USEFUL INFORMATION

LVP IR-OPS & EU-OPS

Low visibility procedures (LVP) mean procedures applied at an aerodrome for the purpose of ensuring safe operations during
lower than standard category I, other than standard category II, category II and III approaches and low visibility take-offs. (IR-OPS
Annex I)

Low visibility take-off (LVTO) means a take-off with an RVR lower than 400 m but not less than 75 m. (IR-OPS Annex I)

Note that ICAO requires LVP for all departures below 550m RVR, not just LVTO

Low visibility procedures exist to support Low Visibility Operations at Aerodromes when either surface visibility is sufficiently low
to prejudice safe ground movement without additional procedural controls or the prevailing cloud base is sufficiently low to
preclude pilots obtaining the required visual reference to continue to land at the equivalent of an ILS Cat 1 DH/DA. It should be
noted that in the latter case, surface visibility may be relatively good but the TWR visual control room may be in cloud/fog.

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RVR

Runway Visual Range (RVR) is the range over which the pilot of an aircraft on the centerline of a runway can see the runway
surface markings or the lights delineating the runway or identifying its centerline.

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AIP

An Aeronautical Information Publication (AIP) is a publication issued by or with the authority of a State and containing
aeronautical information of a lasting character essential to air navigation.
The AIP contains details of regulations, procedures and other information pertinent to the operation of aircraft in the particular
country to which it relates. It is usually issued by or on behalf of the respective civil aviation administration and constitutes the
basic information source for permanent information and long duration temporary changes.
The structure and contents of the document are standardized by international agreement through ICAO. AIPs normally have three
parts - GEN (general), ENR (en route) and AD (aerodromes). The documents contain many charts; most of these are in the AD
section where details and charts of all public aerodromes are published.
Full details regarding AIPs are contained in ICAO Annex 15 (AIS), Chapter 4.
AIPs are kept up-to-date by regular revision on a fixed cycle. For operationally significant changes in the information, the cycle
known as the AIRAC (Aeronautical Information And Control) cycle is used: revisions (normally 1 per 28 days) are produced every
56 days (double AIRAC cycle) or every 28 days (single AIRAC cycle). These changes are received well in advance so that users of
the aeronautical data can make necessary amendments, for example, updating standard routes and flight management systems
(FMS).
AIPs are cumbersome documents, not usually intended to be used in the air. Commercial organizations make relevant extracts to
form flight information publications (FLIPs) of convenient size to be used on aircraft.

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AIRMET

An AIRMET is a message containing information issued by a meteorological watch office concerning the occurrence or expected
occurrence of specified en-route weather phenomena which may affect the safety of low-level aircraft operations and which was
not already included in the forecast issued for low-level flights in the flight information region concerned.
In this context, low-level operations mean flight below FL100 (or below FL150 or higher in mountainous areas).
An AIRMET gives a concise description of the phenomena in abbreviated plain language
The following are examples of weather phenomena that may be described in an AIRMET:
Surface wind speed above 30 kt
Surface visibility below 5000 m
Thunderstorms
Mountain obscuration
Broken or overcast Cloud with a base below 1000 ft
Cumulonimbus clouds
Moderate or severe icing
Moderate or severe turbulence
Moderate or severe Mountain Waves

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ALTERNATE AERODROME

An alternate aerodrome is an aerodrome to which an aircraft may proceed when it becomes either impossible or inadvisable to
proceed to or to land at the aerodrome of intended landing.
An alternate aerodrome must comply with the following conditions throughout the period for which it is nominated as an
alternate aerodrome:
The aerodrome must be open;
The airfield condition (available runway length, strength, etc.) must be suitable for the safe operation of the aircraft type;
The status of electronic equipment must be suitable to permit safe operation in the expected weather conditions;
The weather conditions must be sufficient to permit the safe operation of the aircraft.
The following information is taken from ICAO Annex 6, Chapter 4.
Alternate aerodromes include the following:
Take-off alternate. An alternate aerodrome at which an aircraft can land should this become necessary shortly after take-off and
it is not possible to use the aerodrome of departure.
A take-off alternate aerodrome shall be selected and specified in the operational flight plan if the weather conditions at the
aerodrome of departure are at or below the applicable aerodrome operating minima or it would not be possible to return to the
aerodrome of departure for other reasons.
The take-off alternate must be within a specified distance of the departure aerodrome.
For an aerodrome to be selected as a take-off alternate the available information shall indicate that, at the estimated time of use,
the conditions will be at or above the aerodrome operating minima for that operation.

En-route alternate. An aerodrome at which an aircraft would be able to land after experiencing an abnormal or emergency
condition while en route.

ETOPS en-route alternate. A suitable and appropriate alternate aerodrome at which an airplane would be able to land after
experiencing an engine shutdown or other abnormal or emergency condition while en route in an ETOPS operation.
En-route alternate aerodromes, required for extended range operations by airplanes with two turbine power-units, shall be
selected and specified in the operational and air traffic services (ATS) flight plans.
Destination alternate. An alternate aerodrome to which an aircraft may proceed should it become either impossible or inadvisable
to land at the aerodrome of intended landing.
For a flight to be conducted in accordance with the instrument flight rules, at least one destination alternate aerodrome shall be
selected and specified in the operational and ATS flight plans, unless:
a) the duration of the flight and the meteorological conditions prevailing are such that there is reasonable certainty that, at the
estimated time of arrival at the aerodrome of intended landing, and for a reasonable period before and after such time, the
approach and landing may be made under visual meteorological conditions; or
b) the aerodrome of intended landing is isolated and there is no suitable destination alternate aerodrome.
Note: The aerodrome from which a flight departs may also be an en-route or a destination alternate aerodrome for that flight.

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APU

An Auxiliary Power Unit or APU allows an aircraft to operate autonomously without reliance on ground support equipment such
as a ground power unit, an external air-conditioning unit or a high-pressure air start cart.
The APU is a small jet engine that is normally located in the tail cone of the aircraft but, in some cases, is located in an engine
nacelle or in the wheel well. The APU can be started utilizing only the aircraft battery(s) and, once running, will provide electrical
power to aircraft systems as well as bleed air for air conditioning and for engine start.
When the APU is certified for use in flight, the APU can be used, as required, to provide an additional source of electrical power
in the event of the loss of an engine generator. It can also be used as a source of bleed air for starter assist for an inflight engine
relight or to power, the air-conditioning packs in the event conditions or company policy dictate that the takeoff be conducted
with the engine bleed turned off.

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CTOT

Calculated Take-Off Time (CTOT) - The time provided by the Central Flow Management Unit (CFMU), taking into account the
European Civil Aviation Conference (ECAC) ATC flow situation, that an aircraft has been calculated to take off. The CTOT, also
known as the ATFM ( Air Traffic Flow Management) slot, has a tolerance of – 5 to +10 minutes

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CFMU

The CFMU was established in 1995 as a EUROCONTROL Directorate in accordance with the ICAO Centralised Air Traffic Flow
Management (ATFM) Organisation to provide the ATFM Service, on behalf of the participant States, in a specified part of the EUR
Region. The CFMU comprised the Central Executive Unit and the Flight Data Operations Division with the Integrated Initial Flight
Plan Processing System. For Airspace Management (ASM) purposes, the CFMU has been also entrusted with the Centralised
Airspace Data Function (CADF).
The Centralised Airspace Data Function is an ASM function entrusted to the CFMU by the ECAC States for consolidating Conditional
Route information contained in the various national Airspace Use Plans (AUPs). The CADF compiles these plans into a single
coherent list - the European Airspace Use Plan and distributes it on behalf of the States, to the Aircraft Operators.

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CRS (Certificate of Release to Service)

A statement signed by an LAE (Licensed Aircraft Engineer), with the appropriate certifying approvals, which asserts that the aircraft
is airworthy to the degree appropriate for safe flight

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DECISION ALTITUDE/HEIGHT

The Decision Altitude (DA) or Decision Height (DH) is a specified altitude or height in the Precision Approach or approach with
vertical guidance at which a Missed Approach must be initiated if the required visual reference to continue the approach has not
been established. (ICAO Annex 6)

Decision altitude (DA) is referenced to mean sea level and decision height (DH) is referenced to the threshold elevation.
The DH for Category II and III approaches is invariably assessed by reference to a radio altimeter and never a barometric altimeter;
therefore the minima can only be expressed as DH and not DA. For approaches with DH of 200ft or higher, radio altimeter reading
would be unreliable due to the unevenness of the terrain; therefore a barometric altimeter is always used and the minima may be
expressed as DH or DA.
The required visual reference means that section of the visual aids or of the approach area should have been in view for sufficient
time for the pilot to have made an assessment of the aircraft position and rate of change of position, in relation to the desired
flight path. In Category III operations, the required visual reference is that specified for the particular procedure and operation.
For convenience where both expressions are used, they may be written in the form "decision altitude/height" and abbreviated
"DA/H"

The missed approach must be commenced at the DA/H unless the required visual reference has been established. Calculation of
the DA/H takes into account that the aircraft will descend below the DA/H during the missed approach.
For more information regarding the calculation of DA/H see Aerodrome Operating Minima (AOM).

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MNPS (Minimum Navigation Performance Specifications)

In certain geographical areas (e.g. the North Atlantic, the northern portion of Canada) it is a requirement that aircraft carry
navigational equipment which permits an enhanced degree of accuracy, especially as regards tracking. To this end, equipment
redundancy (two independent long-range navigation systems) may be legislated to provide for the failure case.
The prescribed minimum navigation performance specifications (MNPS) and the procedures governing their application are
published in the Regional Supplementary Procedures (ICAO Doc 7030) as well as in national AIPs.

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MSA (Minimum Sector Altitude)

The Minimum Sector Altitude (MSA) is the lowest altitude which may be used which will provide a minimum clearance of 300 m
(1 000 ft) above all objects located in the area contained within a sector of a circle of 46 km (25 NM) radius centered on a radio
aid to navigation. (ICAO PANS-OPS/I - definitions)

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SID / STAR

A Standard Instrument Departure Route (SID) is a standard ATS route identified in an instrument departure procedure by which
aircraft should proceed from the take-off phase to the en-route phase.

A Standard Arrival Route (STAR) is a standard ATS route identified in an approach procedure by which aircraft should proceed
from the en-route phase to an initial approach fix.

SIDs and STARs are produced with the object of expediting the safe and efficient flow of air traffic operating to and from the
same or different runways at the same or neighboring airfields.
SIDs and STARs aim to deconflict potentially conflicting traffic by the use of specific routings, levels, speed restrictions, and
checkpoints. The flight crew shall comply with published SID and STAR speed restrictions unless the restrictions are explicitly
canceled or amended by the controller. Some SID and STAR speed restrictions ensure containment with RNAV departure or
arrival procedure, e.g. maximum speed associated with a constant radius arc to a fix (RF) leg (PANS-ATM, Amendment 7 of
2016).
Typically, each runway will have a number of SIDs and STARs to ensure that air traffic is not unnecessarily delayed by deviation
from the direct route from or to the aerodrome.
The SID or STAR which a pilot intends to use is usually included in the ATC flight plan.

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VOR

VHF Omnidirectional Radio Range (VOR), is an aircraft navigation system operating in the VHF band. VORs broadcast a VHF radio
composite signal including the station's Morse Code identifier (and sometimes a voice identifier), and data that allows the airborne
receiving equipment to derive the magnetic bearing from the station to the aircraft. This line of position is called the "radial".
Alternatively, the VOR radial may be combined with magnetic heading from the aircraft compass to provide a bearing relative to
the aircraft axis, which can be used to home to the beacon. VOR beacons are frequently used as way-points on conventional
Airway systems, or as the basis for a Non-Precision Approach.

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FUEL

Additional Fuel
Additional fuel is the fuel that is added to comply with a specific regulatory or company requirement. Examples include ETOPS
fuel, fuel required for a remote or island destination where no alternative is available and fuel required to satisfy a MEL or CDL
performance penalty.

Alternate Fuel
Alternate fuel is the amount of fuel required from the missed approach point at the destination aerodrome until landing at the
alternate aerodrome. It takes into account the required fuel for:
Missed approach at the destination airport
Climb to en route altitude, cruise, and descent at alternate aerodrome
Approach at alternate
Landing at the alternate aerodrome
When two alternates are required by the Authority, alternate fuel must be sufficient to proceed to the alternate which requires a
greater amount of fuel.

Ballast Fuel
Ballast fuel is sometimes carried to maintain the aircraft center of gravity within limits. In certain airplanes, a zero fuel weight
above a defined threshold requires that a minimum amount of fuel be carried in the wings through all phases of flight to
prevent excessive wing bending. In both cases, this fuel is considered ballast and, under anything other than emergency
circumstances, is not to be burned during the flight.
Block Fuel / Ramp Fuel / Total Fuel On Board
Block fuel is the total fuel required for the flight and is the sum of the Taxi fuel, the Trip fuel, the Contingency fuel, the
Alternate fuel, the Final Reserve fuel, the Additional fuel, and any Extra fuel carried.

Contingency Fuel / Route Reserve

Contingency fuel is carried to account for additional en-route fuel consumption caused by wind, routing changes or ATM
restrictions. According to ICAO Annex 6, the recommended minimum contingency fuel is the greater of 5% of the trip fuel or 5
minutes holding consumption at 1500' above destination airfield elevation computed based on calculated arrival weight.
However, some regulators have eliminated the minimum time requirement and some have increased the recommended time
interval in their National Regulations. As well, some regulators allow contingency fuel reduction to 3% of trip fuel, or to specific
time increments, with the use of en-route alternates and conditional upon demonstrated performance criteria from the
Operator. At least one authority allows, under very specific circumstances, for contingency fuel to be reduced to 0. In all cases,
an Operator can direct that its crews carry contingency fuel in excess of that required by their NAA.

Extra Fuel
Fuel added at the discretion of the Captain and/or the dispatcher

Final Reserve Fuel / Fixed Reserve Fuel / Holding Fuel

Final reserve fuel is the minimum fuel required to fly for 30 minutes at 1,500 feet above the alternate aerodrome or, if an
alternate is not required, at the destination aerodrome at holding speed in ISA conditions. Some Regulating Authorities require
sufficient fuel to hold for 45 minutes.

Minimum Brake Release Fuel

Minimum brake release fuel is that quantity of fuel which, at the commencement of the takeoff roll, complies with all regulatory
requirements for the flight in question. This is the minimum legal fuel required for departure.

Reserve Fuel / Minimum Diversion Fuel

Reserve fuel is the sum of Alternate fuel plus Final Reserve fuel.

Taxi Fuel
Taxi fuel is the fuel used prior to takeoff and will normally include pre-start APU consumption, engine start, and taxi fuel. Taxi
fuel is usually a fixed quantity for an average taxi duration. However, local conditions at the departure aerodrome such as
average taxi time, normal ground delays and any anticipated deicing delays should be taken into consideration and the taxi fuel
adjusted accordingly.

Trip Fuel / Burn / Fuel to Destination

The Trip fuel is the required fuel quantity from brake release on takeoff at the departure aerodrome to the landing touchdown
at the destination aerodrome. This quantity includes the fuel required for:
Takeoff
Climb to cruise level
Flight in level cruise including any planned step climb or step descent
Flight from the beginning of the descent to the beginning of approach,
Approach
Landing at the destination
Trip fuel must be adjusted to account for any additional fuel that would be required for known ATS restrictions that would result
in a delayed climb to or early descent from planned cruising altitude.

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PRECISION APPROACH

A precision approach is an instrument approach and landing using precision lateral and vertical guidance with minima as
determined by the category of operation.[1]
Note. Lateral and vertical guidance refers to the guidance provided either by:

a) a ground-based navigation aid, or

b) computer-generated navigation data displayed to the pilot of an aircraft.
c) a controller interpreting the display on a radar screen (Precision Approach Radar (PAR)).

Categories of precision approach and landing (including ILS and Autoland) operations are defined according to the
applicable DA/H and RVR or visibility as shown in the following table.
Category of Visibility not less
Decision Height (DH) (2) RVR
Operation than
CAT I not lower than 60 m (200 ft) not less than 550 m 800 m
lower than 60 m (200 ft), but not lower than 30 m
CAT II not less than 350 m (1)
(100 ft)
CAT IIIA lower than 30 m (100 ft) or no DH not less than 200 m
less than 200 m but not less than
CAT IIIB lower than 15 m (50 ft) or no DH
50 m
CAT IIIC no DH no RVR limitation

Notes:
(1) Appendix 1 to JAR-OPS 1.430, Table 6, permits the use of an RVR of 300m for Category D aircraft conducting an autoland.
(2) Vertical minima:
▪ CAT I Because the aircraft is unlikely to be flying over level ground at the same elevation as the touch-down zone when
passing the Missed Approach Point, the vertical minima used in a CAT I approach is measured by reference to a barometric
altimeter. In practice, this means that when flying a CAT I approach either a DA or DH may be used.
▪ CAT II/III Because greater precision is required when flying a CAT II or CAT III approach, special attention is given to the
terrain in the runway undershoot to enable a radio altimeter to be used. CAT II and CAT III approaches are therefore
always flown to a DH with reference to a radio altimeter.
CAT II and CAT III instrument approach and landing operations are not permitted unless RVR information is provided.
On reaching the DH, the pilot may continue the approach to land provided that the required visual references have been
established. Otherwise, the pilot must commence a missed approach procedure.

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Mass & Balance

BEW + Fabrika ağırlığı , variable load , içindeki yakıt , su , kabin ekibi be bagajları = DOW
DOW + Payload : ZFW
DOW + Fuel = OW
ZFW + Block Fuel : RW
RW - Taxi Fuel = TOW
TOW – Trip Fuel = LDW
DOW – VL = BEW
TOW – Block Fuel = ZFW
TOW – Payload = OW
OW – Fuel = DOW
ZFW – Payload = DOW
Block Fuel – Taxi Fuel = TOF ( Take Off Fuel )

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LDA : Landing Distance Available
TORA : Take Off Run Available
TODA : Take Off Distance Available
ASDA : Accelerate Stop Distance Available
QNH: Istasyon basıncının (QFE) deniz seviyesine indirgenmesi ile bulunan basınç değeridir.
QNE: pistin basınç irtifasına denir.

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Alternate Seçme Miniması

Arrival Alternate

CAT III – CAT II CAT I

CAT I NON – PRECISION
NON – PRECISION NON – PRECISION
CIRCLE TO LAND CIRCLE TO LAND

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