Flight Planning Fundamentals and Regulatory Requirements
Flight planning fundamentals and regulatory requirements test whether you can build a legal flight plan from the Civil Aviation Rules, the operator's exposition and current aeronautical information. The exam expects you to know who is responsible, which documents are required, and when an alternate or additional fuel is mandatory.
Legal framework
- Part 91 sets general operating and flight rules; Parts 121 and 125 add air-transport requirements for large and medium aeroplanes.
- The AOC holder's operations manual/exposition is binding: it converts rule requirements into company minima, fuel policy and dispatch procedures.
- The pilot-in-command remains responsible for the final go/no-go decision even when a dispatcher prepares the plan.
Planning inputs
Use current AIP NZ, NOTAM, MET forecasts, runway and performance data, MEL and mass and balance. An IFR flight requires an ATS flight plan; VFR flight plans are not universally mandatory in NZ but may be required by the operator or ATS.
Worked example
A Part 125 IFR flight NZAA–NZWN. The TAF for NZWN at ETA gives SCT 1,500 ft, 6 km, but TEMPO BKN 900 ft, 3 km. Company approach minima are 500 ft/5 km. Because the TEMPO group goes below minima, a destination alternate is required; select NZPM and add alternate fuel. If the TAF were BKN 1,500 ft with no TEMPO below minima, no destination alternate would be required under the company criteria, assuming no other rule trigger.
Traps
- Treating a TAF as a forecast only at the exact ETA and ignoring TEMPO or BECMG groups.
- Assuming VFR always needs an ATS flight plan, or that IFR never does.
- Forgetting a take-off alternate when departure weather is below approach minima.
- Using an expired AIP or not checking NOTAM for runway closures.