FUEL REQUIREMENTS
General:
The operator shall ensure that the pre-flight calculation of usable fuel required for a flightincludes:
(1) taxi fuel;
(2) trip fuel;
(3) reserve fuel consisting of:
(i) contingency fuel;
(ii) alternate fuel, if a destination alternate aerodrome is required;
(iii) final reserve fuel; and
(iv) additional fuel, if required by the type of operation;
and
(4) extra fuel if required by the commander.
Ramp Fuel = TAXI FUEL + T/O FUEL
Trip fuel, which should include:
(i) fuel for take-off and climb from aerodrome elevation to initial cruising level/altitude,taking into
account the expected departure routing;
(ii) fuel from top of climb to top of descent, including any step climb/descent;
(iii) fuel from top of descent to the point where the approach is initiated, taking intoaccount the
expected arrival procedure; and
(iv) fuel for approach and landing at the destination aerodrome.
Contingency fuel
(i) Either:
(A) 5 % of the planned trip fuel or, in the event of in-flight replanning, 5 % of thetrip fuel for the
remainder of the flight;
(B) not less than 3 % of the planned trip fuel or, in the event of in-flightreplanning, 3 % of the trip
fuel for the remainder of the flight, provided that anen-route alternate (ERA) aerodrome is
available;
(ii) or an amount to fly for 5 minutes at holding speed at 1 500 ft (450 m), above thedestination
aerodrome in standard conditions.
Alternate fuel, which should:
(i) include:
(A) fuel for a missed approach from the applicable DA/H or MDA/H at thedestination aerodrome to
missed approach altitude, taking into account thecomplete missed approach procedure;
(B) fuel for climb from missed approach altitude to cruising level/altitude, taking into account the
expected departure routing;
(C) fuel for cruise from top of climb to top of descent, taking into account the expected routing;
(D) fuel for descent from top of descent to the point where the approach isinitiated, taking into
account the expected arrival procedure; and
(E) fuel for executing an approach and landing at the destination alternateaerodrome;
Final reserve fuel, which should be:
(i) for aeroplanes with reciprocating engines, fuel to fly for 45 minutes; or
(ii) for aeroplanes with turbine engines, fuel to fly for 30 minutes at holding speed at 1 500 ft (450
m) above aerodrome elevation in standard conditions, calculated with the estimated mass on arrival
at the destination alternate aerodrome or the destination aerodrome, when no destination alternate
aerodrome is required.
MINIMA
MINIMA DO STARTU BEZ LVTO!
MINIMA DO STARTU Z LVTO!
MINIMA DO STARTU Z LVTO – OBNIŻONE!
ALTERNATES
TAKE-OFF ALTERNATE
(a) Where it is not possible to use the departure aerodrome as a take-off alternate aerodrome due
to meteorological or performance reasons (, the operator shall select another adequate take-off
alternate aerodromethat is no further from the departure aerodrome than:
(1) for two-engined aeroplanes:
(i) one hour flying time at an OEI cruising speed according to the AFM in still air standard
conditions based on the actual take-off mass; or
(2) for three and four-engined aeroplanes, two hours flying time at the OEI cruising speed
according to the AFM in still air standard conditions based on the actual take-off mass.
Planning minima:
During a period commencing one hour before and ending one hour after the estimated time of
arrival at the aerodrome, the weather conditions will be at or above the applicable landing minima.
DESTINATION ALTERNATE
The operator shall select at least one destination alternate aerodrome for each instrument flight
rules (IFR) flight unless:
 the destination aerodrome is an isolated aerodrome;
 the duration of the planned flight from take-off to landing or, in the event of in-flight
replanning in accordance with CAT.OP.MPA.150(d), the remaining flying time to
destinationdoes not exceed six hour ands;
 two separate runways are available and usable at the destination aerodrome and the
appropriate weather reports and/or forecasts for the destination aerodrome indicate that,
for the period from one hour before until one hour after the expected time of arrival at the
destination aerodrome, the ceiling will be at least 2 000 ft or circling height + 500 ft,
whichever is greater, and the ground visibility will be at least 5 km.
The operator shall select two destination alternate aerodromes when:
(1) the appropriate weather reports and/or forecasts for the destination aerodrome indicate that
during a period commencing one hour before and ending one hour after the estimated time of
arrival, the weather conditions will be below the applicable planning minima; or
(2) no meteorological information is available.
Planning minima (wykluczając lotniska izolowane):
the appropriate weather reports and/or forecasts indicate that, during a period commencing one
hour before and ending one hour after the estimated time of arrival at the aerodrome, the weather
conditions will be at or above the applicable planning minima
RVSM ( Reduced Vertical Separation Minima)
Aircraft shall only be operated in designated airspace where a reduced vertical separation minimum
of 300 m (1000 ft) applies between flight level (FL) 290 and FL 410, inclusive, if the operator has
been granted an approval by the competent authority to conduct such operations.
Aircraft used for operations in RVSM airspace shall be equipped with:
(a) two independent altitude measurement systems;
(b) an altitude alerting system;
(c) an automatic altitude control system;
(d) a secondary surveillance radar (SSR) transponder with altitude reporting system
TEMPERATURE MODELING
Temperature decreases with altitude at a constant rate of:
 -6.5°C/1000m
 -1.98°C/1000ft
up to the tropopause (36 089ft)
From the tropopause upward, the temperature remains at a constant value of -56.5°C.
For a quick determination of the standard temperature at a given altitude, the following
approximate formula can be used:
Conclusion:
If the temperature is higher, you fly higher.
If the temperature is lower, you fly lower
SPEEDS - GENERAL
CAS - The Calibrated Air Speed (CAS) is obtained from the difference between the total pressure (Pt)
and the static pressure (Ps). This difference is called dynamic pressure (q). As the dynamic pressure
cannot be measured directly, it is obtained thanks to two probes
The True Air Speed (TAS) represents the aircraft speed in a moving reference system linked to this air
mass, or simply the aircraft speed in the airflow. It can be obtained from the CAS, using the air
density (ρ) and a compressibility correction (K).
Ground speed = TAS + Wind Component
Drift Angle - difference between
TAS and GS (track).
LICZBA MACHA
LSS - Local Speed of Sound

MACH =

LSS =

LSS =39 x √
(273,5 + temp C)
FLIGHT LIMITATIONS
Flight Load Factor

nz =
- przeciążenie
 Maximum Speeds
VMO/MMO (Maximum operating limit speed) - VMO or MMO are the speeds that may not be
deliberately exceeded in any regime of flight (climb, cruise, or descent).
VFE (Flap extended speeds) - VFE must be established so that it does not exceed the design flap
speed.
VLO (Landing Gear Operating Speed) - VLO may not exceed the speed at which it is safe both to
extend and to retract the landing gear.
VLE (Landing Gear Extended Speed) - VLE may not exceed the speed at which it is safe to fly with the
landing gear secured in the fully extended position.
 Minimum Speeds
VMCG (Minimum Control Speed on the Ground)- its path from the point at which the critical engine
is made inoperative to the point at which recovery to a direction parallel to the centreline is
completed, may not deviate more than 30 ft laterally from the centreline at any point.
VMCA (Minimum Control Speed in the Airborne):
 VMC[A] is the calibrated airspeed, at which, when the critical engine is suddenly made
inoperative, it is possible to maintain control of the aeroplane with that engine still
inoperative, and maintain straight flight with an angle of bank of not more than 5 degrees.
 VMC[A] may not exceed 1.2 VS
 During recovery, the aeroplane may not assume any dangerous attitude or require
exceptional piloting skill, alertness, or strength to prevent a heading change of more than 20
degrees.
VMCL (Minimum Control Speed during Approach and Landing)
VMCL, the minimum control speed during approach and landing with all engines operating, is the
calibrated airspeed at which, when the critical engine is suddenly made inoperative, it is possible to
maintain control of the aeroplane with that engine still inoperative, and maintain straight flight with
an angle of bank of not more than 5º.
VMCL2- to samo co VMCL, z tym że dotyczy samolotów z 3 silnikami lub więcej i z ważniejszych
czynników to umiejętnośd utrzymania 3 stopniowej ścieżki.
In demonstrations of VMCL and VMCL-2, … lateral control must be sufficient to roll the aeroplane
from an initial condition of steady straight flight, through an angle of 20 degrees in the direction
necessary to initiate a turn away from the inoperative engine(s) in not more than 5 seconds.
VMU is the calibrated airspeed at and above which the aeroplane can safely lift off the ground, and
continue the take-off.
Two minimum unstick speeds must be determined and validated by flight tests:
- with all engines operatives : VMU (N)
- with one engine inoperative : VMU (N-1)
- VS1g, which corresponds to the maximum lift coefficient (i.e. just before the lift starts decreasing).
At that moment, the load factor is still equal to one (JAR 25 reference stall speed).
- VS, which corresponds to the conventional stall (i.e. when the lift suddenly collapses). At that
moment, the load factor is always less than one (FAR 25 reference stall speed).
MAXIMUM STRUCTURAL WEIGHTS
Maximum Ramp Weight. The maximum weight at which an aircraft may commence taxiing and its
equal to the maximum take-off weight plus taxi fuel and run-up fuel. It must not exceed the surface
load bearing strength.
The Maximum Taxi Weight (MTW) is limited by the stresses on shock absorbers and potential
bending of landing gear during turns on the ground. Nevertheless, the MTW is generally not a
limiting factor and it is defined from the MTOW, so that:
MTW – Taxi Fuel > MTOW
ENGINE LIMITATIONS
- The TakeOff (TOGA) thrust represents the maximum thrust available for takeoff. It is certified for a maximum
time of 10 minutes, in case of engine failure at takeoff, or 5 minutes with all engines operative.
- The Go Around (TOGA) thrust is the maximum thrust available for goaround. The time limits are the same as
for takeoff.
- The Maximum Continuous Thrust (MCT) is the maximum thrust that can be used unlimitedly in flight. It must
be selected in case of engine failure, when TOGA thrust is no longer allowed due to time limitation.
- The Climb (CL) thrust represents the maximum thrust available during the climb phase to the cruise flight
level. Note that the maximum climb thrust is greater than the maximum cruise thrust available during the
cruise phase.
TAKEOFF SPEEDS

VEF - Engine Failure Speed
VEF is the calibrated airspeed at which the critical engine is assumed to fail. VEF must be selected
by the applicant, but may not be less than VMCG.

V1 - Decision Speed
V1 is the maximum speed at which the crew can decide to reject the takeoff, and is ensured to stop
the aircraft within the limits of the runway.

VR - Rotation Speed
VR is the speed at which the pilot initiates the rotation, at the appropriate rate of about 3° per
second.
VR, in terms of calibrated air speed, *…+ may not be less than:
• V1,
• 105% of VMCA
• The speed that allows reaching V2 before reaching a height of 35 ft above the take-off surface, or
• A speed that, if the aeroplane is rotated at its maximum practicable rate, will result in a
[satisfactory] VLOF
 VLOF - Lift Off Speed
VLOF is the calibrated airspeed at which the aeroplane first becomes airborne. Therefore, it is the
speed at which the lift overcomes the weight.
VLOF ≥ 110% VMU ALL ENGINE OPERATIVE
VLOF ≥ 105% VMU CRITICAL ENGINE INOPERATIVE
 V2 - Take Off Climb Speed (Safety TO Speed)
V2 is the minimum climb speed that must be reached at a height of 35 feet above the runway
surface, in case of an engine failure.
V2 mat not less than:

SPEED SUMMARY
RUNWAY LIMITATIONS
 TOD - Take Off Distance
TOD is the distance from brake release to achieve 35ft above runway (achieved V2 speed).
Jeśli pas jest mokry to do 15ft (z jednym uszkodzonym silnikiem).
 TOR - TakeOff Run
TOR is the distance measured from brake realase to equal distance between VLOF and 35ft above
dry runway. For wet runway is the from brake realase to 15ft above runway. Z SILNIKIEM
KRYTYCZNYM
TOR can be equal to TOD.
TOR BEZ SILNIKA KRYTYCZNEGO TO ODLEGŁOŚD OD ODPUSZCZENIA HAMULCÓW DO UZYSKANIA
POŁOWICZNEJ ODLEGŁOSCI MIĘDZY POŁOWĄ ODLEGŁOŚCI VLOF-35fFT
 ASD - Accelarate Stop Distance
ASD is a distance between breake realase to stop aircraft on runway and ASD include VEF, V1, Thrust
Reduction.
With critical engine include: VEF+1sek +V1+2sek+Thrust Reduction
Without critial engine include: V1+2sek+Thrust Reduction
AVAIABLE TAKEOFF LENGHTS
 TORA - Take Off Run Avaiable
TORA is a length accatable by authority which allow to take off. TORA is a length from the runway
entry point to end of runway. TOR ≤ TORA TORA WIĘKSZE OD TOR
 TODA - Take Off Distance Avaiable
TODA is a length between entry point on the runway to end of the clearway.TODA is summary of
TORA + CLEARWAY.
TOD ≤ TODA
Clearway should have the following characterstics:
- 500ft width;
- max 1/2 TORA legth;
- no obstacles;
- 1,25% up slope.
 ASDA - Accalarate Stop Distance
ASDA is a summary of: TORA + STOPWAY
ASD ≤ ASDA
Stopway is declared available by the appropriate Authority and is capable of bearing the mass of
the aeroplane under the prevailing operating conditions.
 LDA - Landing Distance Avaiable
LDA is a distance predicted to landing, can be equal to TORA. This distance is without STOPWAY.
Approach surface without obstacle:
Approach surface with obstacle:
Kiedy jest jakaś przeszkoda na podejściu to LDA spełnia założenia:
- 2% upslope od najwyższej przeszkody,
- 60m przesunięty próg pasa.
ALL LENGTHS:
OXYGEN
PRESSURISED AEROPLANES
NON PRESSURISED AEROPLANES
CLIMB AND OBSTACLE LIMITATIONS
 TAKE-OFF PATH
Take-off flight path begins 35 ft above the takeoff surface at the end of the takeoff distance.
The takeoff path extends from a standing start to a point at which the aeroplane is at a height:
• Of 1500 ft above the takeoff surface, or
• At which the transition from the takeoff to the en-route configuration1 is completed and the final
takeoff speed2 is reached, whichever point is higher
GROSS AND NET TAKE-OFF FLIGHT PATH
Gross Flight Path is the general takeoff flight path, from 35ft of end of TODA to 1500ft. Z silnikiem
krytycznym.
Net Flight Path is the reduced path for take off to minimum, from gross flight path we have to
remove gradient penalty. Net Flight Path ensure that we have minimum 35ft height above obstacles.
• 0.8% for two-engine aeroplanes
• 1.0% for four-engine aeroplanes
GO AROUND PERFORMANCE REQUIREMENTS
APPROACH CLIMB GRADIENT
The “approach climb” wording comes from the fact that go-around performance is based on
approach configuration, rather than landing configuration. For one eingine inoperative.
LANDING CLIMB GRADIENT
The “Landing climb” wording comes from the fact that go-around performance is based on landing
configuration.
The minimum gradient to be demonstrated is 3.2% for all aircraft types.
MISSED APPROACH OGÓLNIE ZAKŁADA 2,5% GRADIENTU!
VREF
VREF - Reference Landing Speed. In case of failure in flight, emergency or abnormal configuration,
performance computations are based on a reference configuration and on a reference speed. VREF
means the steady landing approach speed at the 50 feet point for a defined landing configuration.
VREF = 1.3 VS lub VREF = 1.23 VS1G
MINIMUM FLIGHT ALTITUDES
MOCA - KSS FORMULA
MORA - JEPPSEN FORMULA
ROUTE MORA (na trasie)
GRID MORA (siatka)
MEA - ATLAS FORMULA
RUNWAY CONDITIONS
Dry runway-jest tosucha droga startowa bez żadnych zanieczyszczeo.
Damp runway- jest to wilgotna droga startowa, pas jest wilgotny, ale nie na tyle aby się błyszczał.
Wet runway-jest tomokry pas startowy pokryty wodą lub czymś równoważnym. Głębokośd wody jest
mniejsza lub równa 3mm. Innymi słowy jest to pas pokryty wodą do 3mm, który jest błyszczący, ale
nie wywoła zjawiska hydroplaningu.
Contaminated runway - jest to zjawisko, gdzie pas startowy w 25% jest zanieczyszczony
(rozpatrywany dla obszaru długości i szerokości pasa).
W zanieczyszczenia wlicza się:
 Standing water (więcej niż 3mm)
 Slush
 Wet snow
 Dry snow
 Compacted snow
 Ice
OUTSIDE ELEMENTS - FOR TAKE OFF
WIND
The MTOW calculated prior to takeoff, must be determined considering 50% of the actual headwind
component, or 150% of the actual tailwind component.
PRESSURE and TEMPERATURE
FLEXIBLE AND DERATED TAKEOFF
These takeoff operations generally fall into two categories: Those using the reduced thrust concept,
known as flexible takeoffs in the Airbus world, and those using a specific derated thrust level
named derated takeoffs.
FLEXIBLE TAKEOFF
it is possible to determine the temperature at which the needed thrust would be the maximum
takeoff thrust for this temperature. This temperature is called “flexible temperature (TFlex)” or
“assumed temperature”.
Flexible można używad na mokrym pasie, ale nie wolno na zanieczyszczonym!
DERATED TAKEOFF
Jest to start z niepełną mocą startową. Działa to na podstawie obliczonych performensów.
For a derated takeoff, the limitations, procedures and performance data must be included in the
Aircraft Flight Manual (AFM).
Wybiera się jaki mod derate sie chce, może to byd 4%, 8%, 12%, 16%, 20% and 24%.
DISPATCH REQUIREMENTS
CONTAMINATED RUNWAY
For JAR operators, if the surface is contaminated, the required landing distance must be at least the
greater of the required landing distance on a wet runway and 115% of the landing distance
determined in accordance with approved contaminated landing distance data.
LANDING DISTANCE REQUIRED x 115%
Minimum Fuel at Destination Airport
With a Destination Alternate Airport
If the expected remaining fuel on arrival at the destination airportis less than the alternate fuel plus
the final reserve, the Captain must consider the prevailing traffic and operational conditions at the
destination airport, along the diversion route to the destination alternate airport, when deciding
whether to go on to the destination, or to divert.
Without a Destination Alternate Airport
ILS Minimums
8168
DEPARTURE
There are two basic types of SID:
 straight departures and
 turning departures.
STRAIGHT DEPARTURES:
2.2.1.1 A straight departure is one in which the initial departure track is within 15° of the alignment
of the runway centre line.
TURNING DEPARTURES:
2.3.1 When a departure route requires a turn of more than 15°, it is called a turning departure.
APPROACH
SEGMENTY: 1.2.2.1 An instrument approach procedure may have five separate segments. They are
the arrival, initial, intermediate, final and missed approach segments.
TYPY APP:1.2.3.1 There are two types of approach: straight-in and circling.
1.2.3.2 Straight-in approach Wherever possible, a straight-in approach will be specified which is
aligned with the runway centre line. In the case of non-precision approaches, a straight-in approach
is considered acceptable if the angle between the final approach track and the runway centre line
is 30° or less.
KATEGORIE STATKÓW POWIETRZNYCH
1.3.3 The criterion taken into consideration for the classification of aeroplanes by categories is the
indicated airspeed at threshold (Vat), which is equal to the stall speed Vso multiplied by 1.3, or stall
speed Vs1g multiplied by 1.23 in the landing configuration at the maximum certificated landing
mass. If both Vso and Vs1g are available, the higher resulting Vat shall be applied.
Descent gradient
Minimum/optimum gradient for categoryA, B with FAF: 3 stopnie - 5,2%
Where steeper descent gradient is necassery:
Maximum gradient for categoryA, B: 3,7 stopnia - 6,5%
Maximum gradient for categoryC, D, E: 3,5 stopnia - 6,1%
Continous Descent (CDFA) jest rozpatrywane do 50ft nad pasem.
ARRIVAL SEGMENT
INITIAL APPROACH SEGMENT
3.1.1.1 The initial approach segment begins at the initial approach fix (IAF) and ends at the
intermediate fix (IF).
Normally track guidance is provided along the initial approach segment to the IF, with a maximum
angle of interception of:
a) 90° for a precision approach; and
b) 120° for a non-precision approach.
3.2.1 Where no suitable IAF or IF is available to construct the instrument procedure in the form
shown in Figure I-4-1-1, a reversal procedure, racetrack or holding pattern is required.
3.2.2.1 The reversal procedure may be in the form of a procedure or base turn.Entry is restricted to
a specific direction or sector. In these cases, a specific pattern — normally a base turn or procedure
turn — is prescribed.To są po prostu wszystkie proceduralne i base turn.
Racetrack procedure:
3.3 FLIGHT PROCEDURES FOR RACETRACK AND REVERSAL PROCEDURES
 3.3.3 Bank angle
Procedures are based on average achieved bank angle of 25°, or the bank angle giving a rate of turn
of 3°/second, whichever is less.

Descent shall not be started until the aircraft is established on the inbound track. An aircraft
is considered established when it is:
a) within half full scale deflection for the ILS and VOR; or
b) within ±5° of the required bearing for the NDB.

A shuttle is descent or climb conducted in a holding pattern.

3.3.9 Dead reckoning (DR) segment
INTERMEDIATE APPROACH SEGMENT
Where a final approach fix (FAF) is available, the intermediate approach segment begins when the
aircraft is on the inbound trackof the procedure turn, base turn or final inbound leg of the
racetrack procedure. It ends at the FAF or final approach point (FAP), as applicable.
This is the segment during which the aircraft speed and configuration should be adjusted to prepare
the aircraft for final approach.
During the intermediate approach, the obstacle clearance requirement reduces from 300 m (984 ft)
to 150 m (492 ft) in the primary area,reducing laterally to zero at the outer edge of the secondary
area.
FINAL APPROACH SEGMENT
The final approach segment begins at the final approach point (FAP).
5.1.2 Types of final approach
The criteria for final approach vary according to the type. These types are:
a) Non-precision approach (NPA) with final approach fix (FAF);
b) NPA without FAF;
c) Approach with vertical guidance (APV); and
d) Precision approach (PA).
The optimum distance for locating the FAF relative to the threshold is 9.3 km (5.0 NM). The
maximum length should not normally be greater than 19 km (10 NM).
Optimum gradient: 5,2% - 3 stopnie/sek
5.5 DETERMINATION OF DECISION ALTITUDE (DA) OR DECISION HEIGHT (DH)
The calculated OCA/H is the height of the highest approach obstacle or equivalent missed approach
obstacle, plus an aircraft category related allowance.
5.5.4.1 Non-standard procedures are those involving glide paths greater than 3.5° or any angle
when the nominal rate of descent exceeds 5 m/sec (1 000 ft/min).
MISSED APPROACH
!!! Gradient 2,5% !!!
Missed approach posiada 3 fazy:
- initial phase (nie wolno robid zakrętów, od MAPt do SOC)
- intermediate phase (wolno robid poprawki kursu; od SOC do 50m przewyższenia nad przeszkodą)
- final phase (wolno robid zakręty, od 50m do rozpoczęcia nowej procedury)
8.4.4.1 Only one missed approach procedure is published for each approach procedure.
VISUAL MANOEUVRING (CIRCLING) AREA
7.1.1 Visual manoeuvring (circling) is the term used to describe the phase of flight after an
instrument approach has been completed.
7.2.2 After initial visual contact, the basic assumption is that the runway environment should be
kept in sight while at minimum descent altitude/height (MDA/H) for circling.
Missed approach procedure for circling.
The visual manoeuvring area for a circling approach is determined by drawing arcs centred on each
runway threshold and joining those arcs with tangent lines.
When the OCA/H is established, an MDA/H is also specified to allow for operational considerations.
Descent below MDA/H should not be made until:
a) visual reference has been established and can be maintained;
b) the pilot has the landing threshold in sight; and
c) the required obstacle clearance can be maintained and the aircraft is in a position to carry out a
landing.
EN-ROUTE CRITERIA
The obstacle clearance area is divided into a central primary area and two lateral secondary areas.
The width of the primary area corresponds to 95 per cent probability of containment (2 SD). The
total width of the area corresponds to 99.7 per cent probability of containment (3 SD).
1.4.1 The MOC value to be applied in the primary area for the en-route phase of an IFR flight is 300
m (1 000 ft).
In mountainous areas, this shall be increased depending on:
HOLDING CRITERIA
1.3.2 Bank angle/rate of turn
All turns are to be made at a bank angle of 25° or at a rate of 3° per second, whichever requires the
lesser bank.
Entry to holding
Recognizing a zone of flexibility of 5° on either side of the sector boundaries.
The still air time for flying the outbound entry heading should not exceed:
a) one minute if at or below 4 250 m (14 000 ft); or
b) one and one-half minutes if above 4 250 m (14 000 ft).
NOISE ABATEMENT PROCEDURES
2.1.3 Noise abatement should not be the determining factor in runway nomination under the
following circumstances:
a) if the runway surface conditions are adversely affected (e.g. by snow, slush, ice or water, mud,
rubber, oil or other substances);
b) for landing in conditions when the ceiling is lower than 150 m (500 ft) above aerodrome
elevation, or for takeoff and landing when the horizontal visibility is less than 1.9 km (1 NM);
c) when the crosswind component, including gusts, exceeds 28 km/h (15 kt);
d) when the tailwind component, including gusts, exceeds 9 km/h (5 kt); and
e) when wind shear has been reported or forecast or when adverse weather conditions, e.g.
thunderstorms, are expected to affect the approach or departure.
The aeroplane shall not be required to be in any configuration other than the final landing
configuration at any point after passing the outer marker or 5 NM from the threshold of the runway
of intended landing, whichever is less.
The first procedure (NADP 1) is intended to provide noise reduction for noise-sensitive areas in
close proximity to the departure end of the runway.
The second procedure (NADP 2) provides noise reduction to areas more distant from the runway
end.
BASIC ALTIMETER SETTING REQUIREMENTS
2.1.1.1 Flight level zero shall be located at the atmospheric pressure level of 1 013.2 hPa.
Consecutive flight levels shall be separated by a pressure interval corresponding to at least 500 ft
(152.4 m) in the standard atmosphere.
2.1.2.4 The height above the aerodrome of the transition altitude shall be as low as possible but
normally not less than 900 m (3 000 ft).
Tolerance of altimeter
A serviceable altimeter indicates the elevation of the point selected, plus the height of the altimeter
above this point, within a tolerance of:
a) ±20 m or 60 ft for altimeters with a test range of 0 to 9 000 m (0 to 30 000 ft); and
b) ±25 m or 80 ft for altimeters with a test range of 0 to 15 000 m (0 to 50 000 ft).
The calculated minimum safe altitudes/heights must be adjusted when the ambient temperature on
the surface is much lower than that predicted by the standard atmosphere. In such conditions, an
approximate correction is 4 per cent height increase for every 10°C below standard temperature as
measured at the altimeter setting source. This is safe for all altimeter setting source altitudes for
temperatures above –15°C.
Przykład: Lecimy na FL100. OAT jest -15, czyli temperatura jest 10 stopni poniżej ISA. Poprawka to 4%
z wysokości na jakiej lecimy. 4% * 10000 = 400ft. 400ft dodajemy do naszej wysokości: 10400ft
TCAS
c) TAs generally occur from 20 to 48 seconds prior to CPA. When ACAS is operated in TA-only mode,
RAs will be inhibited;
d) RAs occur from 15 to 35 seconds before the projected CPA; and
Po rozpoczęciu manweru: TCAS RA
Po konflikcie mówimy: CLEAR OF CONFLICT
Jak nie możemy wrócid: UNABLE, TCAS RA
ICAO 3 ANNEX METEO
 VOLCANIC ASH, TROPICAL CYCLONE
issue updated advisory information to the meteorological watch offices, area control centers, flight
information centers and VAACs referred to in c. as necessary, but at least six hours until such time as
the volcanic ash ‘cloud’ is no longer identifiable from satellite data, no further reports of volcanic
ash are received from the area, and no further eruptions of the volcano are reported.
3.5.2 Volcanic ash advisory centers shall maintain a 24-hour watch.
 Kiedy podajemy RVR w metrach?
4.6.3.3 The runway visual range, assessed in accordance with 4.6.3.1 and 4.6.3.2, shall be reported in
meters throughout periods when either the visibility or the runway visual range is less than 1500m.
 METAR
This is a actual observation on the aerodrome, issued every 1 hour or half hour.
4.7.3 Local routine and special reports and METAR and SPECI from automatic observing systems
shall be identified with the word "AUTO".
 TAF
6.2.2 An aerodrome forecast shall be issued at a specified time not earlier than 1 hour prior to the
beginning of its validity period and consist of a concise statement of the expected meteorological
conditions at an aerodrome for a specified period.
6.2.6 Recommendation – The period of validity of routine TAF should be not less than 6 hours nor
more than 30 hours; this period of validity should be determined by regional air navigation
agreement. Routine TAF valid for less than 12 hours should be issued every 3 hours and those valid
for 12 to 30 hours should be issued every 6 hours.
 TREND
6.3.2 Landing forecasts shall be prepared in the form of a trend forecast.
6.3.3 A trend forecast shall consist of a concise statement of expected significant changes in the
meteorological conditions at that aerodrome to be appended to a local routine or local special
report, or a METAR or SPECI. The period of validity of a trend forecast shall be 2 hours from the
time of the report which forms part of the landing forecast.
 AIRMET - AREA FORECASTS FOR LOW-LEVEL FLIGHTS
The area forecasts shall be issued to cover the layer between ground and flight level 100 (or up to
flight level 150 in mountainous areas, or higher, where necessary) and shall contain information on
en-route weather phenomena hazardous to low-level flights, in support of the issuance of AIRMET
information, and additional information required by low-level flights.
Po prostu zagrażające zjawiska na niskich wysokościach, tj, do FL 100 lub FL 150 w górach,
powinien zawierad wszystkie niebezpieczne zjawiska.
6.5.3 Area forecasts for low-level flights prepared in support of the issuance of AIRMET information
shall be issued every 6 hours for a validity of 6 hours and transmitted to meteorological watch
offices and/or aerodrome meteorological offices concerned not later than one hour prior to the
beginning of their validity period
Ważna na 4 godziny.
7.2.3 The period of validity of an AIRMET message shall be not more than 4 hours.
 SIGMET
To samo co AIRMET tylko powyżej FL 100 (lub FL150).
7.1.2 SIGMET information shall be cancelled when the phenomena are no longer occurring or are no
longer expected to occur in the area.
7.1.3 The period of validity of a SIGMET message shall be not more than 4 hours. In the special case
of SIGMET messages for volcanic ash cloud and tropical cyclones, the period of validity shall be
extended up to 6 hours.
7.1.6 SIGMET messages shall be issued not more than 4 hours before the commencement of the
period of validity. In the special case of SIGMET messages for volcanic ash cloud and tropical
cyclones, these messages shall be issued as soon as practicable but not more than 12 hours before
the commencement of the period of validity. SIGMET messages for volcanic ash and tropical
cyclones shall be updated at least every 6 hours.
Okres ważności informacji nie przekreacza 4 godzin, może zostad wydłużony do 6 godzin.
Raporty powinny byd wydawane na 4 godziny przed rozpoczęciem okresu ważności. W
szczególnych przypadkach może to byd 12 godzin (cyklon tropikalny, pył wulkaniczny),
aktualizowane co najmniej co 6 godzin.
 WIND SHEAR - USKOK WIATRU
7.4.3 At aerodromes where wind shear is detected by automated, ground-based, wind shear remotesensing or detection equipment, wind shear alerts generated by these systems shall be issued. Wind
shear alerts shall give concise, up-to-date information related to the observed existence of wind
shear involving a headwind/tailwind change of 7.5m/s (15kt) or more which could adversely affect
aircraft on the final approach path or initial take-off path and aircraft on the runway during the
landing roll or take-off run.
 ODWZOROWANIA MAPY
- Mercator - walcowe - cylindrical
- Lambert - stożkowe - cone
- Stereographic - azymutalne - azimuth - dobre dla biegunów - trzy
 PORYW WIATRU - GUSTS UP
The wind speed data for the most recent 10 minutes shall be examined to evaluate the occurrence of
gusts. Gusts are indicated by rapid fluctuations in wind speed with a variation of 10 knots or more
between peaks and lulls. The speed of a gust shall be the maximum instantaneous wind speed.
 TROPICAL CYCLONE
Tropical cyclone (to be included if the 10-minute mean surface wind speed at the aerodrome is
expected to be 17m/s (34kt) or more);
 AMD I COR
AMD - istotna poprawka warunków meteorologicznych, poprawka ostatniej prognozy, np. siła wiatru
COR - poprawka edytorska, np. jakaś literka
 SKRÓTY
- NSW - używamy, gdy jest przewidywany koniec zjawisk (Takich jak deszcz, mżawka itd...), w TREND.
- VV -Vertical Visibility - podaje się, kiedy niebo będzie całe pokryte, ale nie da się przewidzied jakie to
chmury
- NSC - No Significant Clouds - podaje się, gdy nie można zastosowad skrótu CAVOK
-
 SYMBOLS FOR SIGNIFICANT WEATHER
 FRONTS AND CONVERGENCE ZONES AND OTHER SYMBOLS USED
 SIGNIFICANT PRESENT, FORECAST AND RECENT WEATHER
 WIATR ZMIENNY - VARIABLE WIND
Trzy pierwsze cyfry oznaczają średni kierunek wiatru, jeśli nie można go określid to zastępuje się je
literami VRB, siła wiatru nie może przekraczad 3KT. VRB można stosowad powyżej 3KT, gdy
występują burze TS.