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twenty minutes, when it is obvious
you are going in the right direction
and you have come up with a
suitable revised ETA, the examiner
will break off the first leg and start
the diversion exercise.
The PLOG
The letters are short for Progress Log,
or a sheet of paper which tabulates
the details of a particular flight, used
for flight planning and checking
progress on the actual trip. In
commercial companies, it must be
kept as a record of the flight.
Once you've drawn your line on the
map representing the desired track,
you put its details in the appropriate
boxes on the plog, work out the
wind, obtain your intended heading
and groundspeed, apply the
magnetic variation, calculate the fuel
required, fill 'er up and you’re ready
to go.
Below is a sample form, partly filled
in with details of a proposed trip
from Yellowknife (CFYK) to Fort
Smith (CBDI) – it's taken from the
D-13 WAC chart. Notice that the
Flight Level (or altitude, in this case)
is higher than the Safety Altitude,
which I've taken from the biggest
blue figure in the lat/long boxes en
route, plus a bit for mother.
Get your whizzwheel (see below)
and see if you can fill in the rest,
given that the wind velocity is
180/15. If you want to cheat, the
picture overleaf will show you what
it should look like.
The figures for an alternate
aerodrome have been left out for
clarity, but you should always choose
one and work out the figures for it in
the same way, before you go - by
definition, an alternate is for when
you really need one, and there's never
enough time to do things on the run.
When planning a trip with a lot of
legs, my own preference, if there's
room, is to leave a line between each
one, in case you do have to change
things, or you note any differences,
such as wind velocity, and work out
a new groundspeed.
330 Canadian Professional Pilot Studies
Different organisations will have
their own version of the above form,
but this is more or less like what you
will see in the exam. The only things
that are missing are boxes for fuel
flow and weights at relevant points.
Whatever you use, it needs at least
the following information:
·  aircraft registration, type, variant
·  date and identification of flight
·  names of flight crew members,
and their duty assignments
·  places and times of departure
and arrival (off-block, take-off)
·  type of operation (ETOPS,
VFR, Ferry, private, training.)
·  route and checkpoints;
waypoints, distances, time and
tracks
·  planned cruising speed and
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 MEA or MOCA!
·  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
before or after this time by 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 MOCA, 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
Flight Planning 331
·  relevant met information. There
is a requirement to record pre
and inflight weather for
destination and alternates.
Minima must be calculated and
entered before departure if less
than twice the minima is
forecast (weather for flight
planning purposes should be
carried on the flight and
included in the voyage report).
The tactics are to fill the form up to
　
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