Brunei DCA CPL(A) Flight Planning cheat sheet
Brunei DCA CPL(A) Flight Planning · Keep the key ideas within reach.
Flight Planning Fundamentals
True airspeed from IAS: TAS ≈ IAS × (1 + 0.02 × altitude in thousands of feet) for a rough estimate at low Mach; use the navigation computer for accurate values.
Track vs heading: heading = track ± wind correction angle; drift = (wind speed / TAS) × sin(wind angle to track) in radians, converted to degrees.
Wind triangle: groundspeed = TAS × cos(WCA) + wind component along track; headwind reduces GS, tailwind increases it.
Great-circle distance in nautical miles = 60 × angular distance in degrees; 1 minute of latitude = 1 NM.
Departure (NM) between two meridians at latitude φ = 60 × Δlongitude(deg) × cos φ.
Mach number = TAS / local speed of sound; speed of sound ≈ 38.9 × √(temperature in Kelvin) knots.
Conversion: 1 NM = 1.852 km; 1 knot = 1.852 km/h; 1 US gallon = 3.785 litres; 1 imperial gallon = 4.546 litres.
Point of no return (equal-time point): distance = (total endurance × GS out × GS back) / (GS out + GS back) when both directions flown at constant fuel flow.
Navigation Logs and Fuel Planning
Trip fuel = sum over legs of (leg distance / groundspeed) × fuel flow; compute each leg with its own wind and GS.
Minimum fuel = trip fuel + contingency (typically 5% of trip) + alternate fuel + final reserve + taxi fuel.
Final reserve for a turbine aeroplane is fuel for 30 minutes holding at 1500 ft above the alternate in ISA; for piston aircraft typically 45 minutes.
Contingency fuel: 5% of planned trip fuel, or fuel for 5 minutes holding at 1500 ft, whichever is greater, unless a en-route alternate is nominated.
Alternate fuel = fuel from destination go-around to landing at alternate, including approach and missed approach.
Fuel flow vs TAS: specific range (NM per kg) = TAS / fuel flow; maximum specific range occurs near the best L/D speed.
Log columns: leg, track, TAS, wind, WCA, heading, GS, distance, ETE, ETA, fuel flow, fuel used, remaining fuel.
Fuel density: JET A-1 ≈ 0.785 kg/L; AVGAS 100LL ≈ 0.72 kg/L; convert litres to kg for mass and balance.
Aircraft Performance, Mass and Balance, Take-off and Landing Data
Density altitude = pressure altitude + 120 × (OAT − ISA temperature at that pressure altitude) in feet.
Take-off distance increases approximately 10% per 1000 ft of density altitude and per 10 °C above ISA.
MTOW, MLW, MZFW constraints: regulated take-off mass = min(MTOW, MLW + trip fuel, MZFW + take-off fuel).
Centre of gravity limits: forward limit ensures elevator authority; aft limit ensures stability and control.
Balance: CG position = Σ(moment) / Σ(mass); moment = mass × arm (station distance from datum).
Landing distance required must not exceed landing distance available × 0.67 (dry) or the applicable factored wet/contaminated values.
Take-off distance available (TODA) = TORA + clearway; take-off run available (TORA) = runway length.
V speeds: V1 decision speed, VR rotation, V2 take-off safety speed; V1 must not exceed VR.
Meteorology for Flight Planning and Altimetry
QNH set on the subscale gives altitude above mean sea level; QFE gives height above the aerodrome reference point.
Pressure altitude = elevation + 30 × (1013.25 − QNH in hPa).
Transition altitude/level: below TA use QNH, above TL use standard 1013.25 hPa; the transition layer separates them.
ISA: temperature 15 °C and pressure 1013.25 hPa at MSL; lapse rate 1.98 °C per 1000 ft up to 36 090 ft.
Altimeter error: flying from high to low pressure without resetting causes the aircraft to be lower than indicated.
Temperature above ISA raises true altitude relative to indicated altitude; cold temperature gives lower true altitude.
Wind at altitude: veers (turns clockwise) with height in the northern hemisphere in a low-pressure system.
Jet stream: core wind ≥ 60 kt near tropopause; planning eastbound in the core and westbound outside it reduces fuel.
Operational Flight Plans
Operational flight plan contents: registration, type, departure/destination/alternates, route, cruise levels, fuel figures, masses, and PIC signature.
Cruise level selection: semi-circular rule - magnetic track 000–179° uses odd flight levels, 180–359° uses even flight levels.
Step climb: as mass decreases, optimum altitude rises; step climb reduces fuel burn on long sectors.
Cost index = time cost / fuel cost; higher CI gives higher cruise speed and greater fuel burn.
Redispatch/en-route reserve: allows reduced contingency fuel when a en-route alternate is available and fuel to reach it is carried.
Reclearance: flight planned to an intermediate point, then cleared onward if fuel permits.
Flight plan fuel must include taxi, trip, contingency, alternate, final reserve, and any additional fuel for the commander.
Operational flight plan validity: typically valid for 2 hours before the EOBT; check weather and NOTAMs before departure.
ATS Flight Plans and Fuel Requirements
ATS flight plan must be filed at least 60 minutes before EOBT for IFR flights, or as published by the state.
ICAO flight plan items: 7 aircraft ID, 8 flight rules/type, 9 type/equipment, 10 equipment, 13 departure/ETA, 15 route, 16 alternates, 18 other info.
Item 15 route: include SID, airway designators, waypoints, and STAR; use DCT for direct legs.
Fuel requirements (ICAO Annex 6): taxi, trip, contingency, alternate, final reserve, and additional fuel if required.
Final reserve: 30 minutes holding at 1500 ft above the alternate aerodrome for turbine aircraft; 45 minutes for piston aircraft.
CHG messages amend the flight plan; CNL cancels; DEP and ARR messages are sent by ATS, not the pilot.
Flight plan changes: significant changes to route, level, or ETA must be reported to ATS as soon as practicable.
Equipment codes in Item 10: S = standard (VOR, ILS, VHF), R = RNAV, G = GNSS, W = RVSM approved.
Aeronautical Charts, AIP and NOTAM Interpretation
En-route charts: scale 1:1 000 000 or 1:2 000 000; show airways, navaids, minimum en-route altitudes, and FIR boundaries.
Terminal area charts (TAC) show SIDs, STARs, and approach procedures with minimum sector altitudes.
AIP structure: GEN (general), ENR (en-route), AD (aerodromes), each with subsections; check the AIRAC cycle date.
AIRAC cycle: 28-day intervals; amendments become effective 0901 UTC on the effective date.
NOTAM classes: NOTAMN (new), NOTAMR (replaces), NOTAMC (cancels); check validity and affected airspace.
NOTAM content: Q-code, location, time of commencement/end, and lower/upper limits; Q-codes indicate the nature of the hazard.
Chart symbols: solid line = airway with defined width; dashed line = advisory route; prohibited/restricted areas marked P/R/D.
MOCA vs MEA: MOCA ensures obstacle clearance within a segment; MEA ensures both obstacle clearance and navaid reception.
Radio Navigation and RNAV Planning
VOR radial: the aircraft is on the radial indicated by the OBS when the CDI centres with a FROM indication.
VOR accuracy: line-of-sight; usable range ≈ 1.23 × √(height in feet) nautical miles.
NDB/ADF: relative bearing = ADF reading; magnetic bearing = relative bearing + magnetic heading.
DME: slant range; at high altitude the DME reads greater than the ground distance.
RNAV: area navigation using VOR/DME, GNSS, or DME/DME; PBN specification defines accuracy, integrity, and continuity.
RNP: required navigation performance with on-board performance monitoring and alerting; RNP AR approaches require specific approval.
RNAV 5 (B-RNAV): ±5 NM lateral accuracy; RNAV 1/RNP 1 for terminal and approach procedures.
Waypoint naming: 5-letter name codes; fly-by waypoints allow turn anticipation, fly-over waypoints require overflight.
Flight Monitoring, In-Flight Replanning and Diversion
In-flight fuel check: compare fuel remaining with planned fuel at each waypoint; a shortfall of >5% requires replanning.
Equal-time point (ETP): distance = (total endurance × GS1 × GS2) / (GS1 + GS2); used for diversion planning.
Point of safe diversion: choose an alternate where fuel remaining ≥ final reserve + approach fuel.
Diversion decision factors: weather at destination and alternate, fuel state, aircraft status, and ATS constraints.
Replanning: recompute GS with actual winds, revise ETAs, and notify ATS of revised estimates.
Fuel dumping: permitted only in designated areas, above 2000 ft AGL, and coordinated with ATC.
Monitoring: cross-check position with VOR/DME, GNSS, and visual references; detect gross navigation errors early.
Weather deterioration: if destination goes below minima, divert before reaching the point of no return.
Human Factors and Decision-Making in Flight Planning
Decision-making models: DECIDE (Detect, Estimate, Choose, Identify, Do, Evaluate) and FORDEC for structured choices.
Plan continuation bias: tendency to continue the original plan despite changing conditions; mitigate with explicit go/no-go criteria.
Fatigue: planning errors increase with duty time; use FRMS guidance and observe flight time limitations.
Situational awareness: maintain a mental model of position, fuel, weather, and traffic; cross-check instruments and ATC.
Crew resource management: brief the plan, assign monitoring tasks, and encourage challenge from all crew members.
Confirmation bias: seek disconfirming evidence when evaluating weather or fuel assumptions.
Risk assessment: use a simple matrix (likelihood × severity) to compare alternate courses of action.
Workload management: complete flight planning before engine start; avoid rushed decisions under time pressure.
Brunei DCA CPL Flight Planning Overview
Brunei DCA regulates civil aviation under the Civil Aviation Act; CPL(A) flight planning follows ICAO Annex 6 and Brunei AIP.
Brunei AIP: check GEN for regulatory requirements, ENR for airways, and AD for aerodrome data.
Brunei FIR: Kota Kinabalu and Singapore FIRs adjoin; coordinate flight plan boundaries accordingly.
Brunei uses ICAO flight plan format; file with Brunei ATS at least 60 minutes before EOBT for IFR.
Brunei currency: BND; fuel prices and charges are published in the AIP.
Tropical weather: convective activity, thunderstorms, and heavy rain affect planning; check TAF and SIGMET.
Altimetry: Brunei uses QNH in hPa; transition altitude is published in the AIP.
NOTAMs: check Brunei NOTAMs for runway closures, navaid outages, and airspace restrictions before flight.
Flight Planning Examination Technique
Read the question carefully: identify given values (wind, TAS, distance, fuel flow) and the required answer.
Use the navigation computer for wind triangle and fuel calculations; verify with mental arithmetic.
Check units: knots vs km/h, feet vs metres, litres vs gallons, kg vs lb.
For mass and balance: compute moments, sum them, divide by total mass to find CG.
For fuel: compute trip fuel leg by leg, then add contingency, alternate, final reserve, and taxi.
For altimetry: pressure altitude = elevation + 30 × (1013 − QNH); density altitude = PA + 120 × (OAT − ISA).
Time: ETE = distance / GS; ETA = departure time + ETE; convert to UTC.
Answer the question asked: if asked for fuel remaining, subtract fuel used from fuel at start.