CAA NZ ATPL Theory - Flight Planning cheat sheet

CAR Part 121/125 operators must carry an operational flight plan; the pilot-in-command signs the acceptance of the plan before departure.

VFR minima under NZ CAR Part 91: 5 km flight visibility and 600 ft vertical / 1 NM horizontal cloud separation below 10,000 ft; 8 km visibility at or above 10,000 ft.

IFR alternate required unless forecast weather at destination meets the prescribed ceiling/visibility and the destination has a precision approach with suitable runway.

Fuel reserve for IFR: final reserve 30 min holding at 1,500 ft above alternate (or destination if no alternate) for turbine aircraft; 45 min for piston.

Contingency fuel: 5% of trip fuel for IFR flights without a designated isolated destination, or 3% with an en-route alternate.

Company minima may not be lower than State minima; take-off minima cannot be below 400 m RVR unless approved low-visibility procedures apply.

Flight time limitations (FTL): NZ CAA prescribes maximum duty and flight time; the operator's scheme must be approved and documented in the exposition.

ATS flight plan must be filed at least 30 min before departure for IFR; changes to ETA over 3 min (IFR) or 5 min (VFR) require an in-flight update.

Great-circle distance: use haversine or spherical cosine; 1 minute of arc of latitude = 1 NM; 1 degree of longitude = 60·cos(lat) NM.

Rhumb line (constant track) is longer than great circle except on the equator or a meridian; difference grows with latitude and east-west distance.

AIP New Zealand Volumes 1-4 are the authoritative source for routes, navaids, aerodromes and airspace; check current AIRAC cycle (28-day interval).

AIRAC effective dates are 0901 UTC on the Thursday; verify charts, FMS databases and GPS navigators are current for the flight date.

Magnetic variation in NZ is approximately 18-22°E and increasing; true track ± variation = magnetic track (east variation: magnetic = true - variation).

Navaid frequencies and identifiers can change; cross-check FMS/RNAV waypoints against current en-route charts before dispatch.

RNAV/GNSS routes require RAIM or SBAS availability; for RNP AR approaches, verify RNP value and required equipment per the AIP.

Wind effect: crosswind component = wind speed × sin(angle); headwind component = wind speed × cos(angle).

Total fuel = taxi fuel + trip fuel + contingency fuel + alternate fuel + final reserve + additional fuel + extra fuel.

Final reserve: turbine 30 min holding at 1,500 ft above aerodrome in ISA; piston 45 min; cannot be planned for use except in emergency.

Trip fuel includes fuel for take-off, climb, cruise, descent and approach to the destination, based on forecast winds and temperatures.

Contingency fuel = 5% of trip fuel (or 3% with en-route alternate); may be reduced with approved fuel monitoring programme.

Additional fuel covers any fuel needed to meet the destination alternate or isolated aerodrome case where the alternate is not available.

In-flight: monitor fuel versus plan at each waypoint; a 5% or greater shortfall warrants a decision on replanning or diversion.

Taxi fuel: typically 10-15 min at idle/APU; must be included and adjusted for long taxi at large aerodromes.

Density affects fuel volume-to-mass conversion; use the operator's fuel density table (typically 0.78-0.80 kg/L).

MTOM, MLM, MZFM, and MRW are structural limits; the regulated (performance-limited) mass may be lower and governs the take-off.

MZFM = MTOM - fuel load when the fuel load is fixed; check zero-fuel mass does not exceed MZFM before adding fuel.

CG limits are expressed as %MAC or as a moment arm; forward limit is set by elevator authority, aft limit by stability and control.

Load sheet: DOW + payload + fuel = take-off mass; verify against load sheet and check trim setting corresponds to computed CG.

Index/moment method: index = (moment / constant) + offset; each station's index must be totalled to find the CG position.

Lateral balance: fuel imbalance and asymmetric loading can exceed lateral CG limits; check for aircraft with wing tank restrictions.

Last-minute changes (LMC): small changes must be recorded; if LMC exceeds allowed tolerance, a new load sheet is required.

Landing mass = take-off mass - trip fuel; must not exceed MLM at the destination (or alternate).

Take-off distance available (TODA) = TORA + clearway; take-off run available (TORA) = runway length; ASDA = TORA + stopway.

Balanced field length: V1 chosen so that accelerate-stop distance equals accelerate-go distance (one-engine-inoperative).

V1 must be ≥ Vmcg and ≤ VR; VR must be ≥ 1.05 Vmca and allow V2 ≥ 1.1 Vmca at 35 ft.

Landing distance required must not exceed LDA; landing mass must allow a full-stop within 60% (dry) or 70% (wet) of LDA per applicable rules.

Contaminated runway: use the appropriate braking action and additive corrections; wet runway increases landing distance by 15% typically.

Density altitude and temperature: higher temperature/altitude reduce performance; use the AFM/POH charts, not approximations.

Wind correction: apply 50% of reported headwind and 150% of reported tailwind for take-off and landing performance calculations.

Slope: 1% uphill slope increases take-off distance by roughly 10% for light aircraft; use AFM data for the specific type.

Specific range (SR) = TAS / fuel flow (NM per kg); maximum SR occurs at the speed where the tangent from origin touches the drag curve.

Long-range cruise (LRC) is approximately 99% of maximum SR speed, giving about 1% range loss for a meaningful speed/time gain.

Cost index (CI) = cost of time / cost of fuel; higher CI increases cruise speed and fuel burn; CI 0 gives maximum range speed.

Step climb: as fuel burns off, optimum altitude increases; step climb to stay near optimum altitude and reduce fuel burn.

Drift-down: if an engine fails or cabin pressure is lost, descend to the single-engine or 10,000 ft (or MSA) level; recompute fuel.

Equal time point (ETP): point where time to return equals time to continue; used for diversion decision with depressurisation or engine failure.

Point of no return (PNR): based on fuel available to return to departure versus continue to destination; compute before departure.

In-flight replanning: recalculate ETA and fuel at each waypoint; if shortfall, amend ATS flight plan and consider en-route alternate.

TAF validity typically 24-30 hours; use the most recent TAF and trend for departure, destination, and alternate.

Alternate minima: precision approach - ceiling 600 ft and visibility 3,200 m; non-precision - ceiling 800 ft and visibility 3,200 m (unless State specifies otherwise).

Wind aloft forecasts (e.g., FD charts) give wind and temperature at standard levels; interpolate for cruise altitude and apply to trip fuel.

ISA temperature at altitude = 15 °C - 2 °C per 1,000 ft; ISA deviation affects performance and fuel burn.

Jet stream: located near tropopause; tailwind increases ground speed and reduces trip fuel; headwind increases fuel burn.

Icing and turbulence forecasts (AIRMET/SIGMET, G-AIRMET) determine route and altitude selection; avoid known icing without protection.

Thunderstorm avoidance: plan route to avoid CB clusters by at least 20 NM; use SIGMET and echo tops.

NZ-specific: strong northwesterly foehn winds east of the Southern Alps, and orographic turbulence; plan alternate routes and fuel.

Operational flight plan (OFP) contains: route, waypoints, winds, temperatures, fuel figures, masses, alternates, and ETP/PNR.

ATS flight plan (ICAO format) fields: aircraft identification, flight rules, type of flight, departure/destination, route, alt/level, speed, EOBT.

Item 15 route field must list each waypoint and airway; use standard ATS route designators from the AIP.

Item 19 supplementary: endurance, persons on board, emergency radio, survival equipment, remarks.

Flight plan must be filed at least 30 min before EOBT for IFR; VFR at least 30 min before for cross-country.

Departure message: after take-off, ATS sends departure message; arrival message at destination; delays over 30 min require a delay message.

Flight folio/log: record fuel, times, and route deviations; retained per operator's records requirements (typically 3 months).

NOTAMs and AIP supplements must be checked before flight; they can amend routes, navaids, and minima used in the OFP.

CAR Part 121 requires an operational flight plan for each flight; PIC signs acceptance before departure.

Aerodrome operating minima cannot be lower than State minima; operator minima must be published in the exposition.

IFR alternate required unless destination forecast meets prescribed ceiling/visibility and a suitable approach exists.

Final reserve fuel: 30 min holding (turbine) or 45 min (piston) at 1,500 ft above the alternate.

Contingency fuel 5% of trip fuel (3% with en-route alternate); reduced with approved monitoring.

ATS flight plan filed at least 30 min before departure; ETA changes over 3 min (IFR) require an update.

AIRAC cycle 28 days; verify charts and databases are current for the flight date.

Density altitude and temperature corrections must be applied to performance calculations using AFM data.

Great-circle distance: 1 minute of latitude = 1 NM; longitude degree = 60·cos(lat) NM.

Rhumb line is longer than great circle except on equator or meridian.

AIP New Zealand Volumes 1-4 are authoritative for routes, navaids, and airspace.

Magnetic variation in NZ is approximately 18-22°E; magnetic = true - variation (east).

RNAV/GNSS routes require RAIM or SBAS; RNP AR approaches require specified RNP value.

Crosswind component = wind speed × sin(angle); headwind = wind speed × cos(angle).

Verify FMS/RNAV waypoints against current en-route charts before dispatch.

Navaid frequencies and identifiers can change; check current AIRAC cycle.

Total fuel = taxi + trip + contingency + alternate + final reserve + additional + extra.

Final reserve: 30 min holding (turbine) or 45 min (piston) at 1,500 ft above aerodrome.

Trip fuel includes take-off, climb, cruise, descent and approach, based on forecast winds and temperatures.

Contingency fuel = 5% of trip fuel (or 3% with en-route alternate).

Taxi fuel: typically 10-15 min at idle/APU; adjust for long taxi.

Fuel density typically 0.78-0.80 kg/L; use operator's conversion table.

Monitor fuel versus plan at each waypoint; a 5% shortfall warrants replanning or diversion.

Additional fuel covers isolated aerodrome case where alternate is not available.

MTOM, MLM, MZFM, and MRW are structural limits; regulated mass may be lower.

MZFM = MTOM - fuel load when fuel load is fixed; check zero-fuel mass does not exceed MZFM.

CG limits expressed as %MAC; forward limit set by elevator authority, aft by stability.

Load sheet: DOW + payload + fuel = take-off mass; verify trim setting matches computed CG.

Index/moment method: index = (moment / constant) + offset; total station indices to find CG.

Lateral balance: fuel imbalance can exceed lateral CG limits.

LMC: small changes recorded; if tolerance exceeded, new load sheet required.

Landing mass = take-off mass - trip fuel; must not exceed MLM at destination or alternate.

TODA = TORA + clearway; ASDA = TORA + stopway.

Balanced field length: V1 chosen so accelerate-stop = accelerate-go distance.

V1 ≥ Vmcg and ≤ VR; VR ≥ 1.05 Vmca; V2 ≥ 1.1 Vmca at 35 ft.

Landing distance required must not exceed LDA; landing mass within 60% (dry) or 70% (wet) of LDA.

Wet runway increases landing distance by ~15%; contaminated runway uses braking action corrections.

Apply 50% of reported headwind and 150% of reported tailwind to performance calculations.

Density altitude and temperature corrections must use AFM/POH charts.

1% uphill slope increases take-off distance by roughly 10% for light aircraft.

Specific range (SR) = TAS / fuel flow (NM per kg); maximum SR at tangent from origin to drag curve.

LRC is approximately 99% of maximum SR speed; about 1% range loss for meaningful speed gain.

Cost index (CI) = cost of time / cost of fuel; higher CI increases cruise speed and fuel burn.

Step climb as fuel burns off to stay near optimum altitude.

Drift-down to single-engine or 10,000 ft (or MSA) level; recompute fuel.

ETP: point where time to return equals time to continue.

PNR: fuel available to return versus continue; compute before departure.

In-flight replanning: recalculate ETA and fuel at each waypoint; amend ATS flight plan if shortfall.

TAF validity typically 24-30 hours; use most recent TAF and trend for departure, destination, and alternate.

Alternate minima: precision approach ceiling 600 ft and visibility 3,200 m; non-precision 800 ft and 3,200 m.

ISA temperature at altitude = 15 °C - 2 °C per 1,000 ft; ISA deviation affects performance and fuel burn.

Jet stream near tropopause; tailwind increases ground speed and reduces trip fuel.

Icing and turbulence forecasts (AIRMET/SIGMET, G-AIRMET) determine route and altitude selection.

Thunderstorm avoidance: plan route to avoid CB clusters by at least 20 NM; use SIGMET and echo tops.

NZ-specific: strong northwesterly foehn winds east of the Southern Alps; orographic turbulence.

Wind aloft forecasts (FD charts) give wind and temperature at standard levels; interpolate for cruise altitude.

OFP contains route, waypoints, winds, temperatures, fuel figures, masses, alternates, and ETP/PNR.

ATS flight plan fields: aircraft identification, flight rules, type of flight, departure/destination, route, alt/level, speed, EOBT.

Item 15 route field must list each waypoint and airway using standard ATS route designators.

Item 19 supplementary: endurance, persons on board, emergency radio, survival equipment, remarks.

Flight plan filed at least 30 min before EOBT for IFR.

Departure message after take-off; arrival message at destination; delays over 30 min require a delay message.

Flight folio/log: record fuel, times, and route deviations; retained per operator's records requirements.

NOTAMs and AIP supplements must be checked before flight; they can amend routes, navaids, and minima.