Operational Flight Plan, ATS Flight Plan and Re-dispatch/Decision Point Procedures
This domain separates two documents students often merge: the operator's operational flight plan (OFP) and the ATS flight plan. It also covers decision point or re-dispatch planning with two plans and the fuel logic that supports it.
Operational flight plan (CAT.OP.MPA.175)
- Prepared by the operator for each flight and accepted by the PIC; it contains registration and type, date, route and waypoints, cruising levels, masses, fuel figures in each block, alternate aerodromes, operating minima, times, and specific approvals such as PBN or RVSM.
- It is the working document for fuel checks and in-flight replanning, and it stays with the flight records.
ATS flight plan (ICAO Annex 2, Doc 4444)
- Filed before departure - commonly at least 60 minutes for IFR flights - and contains aircraft identification, flight rules and type of flight, type and wake turbulence category, equipment and PBN codes, departure and destination aerodromes, times, route, levels, alternates and other information such as endurance and persons on board.
- Changes are sent as DLA, CHG or CNL messages; arrival is reported by an arrival message or report.
- It is a message to air traffic services, not the operator's plan, and it does not contain fuel or mass breakdowns for the operator.
Decision point and re-dispatch
- In re-dispatch planning the flight carries fuel to reach a decision point and from there to two possible destinations; at the decision point the crew verifies that the fuel remaining covers the fuel needed from that point to the chosen destination plus alternate and final reserve.
- If the figures do not work, the flight must not proceed as planned but divert or follow the original plan.
Worked example
At the decision point the crew has 3200 kg remaining. Fuel from the decision point to the re-dispatch destination is 2500 kg, alternate fuel 500 kg and final reserve 500 kg, a requirement of 3500 kg. Fuel falls 300 kg short, so the flight cannot continue to that destination under the plan; the crew reverts to the original destination, or diverts, and notifies the operator.
Traps
- Assuming ATC amends or holds the OFP; only the ATS flight plan is sent to ATC.
- Omitting equipment and PBN codes from Item 10 and Item 18.
- Passing the decision point on the assumption that winds will improve.
- Forgetting the arrival message or the DLA when departure is delayed.