Flight Planning

&
Dispatch Procedures

Dispatch Services Department

กองอำนวยกำรบิน (OW)
ฝ่ ำยประสำนกำรอำนวยกำรบิน (OC)
 DO
สายปฏิบตั กิ าร

DP
ฝา่ ยปฏิบตั กิ ารบิน

OP OC ….
ฝา่ ยควบคุมและวางแผนการปฏิบตั กิ าร ฝา่ ยประสานการอานวยการบิน

OW OB
กองอานวยการบิน กองเอกสารการเดินอากาศ
Dispatcher Services Department
Our responsibility

Flight Planning

 Flight planning is performed by the licensed flight dispatcher on all routes.

 Using the Computer flight planning system (TAFS) to compute the Company flight plan.

 Flight planning shall include the complete pre-flight documentation (Company information,
NOTAM, MET information and Company flight plan) and ATS flight plan filing.

 Perform flight briefing to pilots

 The Dispatch Office performing remote flight planning shall forward the documentation to
the crew/stations concerned according to the established procedures including a dispatch
release.
On routes with a through planning, pre-flight documentation for the whole route
requirements shall be provided by the originating Dispatch Office
Dispatcher Services Department
Our responsibility

• Flight Assistance

Flight assistance normally covers such operational service as may be requested by an

aircraft in flight in order to overcome unforeseen circumstances in a more efficient
manner.
Such assistance shall be requested by the P-i-C when deeming it necessary, but
should also be initiated by the relevant Dispatch Office when unforeseen
circumstances arise, such as SIGMET.

• Flight Watch

Flight watch is established for flights over routes or portions of routes, where special
weather operational conditions exist and for flights operating with marginal fuel.
Dispatcher Services Department
Our responsibility

• Terminal Assistance
Terminal assistance may be established at aerodromes where the flight crew need on-ground
assistance with regard to the collecting and filing of flight documents, and with any other
operational services during a ground stop.

• Terminal Watch
A terminal watch may be established at aerodromes where flight crew need information
which is not available on the normal ATS channels, in order to carry out a more efficient and
economical operation.
This service should be available for aircraft approaching such aerodromes from before top
of descent and on departure until reaching top of climb.
The terminal watch information to an aircraft shall normally consist of the following as
required:
● Weather information not available on ATIS;
● NOTAM information of importance, not available on ATIS or the latest NOTAM;
● Expected traffic delays, if any;
● Runway conditions, if not available on ATIS or if deemed different from those given;
● Advice on availability of alternates and fuel requirement, in case a diversion is possible;
● Any other problems that the flight crew may not be aware of.
Requirements for a terminal watch should be specified by BKKOS.
 DISPATCH SERVICES PROFILE
TOC TOD

FLIGHT ASSISTANCE
TERMINAL WATCH FLIGHT WATCH TERMINAL WATCH

TERMINAL TERMINAL TERMINAL

ASSISTANCE ASSISTANCE ASSISTANCE

DEST ALTN
DEP

TERMINAL ASSISTANCE May be established at aerodromes where the flight crew need on-ground assistance with regard
to the collecting and filing of flight documents, and with any other operational services during a
ground stop.

TERMINAL WATCH May be established at aerodromes where flight crew need information which is not available on
the normal ATS channels, in order to carry out a more efficient and economical operation. This
service should be available for aircraft approaching such aerodromes from Top Of Descent and on
departure until reaching Top Of Climb.

FLIGHT ASSISTANCE Normally covers such operational services as may be requested by an aircraft in flight in order to
overcome unforeseen circumstances in a more efficient manner. Such assistance shall be
requested by the P-I-C when deeming it necessary, but should also be initiated by the relevant
dispatch office when unforeseen circumstances arise, such as SIGMET. Flight assistance may
also comprise any operational service to maintain efficient operation under unforeseen
circumstance, or when introducing new aircraft types or routes.

FLIGHT WATCH Is established for flights over routes or portions of routes, where special weather/operational
conditions exist and for flights operating with marginal fuel.
 Integrate Data from variant sources
Flight Schedule Weather
PAX
GRIB
Pay Load
NAV, Rule,
Acft Performance, NOTAM, Etc.
Status, MEL Flight
Planning

Policy, Rule and Regulations

ATC
Weight & Balance
Technical
Station
Operation
Pilot Briefing
What we deliver to pilots
FLIGHT FOLDER
ในแต่ ละเทีย่ วบินประกอบด้ วย

• SFP : Short Flight Plan หรือ Flight release

• OFP : Operational Flight Plan
• Weather Forecast : Wx Text
• Weather Forecast Chart :
– Significant Wx Chart
– Wind Chart
• NOTAMs
• Any other attached information (if
required)
 Course Outlines
- Definitions:Aerodrome & Others OM-A 8.1.2
- Approach & Planning Minima OM-A 8.1.2.2
- Weather Requirement OM-A 8.1.6
- Operating Conditions for fuel & Weight OM-A 8.1.7
- Planning method & Fuel Requirements OM-A 8.1.7
- Flight Folder & Document
- ATS flight plan & RPL OM-A 8.1.9
 Aerodrome Planning
Before an aerodrome is utilized for operations, it shall have been approved by DO. As a
general policy, the operation will be permitted only to an aerodrome where the aircraft type
concerned can operate utilizing normal operating procedures.

Only in case of emergency that an aerodrome which has not been approved for the aircraft
type concerned shall be utilized at the P-i-C's discretion.

In approving an aerodrome for THAI operation, the following facilities shall be considered:

 Runway dimensions and Pavement Classification Number (PCN) with regard to

performance requirements, including taxiing and parking requirements;
 ATS facilities including the availability of visual and non-visual aids;
 SAR facilities and capabilities;
 Local conditions, such as weather, terrain, or political aspects which may affect
operations;
 Ground service facilities for fueling, loading, cleaning and general handling using normal
operating procedures.
Aerodromes Planning

Adequate Airport
An airport satisfy with the aircraft performance requirements and runway
characteristics. At the time of use, it will be available with ATC services,
communication, NAV aids, lighting, emergency services, weather reporting, at
least one let-down aid (ground radar would qualify) to be used for an instrument
approach.
Aerodromes Planning
Minima
The term ―minima‖ refers to the aerodrome weather conditions and defines the minimum visibility (horizontal
and vertical) prescribed for taking off from, or landing a civil aircraft to this particular aerodrome.

Different concepts of minima are the following:

● Aircraft capability minima for which the aircraft
has been certified
They depend on:
– The aircraft type, performance and handling characteristics;
– The equipment available on the aircraft for the purpose of navigation and/or control of the flight path
.
● Aerodrome operating minima They depend on:
– The dimension and characteristics of the runways
– The adequacy and performance of the available visual and non-visual ground aids;
– The obstacles in the approach, missed approach and the climb-out areas
– The obstacle clearance altitude/height for the instrument approach procedures;
– The means to determine and report meteorological conditions.
They always take obstacle clearance into account and have different values depending on the weather
conditions and the aerodrome facilities available.

● Operator’s minima approved by the national authority of the operator, which is the lowest minima that
the operator is allowed to use, and written on the AOC
For CAT II or III minima, they may depend on a probationary period.

● Crew minima
They are the minima that the crew is authorized to operate. They are based upon the qualification
of the flight crew members.

● NOTAM may affect minima.

Aircraft categories:
Aircraft approach category means a grouping of aircraft based on 1.3 times
stalling speed (1.23 Vs-1G) in the landing configuration at maximum
certificated LDW.

Ceiling: The height above ground water of the base of the lowest layer of cloud below 6,000
M(20,000 FT) covering more than half the sky.
Or Height of cloud base above the surface covering more than half the sky.

DA/DH: A specified altitude in the precision approach at which a missed approach

must be initiated if the required visual reference to continue the approach has not been
established.
Means the wheel height or altitude above RWY elevation by which go-around
must be initiated unless adequate visual reference has been established
(DA: reference to MSL, DH: reference to the threshold elevation)
Instrument Approach

Precision approach: An instrument approach procedure utilizing azimuth

and glide path guidance information provided by ILS (Instrument Landing
System) or PAR (Precision Approach Radar)

Non-precision approach: An instrument approach procedure served by

visual aids and a non-visual aids providing at least directional guidance
adequate for a straight-in approach LLZ(LOC), VOR, NDB, Circling, GNSS
Aerodromes Planning
Approved Aerodromes to be used as…. On each specific
type of aircraft
- Departure Aerodrome
- Destination Aerodrome
- Departure (Takeoff) Alternate
- Destination Alternate Aerodrome
- En-route Alternate Aerodrome
- ETOPS En-route Alternate Aerodrome
- Emergency Aerodrome
Departure Aerodrome
An aerodrome from which aircraft depart

• NOTAM (NAV, Airport Facilities)

Departure Aerodrome
• Take off weight VS runways length and PCN
o TOW
o Runway
o Weather Condition
Departure Aerodrome
• Take off minima
● The visibility or RVR is equal or better than the take-off visibility or RVR limits;
● The weather conditions (ceiling and visibility) at the departure airport are equal or
better than the applicable minima for landing (approach) at that airport or at a usable
take-off alternate as defined in planning minima (See OM-A 8.1.2.2—Planning Minima).

When no reported meteorological visibility or RVR is available, a take-off may only be

commenced if the P-i-C can determine that sufficient visual reference exists to permit a
safe take-off.
When the reported meteorological visibility is below that required for take-off and RVR
is not reported, a take-off may only
be commenced if the P-i-C can determine that the actual visibility along the take-off
runway is equal to or better than the required minimum.
Takeoff Alternate Aerodrome
A takeoff alternate is an aerodrome to which a flight can proceed with one engine-out
whenever the aerodrome of departure is not available for a possible return due to
meteorological or performance reasons. The takeoff alternate aerodrome shall be
located within the following distance from the aerodrome of departure :
Two-engine aircraft: not more than a distance equivalent to a flight time of one
hour at the single-engine cruise speed.
Three or more engine aircraft: not more than a distance equivalent to a flight time
of two hours at the one-engine inoperative cruise speed.
Weather requirement for takeoff alternate is the same as that for destination.

BKK TOWER, XX999 engine # 1 shut down

Request divert to UTP…….. METAR VTBS 0430Z 00000KT 0600 FG
X
SCT020 BKN100=

XX999, Runway 19R Wind

calm clear for takeoff.
Destination Aerodrome
Intended destination:
The intended destination is normally the scheduled destination

Secondary destination:
A selective airport, which routed via the same POR (Point of Re-
planning) as the intended destination, to be planned as destination for
the purpose of accommodate more payload or fuel economy.

Isolated destination airport:

When destination alternate does not exist, The destination airport which
fuel required (diversion plus final) to the nearest alternate is more than
fuel to fly for two hours at normal cruise consumption above the
destination airport, including the final reserve fuel (30 min holding)
such airport can be considered as Isolated destination airport, for Thai,
only Perth (PER/YPPH) is selected as isolated destination airport. (OM-
A 8.1.2.3)
Destination Aerodrome
• Destination Weather Planning minima
 The weather forecast for destination airport will be used to determine the
number of alternate required for flight planning.
 During the period commencing one hour before and one hour after the ETA
at destination, if the weather condition indicates that it is at or above the
planning minima given in Table below, only one destination alternate is
required.
Weather requirement for destination using one alternate, and for take-off
alternate airport.

Also apply for takeoff alternate Minima

Destination Alternate Aerodrome
An aerodrome to which a flight may proceed if the destination becomes unavailable.
Such aerodrome(s) shall be specified on the Company and ATS flight plan.

All flights shall be planned with at least one alternate

to be reached via the destination, unless the criteria
for planning without alternate are fulfilled ALTN 1
and applicable.
ALTN 2
ALTN 6

DEST
DEP
ALTN 5

ALTN 4
ALTN 3
Destination Alternate Aerodrome
• Destination Alternate & En-route Alternate Weather Planning minima
The weather forecast, for airport to be planned as destination alternate, en-route
Alternate or isolated destination airport shall be indicated that, during the period commencing one
hour before and one hour after the ETA at that aerodrome(s), it is at or above the applicable
planning minima given in Table below

Planning with LOC minima is applicable, consider “non-precision”

Also apply for Isolate destination

En-route Alternate Aerodrome
En route Alternate

DEP DEST

20% of FPD 25% of FPD

100% Flight Plan Distance (FPD)

The en route alternate is the aerodrome which should be located within a circle with a radius equal to
20% of the total FPD, the center of which lies on the planned route at a distance from destination 25% of
the total FPD.

Aerodromes close to the intended track should be selected.

The weather at en route alternate shall be forecast and expected to be at or above Alternate minima.
The en route alternate shall be specified in Company (Computer) flight plan.
ETOPS Alternate Aerodrome
Extended range operations with two-engine aircraft.
ETOPS Alternate Aerodrome
Extended range operations with two-engine aircraft.

• ETOPS En-route Alternate Weather Planning minima

An aerodrome may be selected as ETOPS en-route alternate aerodrome when the
appropriate weather reports or forecasts, or any combination thereof, indicate that,
between the anticipated time of landing until one hour after the latest possible time
of landing, conditions calculated by adding values in "ETOPS En-route
Alternate Aerodrome Planning Minima".
Criteria to consider for Aerodromes planning
• Airport approved for type of planning
• Airport Availability
o NOTAM
• A/P Closed, RWY shortening/un-available, Equipment
downgraded, NAV aids downgrade, U/S, RFF downgrade
o PCN (pavement classification number) /ACN (Aircraft Classification Numbers)
• Usable runway length VS Aircraft weight
o Take off weight
o Landing weight
• Weather
o Take off minima
o Destination minima
o Alternate, Isolate, En-route Alternate minima
o ETOP minima
Weather & Metrological information
The relevant meteorological information required for the flight should be
arranged as specified below:

 METAR and/or TAF

 Significant Weather Chart for the applicable area

 Upper Wind Chart;

 SIGMETS, if there is significant weather concerning

operation of the flight;
Weather & Metrological information

METAR (SA) is an aviation routine weather report issued at hourly

or half-hourly intervals.
It is a description of the meteorological elements observed at an
airport at a specific time.

SPECI is an aviation special weather report issued when there is

significant deterioration or improvement in airport weather
conditions, such as significant changes of surface winds,

METAR RKSI 241100Z 32005KT 0050 R33R/0450U R33L/0500N

R34/0175N FG VV001 01/00 Q1029 NOSIG=

METAR (SPECI) RKSI 241125Z 32005KT 0800 FG M03/00 Q1030 NOSIG=

Weather & Metrological information

 TAF ( terminal aerodrome forecast or terminal area forecast)

FC : Short period aerodrome weather forecast less than 12HRs

May issued every 3hr.

TAF RKSI 241100Z 2412/2418 33006KT 0400 FG BKN003 =

FT : Long period aerodrome weather forecast up to 30 HRs

Issued every 6hr.

TAF RKSI 241100Z 2412/2518 33006KT 0400 FG BKN003

BECMG 2423/2424 1200 BR SCT020
BECMG 2501/2502 2500
BECMG 2504/2505 4200
BECMG 2512/2513 2200
BECMG 2515/2516 1200=
Weather & Metrological information
 Weather Report Decoding and Changing indicators
(TAF/METAR)
1 2 3 4 5
TAF RKSI 241100Z 2412/2518 33006KT 0400 FG BKN003
BECMG 2423/2424 1200 BR SCT020
6 BECMG 2501/2502 2500
BECMG 2504/2505 4200
BECMG 2512/2513 2200
BECMG 2515/2516 1200=
1. Type of Report
2. ICAO Station Identifier
3. Date and Time of Origin
4. Valid Period Date and Time
5. Forecast Meteorological Conditions
 Wind / Direction
 Visibility + weather phenomenon
 sky condition
 Ceiling : Height of cloud base above the surface covering more than half of the sky (BKN,OVC)
 CAVOK: Ceiling And Visibility OK, VIS ≥ 10km, No cloud BLW 5000ft or MSA whichever is higher, no
significant weather
 NSC: Nil Significant Cloud
 NSW: No significant weather
6. Changing Indicators
Weather & Metrological information
 Weather Report Decoding and Changing indicators
(TAF/METAR)

FROM Group: ie. (FM 251600)

The FM group is used when a rapid change, usually occurring in less than one hour.

BECOMING Group: ie. (BECMG 2504/2506)

The BECMG group is used when a gradual change in conditions is expected over a longer
time period, usually two hours. The gradual change will occur at an unspecified time within
this time period.

V V V V

T T T T
02 04 02 04 02 04 02 04

gradually change Completely change at change just before the fluctuate

begin of period end of period
Weather & Metrological information
 Weather Report Decoding and Changing indicators
(TAF/METAR)
TEMPORARY Group: ie. (TEMPO 2413/2416)

The TEMPO group is used for any conditions in wind, visibility, weather, or sky condition which are
expected to last for generally less than an hour at a time (occasional), and are expected to occur
during less than half the time period.

Probability Forecast: ie. (PROB40 2418/2424)

The PROB40 group is used when the occurrence of thunderstorms or precipitation is

in the 30% to less than 50% range,

Probability Temporary Forecast: ie. (PROB40 TEMPO 2418/2424)

A chance TEMPO to occur in the 30% to less than 50% ,

 Application of forecast change indicator in TAF

OM-A 8.1.6.3

 The precipitation associated with thunderstorm (TS) and shower (SH) is considered ―Showery conditions‖.
 Haze, mist, fog, dust/sandstorm, smoke and continuous precipitation are considered ―Prolonged conditions‖.
 Aerodromes planned as DEST/DEST & EN-RTE ALTN:
• Gusts: May be disregarded.
• Mean wind exceeding required limits may be disregarded, only for "TEMPO(>30min)" or "INTER(<30min)" in
connection with Showery conditions and for "PROB TEMPO" and "PROB INTER".
 Aerodromes planned as ETOPS EN-RTE ALTN:
• Gusts: Exceeding crosswind limits should be fully applied.
• Both mean wind and gusts may be disregarded, only for "PROB TEMPO" and "PROB INTER".
Weather & Metrological information

TAF RKSI 241100Z 2412/2518 33006KT 0400 FG BKN003

BECMG 2423/2424 1200 BR SCT020
BECMG 2501/2502 2500
BECMG 2504/2505 4200
BECMG 2512/2513 2200
BECMG 2515/2516 1200=

2500

1200

T
00 01 02 03

0230
Weather & Metrological information

TAF VABB 060300Z 0700/0806 20006KT 6000 HZ SCT020 SCT100

TEMPO 0700/0703 1200 TSRA
BECMG 0704/0706 04006KT 4000 HZ
BECMG 0708/0710 28008KT 6000
Weather & Metrological information
 Significant Weather Chart(SIGWX)
 Low Level (SWL): SFC-10000ft (15000ft in mountainous areas)
 Medium Level (SWM): FL100 to FL250 (only available for dedicated areas, defined in ICAO Annex 3)
 High Level (SWH): FL250 to FL630

Significant weather prognostic charts portray forecasts of selected weather conditions at specified valid
times. Each valid time is the time at which the forecast conditions are expected to occur.

High level SIGWX charts are available from World Area Forecast Center (WAFC) London, valid at specific
fixed times: 0000, 0600, 1200, and 1800 UTC. They show significant en-route weather phenomena over a
range of flight levels from 250 to 630, and associated surface weather features.

Medium/High Charts Include:

 Tropical Cyclone when mean surface wind
speed ≥ 34KT
 Moderate or severe turbulence (in cloud or
clear air)
 Moderate or severe icing
 Cumulonimbus clouds associated with
thunderstorm and with items above
 Flight level of tropopause
 Jet streams
 Information on the location of volcanic eruption
 Information on the location of an accidental
release of radioactive materials into the
atmosphere.
Weather & Metrological information
 Significant Weather Chart(SIGWX) for the applicable area
Weather & Metrological information
 Upper Wind Chart
Weather & Metrological information
 SIGMETS
SIGMETS are warnings of actual and/or forecasted weather phenomena,
hazardous to aircraft in-flight.

The area affected is always specified by making reference to a CTA or FIR.

Information of severe weather phenomena like: TS, TC, TURB, ICG, HVY
DS/SS, RDOACT CLD(radioactive cloud). Hail, Gust.

This information is also broadcast on the ATIS at ATC facilities, as well as

over VOLMET stations.

ZPKM - - KUNMING FIR

WS 250120Z 1 VALID 250221/250621 ZUUU- ZPKM KUNMING FIR
SEV TURB FCST N OF N24 ABV FL160 STNR NC=
 Planning method
&
Fuel requirements
OM-A 8.1.7
Standard Fuel Planning
The pre-flight calculation of usable fuel required for a flight includes
• Taxi fuel,
• Trip fuel
• Reserve fuel ( CF, Alternate fuel, Final reserve, Additional)

 Fuel Definitions
 Taxi fuel The amount of fuel is expected to be used prior to take-off, taking into account the APU
consumption. THAI using standard amount of taxi fuel, (Ex. B777 = 400Kg)

 Trip fuel The amount of fuel is required for:

 Take-off and climb o initial cruising level/altitude, departure routing
 Cruise from top of climb to top of descent, including any step climb/descent
 Descent to the point where the approach is initiated, arrival procedure
 Approach and landing at the destination aerodrome.

TOC TOD

DEP DEST ALTN

Standard Fuel Planning
 Reserve fuel
 Contingency fuel (CF) The amount of fuel is required for unseen factors which could have influence
on the fuel consumption to the destination aerodrome, such as deviation of an individual aircraft from
the expected consumption data, deviation from meteorological conditions and deviation from
planned routings, cruising levels or cruising altitudes.
 5% of trip fuel or 3% with En-route alternate or Minimum / Maximum amount (OM-A 8.1.7.1)
(Ex. A380 CFmin 1.8T, CFmax 5.4T)

 Alternate fuel The amount diversion fuel to alternate airport ,which shall include:
 Fuel for a missed approach
 Fuel for climb from missed approach altitude to cruising level/altitude
 Fuel for cruise from top of climb to top of descent
 Fuel for descent from top of descent to the point where the approach is initiated
 Fuel for executing an approach and landing at the destination alternate aerodrome.
 Note: If two destination alternate aerodromes are required, alternate fuel shall be
sufficient to proceed to the alternate aerodrome which requires the greater amount of
alternate fuel.

TOC TOD

DEP DEST ALTN

Standard Fuel Planning
 Reserve fuel
 Final reserv fuel Fuel required to fly for 30 min at holding speed at 1,500ft above aerodrome
elevation in standard conditions, calculated with the estimated weight on arrival at the alternate, or
the destination when no alternate.

 Company fuel Fuel uplifted in addition to minimum ramp fuel to cover Company’s specific
operational requirements such as destination holding. Where traffic holding is required, the holding
time recommended shall be listed on the respective Company’s information chart or applicable
NOTAM.

 Minimum additional fuel Fuel required in addition to Minimum fuel and Company fuel for the
purposes of:
 Covering Economy tankage/Through tankage
 Proceeding to an adequate alternate aerodrome in the event of engine failure or loss of
pressurization based on the assumption that such a failure occurs at the most critical point
along the route (ETOPS critical fuel)
 hold for 15 min at 1,500ft above aerodrome elevation in standard conditions when a flight is
operated without a destination alternate aerodrome.

TOC TOD

DEP DEST ALTN

Standard Fuel Planning
 Standard Fuel Planning

TOC TOD

DEP DEST ALTN

RAMP TAKEOFF Initial Cruise Descent LANDING Holding

WEIGHT WEIGHT 2 3 4 Diversion phase 5
1 climb phase phase WEIGHT phase
Start up & phase Descent APP & ALTN
Taxi out LDG LDG. WEIGHT

Climb
RAMP T/O CLIMB CRUISING FUEL DESCENT LANDING ALTN
FUEL FUEL FUEL FUEL FUEL LANDING
FUEL

TAXI F TRIP FUEL + CONTINGENCY FUEL ALTERNATE FUEL HLDG F

MINIMUM FUEL REQUIREMENT

Normal planning
Standard Fuel Planning

● Minimum fuel requirement

2
1. Taxi F.
3
2. Trip F.
4
3. CF5%
5
4. ALTN F.
5. Final reserve F.
6. Extra F., if required by the P-i-C.
1

● Weather Requirements
• Destination minima
• Alternate minima
• En-route Alternate minima same as Alternate
See OM-A 8.1.2.2.
Standard Fuel Planning (ERA)

● Minimum fuel requirement

2
1. Taxi F.
2. Trip F. 3

3. CF3% 4

4. ALTN F. 5

5. Final reserve F.
6. Extra F., if required by the P-i-C.

● Weather Requirements
• Destination minima
• Alternate minima
See OM-A 8.1.2.2.
Standard Fuel Planning VS Weight

APRON DEP DEST ALTN

Ramp Fuel Takeoff Fuel Landing Fuel Fuel at ALTN

TAXI F. TRIP F. CF (Remain) HLDG F.
TRIP F.
CF
ALTN F.
CF
ALTN F.
HLDG F.
+ZFW+ ALTN F.
HLDG F.

HLDG F.
LDW at
RW TOW LDW ALTN
Planning with two alternate

 weather at the destination does not meet the requirements for

planning one destination alternate.
 when no weather forecast is available.
 expected crosswind exceed limits for the aircraft types.

Flight shall be planned with two alternate

aerodromes.
Planning with two alternate

TOC TOD

DEP DEST ALTN A ALTN B

RAMP TAKEOFF Initial Cruise Descent LANDING 4 Diversion phase Holding

WEIGHT WEIGHT 2 3 WEIGHT 5
1 climb phase phase Consider alternate phase
requiring greater amount of fuel
Start up & phase Descent APP & ALTN
Taxi out LDG LDG. WEIGHT

Climb
RAMP T/O CLIMB CRUISING FUEL DESCENT LANDING ALTN
FUEL FUEL FUEL FUEL FUEL LANDING
FUEL

TAXI F TRIP FUEL + CONTINGENCY FUEL ALTERNATE FUEL HLDG F

MINIMUM FUEL REQUIREMENT

Two alternates planning
Standard Fuel Planning (Two Alternate)
● Minimum fuel requirement
1. Taxi F.
2. Trip F. 2
3. CF 3
4. ALTN F. (sufficient to cover 4
the alternate requiring the 5
greater amount of fuel)
5. Final reserve F.
6. Extra F., if required by the P-i-C.
1

● Weather Requirements
• Destination minima
• Alternate minima
• Second alternate minima same as Alternate
minima
Planning without alternate

The flight can be planned without destination alternate, if the

destination is fulfilled with all of the following criteria:

 The duration of the flight does not exceed 6 hours.

 Two separate runways are available and usable at the

destination.

 The destination weather forecast indicates that, for the period

from one hour before until one hour after the ETA at destination,
the ceiling will be at least 2000 ft or circling height + 500 ft

 whichever is greater; and the visibility will be at least 5 KM.; or

Planning without alternate
TOC TOD

1. Flight time not exceed 6 hours.

2. Two separate runways are available
and usable.
3. Weather forecast at destination:
- Visibility at least 5000 M.
- Ceiling at least 2000 ft. or
circling + 500 ft. whichever is greater.

DEP DEST 4. Provide Additional Fuel 15 Mins

RAMP TAKEOFF Descent

Initial Cruise 3 LANDING WEIGHT
WEIGHT WEIGHT
1 climb 2 phase
phase
Start up & phase APP &
Descent (Holding phase)
Taxi out LDG
RAMP T/O CLIMB CRUISING FUEL DESCENT LANDING
FUEL FUEL FUEL FUEL FUEL

TAXI F TRIP FUEL + CONTINGENCY FUEL HLDG. FUEL ADD F

MINIMUM FUEL REQUIREMENT

Planning without alternate

● Minimum fuel requirement

1. Taxi F. 2

2. Trip F. 3

3. CF5%
4. Final reserve F. 4
5. Additional F. 15Min
6. Extra F., if required by the P-i-C. 5

● Weather & Condition Requirements

• At Destination
Planning Isolate Destination

Flight can be planned as Isolate, if the destination is fulfilled with all

of the following criteria:

 The destination is isolated and no adequate destination alternate

exists

 The weather conditions during a period commencing 1 hr. before

and ending 1 hr after estimated time of arrival at the aerodrome,
will be at or above the Alternate planning minima
Planning Isolate Destination

TOC TOD

- Destination for which a destination

alternate does not exist.

- Weather requirement shall be at or

above alternate minima;
DEP DEST
RAMP TAKEOFF Descent LANDING WEIGHT
Initial Cruise 3
WEIGHT WEIGHT
1 climb 2 phase (Holding phase)
phase
Start up & phase APP & Fuel to fly for two hours at normal
Descent cruise consumption after arriving
Taxi out LDG
overhead destination

RAMP T/O CLIMB CRUISING FUEL DESCENT

FUEL FUEL FUEL LANDING FUEL
FUEL

TAXI F TRIP FUEL + CONTINGENCY FUEL ADDITIONAL RES. FUEL

MINIMUM FUEL REQUIREMENT

Planing Isolated aerodrome
Planning Isolate Destination

● Minimum fuel requirement 2

1. Taxi F. 3
2. Trip F.
3. CF5%
4. Additional F. 2Hr.
5. Extra F., if required by the P-i-C.
4

● Weather & Condition Requirements

• Alternate minima
Fuel Transportation Plan (Tankering)
Economy tankage

On flights where fueling in excess of the minimum requirements will result in a

saving in operating costs, an economy tankage shall be established.

This tankage must be limited to an amount which will ensure the safe operation
even at the increased weight.

THRU Tankage is the sum of burn off (for the first sector) + Minimum fuel
required for the next sector.

• Fuel cost at destinations

• Fuel sufficiency at destinations

• Minimize Ground Time

Fuel Transportation Plan (Tankering)
BKK-VTE

VTE-BKK
Planning Secondary Destination
Reduce Contingency fuel Procedure
Calculate the following fuel quantities :
1) Taxi fuel + Trip fuel (via POR to secondary destination)
+ 5% or 3% Contingency fuel + Alternate fuel
(alternate of secondary destination) + Holding fuel.
Fuel quantity under (1) is MINIMUM FUEL uplift.
If the fuel remaining over POR is equal
to or more than that calculated under 2)
The flight can proceed to the intended
destination;
Otherwise it should be divert to
secondary destination.

2) Trip fuel from POR to the intended destination + 5%

SEC ALTN
Contingency fuel (from POR to the intended-
destination) + Alternate fuel + Final reserve fuel.
SEC DEST

(1)

POR (2)
 Trip fuel
DEP  Trip fuel
 CF 5% or 3%
 CF 5% ALTN
 Alternate fuel
 Taxi fuel  Holding fuel  Alternate fuel INTENDED
 Holding fuel DEST

9.9 T. Secondary destination

10.3 T.
Planning Secondary Destination
Taxi Weight
Taxi Fuel
Take off Weight

Trip
Fuel

Landing Weight
Alternate

Holding

CF

ZFW
Route planning & Flight level Planning
Route planning & Flight level Planning
Route planning & Flight level Planning

Flight Planning System

The basic purpose of a flight planning system is to calculate
how much fuel is needed by an aircraft when flying from an origin
airport to a destination airport . with the most efficient cost

A
D

C
Route planning & Flight level Planning

Planned operating conditions comprising of forecast meteorological conditions (Wind),

routings, anticipated weights, altitudes, ATS procedures,
applicable climb, cruise, descent and approach procedures.

Trip Fuel
HWC HWC

Trip Fuel

TOC FL330 TOD

FL290
TOW

TOW LDW

DEP DEST
 GRIB
(Gridded Binary)
GRIB
o GRIDDED BINARY

o Aviation model forecast products in global

gridded binary form (WMO GRIB code)

o The grid point forecasts comprise:

: Wind and temperature data
: Tropopause height, and direction, speed
and height of maximum wind
: Humidity data
• GRIB : 4 Dimensions
o AREA
WAFS thinned GRIB are on a grid 1.25° latitude x 1.25° longitude, with
the points approximately 140 kilometers (KM) apart over the whole
globe. The globe is divided into eight segments, four each in the
Northern and Southern Hemispheres. Each segment is 90° in length,
starting either side of the 30° W meridian, covering the Equator to each
Pole.
• GRIB : 4 Dimensions
o Altitudes ( FL )
The required flight levels for which forecasts of upper wind, upper-air temperature
and geopotential height above ground level of standard WAFS flight levels are
issued are:
FL 050,100,140,180, 240, 300, 340, 390, 450, 530 and 600
(850, 700, 600, 500, 400, 300, 250, 200,150,100 and 70 hPa).
Forecasts of upper-air humidity are issued for
FL 050, 100, 140 and 180 (850, 700, 600 and 500 hPa).

150hPa /
FL450
200hPa /
FL390
250hPa /
FL340
300hPa /
FL300
• GRIB : 4 Dimensions
o FORECAST HOURS
The whole data set covers forecasts valid for T+06, T+12, T+18,
T+24, T+30 and T+36 hours after the time of the synoptic data on
which they are based. (0000, 0600, 1200 and 1800)
• GRIB : 4 Dimensions

o Gridded forecasts are prepared four times daily

o 0000, 0600, 1200, and 1800 UTC
o Available for Flight planning system at
o 0500, 1100, 1700, and 2300 UTC
 World Area Forecast
• World Area Forecast System (WAFS)

The WAFS was established by the International Civil Aviation

Organization (ICAO) Communications/Meteorology (COM/MET)
Divisional Meeting held conjointly with the seventh session of the
World Meteorological Organization (WMO) Commission for
Aeronautical Meteorology in Montreal, in 1982.

The objective of the system is to supply meteorological authorities

and other users with forecasts of en-route meteorological
conditions in digital form. The information includes :

 upper wind
 upper-air temperature
 upper-air humidity
 direction, speed and height of maximum wind
 tropopause height and temperature
 significant weather phenomena.
 World Area Forecast

WAFS Products
o Gridded Binary coded data sets (GRIB)
o Alphanumeric data messages (OPMET)
• METAR
• SPECI
• TAF
• SIGMET
• ROFOR
• AIREP
• Volcanic ash and Tropical cyclone advisories
o Graphical T4 coded data (T.4 Charts)
• Significant Weather Charts
• Wind and Temperature Charts
• Volcanic Ash forecast charts
 Planning Tools

TAFS
(Thai Automatic Flight Planning System)
Flight Data
Best Route(Less
ESAD)
Best FL (Optimum)
Best Flight Time
GRIB Best Fuel

FPM
(Flight Plan Manager)
Planning Tools with Route Selection
 Company pre-define route
 System Optimized route
 Flex, Track route
 Free fly route
Planning Tools with Route Selection
 System Optimized route FPM creates day by day best ESAD route via
airways base on wind condition, rule and restrictions
Planning Tools with Route Selection
 Flex, Track route PACOT, NOPAC, NAT, AUSOTS, UPR
A non-fixed ATS route calculated on a daily basis to provide the most efficient
operational flight conditions between specific city pairs base on preferable wind
condition.
Planning Tools with Route Selection
 Flex, Track route PACOT, NOPAC, NAT, AUSOTS
Planning Tools with Route Selection
 Free fly route create preferable route via specified LAT/LONG (UPR)
Planning Tools with Route Selection
Route Comparison

• Flight Cost
– Performance Cost (Operating Cost) including..
• Fuel Cost
• Time Cost ( Maintenance, Crew cost)
• Countries overfly cost
Planning Tools with Optimum FL
 Weight
 Planning Tools with Optimum FL
 Wind
Planning Tools with Optimum FL
 Wind
Planning Tools with Optimum FL
FLIGHT FOLDER

ในแต่ ละเทีย่ วบินประกอบด้ วย

• SFP : Short Flight Plan หรือ Flight release

• OFP : Operational Flight Plan
• Weather Forecast : Wx Text
• Weather Forecast Chart :
– Significant Wx Chart
– Wind Chart
• NOTAMs
• Any other attached information (if
required)
SFP : Short Flight Plan หรือ Flight release
OFP : Operational Flight Plan
OFP : Operational Flight Plan
OFP : Operational Flight Plan
OFP : Operational Flight Plan
OFP : Operational Flight Plan
OFP : Operational Flight Plan
OFP : Operational Flight Plan
OFP : Operational Flight Plan
OFP : Operational Flight Plan
OFP : Operational Flight Plan
 Weather Forecast : Wx Text
• Weather information including FT, SA, SIGMET, Etc.

Departure/Destination/Alternate Airport

Intermediate and En-route Airport

SIGMET regarding to FIR and other

information
Weather Forecast Chart : Significant Wx Chart
• SIG Chart with route plotted

Flight Route
Weather Forecast Chart : Wind Chart
NOTAMs
Other information (if required)
 ATS FLIGHT PLAN
Specified information provided to ATS units,
relative to an intended flight or portion of a flight of an aircraft.
(FPL-THA606-IS
-B744/H-SDE1E2E3FGHIJ3J5M1RWY/LB1D1
-VTBS0900
-N0490F370 BKK A1 SELKA DCT RAMEI A202 ASSAD/K0910S1190
A202 SIKOU/N0440F260 V571 CANTO
-VHHH0205 VMMC
-PBN/A1B1C1D1L1O1S2 DOF/140226 REG/HSTGF EET/VLVT0041
VVVV0052 ZJSA0105 ZGZU0128 VHHK0135 SEL/LSBE
CODE/88006D PER/D RMK/TCAS
-A/WHITE AND PURPLE D/8 590 E/0311 J/LF P/363 R/UVE
S/DMJ)

ICAO FPL2012 Change

 Item 10a Equipment- new indicators for

communication and navigation equipment and
capabilities.

 Item 10b Equipment – new indicators for

surveillance equipment and capabilities.

 Item 18 Other Information – new indicators,

definitions and requirement.
 RPL: Repetitive Flight Plan
A flight plan related to a series of frequently, regularly operated
individual flights with identical basic features, submitted by an
operator for retention and repetitive use by ATS units.