Enroute Delays

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CHAPTER TWO
INTERMEDIATE FLIGHT PREPARATION WORKBOOK
COMPARISONS:
Method
Pounds per Minute
(1). Once fuel flow/min is
(1). Requires accurate ETEs;
determined, multiply by time
preflight winds must be
reasonably accurate (+ 10-20
remaining
KTS and 10-20 degrees)
(2). In-flight replanning
(2). Must recompute when
fuel flow changes
(3). Math intensive
Matrix
(1). Requires new matrix if
fuel flow changes
(2). Accurate
(2). Also dependent on
accurate ETEs
Gauge
(1). Same as matrix, but
(1). Sometimes difficult to
measure fractions of a gauge
flow changes
(2). Also dependent on
(2). Fast, tactical
accurate ETEs
Pounds per Nautical Mile
(1). Independent of preflight
(1). Cumbersome numbers to
ETEs
multiply and divide; small
(2). Useful on long, straight-
errors in PPNM figure can
line flights (i.e., cross-country
cause large errors
flights)
(2). Difficult to estimate
(3). In-flight replanning
average GS to IAF
Enroute Delays
The enroute approach on I5204 is mandatory with regard to completing the flight. Expect during
I5203 to do a minimum of 3 different approaches at 3 different fields. The approaches on I5203
will normally be filed approaches, but can be unplanned in-flight route change (such as simulated
divert). If planned, the delay should be included on the DD 175, per FLIP, with 0+20 allotted for
the approach. This will require a little more indepth fuel planning on the Jet Card, and FLIP
study to determine the peculiarities of the field.
When executing enroute delays, the clearance limit will be to the airport identifier of the delay
airfield. Further clearance will be given by Approach Control sometime during or after the
approach. It is important to note civilian and military air fields will often keep you up tower
frequency until clear of the Class D airspace, the switch to departure in these cases will be
directed by Tower. In any case be proactive and request your further clearance from ATC if they
do not give you one.
2-14
T-1A FLIGHT PROFILES

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