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Started by Hardy Heinlin, Mon, 1 Aug 2016 00:11
Quote from: emerydc8 on Mon, 11 Jul 2016 09:16If you are interested in learning how a flight plan is used in real life, I put together a practice flight for you from JFK to DEN in a 744F using the GE engines. The flight plan was generated by simbrief.com. It is probably not the best software, but the version I use is free, so I can't complain. Here is what a completed flight plan looks like at the end of the flight: https://drive.google.com/file/d/0B-WRh0Hf7VdZekhkVW5QbWRfNzg/view?usp=sharingI used red ink for everything that is done prior to liftoff and green for airborne. The red-boxed stuff in the header is what I would generally be most interested in when handed a new flight plan. The route is via RBV, but the flight plan skips it as one of the waypoints, so I just planned to go direct to BYRDD after the SKORR 3 departure. Different companies have different procedures, and maybe other guys want to chime in here as well. Here's how the procedure generally works in practice at my company:Presuming there is no ACARS, the captain normally manually enters the route using the RTE page. If there is ACARS, then he would send the recall number on the flight plan and wait to uplink it. Once the route is entered and executed (one of the only times you can execute without the other guy's approval), he puts a checkmark next to each waypoint, indicating that every waypoint on the flight plan is also entered on the LEGS page.Then he checks that the total distance on the PROGS page is reasonably close to the flight plan distance (this could vary a bit depending on runway use and arrival procedure). The FO will take the flight plan and go back to the LEGS page, making sure that each waypoint is verified. Rather than checking the actual LAT/LON, he just needs to check that the segment distance for each leg corresponds within 2 miles of the segment distance on the flight plan (you can circle the segment distance too if you want). The FO would also circle each check mark that the captain made as he checks each waypoint. He can put two slash marks over the origin airport (JFK) before departure. If there is time, go to the PLN page on the EFIS Control Panel and step through each waypoint using the STEP key at 6R. You will be looking at the ND from a north-facing perspective and it allows you to visualize the route and see if there are any obvious discrepancies. Some FOs will actually verify the waypoints while in the PLN mode to save time.Write the OFF time on the flight plan. In the real airplane, just prior to powering up at takeoff, at least one pilot will hack the clock and you will always have a display of your OFF time. If you forget to do it in the real plane, you can go to the ACARS page and get the OFF time there, but you will still be sitting there for possibly 12 hours looking at the clock and wishing you had hacked it prior to takeoff (it's an irritating reminder for everyone to see that you forgot). Also, note the takeoff fuel and put it on the flight plan. So, here's where the fun starts: As soon as you climb out of 10,000', the NFP has to add up all the numbers for the ETAs for every waypoint. I think my completed flight plan example should show you how to add the times. When you get down to the last waypoint on the flight plan (your destination), you need to check that you didn't make any mistakes. Add the OFF time to the ETE and it should agree with the ETA you wrote for your destination waypoint. If it doesn't, you have to erase and start over (that's why we always do this with a pencil). Getting this done quickly while doing the NFP duties is a challenge, especially when you are departing an airport close to an oceanic gateway (Prestwick, Gander) and they want an accurate ETA for that coast-out point as soon as possible before they will give you an oceanic clearance. It gets challenging because you are doing other things while trying to add the numbers (talking to ATC, nav accuracy checks, preparing for a position report or at least an HF SELCAL check telling them you are CPDLC, etc.). For practice purposes, we will just assume that once airborne, Kennedy Departure will clear us direct to BYRDD. You can go direct to BYRDD on the LEGS page and if it looks reasonable, put one slash mark over BYRDD on the flight plan.As you are approaching BYRDD, this is where you would use the LEGS page to check the course and distance to your next waypoint (SAAME in this case). Look at the course and distance to SAAME on the flight plan and compare it to the course and distance on the LEGS page. (If this waypoint was an oceanic waypoint like N47W040, I would also check the LAT/LON for this by bringing it down to the scratchpad. If it was an oceanic waypoint that had a name, like DOGAL, bring it down to the s/p then select INIT REF, INDEX, NAV DATA, IDENT. The LAT/LON will be displayed.) Once the course and distance to SAAME is verified, you would put one slash through SAAME. When you cross over BYRDD, you put the second slash through BYRDD, write down the ATA and fuel on board at BYRDD.Then, you start a time/fuel score off to the right side of the flight plan. Compare your ETA with your ATA for BYRDD. In my sample, we are ahead by 3 minutes, so you put +3. Compare the estimated fuel remaining with the actual fuel. In my sample we are 5,200 lbs ahead so we put +5.2. So you end up with +3/+5.2. Continue to do this for each waypoint that you approach and cross. Now that you have your first time score, if you are asked by ATC what your ETA is for a waypoint further down the road, you can refer to the ETA on the flight plan and then adjust for being ahead or behind. Remember, approaching a waypoint you will only have one slash through it. You would then check the course and distance to the waypoint after that and put one slash through that one too. Then, when you cross the waypoint in front of you, put a second slash through it, note the time and fuel, then do the time/fuel score. The second slash only goes through a waypoint when you've crossed over it. The first slash means that you have verified the waypoint. I made a copy of the blank flight plan and a situ that starts out at the end of 31L with everything ready to go, so you can practice running the flight plan as many times as you want. Start adding the numbers as soon as you get out of 10,000 and see if you can finish by the time you get to BYRDD. Blank Flight Plan: https://drive.google.com/file/d/0B-WRh0Hf7VdZamxORzlBSUtPUjQ/view?usp=sharingSitu: https://drive.google.com/file/d/0B-WRh0Hf7VdZVWItaWdub0hmWnM/view?usp=sharingCheers,Jon D.
QuoteOne little tip is that when adding up all the ETAs, check the time against the LEGS/DATA every page or so - there is nothing more exasperating to fill out several pages and discover at the end that you made a mistake on page 2!
QuoteWe don't require a double-check to execute the route in BA.
Quote from: Britjet on Mon, 1 Aug 2016 10:08Very comprehensive, Jon. I don't think we are as rigorous in BA in general, but the gist is the same:-)One little tip is that when adding up all the ETAs, check the time against the LEGS/DATA every page or so - there is nothing more exasperating to fill out several pages and discover at the end that you made a mistake on page 2!We don't require a double-check to execute the route in BA. Also, we don't check course and distances in general on airways sectors, only distance, as the magnetic database differs from the flight plan database, and internal calculations of track may be slightly different (rhumb, great circle etc).In BA, MNPS legs are only checked when in TRUE, when track and distance are checked, so this is left until approaching the area, to avoid confusion on the ground.Peter