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obstruction will be taken into consideration when determining the minimum en route altitude (MEA)
and in emergency procedures discussion.
2.18. Special Use Airspace. When determining the flight planned route, the locations of special use
airspace will have to be considered. The best way to find the locations of the areas is by checking an en
route chart. After the route is determined, any special use airspace that may be close enough to the route
of flight to cause concern (as per governing directives) should be annotated on the chart with pertinent
information. Annotate time and days of operation, effective altitudes, and any restriction applicable to
that area. These areas, when annotated on the chart, will assist the navigator with in-flight mission
changes and prevent planning a route of flight that cannot be flown.
Section 2F— Flight Plans
2.19. Manual Flight Plans. Flight plans differ in format between services and commands. To meet
specialized operational requirements, each command prescribes and issues its own navigation forms.
Typical completed flight plan forms are shown in Figures 2.2 and 2.3. There are slight differences in the
flight plan columns; the main differences are in the time and fuel analysis sections. The headings and
columns on the forms are self-explanatory.
2.20. Computer Flight Plans. Computer flight plans can be obtained from operations or weather
personnel prior to departure. The navigator computes only additional information required by local
procedures, such as equal time point (ETP) or fuel analysis. A typical computer flight plan is illustrated
in Figure 2.4. There are many different types of computer flight plans; they provide essentially the same
information, but in different formats.
2.21. Fuel Analysis. For the following fuel planning discussion, refer to Figure 2.2.
2.21.1. En Route Fuel. En route fuel is determined with a fuel graph such as the one depicted in Figure
2.5. Each type aircraft has a series of fuel graphs based on: (1) aircraft gross weight, (2) pressure or
density altitude, (3) true airspeed (TAS) or Mach number and on some aircraft, (4) the aerodynamic drag
of external stores. En route fuel is computed in a manner that will take into account the worst fuel
consumption situation, such as the lowest cruise altitude and highest airspeed. Most fuel graphs will be
designed for standard day conditions, so temperature deviation will have to be considered. En route fuel
can be calculated from the start descent point or initial approach fix (IAF), whichever is specified by the
command.
AFPAM11-216 1 MARCH 2001 75
Figure 2.2. Typical Air Force Flight Plan.
Figure 2.3. Typical Navy Flight Plan.
76 AFPAM11-216 1 MARCH 2001
Figure 2.4. Typical Computer Flight Plan.
AFPAM11-216 1 MARCH 2001 77
Figure 2.5. Typical Fuel Graph.
78 AFPAM11-216 1 MARCH 2001
2.21.2. Fuel Reserve. This is the quantity of fuel carried in excess of mission requirements if the flight
is completed as planned. Major commands are authorized to establish fuel requirements for assigned
aircraft. In the absence of command established reserves, refer to AFI 11-202, Volume 3, for additional
information.
2.21.3. En route Plus Reserve. Add en route time and reserve time together to obtain the en route plus
reserve time. In some commands, this fuel is extracted from the fuel graph in the same manner as the en
route fuel.
2.21.4. Alternate Fuel. The fuel to the alternate is based on the fuel flow for the gross weight of the
aircraft at destination, the true airspeed (TAS) and altitude flown to the alternate. Some flight manuals
include graphs designed for computing fuel to the alternate, but the fuel can also be computed by adding
the time to the alternate and to the en route time. This time is then used to extract the total fuel required
from takeoff to alternate. En route fuel is then subtracted from this to obtain the fuel to the alternate. A
standard fuel amount may be added to allow for a missed approach at the original destination.
2.21.5. Holding Fuel. Adverse weather, air traffic, or aircraft malfunction in the terminal area may force
the aircraft to hold in the local area for a period of time before landing. The amount of holding fuel is
based on any planned delays according to applicable directives.
2.21.6. Approach and Landing Fuel. Approach and landing fuel is the fuel required from the terminal
fix to the runway. This is computed for a prescribed amount of time (usually 15 minutes). The amount of
fuel needed for approach and landing varies with the aircraft.
2.21.7. Total Takeoff or Flaps Up. This is the cumulative total fuel from takeoff or flaps up that is
required for en route, reserve, alternate, holding, and approach and landing.
　
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