CPL Flight Planning cheat sheet

Weather minima check: destination plus one alternate must each satisfy planned approach minima; alternate required unless forecast allows visual approach from a specified height and the destination has two usable runways.

Trend forecast: a TEMPO or BECMG group changes planning minima only if the deterioration overlaps the period from ETA minus 1 hour to ETA plus 1 hour.

Crosswind limit is the demonstrated value in the AFM; gust factor is applied as steady wind plus full gust increment for take-off and landing performance.

ISA deviation: ISA temperature at sea level is 15 C, lapse 1.98 C per 1000 ft; deviation equals actual minus ISA for the level concerned.

QNH to QFE conversion: subtract approximately 1 hPa per 30 ft of aerodrome elevation; use the aerodrome QFE for pressure-height performance tables.

Freezing level from a tephigram: the height where the temperature curve crosses 0 C; icing risk greatest in stratiform cloud between 0 C and minus 20 C.

Volcanic ash and severe turbulence SIGMETs are flight-safety relevant; a valid SIGMET within the route corridor requires replanning or avoidance.

NOTAM validity: check A-series for aerodrome, P-series for procedural, and verify start/end times in UTC against the planned ETA window.

ICAO flight plan must be filed at least 60 minutes before departure for IFR flights, or as specified by the ATS unit; check the AIP for local lead time.

A flight plan is cancelled automatically on arrival if the arrival report is made; otherwise the pilot must cancel to prevent unnecessary SAR action.

Item 15 route must include the first and last points plus all significant points; for IFR, connect via ATS route designators where they exist.

Item 10 equipment codes: the first letter is radio, second is surveillance, third is GNSS; a missing code means the capability is not available.

Item 19 supplementary information includes endurance in hours and minutes, persons on board, and emergency radio equipment.

CHG messages amend a filed plan; CNL cancels; DLA delays; DEP notifies departure; ARR notifies arrival; all use the aircraft identification and departure aerodrome.

Item 16 alternates: destination alternate required unless the destination is isolated or conditions permit; en-route alternate for extended overwater operations.

Filing by voice or datalink both require readback of the acknowledged plan; confirm the ATS unit has the correct departure time and level.

Minimum fuel at take-off = taxi fuel + trip fuel + contingency (5% of trip fuel) + alternate fuel + final reserve + additional fuel if required.

Final reserve for turbine aeroplanes is fuel for 30 minutes holding at 1500 ft above the alternate in ISA conditions.

Contingency fuel may be reduced to 3% of trip fuel when a suitable en-route alternate exists and the operator's procedure is approved.

In-flight: if fuel on arrival at destination is below final reserve plus alternate, declare MINIMUM FUEL; below final reserve, declare MAYDAY FUEL.

Trip fuel must be recalculated whenever a significant change occurs: level change, route change, or forecast wind change exceeding the operator's threshold.

Taxi fuel is not part of trip fuel; it is consumed before take-off and cannot be traded against contingency.

Extra fuel is discretionary and commanded by the pilot in command; it is carried in addition to the required minimum and is not a substitute for reserves.

Fuel consumption check: compare actual fuel flow to the flight plan at each waypoint; a 5% positive deviation warrants recalculation of reserves.

Take-off distance required is the greater of TODA-limited and ASDA-limited values; the balanced field length equals the take-off distance when V1 is chosen at the balanced point.

V1 must satisfy V1 min (minimum control speed on ground) and V1 max (rotate speed); a wet runway reduces V1 in some types.

Climb gradients: second segment 2.4% for two-engine, 2.7% for three-engine, 3.0% for four-engine aeroplanes; net gradient is gross minus 0.8% or 0.9%.

Cruise altitude limited by buffet or thrust; the optimum altitude rises as weight decreases, roughly 100 to 200 ft per 1000 kg reduction.

Landing distance required must not exceed landing distance available; the required distance is the actual distance divided by 0.67 for dry runways.

Density altitude increases take-off distance; a 10 C temperature rise at fixed pressure height increases take-off distance by roughly 10 to 15%.

Obstacle clearance: net take-off flight path must clear all obstacles by 35 ft vertically, or with a specified lateral margin.

Slush and standing water: use contaminated runway data; tyre spray and aquaplaning reduce braking action and increase accelerate-stop distance.

Basic empty weight includes airframe, engines, unusable fuel, and full operating fluids; it excludes crew, passengers, and usable fuel.

Zero fuel weight limit protects the wing root bending moment; maximum take-off weight is the lesser of structural and performance limits.

CG position forward of the forward limit increases stall speed and elevator forces; aft of the aft limit reduces static stability.

Index units convert moments to a linear scale; the CG in percent MAC is found from the loading index using the operator's conversion table.

Fuel burn shifts CG as fuel in wing tanks is consumed; check CG at take-off, at zero fuel, and at landing.

Floor loading limits are expressed in kg per square metre; heavy cargo must be distributed to remain within the limit.

Load sheet must be signed by the person responsible for loading; last-minute changes require an updated sheet or a LMC procedure.

Trim setting is derived from the take-off CG; an incorrect stab trim setting is a common cause of rotation and climb performance error.

True airspeed from indicated: TAS = IAS x (1 + 0.02 x altitude in thousands of feet), an approximation valid below about 20,000 ft.

Track and groundspeed: use the wind triangle; GS = TAS plus or minus the head or tail component, which is wind speed x cos(angle off track).

Drift = arcsin( (wind speed x sin(wind angle)) / TAS ); heading = track minus drift for wind from the left.

Leg time = distance / groundspeed; ETA at each waypoint is cumulative sum of leg times from the departure time.

Great circle distance between two points: use the spherical cosine formula; rhumb line distance is longer except along meridians and the equator.

Radio navigation: a VOR radial is the magnetic bearing from the station; the CDI centres when the selected OBS equals the bearing to the station.

Mach number = TAS / local speed of sound; speed of sound in air is approximately 38.97 x square root of absolute temperature in kelvin.

Point of no return: the distance at which time to return equals remaining fuel time; PNR = (total endurance x GS home) / (GS out + GS home).

Item 7 aircraft identification is the registration or the operator's designator plus flight number, max 7 characters.

Item 8 flight rules and type of flight: I for IFR, V for VFR, Y for IFR then VFR, Z for VFR then IFR; S for scheduled, N for non-scheduled.

Item 9: number and type of aircraft, wake turbulence category L, M, or H, and equipment codes.

Item 13 departure aerodrome and time: the time is the estimated off-block time in UTC, four digits.

Item 15 speed and level: N followed by four digits for knots TAS, M for Mach, K for km/h; F, A, or S followed by three digits for level.

Item 18 other information uses indicators such as EET, REG, SEL, OPR, and RMK; each field is separated by a space.

ATS message priority: distress, urgency, flight safety, meteorological, flight regularity; a flight plan is a flight regularity message.

SSR code allocation: discrete codes are assigned by ATC; 2000 is the default when no code is assigned, 7500, 7600, and 7700 are emergencies.

Decision point: the point beyond which a diversion to the destination is shorter in time than continuing to the alternate; computed from GS along each route.

Equal time point: the point where time to continue equals time to return; ETP = (distance x GS return) / (GS out + GS return).

Diversion fuel must be recalculated using the actual level, wind, and temperature; do not rely on the pre-flight alternate figure.

A revised flight plan must be filed with ATS when the route, level, or destination changes beyond the operator's threshold.

When diverting, notify ATC early; the controller may need to coordinate the new clearance with the receiving unit.

Alternate weather must be rechecked before passing the point of no return; deterioration below minima invalidates the original plan.

Lost communication: follow the filed route and levels, squawk 7600, and land at the first suitable aerodrome after the planned destination if applicable.

Fuel at diversion: verify landing fuel is at least final reserve; if not, declare an emergency and land at the nearest suitable aerodrome.

Jeppesen and AIP charts use the same symbology for minimum safe altitude and MORA; MORA gives 1000 ft clearance in non-mountainous and 2000 ft in mountainous terrain.

En-route chart minimum altitudes: the grid MORA is the highest of the sector values rounded up to the next 100 ft.

SID and STAR charts show mandatory routing, speed and level constraints, and the transition altitude for the aerodrome.

Approach chart minima: DA or MDA is the decision altitude or minimum descent altitude; the missed approach point is defined by distance or fix.

NOTAM decoding: Q) line gives the FIR, subject, condition, and traffic; A) gives the aerodrome; B) and C) give start and end in YYMMDDHHMM.

A NOTAM with a condition of XX or a subject of OB means the facility is obstructed or out of service; check before planning.

AIP SUP and AIC are not NOTAMs; they carry longer-term changes and must be checked separately for the route.

Chart dates: check the effective date of the chart and the AIRAC cycle; a chart older than the current cycle may be superseded.

Load sheet sign-off: the loading supervisor confirms the actual load matches the sheet; the commander accepts it before take-off.

Last-minute change (LMC): permitted within a defined limit of mass and moment; beyond that limit a new load sheet is required.

Dangerous goods must be shown on the NOTOC and the load sheet; the pilot in command must have access to the NOTOC before flight.

Holds are numbered and the load distribution must match the trim sheet; a misloaded hold can move CG outside limits.

Passenger seating: the trim sheet gives the allowed seat range; children and crew positions affect the moment arm.

Fuel tank sequencing affects CG; follow the operator's fuel management procedure to keep CG within limits throughout the flight.

Cargo restraint: the load must be secured to the approved tie-down points; the tie-down strength must exceed the forward and aft inertia loads.

Zero fuel mass check: verify that the ZFM plus take-off fuel does not exceed MTOW and that the ZFM does not exceed MZFW.

Item 10a radio equipment: V for VHF, H for HF, U for UHF, and combinations; S if standard equipment is fitted.

Item 10b surveillance: A for Mode A, C for Mode C, S for Mode S, E for extended squitter, and N for nil.

Item 16 destination alternate: enter the ICAO four-letter indicator and the EET; two alternates may be listed separated by a space.

Item 18 RMK field carries free text such as the pilot's name, company remarks, or the survival equipment carried.

Item 19 emergency radio: V for VHF, U for UHF, E for emergency locator transmitter; the letter indicates the equipment carried.

Addressing: the AFTN address of the departure ATS unit and the destination unit; the flight plan is routed through the IFPS in Europe.

IFPS rejection: a plan is rejected if the route is not connected, the level is invalid, or the aircraft type is unknown; correct and refile.

Repetitive flight plans (RPL) are used for scheduled flights; they must be updated at each AIRAC cycle if the schedule changes.

Landing distance required is the actual landing distance from 50 ft over the threshold, multiplied by 1.67 for a dry runway and 1.92 for a wet runway in some regulations.

Approach speed is Vref; a landing within the touchdown zone requires crossing the threshold at Vref and 50 ft.

Go-around: apply take-off thrust, establish a positive climb, and follow the published missed approach; the missed approach climb gradient is typically 2.5%.

Braking action reports: use the reported braking action to select the landing distance; a report of medium or poor requires additional margin.

Reverse thrust is not included in the certified landing distance; it is a bonus only.

Autoland requires the reported visibility and cloud base to meet the category minima; a CAT III approach needs a fail-passive or fail-operational system.

Runway slope affects landing distance: a 1% downslope increases the landing distance by about 10%.

Wind: a headwind component reduces landing distance; a tailwind component increases it, and tailwind limits are specified in the AFM.

Contingency fuel is 5% of trip fuel, or 3% with an en-route alternate, or a statistical value approved by the authority.

Alternate fuel is the fuel from the destination to the alternate, including the approach and a missed approach at the alternate.

Final reserve is 30 minutes holding at 1500 ft above the alternate for turbine aeroplanes; 45 minutes for piston aeroplanes.

Additional fuel covers the case where the destination and alternate are not available; it is the fuel to hold for 15 minutes at 1500 ft.

Taxi fuel is the fuel used before take-off; it is based on the aerodrome layout and the expected taxi time.

In-flight fuel check: compare the fuel remaining to the flight plan at each waypoint; a shortfall requires a decision on diversion or reduced level.

Minimum fuel declaration does not give priority; it informs ATC that any further delay may result in landing below final reserve.

Fuel dumping: only permitted in a designated area and above a specified altitude; the commander must coordinate with ATC.

Wind component along track = wind speed x cos(angle between wind direction and track); positive is headwind.

Crosswind component = wind speed x sin(angle between wind direction and track).

Heading = track plus or minus drift; drift = arcsin(crosswind component / TAS).

Groundspeed = TAS plus tailwind component or minus headwind component.

Time to a waypoint = distance / groundspeed; the ETA is the departure time plus the cumulative leg times.

A 10% increase in headwind increases the leg time by more than 10% because the groundspeed falls proportionally more.

The wind triangle can be solved with the E6B or the CRP-5; check the answer by verifying the groundspeed and drift signs.

For a diversion, the time to the alternate is the distance divided by the groundspeed computed with the wind at the diversion level.

SID charts show the initial climb gradient, the minimum sector altitude, and the transition altitude.

STAR charts show the arrival routing, the speed constraints, and the transition level.

Approach plates show the final approach course, the minima, and the missed approach procedure; the MDA is the lowest descent altitude for a non-precision approach.

Airport chart shows the declared distances: TORA, TODA, ASDA, and LDA; use these for performance calculations.

NOTAM Q) line: the first two letters are the FIR, the next two the subject, and the next two the condition.

A NOTAM with a condition of XX means the facility is out of service; a condition of OB means it is obstructed.

AIRAC cycle: 28-day cycle; a chart effective on a different cycle may not reflect the current procedure.

AIP SUP and AIC carry changes that are not NOTAMs; they must be checked for the route and the aerodrome.

Point of no return: the point where the time to return equals the time to continue; PNR = (endurance x GS home) / (GS out + GS home).

Equal time point: the point where the time to the destination equals the time to the alternate; ETP = (distance x GS alternate) / (GS destination + GS alternate).

Decision point: the point where the time to the destination equals the time to the alternate, computed with the actual wind.

Diversion fuel must be computed with the actual level, temperature, and wind; the pre-flight alternate fuel is a planning figure.

When diverting, file a revised flight plan with ATS if the route or destination changes.

Notify ATC early; the controller may need to coordinate the new clearance with the receiving unit.

Recheck the alternate weather before passing the point of no return; deterioration below minima invalidates the plan.

Landing fuel must be at least the final reserve; if not, declare an emergency and land at the nearest suitable aerodrome.

File the flight plan at least 60 minutes before departure for IFR; check the AIP for the local lead time.

The flight plan is cancelled automatically on arrival if the arrival report is made; otherwise cancel to prevent SAR action.

Item 15 route must include the first and last points and all significant points; connect via ATS route designators where they exist.

Item 10 equipment codes: radio, surveillance, and GNSS; a missing code means the capability is not available.

Item 19 supplementary information: endurance, persons on board, and emergency radio equipment.

CHG amends, CNL cancels, DLA delays, DEP notifies departure, ARR notifies arrival; all use the aircraft identification.

Item 16 alternates: destination alternate required unless the destination is isolated or conditions permit; en-route alternate for extended overwater operations.

Confirm the ATS unit has the correct departure time and level; read back the acknowledged plan.

Basic empty weight includes airframe, engines, unusable fuel, and full operating fluids; it excludes crew, passengers, and usable fuel.

Zero fuel weight limit protects the wing root bending moment; MTOW is the lesser of structural and performance limits.

CG forward of the forward limit increases stall speed and elevator forces; aft of the aft limit reduces static stability.

Index units convert moments to a linear scale; the CG in percent MAC is found from the loading index using the operator's table.

Fuel burn shifts CG as fuel in wing tanks is consumed; check CG at take-off, at zero fuel, and at landing.

Floor loading limits are expressed in kg per square metre; heavy cargo must be distributed to remain within the limit.

The load sheet must be signed by the person responsible for loading; last-minute changes require an updated sheet or an LMC procedure.

Trim setting is derived from the take-off CG; an incorrect stab trim setting is a common cause of rotation and climb performance error.

Take-off distance required is the greater of TODA-limited and ASDA-limited values; the balanced field length equals the take-off distance when V1 is at the balanced point.

V1 must satisfy V1 min (minimum control speed on ground) and V1 max (rotate speed); a wet runway reduces V1 in some types.

Climb gradients: second segment 2.4% for two-engine, 2.7% for three-engine, 3.0% for four-engine aeroplanes; net gradient is gross minus 0.8% or 0.9%.

Cruise altitude limited by buffet or thrust; the optimum altitude rises as weight decreases, roughly 100 to 200 ft per 1000 kg reduction.

Landing distance required must not exceed landing distance available; the required distance is the actual distance divided by 0.67 for dry runways.

Density altitude increases take-off distance; a 10 C temperature rise at fixed pressure height increases take-off distance by roughly 10 to 15%.

Obstacle clearance: the net take-off flight path must clear all obstacles by 35 ft vertically, or with a specified lateral margin.

Slush and standing water: use contaminated runway data; tyre spray and aquaplaning reduce braking action and increase accelerate-stop distance.

Weather minima check: destination plus one alternate must each satisfy planned approach minima; alternate required unless forecast allows visual approach from a specified height and the destination has two usable runways.

Trend forecast: a TEMPO or BECMG group changes planning minima only if the deterioration overlaps the period from ETA minus 1 hour to ETA plus 1 hour.

Crosswind limit is the demonstrated value in the AFM; gust factor is applied as steady wind plus full gust increment for take-off and landing performance.

ISA deviation: ISA temperature at sea level is 15 C, lapse 1.98 C per 1000 ft; deviation equals actual minus ISA for the level concerned.

QNH to QFE conversion: subtract approximately 1 hPa per 30 ft of aerodrome elevation; use the aerodrome QFE for pressure-height performance tables.

Freezing level from a tephigram: the height where the temperature curve crosses 0 C; icing risk greatest in stratiform cloud between 0 C and minus 20 C.

Volcanic ash and severe turbulence SIGMETs are flight-safety relevant; a valid SIGMET within the route corridor requires replanning or avoidance.

NOTAM validity: check A-series for aerodrome, P-series for procedural, and verify start/end times in UTC against the planned ETA window.