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one at any time at your discretion,
but don't forget to close it properly
if required (e.g. in Canada),
otherwise you will be overrun by
C130s. Booking out is enough for
other flights, such as local area
86 Operational Flying
training flights, or air tests. The
Company must have someone on
the ground responsible for
monitoring flight progress, and for
alerting the emergency services if
you do not arrive within 1 hour of
ETA. You are responsible for
ensuring that a plan has been filed,
and being fully aware of the details.
Because Canada is such a large place,
you must file at least a VFR Flight
Plan or Flight Itinerary wherever you
go, unless you are within 25nm of
the aerodrome. The latter can be left
Operational Procedures 87
with a Responsible Person, who
undertakes to notify the relevant
authorities if something happens.
International flights always require a
flight plan, but flights from Canada
to the USA are not considered as
such for this purpose, so there is a
different form.
Operational Flight Plan
A Navigation Log and Fuel Flight Plan
(sometimes known as a Progress Log,
or PLOG) is used for all IFR flights.
There are many variations on this
theme, but there is a suggested
sample overleaf for you to adapt as
necessary. There are occasions when
a reusable one is appropriate, like on
certain schedules and trips under 100
nm, but it's easier just to use a new
one all the time. In a helicopter you
may not need one anyway. The
company will normally issue a
prepared plan for each flight, but to
produce your own, you need at least
the following information:
·  aircraft registration, type and
variant
·  date and identification of flight
·  names of flight crew members,
and their duty assignments
·  places and times of departure
and arrival (off-block time, takeoff
time)
·  type of operation (ETOPS,
VFR, Ferry, training, etc.)
·  route with waypoints, distances,
time and tracks
·  planned cruising speed and
flying times between checkpoints/
waypoints. Estimated
and actual times overhead
·  safe altitudes and minimum
levels
·  planned altitudes and FLs; the
actual height should be entered
on each leg—check it's not
below the MSA! If it is, 'V' (for
VFR) should follow the level
entered, which you would be if
you've any sense.
·  fuel calculations (i.e. records of
in-flight fuel checks). For more
than 1 hour, fuel should be
recorded roughly every hour,
but use discretion where a
natural sector break occurs
within 5 or 10 minutes.
·  fuel on board when starting and
shutting down engines
·  alternates(s) for destination,
take-off and en-route, shown
immediately after the
destination workings, leaving
one line blank. It's normally
enough to enter the straight
track between the destination
and alternate, the MSA, track
and calculated flight time, a fiveminute
let down allowance and
the leg fuel. However, although
straight line diversions are often
adequate, they should be
realistic and include SIDs,
STARs, etc. where they
complicate the issue, because if
you need an alternate, you will
need it badly, and it doesn’t pay
to skimp on the planning.
·  initial ATS clearance and
subsequent re-clearance(s).
·  in-flight re-planning calculations
·  relevant met information. There
is a requirement to record pre
88 Operational Flying
and inflight weather for the
destination and alternates.
Minima must be calculated and
entered prior to departure if less
than twice the minima is
forecast (weather obtained for
flight planning purposes should
be carried on the flight and
included in the voyage report).
If you've got room, leave a blank line
between each sector to help deal
with reroutings and direct clearances.
When given changes in heading,
altitude, squawk or radio frequency,
write them down and cross the old
one out. It's too easy to forget when
things are busy.
Technical Log
A system for recording defects and
maintenance between scheduled
servicing, as well as information
relevant to flight safety and
maintenance. In other words, it’s the
formal means of communication
　
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