Several parameters such as fuel flow, oil pressure oil temperature, oil quantity and engine vibrations are displayed.



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XL.a. Low oil quantity warning

When the oil quantity is too low a warning is generated on the EICAS message. In the figure below the warning is displayed.



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Appendix XLI High oil temperature warning

Due to the low amount of oil, the oil temperature will rise because the oil is not cooled down enough. On the EICAS screen the message with the text; oil temp appears. In the figure below the warning is displayed.



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Appendix XLII Emergency checklist

After the warning the pilots take the emergency checklist. By following the checklist the problem can be solved. In the figure below the checklist for high oil temperature is displayed.



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Appendix XLIII Fuel and time

Calculation of the amount of fuel



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Appendix XLIV Oxygen

Oxygen requirements for passengers and flight crew.



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Appendix XLV Engine failure pictures

After landing at BGSF the engine cowlings were opened.

After opening it was clear that the engine cowlings were covered with engine oil.



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Also the accesso-ries on the gear-box were covered with oil.

After trouble-shooting the un-covered engine hand cranking point was found on the gearbox.



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Engine hand cranking point

Engine hand cranking point



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Oil leaking on the platform

Oil on the thrust reversers.



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Oil on the ex-haust.

The cover pad was found be-tween the hoses.



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The found hand cranking point cover pad.

The found hand cranking point cover pad. (in-cluding part num-ber)



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Reinstalling hand cranking point cover pad.




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Appendix XLVI Flight planning Sheet BGSF - KLAX



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Appendix XLVII Mass and balance BGSF-KLAX



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Appendix XLVIII ATS flight plan BGSF - KLAX

Underneath the fully filled ATS flight plan for flight VO-601B from BGSF to KLAX is presented. The upper part of the flight plan can not be filled because the planners information is not known.



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Appendix XLIX Operational Flight plan BGSF - KLAX



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Appendix L WEU altitude alert logic system

The WEU altitude alert logic system controls the altitude alert generation. The input is given by the selected MCP altitude and the pressure or baro altitude. The input signals are transported by the ARINC 629 receiver where its validation is checked. Than the signals continue to the altitude compa-rator where the signal are compared and divided into ≥ 200 ft, ≤ 900 ft and ≤ 200 ft from the selected MCP altitude. After the altitude comparator the alert/approach logic checks if an altitude alert should be inhibited or not. If an altitude alert should be generated the signal is divided into approach and alert and send by the ARINC 629 XMTR to the AIMS where the alert is generated. The alert/approach checks if the altitude alert should be inhibited. This is done by logic gates which generated an one or a zero to the alert/approach logic.



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Appendix LI Radio altimeter system

The radio altimeter system is a accurate altitude measure system which use radio frequency signals to determine the flight height of an aircraft during its approach. The radio altimeter system has a range of -20 ft to 2500 ft. The radio altimeter system is used by several other systems like the AIMS which is the autopilot computer. The antenna‘s of the radio altimeter system are positioned in the forward belly, just behind the cockpit and contains three transmit antenna and three receiver antenna‘s. The radio altimeters are activated when the pilots select the approach (APPR) phase in the cockpit.


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