CAA NZ CPL Flight Navigation General cheat sheet

Trip fuel = fuel from takeoff to landing at destination, including climb, cruise, descent and any planned intermediate stops.

Contingency fuel: NZ CAA requires at least 5% of trip fuel or 5 minutes holding, whichever is greater, for IFR operations without an alternate; with an alternate, use 5% of trip fuel.

Alternate fuel = fuel to fly from destination to alternate via planned route, including approach and landing.

Final reserve fuel: 30 minutes holding at 1,500 ft above aerodrome in ISA conditions for turbine aircraft; 45 minutes for piston aircraft.

Fuel planning must account for forecast winds, temperatures, aircraft configuration, and anticipated ATC delays.

Use the aircraft flight manual (AFM) or performance charts to determine fuel flow for climb, cruise, and descent; do not rely on generic figures.

Calculate fuel required = trip fuel + contingency + alternate + final reserve + taxi fuel + any additional fuel (e.g., for icing, APU).

Check that takeoff weight does not exceed maximum takeoff weight (MTOW) and that landing weight does not exceed maximum landing weight (MLW); fuel load may need adjustment.

True airspeed (TAS) = indicated airspeed (IAS) corrected for position error, instrument error, and density altitude; use AFM or navigation computer.

Track (TR) is the intended path over the ground; heading (HDG) is the direction the aircraft nose points; drift = track minus heading (positive right).

Wind correction angle (WCA) = arcsin( (wind speed / TAS) * sin(wind direction - track) ).

Ground speed (GS) = TAS * cos(WCA) + wind speed * cos(wind direction - track).

Time to next waypoint = distance / ground speed; update ETA using actual ground speed and remaining distance.

1 in 60 rule: for small angles, off-track distance ≈ (distance flown * track error) / 60; track error in degrees.

Use visual checkpoints, NDB/VOR cross-bearings, or GNSS to fix position; compare with DR position to assess wind and update heading.

Log all heading changes, ETA revisions, and fuel checks at least every 30 minutes or at waypoints.

VOR radial indicates magnetic bearing from the station; to fly inbound, set the OBS to the radial and track with CDI centered; reverse sensing when flying outbound on the back course.

NDB provides relative bearing; ADF needle points to the station; magnetic bearing = aircraft heading + relative bearing.

DME provides slant range distance; error is negligible at distances > 1 NM per 1,000 ft altitude; use for ground speed and time to station.

ILS localizer provides lateral guidance (108.10–111.95 MHz, odd tenths); glideslope provides vertical guidance (329.15–335.00 MHz); marker beacons indicate distance.

Transponder codes: 7500 hijack, 7600 radio failure, 7700 emergency; squawk assigned code for IFR/VFR.

Use approved RNAV systems for PBN; ensure database currency and correct system selection (e.g., GPS, GNSS, DME/DME).

RAIM (Receiver Autonomous Integrity Monitoring) prediction required for GPS approaches; check NOTAMs for outages.

When using a VOR, identify the station by Morse code and monitor for failure or incorrect indications; cross-check with other aids.

PBN (Performance-Based Navigation) specifies RNAV and RNP systems; RNAV 10, RNAV 5, RNAV 2, RNAV 1, RNP 4, RNP 2, RNP 1, RNP APCH, RNP AR APCH.

RNP requires on-board performance monitoring and alerting; RNAV does not require alerting but requires specified accuracy.

GNSS accuracy: horizontal 95% < 3 m (WAAS/SBAS) or < 15 m (standalone); RAIM ensures integrity for navigation.

For RNAV approaches, use LNAV, LNAV/VNAV, or LPV minima; LPV requires SBAS and provides vertical guidance similar to ILS.

Flight plan includes equipment suffix (e.g., /G for GPS, /R for RNP AR); ensure aircraft approved for intended PBN specification.

Check NOTAMs for GNSS outages; if RAIM not available, alternate navigation means required.

Use correct ARINC 424 procedure coding; verify waypoints, tracks, and altitudes against chart before execution.

When flying RNAV, monitor cross-track error (XTK) and fly to keep it within specified limits (e.g., 0.5 NM for RNAV 1).

Wind velocity is given as direction (true or magnetic) and speed; in flight, use winds aloft forecasts (e.g., FD) and actual reports (e.g., AMDAR).

Temperature affects true airspeed and fuel consumption; use ISA deviation to calculate TAS from IAS.

Jet streams (core speed > 60 kt) cause significant tailwind/headwind; plan altitude to take advantage or avoid.

Icing conditions: visible moisture and temperatures between 0°C and -20°C; plan to avoid or use anti-ice; increased fuel burn.

Thunderstorms: avoid by at least 20 NM; use weather radar; do not attempt to fly through CBs.

Mountain waves: strong winds over mountains cause severe turbulence, downdrafts; plan to cross at least 2,000 ft above ridge height.

Use METAR/TAF for departure, destination, and alternate; check trends and significant weather charts (SIGWX).

Altimeter setting: QNH for altitude above MSL; QFE for height above aerodrome; standard 1013.25 hPa for flight levels.

NZ AIP (Aeronautical Information Publication) contains all operational information; check AIP Supplements and NOTAMs for changes.

VFR charts (e.g., NZ 1:500,000) show airspace classes, controlled airspace, restricted areas, and reporting points.

Airspace classes: A (IFR only), C (IFR and VFR, clearance required), D (IFR and VFR, clearance required), E (IFR and VFR, IFR gets separation), G (uncontrolled).

Transition altitude in NZ is 13,000 ft AMSL (or as published); use QNH below, standard above.

Mandatory reporting points: for IFR, at all waypoints; for VFR, as specified on charts or by ATC.

Use appropriate units: altitude in feet, distance in nautical miles, speed in knots, wind in degrees true/magnetic, temperature in Celsius.

Check chart currency and effective dates; use current edition of AIP and charts.

Special use airspace: restricted, danger, and military operating areas; avoid unless clearance obtained.

Basic empty weight (BEW) includes airframe, engines, fixed equipment, unusable fuel, and full oil; check AFM for actual.

Use weight and balance manual to compute CG; ensure CG within forward and aft limits for takeoff, landing, and zero fuel weight.

Maximum zero fuel weight (MZFW) limits payload; fuel in wings may be used to keep bending moments within limits.

Performance: takeoff distance increases with altitude, temperature, weight, and tailwind; use AFM charts.

Landing distance increases with altitude, temperature, weight, and tailwind; account for runway slope and condition.

Navigation log: record waypoints, headings, TAS, wind, GS, distance, ETA, fuel, and actual times; update in flight.

Use actual fuel flow and ground speed to update fuel remaining and ETA; compare with flight plan.

Calculate landing weight = takeoff weight - trip fuel; ensure below MLW; if not, reduce payload or fuel.

For international flights, comply with ICAO annexes, NZ CAA rules (Part 91, 121, 125, 135), and destination country regulations.

Flight plan filing: required for IFR and for VFR in controlled airspace; use NZ CAA form or approved system; include aircraft identification, type, wake turbulence category, equipment.

Customs and immigration: notify 24 hours before departure for international flights; ensure passports, visas, and health requirements.

Overflight and landing permits: required for some countries; check with diplomatic representatives or civil aviation authority.

Emergency procedures: know SAR frequencies (121.5 MHz), ELT activation, and communication failure procedures.

Oceanic procedures: use NAT HLA (formerly MNPS) for North Atlantic; specify RNP 10 or RNP 4; check MNPS/NAT requirements.

Daylight and night currency: for night passenger carrying, recent experience required; check NZ CAA rules.

Fuel requirements for international: ensure compliance with destination alternate and en-route alternate requirements; carry extra fuel for contingencies.