High Altitude Flight Planning October 4, 2006 Audio required
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Slide 3
Introduction While high altitude flight planning can present
different challenges than low altitude flight planning, the process
is still the same. This section is designed to provide you with a
basic review of flight planning, and is advisory in nature only. Be
sure to consider all aspects when planning a flight in the high
altitude environment.
Slide 4
Some things to think about Pilot and Aircraft Limitations and
Capabilities Choosing Your Route Weather Considerations In Flight
Considerations
Slide 5
Pilot & Aircraft Capabilities Understand your capabilities
and limitations Understand your aircrafts capabilities and
limitations.
Slide 6
Planning Your Route Direct Victor Airways Jet Routes Preferred
Routing http://www.fly.faa.gov Flight Planning Software Flight Star
AOPA fltplan.com DUATS
Slide 7
IFR Charts Low En-route charts Provides navigational
information below FL180 Depicts the following: Victor airways VHF
Radio aids Military training routes Reporting points Special use
airspace High En-route Provides navigational information above
FL180 Depicts the following: Jet routes VHF Radio aids Selected
airports Reporting points Special use airspace
Slide 8
Planning Your Altitude When choosing an altitude take in
account: Am I IFR rated, current and proficient? If not flight must
be below 18,000ft MSL Distance of flight Winds Cloud bases and tops
Freezing levels and icing potential Terrain Oxygen
availability
Slide 9
91.159 VFR Cruising Altitude or Flight Level Sec. 91.159 When
operating at or below 18,000 feet MSL but above 3,000 AGL On a
magnetic course of zero degrees through 179 degrees, any odd
altitude (such as 3,500, 5,500, or 7,500); or On a magnetic course
of 180 degrees through 359 degrees, any even altitude (such as
4,500, 6,500, or 8,500).
Slide 10
91.179 IFR cruising flight level. When operating at or above
18,000 feet MSL but below flight level 250, and On a magnetic
course of zero degrees through 179 degrees, any odd flight level
(such as 190, 210, or 230); or On a magnetic course of 180 degrees
through 359 degrees, any even flight level (such as 180, 200, or
220).
Slide 11
Each person operating an aircraft in Class A airspace must
conduct that operation under instrument flight rules (IFR) and in
compliance with the following: (a)Clearance (b)Communications
(c)Transponder requirement (d)ATC authorizations Remember to set
your altimeter to 29.92 at 18,000 ft MSL. Remember to re-set your
altimeter when descending below 18,000 ft MSL 91.135 Class A
Operations
Slide 12
Special Use Airspace Prohibited All aircraft are prohibited
Restricted IFR traffic is allowed if not active IFR traffic is
allowed if altitude restrictions have been issued MOA IFR traffic
may be cleared through, if IFR separation can be provided ADIZ
Operations inside of an ADIZ must be on an DVFR or IFR flight plan
in order to take place TFR Check appropriate NOTAMS during flight
planning, restrictions may very. FSS or www.faa.gov
Slide 13
Flight Log
Slide 14
Weather Considerations Sources of weather information Flight
Service Station 800-WX-BRIEF DUATS http://www.duats.com DUAT
http://www.duat.com AOPA
http://www.aopa.org/flight_planner/intro.html Aviation Weather
Center http://adds.aviationweather.noaa.gov
Slide 15
High Altitude Weather Pressure Systems Knowing why position is
important when flight planning Convective Activity Includes
discussion on interpreting weather radar Icing Whats different
about high altitude ice Jetstreams Refer to winds aloft charts for
planning purposes CAT Can be found in areas of strong converging
winds
Slide 16
Pressure Systems In the Northern Hemisphere Eastbound Fly North
of a High, South of a Low Westbound Fly North of a Low, south of a
high H
Slide 17
Convective Activity Avoid Cells by 20NM when the tops are above
FL200 20/20 Rule 20+20 = 40 (40NM is the distance you should
maintain between cells.) Gradients Avoid radar returns. General
Radar Interpretation Guidelines If radar depicts the cell as red
with yellow and green edges the whole cell should be considered red
Thunderstorms present dangers which are not readily detectable by
the radar such as turbulence, tornadoes, ice, and dry hail Weather
can change faster than the update times of XM weather.
Slide 18
Icing Consider all factors of weather before making a go/no go
decision when dealing with icing potential! Icing at High altitudes
usually forms in the tops of tall cumulus clouds and in cirrus
clouds Clouds over the mountains usually have more ice because of
the added lifting motion Freezing levels PIC Concerns Where am I
going to encounter ice? How can I get out of ice? Where are my MEAs
in relation to the freezing level? Exit icing ASAP and inform
ATC
Slide 19
Jet Streams Can be a factor in your Turbo Cirrus Result of
large pressure gradients created by significant temperature changes
over a short distance CAT is associated with the Jet Stream CAT
risk increases if two jet streams converge General Jet Stream Rules
Avoid during westbound flights, use on eastbound Jet streams can be
depicted on winds aloft charts as areas of converging strong winds
in excess of 60 kt
Slide 20
CAT (Clear Air Turbulence) Turbulence without clouds CAT
generally forms when contrasting air masses converge Mountain Waves
and strong low pressures aloft can create CAT CAT can be
encountered in places where there seems to be no reason Strong
winds can carry turbulent air away from its source (This is why you
always should wear seatbelts even in what you presume to be smooth
air) CAT is difficult to forecast because it gives no visual
warning and winds can carry it away from its source PIREPs and ATC
are good current sources for CAT reports MSP UUA /OV MSP045020/TM
1636/FLUNKN/TP B757/SK TOPS 110/TB MOD- SEV UP TO 190/RM DURC RAP
UUA /OV RCA/TM 1630/FL200/TP SR22/TB SVR FOR 1 MIN/RM WESTBND
Slide 21
Observation Considerations Terminal Aerodrome Forecast (TAF)
METAR Most cover conditions below 12,000 AGL Special weather
observation PIREP
Slide 22
In Flight Considerations Some things to think about in flight
Changes in weather Changes in routing Do we have enough fuel to
meet reserves and personal minimums? What is our oxygen
status?
Slide 23
Time and Distance to Descend Descent planning in Garmin GNS-430
Vertical navigation page Alternate Method Example Cruise at FL200
Cross GEP VOR at 12,000 Need to lose 8,000 Descend at 1000 fpm
(consider passenger comfort) consider any crossing restrictions
from ATC Start descent 8 minutes out from GEP VOR Refer to POH
supplement for fuel consumption.
Slide 24
Planning Summary Know the route(s) and get the big weather
picture using local media sources, the internet and FSS Get a
thorough preflight briefing with an emphasis on the position of
weather systems, winds aloft, and convective activity Anticipate
routing changes due to weather or ATC delays Planning is the same,
just additional factors and considerations. If in doubt you should
be on the ground and not in the air.
