ETNCA 05 FlightPlanning 6

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Grado Aeroespacial
Flight planning
Joan Vila Carbó

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Bibliography Grado Aeroespacial
Descubrir la navegación aérea

F.J. Sáez Nieto, Y. Portillo Pérez.
- Publicado por Aena
J. Vila Carbó 2
TNyCA
Flight planning Grado Aeroespacial
Introduc on
Flight phases
Planning a Madrid-Barcelona ight
En-route
SID - Standard Instrument Departure
STAR - Standard Arrival
TRAN - Transition chart to the approach
IAC - Instrument Approach
The ver cal pro le
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Flight planning concept
ORG, DST
For ATS
ICAO ight plan
Route
Flight type ICAO ight plan
Departure me
Doc 4444 - PANS ATM
Equipment on board
Fuel consump on es ma on
Flight
planning For pilot
Route descrip on
Naviga on charts
Waypoints LIDO ight plan
AIP Speeds Available for example at
Timing http://www.simbrief.com/system/register.php?
Opera on manual
Fuel consump on
Weather forecast Weather forecast
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Flight planning concept

Process of producing two sets of documents:
- An ATC ight plan which provides speci ed information to ATS (Air Tra c
Service) units relative to an intended ight so they can minimize the risk of
Midair Collision (MAC) and provide orderly ow of tra c. It can also trigger the
Alert Service if the ight does not reach the waypoints at the estimated times
and communication with the aircraft is lost.
‣ It is a standard form de ned by ICAO Annex 2: Rules of the Air.
‣ It must comply with ATC requirements and must be approved before ight.
- A route description for the pilot containing the required navigation charts, all
the ight waypoints and ight procedures. The goal is to help the pilot in the
guidance process. It includes a timing calculation and a fuel consumption
estimation to ensure that the aircraft can safely reach the destination. It requires
accurate weather forecasts.
‣ Non standard. It is an extended ATC ight plan. Example: Lido ight plan.
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ATC ight plan

Statement of intentions that basically provides the ATCO with the route and the
de departure time so he can compute can compute estimated times for each
waypoint. It is a report with all important data for a ight:
- Route: place of departure, destination, alternate destination, altitude, cruising
speed, estimated time en route and waypoints, …
- Departure time: Estimated o -block time. Approval requires complying with the
time slots.
- Technical information: registration of the aircraft, navigation equipment,
transponder type, rescue equipment found in the aircraft.
- Flight type: General Aviation, Military, Scheduled ight, Non-Scheduled ight.
- Wake Turbulence Category: Light, Medium, Heavy.
- Fuel computation and reserves.
- Other ...
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ICAO
A2-16 ight plan Gestión del tránsito aéreo (PANS-ATM)
ICAO Doc 4444

5. - Ejemplo
PANS de ATM
un formulario de plan de vuelo completado
FLIGHT PLAN
PLAN DE VUELO
PRIORITY ADDRESSEE(S)
Prioridad Destinatarios
FF EHAA ZQZX EBURZQZX EDDYZQZX LFFFZQZX
LFRR ZQZX LFBBZQZX LECMZQZX LPPCZQZX
FILING TIME ORIGINATOR

Hora de depósito Remitente
1 9 0 8 3 6 E H A M Z P Z X
SPECIFIC IDENTIFICATION OF ADDRESSEE(S) AND/OR ORIGINATOR
Identificación exacta de los destinatarios o del remitente
3 MESSAGE TYPE 7 AIRCRAFT IDENTIFICATION 8 FLIGHT RULES TYPE OF FLIGHT

Tipo de mensaje Identificación de la aeronave Reglas de vuelo Tipo de vuelo
(FPL A C F 4 0 2 I N
9 NUMBER TYPE OF AIRCRAFT WAKE TURBULENCE CAT. 10 EQUIPMENT
Número Tipo de aeronave Cat. de estela turbulenta Equipo
E A 3 0 / H S / C
13 DEPARTURE AERODROME TIME
Aeródromo de salida Hora
E H A M 0 9 4 0
15 CRUISING SPEED LEVEL ROUTE
Velocidad de crucero Nivel Ruta
K 0 8 3 0 F 2 9 0 LEK2B LEK UA6 XMM/MO78 F330
UA6 PON URION CHW UA5 NTS DCT 4611N00412W
DCT STG UA5 FTM FATIM1A
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TOTAL EET
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3 MESSAGE TYPE 7 AIRCRAFT IDENTIFICATION 8 FLIGHT RULES TYPE OF FLIGHT
Tipo de mensaje Identificación de la aeronave Reglas de vuelo Tipo de vuelo
(FPL A C F 4 0 2 I N
9 NUMBER WAKE TURBULENCE CAT. 10 EQUIPMENT
TNyCA
Flight planning
TYPE OF AIRCRAFT
Número Tipo de aeronave Cat. de estela turbulenta Equipo
E A 3 0 / H S / C
13 DEPARTURE AERODROME
Aeródromo de salida
TIME
Hora
Grado Aeroespacial
E H A M 0 9 4 0
15 CRUISING SPEED LEVEL ROUTE
Velocidad de crucero Nivel Ruta
ICAO ight plan

K 0 8 3 0 F 2 9 0
UA6 PON URION CHW UA5 NTS
LEK2B LEK
DCT
UA6
4611N00412W
XMM/MO78 F330
DCT STG UA5 FTM FATIM1A

ICAO Doc 4444 - PANS ATM
TOTAL EET
EET Total 2ND ALTN AERODROME
16 DESTINATION AERODROME ALTN AERODROME
Aeródromo de destino HR. MIN Aeródromo alt. 2° aeródromo alt.
L P P T 0 2 3 0 L P P R
18 OTHER INFORMATION
Otros datos
REG / FBVGA SEL / EJFL
EET / L PPC O15 8
)
SUPPLEMENTARY INFORMATION (NOT TO BE TRANSMITTED IN FPL MESSAGES)
Información suplementaría ( EN LOS MENSAJES FPL NO HAY QUE TRANSMITIR ESTOS DATOS )
19 ENDURANCE
Autonomía EMERGENCY RADIO
PERSONS ON BOARD Equipo radio de emergencia
HR/MIN Personas a bordo UHF VHF ELT
E/ 0 3 4 5 P/ 3 0 0 R/ U V E
SURVIVAL EQUIPMENT/Equipo de supervivencia JACKETS/Chalecos
POLAR DESERT MARITIME JUNGLE LIGHT FLUORES
Polar Desértico Marítimo Selva Luz Fluor. UHF VHF
S / P D M J J / L F U V
DINGHIES/Botes neumáticos
NUMBER CAPACITY COVER COLOUR
Número Capacidad Cubierta Color
D/ 1 1 3 3 0 C YELLOW
AIRCRAFT COLOUR AND MARKINGS
Color y marcas de la aeronave
A/ WHITE
REMARKS
Observaciones
N/
PILOT-IN-COMMAND
Piloto al mando
C/ DENKE )
FILED BY / Presentado por
SPACE RESERVED FOR ADDITIONAL REQUIREMENTS
Espacio reservado para requisitos adicionales
AIR CHARTER INT.
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Introduc on
Flight phases
En-route
The ver cal pro le
Calculus of vertical pro le in the assignment
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Flight phases Grado Aeroespacial
Flight phase taxonomy

The phases of ight are the different periods of time or operational phases in which
a ight is structured:
Pre ight, Taxi and Take off
Departure
En route / cruising
Arrival
- Holding / Loiter
Approach
- Initial
- Intermediate
- Final
- Missed Approach
Landing
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Important xes
Holding
airway pa ern
Top of Climb (T/C) Top of Descent (T/D)
Missed
approach
1st waypoint last waypoint

en route en route
IAF: Ini al MAP: Missed

Approach Fix Approach Fix
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Taxi
The aircraft is moving on the aerodrome surface under its own power prior to
takeoff or after landing.
Subphases: Engines Not Operating, Engines Start-up, Engines Operating,
Engines Shut Down, Pushback /Towing assisted by a tow vehicle (tug).
Take-o
From the application of take-off power, through rotation and to an altitude of 35
feet above runway elevation.
It may nish in a Rejected Takeoff if the decision to abort has been taken.
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Departure
The aircraft continues to climb by a departure route (SID) until reaching the rst
en-route waypoint. In big airports it is when it leaves the TMA (Terminal
Maneuvering Area). The aircraft is close to reaching a proper height for the
cruise.
Subphases: one/several climb section and one/several acceleration sections.
- Initial climb: from the end of the Takeo subphase to the rst prescribed power
reduction, or until reaching 1,000 feet above runway elevation or the VFR
pattern, whichever comes rst. Flaps sometimes extended.
- Climb to Cruise: from completion of Initial Climb to arrival at initial assigned
cruise altitude. Flaps usually retracted.
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En route / cruising
It is reached when the airplane is close to reach the proper altitude for ying
most of the route.
- Conventional cruise routes are own through airways comprise a set of legs
(straight segments) that connect a set of signi cant waypoints or xes.
Airways are de ned in navigation charts. There are two types according to their
altitude:
- Upper Airspace (above FL245): mainly used for cruise phase
- Lower airspace (below FL245): some cruise routes and approaches.
Signi cant waypoints/ xes: they include air elds, navaids, reporting points
(mandatory or optional), or GPS de ned points. They can be:
- Beaconed using a navaid
- Not beaconed.
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Arrival
Set of maneuvers that take the aircraft from the last en-route waypoint of the
ight plan to a waypoint called IAF (Initial Approach Fix).
- IAF (Initial Approach Fix): starting point of an approach where, if the ight might
con ict with other aircrafts, it waits in a holding pattern until it is authorized to
proceed.
Subphases: it has usually several descent steps from cruise level (30.000 ft) until
reaching the altitude for the approach (7000 ft) and nal approach (3000 ft).
Holding pattern: Execution of a predetermined maneuver, usually oval
racetrack pattern, own by aircraft awaiting clearance to land at an airport.
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IAF and Holding Pa ern concepts

IAFs are points that collect traf c from a group of airways leading to an airport,
so con icts may arise and a holding pattern is necessary to keep the necessary
separation between traf cs.
Airways
Hold
Airways
STARs
Airways
Hold
Hold
ST
AR
s IAF 2
s
AR
ST
IAF 1 IAF 3
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Approach
Set of predetermined maneuvers that allow an aircraft to safely evolve separated
from land obstacles, from the IAF (or 1,000 feet above the runway) to the
beginning of the landing are.
Its takes the aircraft to a point called DA/H (Decision Alltitude/Height) in which:
- If there exists visual references to the runway, the descent continues until
landing.
- If there is no visual contact, the descent manouvre is aborted and the missed
approach is undertaken.
Missed approach: intersection of the glideslope (descent at a ROD rate of
descent of 3º or 5.2%) and the Decision Altitude/ Height (DA/H)
- It comprises from the rst application of power after the crew elects to execute a
missed approach or go-around until the aircraft re-enters the sequence for a
VFR pattern (go-around) or until the aircraft reaches the IAF for another
approach (IFR).
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Approach subphases
IAF IF FAF MAP
1000’
500’
250’
Ini al Intermediate Final Landing/
Approach Approach Approach Missed Approach
IAF - Initial Approach Fix
Align with runway course Change aircra Follow
IF - Intermediate Approach Fix
con gura on: glideslope
FAF - Final Approach Fix speed adjust and
aps 50%
MAP - Missed Approach Point
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DA/H and MDA/H concepts
Missed
Approach
Precision approaches GP
Glide Path
Decision Altitude/Height
DA/H
OCA/H
RWY
Missed
Approach
GP
Non-precision approaches Glide Path
Minimum Descent Altitude/Height
MDA/H
OCA/H
RWY
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Importance of ight phases

Each phase has its own associated characteristics:
- It evolves through di erent airspaces.
- It has its own speci c navigation charts.
- It has its own operational procedures.
- It has its own air tra c control problems which are solved by di erent control
units.
‣ TOW (Tower), APP (Approach), ACC (Area Control Center)
- It uses di erent navigation aids.
‣ GNSS, VOR, DME, ILS
- Required navigation accuracy is di erent for each phase.
‣ Autopilots have di erent operating modes depending on the phase of ight and the
accuracy
- Accidents statistics also depend heavily on the ight phase
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requirements related to the Navaid, Communication and Surveillance Infrastr
controller training, ATS system monitoring and publication etc. TNyCA
Flight phases
The PBN Manual also defines additional functionalities (required or option Grado Aeroespacial
used in association with several of the navigation specifications:

Flight phases and RNP (Required Naviga on Performance)
Flight Phase Add
Navigation En Route (R
Approach
Specification Oceanic En Route
Remote Continental ARR Initial Intermed Final Missed DEP RF
RNAV 10 (RNP 10) 10
RNAV 5 5 5
RNAV 2 2 2 2
RNAV 1 1 1 1 1 1 1
RNP4 4
RNP2 2 2
RNP1 1 1 1 1 1 O
Advanced RNP 2 2 or 1 1 1 1 0.3 1 1 R
RNP APCH 1 1 0.3 1 O
RNP AR APCH 1-0.1 1-0.1 0.3-0.1 1-0.1 Specifi
RNP 0.3 0.3 0.3 0.3 0.3 - 0.3 0.3 O
The purpose of the additional functionalities (RF, FRT, TOAC and Baro-VNAV
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Flight
Fatalphases and Fatal
Accidents andAccidents
Onboardand Onboardby
Fatalities Fatali es of Flight
Phase
Worldwide Commercial Jet Fleet – 2002 Through 2011
Percentage of fatal accidents and onboard fatalities
Taxi, load/ 16% 37%
unload
parked, Initial Climb Initial Final
tow Takeoff climb (flaps up) Cruise Descent approach approach Landing
Fatal accidents 11% 10% 6% 6% 11% 4% 14% 16% 20%

Onboard fatalities 0% 11% 6% 10% 22% 2% 19% 13% 16%
18% 29%
Initial
approach Final
Exposure fix approach
(Percentage of flight fix
time estimated for a 11% 12% 3%
1% 1% 14% 57% 1%
1.5 hour flight)
Percentages may not sum precisely due to numerical rounding.
100 2000
Fatal accidents Distribution of fatal accidents and onboard fatalities
80
Onboard fatalities 1500
Fatal 60 Onboard
1001
accidents 855 1000 fatalities
40 706
601
510 471
16 500
20 291 13
9 8 9 11
5 5 3 111
1
0 0
Taxi, load/ Takeoff Initial Climb Cruise Descent Initial Final Landing
unload climb approach approach
parked,
tow fuente: Avia on Safety Boeing Commercial Airplanes
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2011 STATISTICAL SUMMARY, JULY 2012
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Introduc on
Flight phases
En-route
The ver cal pro le
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AIP - Aeronautical Information Publication Grado Aeroespacial
AIP - (Aeronau cal Informa on Publica on)

De ned by ICAO as a publication issued by or with the authority of a state
containing aeronautical information of a lasting character essential to air
navigation.
It is designed to be a manual containing thorough details of regulations,
procedures and other information pertinent to ying aircraft in the particular
country to which it relates.
It is usually issued by or on behalf of the respective civil aviation administration.
- ENAIRE AIP: https://ais.enaire.es/aip/
Using the AIP to plan a Madrid-Barcelona ight

From: LEMD RWY 36R
To: LEBL RWY 25R
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AIP - Aeronautical Information Grado Aeroespacial
Airport con gura on

Depending on winds there will be an airport con guration
Landings and take offs
North South
Con guration Con guration
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North Con guration
18R 18L TNyCA
Aeronautical charts South Con guration
Grado Aeroespacial
36R
36L 14L
14R
32R
32L
Madrid airport
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AIP - Aeronautical Information Grado Aeroespacial
Madrid airport / Torrejón
Configuración Norte
18R 18L Configuración Sur 04
36R
36L
14L
14R
22
32R
32L
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AIP - Aeronautical Information Publication Grado Aeroespacial
Airport con gura on

Airport con guration is de ned as the
set of the operating runways and their
orientation. It mainly depends on: LEMD
- Wind direction: take-o s preferably
facing the wind. The maximum
allowable tailwind value is usually
between 10-15 kts.
- Airport policies …
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Grado Aeroespacial
02
07L 24R
07R
24L
West Con guration

East Con guration
Barcelona airport North Con guration
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Introduc on
Flight phases
En-route
The ver cal pro le
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Planning a Madrid-Barcelona ight Grado Aeroespacial
En-route phase
1st waypoint en route
last waypoint en route
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En-route phase.
Upper airspace / Lower Airspace
- It depends of the ight level
‣ FL270 -> Upper airspace
- Use a route calculator
‣ Route: LEMD, PINAR, SEGRE, BRITO , PISUS, PONEN, CASPE, LEBL
- Airways are (or used to be…) determined by the available navaids
- Chart: Upper Airspace
‣ Airways UN870, UW800
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TNyCA
En-route phase
Insignia website: https://insignia.enaire.es
J. Vila Carbó 34
fl
TNyCA
En-route phase
Insignia website: https://insignia.enaire.es
J. Vila Carbó 35
fl
TNyCA
Introduc on
Flight phases
En-route
The ver cal pro le
36
ti
ti
fi
fl
TNyCA

RWY 36R Diurno
J. Vila Carbó 37
fl
TNyCA
SID - Madrid RWY 36 R Diurno

PINAR 1D with conventional
instruments
J. Vila Carbó 38
fl
TNyCA
SID - Madrid RWY 36 L Diurno
J. Vila Carbó 39
fl
TNyCA
Supplement 107/22
J. Vila Carbó 40
fl
TNyCA
Noise abatement
Madrid SID`s are designed
to optimise noise abatement.
J. Vila Carbó 41
fl
TNyCA
Introduc on
Flight phases
En-route
The ver cal pro le
Calculus of vertical pro le in the assignment
42
ti
ti
fi
fi
fl
TNyCA

BARCELONA / Josep Tarradellas Barcelona-El Prat
(CONFIGURACIÓN OESTE // WEST CONFIGURATION)
RWY 24R/24L (CONVENCIONAL // CONVENTIONAL) RWY 24R/24L (RNAV DME/DME)
CARTA P-RNAV (DME/DME) DE LLEGADA NORMALIZADA APP 119.105 ARR 121.155 125.250 ALBER1W BISBA1Z CASPE1W GRAUS1W LOBAR1W MARTA1Z BISBA1W CASPE1Z
VUELO POR INSTRUMENTOS (STAR) TA 6000 VAR 1ºE (2020) TWR 118.105 126.505 127.700 MATEX1Z NEPAL1W OSTUR1W PUMAL1W VERSO1W MARTA1W MATEX1W
000?00' 001?00'
E 002? 00'E 003?00E
'
LLE
R BORDEAU
Barcelona RWY 24R/24L
NOTAS, RESTRICCIONES: VER DESCRIPCIÓN
MARSEI
R
FI
LER153 LER112 TEXTUAL.
FL170 FL125 FRANCIA TRAMO SÓLO UTILIZABLE CON CLR ATC
SFC PUMAL F (CONVENCIONAL).
SFC I
RB FL250
FI
42º22'01''N OR FI
RM TRAMO SÓLO UTILIZABLE CON CLR ATC
DE AR
002º00'30''E FI AU SEI (RNAV).
ALT, ELEV & HGT: FT. R X LER101 F L
LE
DIST: NM. SLL 354/51.0 BA
RC
IRB
A
10 SÓLO UTILIZABLE EN CASO DE FALLO DE
LE
E 1000 ft ALT RC
LON EL
O COMUNICACIONES DURANTE LA
BRG: MAG,GEO. N
009C
FL250 A SFC A APROXIMACIÓN FRUSTRADA.
1
30
LED67
FL70
ALBER 1 MNM ALT UTILIZABLE PREVIA CLR ATC.
R- FL1
FL1
FL65
120
R-
42º27'05''N
32 30
SFC
NOTES, RESTRICTIONS: SEE TEXTUAL
6
002º49'56''E
116
CL
GIR 004/31.3 DESCRIPTION.
118 127 127 61
E
SEGMENT ONLY USABLE WITH ATC CLR
35.0 DME (CONVENTIONAL).
LED134 BISBA
120 CLE
FL130
42º05'11''N SEGMENT ONLY USABLE WITH ATC CLR
FL175
40.0 DME CLE (RNAV).
009º
SFC 003º37'33''E
FL
ONLY USABLE IN THE CASE OF
13
BGR 065/20.4
M
35.0 DME CLE 30.0 DME CLE COMMUNICATION FAILURE DURING THE
0
AX
32 265
GRAUS LER106 MISSED APPROACH.
6º
AS
41º58'45''N 1000 ft ALT 1 MNM ALT USABLE PRIOR ATC CLR.
t
000º22'35''E SFC 5k GR
LE
GERONA
26 1Z 5B FL250
BCN 297/87.7 AS A 6
kt
DVOR/DME 114.10 B
009C
XI º S
I 0
R-
R-
SLL 289/82.6 GIR MA 6 5 L 30 B 42?
0 F1
32
42? BAGUR 20
41º55'53''N 0 00N
'
R-
00'
N DVOR/DME 112.20 13 1
L 31.0 DME BCN
F
CL
FL280 002º46'19''E
BGR 0
70
L 0
96º
F
E
150 m
75
27
41º56'52''N
9
R
0
-
5º º)
2 40001 F
L
89S 18
100
27
003º12'32''E
9
PU 52 0
LL GRAU 52.0 DME SLL
18 22 6.2 FL
70
S 330 m 2
M
1 R R
-09
1W
W 2 6B
)
CN
3 BG (T
AL
V
LOBAR 6 TIRGO TSA31 (IAF)
A
3
FL
1
76
ALBER
FL100
F
23
1W
N
L
1
49
11
41º44'53''N 5 4500 ft ALT
FL70
0 -
R
41º47'04''N LESBA
.3 -
F R
L FL
76
P
000º19'06''E 801 1 SFC Z MAR MEDITERRÁNEO
37 (
5 001º07'34''E
A1
0
F
L8
1W
SLL 279/81.7 01 SLL 289/47.0 SB 0 32.0 DME PRA
1 BI 32 00 3 1
76 0
A
9 1
FL70
BCN 288/84.9 º
B
FL 00
66 1 1
IS
FL 70 0 0
92º
B
R-
50.0 DME SLL GRA (IAF)
FL
4
10 40001 F
L100
27 U
28
0
FL280 9S L S
L
L O B 1
FL70
F
FL10
AR1W W (FALLO DE COMUNICACIONES L
70
R
47 -092P
RA
3 COMMUNICATION FAILURE) 70
FL
7 F
L150 FL10 SLP FL
80
F
L15 F 0 RWY 24R (IAF)
0 L8 6
009º
01 00 10.0 DME SLL
FL 01 6000 BL045
53 801 0 LESBA
0
99º SLP SLP

41º39'16''N
27
9
10.0 DME CLE 10.0 DME CLE
L
O 003º01'38''E
)
18
BA
T2 4º
PEKIS R
0º
1W 2 (IAF)
80 BGR 204/19.4
.
º
0
41º38'56''N
)
45
05
2
6
AV
001º07'31''E 00 FL100 SABADELL
F
L100 01
F
(IAF)
L7
RN
0 DVOR/DME 112.00
(
SLL 279/45.0 600 MAR MEDITERRÁNEO
01 CALELLA
P-
SLL
0
FL70 DVOR/DME 115.35
6
27
9
6 41º31'11''N
40 00
0
1
001
16
18
CLE
00
FL1
VILLAFRANCA 002º06'35''E
A1
41º38'24''N SLP
DVOR/DME 113.15 LED46 150 m
W 0
SB
E1 7 002º38'05''E XAMUR
NTEAD O F DME,AMA.
STA,CO O RD DELDVO R EN LUGAR DELDME,AMA.
P FL
VLA S Z 01 2500 ft ALT
BI
CA A1 LA 00 420 m 41º24'11''N
CASPE RT 6V 6 SFC BARCELONA
41º16'06''N
60
41º20'34''N
001º32'52''E
MA E
AT
X1Z
R0
-6
S LP
DVOR/DME 116.70
17
002º52'19''E
BGR 204/36.0 10 10
M 27
38
BG 4
BCN
000º11'58''E
60 660 m
20
0
1
R
VLA 265/61.1 10 1 10.0 DME SLL 41º18'26''N
40 0
L
R-
0
00
1W
FL7
RES 278/44.6 CASPE 00 002º06'28''E SADEM
27
60
61 L
F130 18
EL PRAT 0m
0
41º12'37''N
5VA
L 01 (IAF)
27
6
9
R2
- 130 600 DVOR/DME 114.30
0
F
L10 440D
. ME
1Z
L
F 40001 0 003º10'26''E
(FALLO DE COMUNICACIONES
TA Z
18
FL7 VERSO
27
01 0 BGR
9
600 PRA BCN 095/48.6
TF AR EX1 5º
GNATO R,CO O RD O F THE DVO R I
6
2 (IAF)
48 COMMUNICATION FAILURE) 41º09'11''N
18
0
98 M T 41º16'59''N VE
RSO1W
º A RULOS RWY 24L
FL280 (
T09 M 21 0 002º04'55''E FL70 23 VE
RS
003º45'25''E
8.
9º) CAS S 13 1 41º10'38''N 4000
26.0 DME O1W
PE (IAF) BCN 095/75.2
1Z(
P-RNA RE FL 00 0m
002º16'53''E
40001
SLP 41
F
L0 0 27
V) 5 60 LESBA CLE FL1 R
05
4 4. 0001 30 -
095B
6 40.
0D ME CN
R-
LEP136 CLE 209/32.0 41º15'18''N 50001 FL130
1
56
FL70
400
F
L BCN 5
)
130 0001
00
02 R-2 AL1 RNA V)
4000 ft ALT 002º39'46''E 0
(P NAV
95º
9º
FL200
V)
60
40
SFC REUS 001
01
P (P- NA
BCN 096/25.3 R-204 BGR/R-095 BCN
20
FL 00
-R
VOR/DME 114.20 -R PRA 092/26.3 540D
. MEBCN
10
70
1
7
1Z º
MA RTA Z(P
FL
RES (
T1 CA SLP
0 S
EX 8.
0 PE1 09 W
E
41º08'59''N º) Z( 37.0 DME CLE
AT 26 0
1
34.0 DME
TE 1W
P-
R CL
MA SPE
001º10'16''E N
W
M A CLE
7
4 V
1
5
1 01 3
40 70
.
MARTA1
)
X1
.8 41?
GNADO R DE PI
17
90 m FL 00
00
41?
FL
NE
F
CA
L
FL150
1
6000 1
S 6 00 00N
'
27
00'
N
RE 4
OSTU
0
R-
0
)
01
6º
8
T0 8º
ALS,RUNW AY DESI
SENIA
22
166C
.
FL10
-
29
400
Z
40º52'08''N R
R1W
000º44'20''E
(
01
V) SLP
0
A
LE
N
R-
RES 228/25.9 TUNDI

P-R
W( RAVAX
ALES,DESI
LEP137 X1
173RES
40º49'08''N E
T
V)
MA 3
.
T0 27º
24 40º55'14''N OSTUR
5º
3500 ft ALT 001º34'13''E

L1 NA
SFC 100 002º05'17''E 40º46'51''N

º
0
28
4 L
F
7
0
PA -R
º) 001 CLE 209/49.7 002º53'38''E

AV) 53
. 40
W
NE W (P
N 7
NGSAND RADI
S 0
(
-R T
(
51
CA,RUMBO SY RADI
P
RE ( BCN 130/47.6
1W
E
TX FL150
10
5 L13 9º
8 MA CLE 166/52.8
67
A1
22 6
.
10
6
1
F 03
40 00
0 0
6
.
-
1
1
9º
RT
15
R 0
10
L1
0
00
L13 F
1Z F 4 L1
21
01
MA
F
0
0 13 00 30
EX LER30 50
A
0º 0 R-
PR
AT 29 0
NEPAL
700 ft ALT
10 10 1 1
3
9
M EBROX 40º41'34''N 0
O N,HEADI
15 1 FL150
21
SFC BC
FL 00 42.0 DME PRA
R-
MATEX 40º42'31''N 001º55'29''E N

60
9º
001º13'54''E CLE 209/65.3

40 130
1
40º33'24''N
Ó N MAGNÉTI
) 53.0 DME BCN

20
00
RES 173/26.6
000º15'56''E
AV
FL
MARTA1
RES 228/54.5 RN
º P-
ATI
4
7
0
24 (
E
FL150
6000 1
CL
)
21
º
8
1W 8
C VARI
74. 71.0 DME CLE

T0
(
TA 35. 30 1
9
AR
20
1
Z
FL280 FL 00
R-
M
NACI
0
R-
CHANGES:MAGNETI
4
173RES
4º3º)
O S:DECLI
055.
10 T0
(
5
MARTA
40º21'17''N 0
1:1 000 000
62 19 LED21B
001º16'48''E 10 10 30 19
10 20 30 40 km
CAMBI
FL 245
1000 ft ALT FL240
BCN 213/68.4
RES 173/47.9 3 0 0 10 20 NM
J. Vila Carbó 43
000º 00'W/E 001?00'
E 002? 00'E 003?00E
'
WEF 24-MAR-22 (AIRAC AMDT 02/22) AIP-ESPAÑA AD 2-LEBL STAR 3.1

fl
SLL 354/51.0 BA X
DIST: NM. RC
EL
BRG: MAG,GEO. FL250 ON
A
R- FL1
TNyCA 120
32 30
Planning a Madrid-Barcelona
12 ight
6
116
CL
11 127
E
8 7
Grado Aeroespacial
40.0 DME CLE
FL
13
M
35.0 DME CLE
0
AX
32 265
GRAUS
STAR - Barcelona RWY 24R/24L
6º
AS
41º58'45''N
000º22'35''E
BCN 297/87.7
kt
DVO
R-
SLL 289/82.6
32
42?
It mainly depends on the last waypoint en route, the landing runway, the IAF, and
4
6
00'
N
CL
FL280 0
E
-
289S 75 approach.
the navigation instruments used for the
R
PU 52 0
LL GRAU 52.0 DME SLL
S
M
1W
3
AL
LOBAR 6 TIRGO TSA31
FL
F
1W
L
1
11
4500 ft ALT
CASPE 1W with conventional instruments

41º44'53''N 50 41º47'04''N
F
000º19'06''E
SLL 279/81.7
L801
1
F
F
L
L
8
15
01
0 001º07'34''E
SLL 289/47.0
SFC
76
BCN 288/84.9
76 09º
66
R
50.0 DME SLL GR (IAF)
FL280 -
279S L AU
L
L O BAR S1W (FALLO DE COMUNICACIONES
1W 47
37 F
L F COMMUNICATION FAILURE)
150 L1 SLP
F 00 RWY 24R
L150 FL801 60001 10.0 DME SLL
FL 6000
53 801 0
99º
L
SLP
10.0 DME CLE
PEKIS O BAR1W 2 (IAF)
41º38'56''N 4
80º
5 6
001º07'31''E 00 FL100 SABADELL
F
L100 01
F
L70 DVOR/DME 112.00
SLL 279/45.0 60001
SLL
0
FL70
27
9
60001 41º31'11''N
18
VILLAFRANCA 002º06'35''E
DVOR/DME 113.15 LED46 150 m
1W 70
PE FL 1 2500 ft ALT
VLA AS 1Z LA 00
C A 0
CASPE 41º20'34''N RT
Z 66V 6 SFC BARCELONA
MA E
41º16'06''N
60 001º32'52''E AT
X1 R0
-
S LP
DVOR/DME 116.70
000º11'58''E
VLA 265/61.1 60 1
EW
660 m
0
M 27
L10
F 01
0 10.0 DME SLL
BCN
41º18'26''N 38
CASP 0 002º06'28''E
27
RES 278/44.6
9
60
61 FL130 18
EL PRAT 0m
0
5VA
L 01 (IAF)
27
6
9
R2
- 130 600 DVOR/DME 114.30
0
L
F
1Z (FALLO DE COMUNICAC
TA 1Z
18
27
01
9
600 PRA
TF R 6
25º (IAF)
A X
4 COMMUNICATION FAIL
18
0
98º M TE 8
41º16'59''N
RWY 24L
( A 21 0 002º04'55''E RULOS
FL280 T098.
9 C M 4000
º) ASPE
1 ES L13 1 0m 41º10'38''N (
Z(
P-R R F 00
NAV 5 002º16'53''E
4 4 ) 5 60 L
.
6 0
LEP136 R- CLE 209/32.0 41º1
1
56 F
L
NE W (P -RN )
130
00
-2 AL1 RNA )
4000 ft ALT 002º
(P NAV
9º
AV
V)
60
40
SFC REUS 001 BCN
20
FL 00
-R
VOR/DME 114.20 PRA
1
0
70
1
Z 7
º
MA RTA Z(P
FL
RES ( C
X1
T
-
108 ASP
. E
W
E 0 1
LE
41º08'59''N º) Z( 37.0 DME CLE
AT 26 0
1
TE 1W
P-
R
MA SPE
N
9C
001º10'16''E M A
7
4 V
1
5
1 01 3
40 70
7.
MARTA1
X1
.8
P
90 m FL 00
00
41?
FL
F
CA
1
L
FL150
1
6000 1
S 6 00
27
00'
N
RE 40
R
0
º)
01
8
º
SENIA
6
22
8
.
-
29
02
Z
40º52'08''N
J. Vila Carbó R
44
T0
000º44'20''E
(
AV) SLP
N
R
fl
TNyCA
Introduc on
Flight phases
En-route
The ver cal pro le
45
ti
ti
fi
fl
TNyCA
BARCELONA/
Josep Tarradel
las Barcel
ona-
ElPrat

RW Y 24R
APP 119.105
TA 6000 TW R 118.
105 ARR 121.
155 125.
250
CARTA DE TRANSI
CIÓ N A LA APRO XI
MACI
ÓN
CLE1W LESBA1W
FI
NALVUELO PO R I
NSTRUMENTO SRNAV1 VAR 1ºE (
2020) ATI
S 118. 655 505Grado
126. 127. Aeroespacial
700 RULO S1W SLL1W
002º00'
E 002º30'
E
TSA31
4500 f
tALT
E
9CL
ALT,ELEV & HGT:FT.
Transi on chart to the

SFC
DI
ST:NM.
0
BRG:MAG (
GEO )
.
-
R0
approach
0
0
0
7
º
1
0
L
9
L
3F
8
F
1
º
(
IAF)
09
CLE
0
Trombone arrival 66 76
FL100
FL070
76
TF CALELLA
7º
279º 24 .8º) DVO R/DME 115.
35
W 47 BL427 2 CLE
E1 T2
(
3 FL100 6000 BL443 CL FL080 41º38'
24'
'N
1 .3
R-
279 S
FL070
MAXI
AS220 kt 18 4600 FM º 002º38'
05'
'E
LL BL431 4
06 .6º) 420 m
099º TF SLL1W FL080
TF T0
(
65
4600
087º 6.7 BL435 0
4.
9º)
T087.
( 4º 41º
41º LED46 FL080 06 5.6º)
C
TF
1
30'
N
S
T
L
5
2500 f
tALT 4600 6
30'
N T0
15
T
L
E
4
0
4. (
F 6º
L
1
º
SFC (
IAF)
5.
º
1
W
4 BL423
06 5.6º)
5.
W
SLL TF
0
)
6
0
4. T0
(
SABADELL FL100
4º BL428 2
DVO R/DME 112.
00 FL070 06 5.6º)
SLL BL439 6 FL080
T0
( BL419
41º31'
11'
'N BL432 4000 FM
FL080 4º
002º06'
35'
'E 4600 FL080
06 .6º)
65
150 m BL415
4000 TF T0
(
BL436 0
(
IF) 4.
FL080 4 º
TEBLA
4000 TF 06 5.6º)
06
0 T
(
4.
4º
BL440 TF 06 5.6º)
6
0
4. T0
(
FL080
BARCELO NA 4º
DVO R/DME 116.
70
4000 06 .6º) 31.
0 DME BCN
0
65 096º
T0
(
270
BCN
90
48
T
3
41º18'
26'
'N
(
180
F
L
T
3
4000
5.
FL100
0
RU
3
E
1
4
002º06'
28'
'E
35
0
S
º
270
90
FL070 3
B
L
0m
.
7º
OS
A
180
LESBA1W TF
1
)
W
1
ELPRAT 267º
W
W 8
10. 276º
DVO R/DME 114.
30 S1 7º)
T267.
PRA
41º16'
59'
'N
38 (
IAF)
ULO
R .7
7
BL444
MAXIAS220 kt
(
(
IAF)
LESBA
R-
096 BC
N
002º04'
55'
'E TF
RULO S
6º 0º) FL100
0m
FL100 05 7.
5 FL070
T0
(
FL070
RULO S
41º10'38''N
3
002º16'53''E 10
0
17
0
CLE 209/32.0 07
L
º
º
F
L
9
9
F
2
0
0
2
1
00
40
MAR MEDI
TERRÁNEO
E
CL
9
37.
0 DME CLE
20
R-
J. Vila Carbó 002º00'

E 002º30'
E
46
L.
ti
fl
TNyCA
BARCELONA/
Josep Tarradel
las Barcel
ona-
ElPrat

RW Y 24R
APP 119.105
TA 6000 TW R 118.
105 ARR 121.
155 125.
250
CARTA DE TRANSI
CIÓ N A LA APRO XI
MACI
ÓN
CLE1W LESBA1W
FI
NALVUELO PO R I
NSTRUMENTO SRNAV1 VAR 1ºE (
2020) ATI
S 118. 655 505Grado
126. 127. Aeroespacial
700 RULO S1W SLL1W
002º00'
E 002º30'
E
TSA31
4500 f
tALT
E
9CL
ALT,ELEV & HGT:FT.
Transi on chart to the

SFC
DI
ST:NM.
0
BRG:MAG (
GEO )
.
-
R0
approach
0
0
0
7
º
1
0
L
9
L
3F
8
F
1
º
(
IAF)
09
CLE
0
Trombone arrival 66 76
FL100
FL070
76
TF CALELLA
7º
279º 24 .8º) DVO R/DME 115.
35
W 47 BL427 2 CLE
E1 T2
(
3 FL100 6000 BL443 CL FL080 41º38'
24'
'N
1 .3
R-
279 S
FL070
MAXI
AS220 kt 18 4600 FM º 002º38'
05'
'E
LL BL431 4
06 .6º) 420 m
099º TF SLL1W FL080
TF T0
(
65
4600
087º 6.7 BL435 0
4.
9º)
T087.
( 4º 41º
41º LED46 FL080 06 5.6º)
C
TF
1
30'
N
S
T
L
5
2500 f
tALT 4600 6
30'
N T0
15
T
L
E
4
0
4. (
F 6º
L
1
º
SFC (
IAF)
5.
º
1
W
4 BL423
06 5.6º)
5.
W
SLL TF
0
)
6
0
4. T0
(
SABADELL FL100
4º BL428 2
DVO R/DME 112.
00 FL070 06 5.6º)
SLL BL439 6 FL080
T0
( BL419
41º31'
11'
'N BL432 4000 FM
FL080 4º
002º06'
35'
'E 4600 FL080
06 .6º)
65
150 m BL415
4000 TF T0
(
BL436 0
(
IF) 4.
FL080 4 º
TEBLA
4000 TF 06 5.6º)
06
0 T
(
4.
4º
BL440 TF 06 5.6º)
6
0
4. T0
(
FL080
BARCELO NA 4º
DVO R/DME 116.
70
4000 06 .6º) 31.
0 DME BCN
0
65 096º
T0
(
270
BCN
90
48
T
3
41º18'
26'
'N
(
180
F
L
T
3
4000
5.
FL100
0
RU
3
E
1
4
002º06'
28'
'E
35
0
S
º
270
90
FL070 3
B
L
0m
.
7º
OS
A
180
LESBA1W TF
1
)
W
1
ELPRAT 267º
W
W 8
10. 276º
DVO R/DME 114.
30 S1 7º)
T267.
PRA
41º16'
59'
'N
38 (
IAF)
ULO
R .7
7
BL444
MAXIAS220 kt
(
(
IAF)
LESBA
R-
096 BC
N
002º04'
55'
'E TF
RULO S
6º 0º) FL100
0m
FL100 05 7.
5 FL070
T0
(
FL070
RULO S
41º10'38''N
3
002º16'53''E 10
0
17
0
CLE 209/32.0 07
L
º
º
F
L
9
9
F
2
0
0
2
1
00
40
MAR MEDI
TERRÁNEO
E
CL
9
37.
0 DME CLE
20
R-
J. Vila Carbó 002º00'

E 002º30'
E
47
L.
ti
fl
TNyCA
Transition charts Grado Aeroespacial
Holding
Holding is required in arrivals of congested airports.
STAR procedures can be designed to support different holding procedures used
in Air Traf c Control:
- Vertical Holding Stack (traditional)
- Linear Hold Trombone
- Linear Hold Point Merge
J. Vila Carbó 48
fi
TNyCA
Tradi onal ver cal holding stack

Based on racetracks
Aircraft spiral down before vectored into nal approach:
J. Vila Carbó 49
ti
ti
fi
TNyCA
Linear hold trombone

Aircraft sequenced by the timing of the turn into the nal approach.
J. Vila Carbó 50
fi
TNyCA
Linear hold trombone

Policy: aircraft y an outbound leg with a course which is opposed to the nal
approach and when it is considered that there is adequate spacing the controller
will instruct the pilot to turn to base through an inbound leg that leads to the
nal approach.
J. Vila Carbó 51
fi
fl
fi
TNyCA
Linear hold point merge

Aircraft are sequenced into nal approach by deciding when they leave the
point merge arch:
J. Vila Carbó 52
fi
TNyCA
The Point Merge transi on procedure

Policy: the technique for sequencing inbound aircraft does not involve
traditional radar vectoring, rather aircraft y along published sequencing legs
and when it is considered that there is adequate spacing, the controller will
instruct the pilot to route direct to the ‘Merge Point’
J. Vila Carbó 53
ti
fl
TNyCA
Point merge example

Dublin RWY 28
J. Vila Carbó 54
TNyCA
RWY 28 Point Merge vs. RWY10

Point merge example
Dublin RWY 28
J. Vila Carbó 55
TNyCA
TA 6000 APP 129.300

ACI
Point merge example TWR
APP 129.
118.475
300
FUERTEVENTURA
TW R 118.
475
CARTA DE APRO XI
MACI
ÓN ELEV AD I
LSZ
GMC 121.
700
AIP / AD / AD_2 / FUERTEVENTURA : GCFV / STAR 2 - RWY 01 - RNAV1 (GNSS)

PO R I
NSTRUMENTO S- O ACI 83 RW Y 01
015? 00'W 014? 00'W ATI
S118.
650 013
014?10'
W 014?00'
W 013?50'
W 013?40'
W 013?30'
W
1033
ALT,HGT& ELEV:FT.
(
IAF)
INFORMACIÓN ADICIONAL DE TRAYECTORIAS POSIBLES // DI
ST:NM.
10 TENDA
BRG:MAG. NM
ADDITIONAL INFORMATION OF POSSIBLE PATHS 13.
3 DM E FTV
28º32'
00'
'N
2266
V
013º38'
26'
'W
7º
T
24
6F
2005
DIRECTOS // DIRECT: *
0
00
50 0
0
LLEGADAS // ARRIVALS RUSIK3S & TERTO6S
-
1098 0
R
40
V
10 PUERTO DEL 156 FT

10
V
Primer punto posible // First possible point: NIDOM 990 7
A
10 06 7º
28? O
RO SARI I
ASMAX185 kt 18.
0 DM E FTV
FM TOSPU R- 06
R4
30'
N 108º
10 Último punto posible // Last possible point: FV623
º
W(
99
LOC 109.
50 530
NIDOM 0
2
PUNTO DE CONVERGENCIA COMÚN: DEMEX. // I
FV
E
1
FL80
T
5
FUERTEVENTURA
COMMON MERGE POINT: DEMEX.
9L
)
1960 0
DVOR/
DM E 114.
10
/ 6000
8
:/
FTV
9
27
1
-
2381 28º25'
51'
'N
N X
R
Ó : ME IAS 220 kt 18
)
I 013º51'
52'
'W
C N E
V1
I
S I O D
AN SIT AT
TF
0
15
NA
R
T N //
9
(
27
A RA N
T1
8.
6º
(
FAP)
ER TT ktE
(R
1634
º
0
6
18
51
7.
4 DM E I
LS
M S FV621
0
I R 00
0
PR FI
S
6.
8 DM E FTV 36.
1 DM E LTE
.
GCD3 LANZAROTE
O6
2º
2 28? 28º19'
05'
'N
8
FL80 2700
AX
.
20'
N 6500 f
tALT AEROPUERTO
)
013º52'
06'
'W
50
RT
DEMEX M 6000 SFC DM E 114.
DVOR/ 40
º
AS 2500
6
LTE
I
TE
0
2700 28º56'
53'
'N
V
0
IAS 220 kt
3º)
FT
193º
013º36'
04'
'W
E
TF
T
(IAC GCFV RWY 01)
R
M
T187.
8F
0
-
D
0
8.
1
14.
0 DM E FTV .0
0
1527
7
9
12
5F
1
3500
2
AR
-
2280 CO
R
C AR
T
DM O 12.
V
MSA
(
EF 0
TV
TF º )
POKAB
FT
º
32 7.3
(
3
T3 2
1526
2 º
0
3
FV622 (
IF)
22
2
1 .4
22 F
(IAF) 421 DEM EX
R-
.0 º
T
LI
RBU 2700
7
FL80
1º
)
TF
12.
7 DM E I
LS
SOTAD DVO R/DME FTV
7º
º)
28? 12.
0 DM E FTV
6000
21
5.
.8
10'
N 28º13'
49'
'N
FTV 183/27.3
8
F LANZAROTE O CÉANO ATLÁNTI

CO 4000 3100
T
1
013º52'
16'
'W
0
IAS 220 kt
2
32 32
T2
DVOR/DME 115.20
2
2º (
IAF) 2700
º
IAS MAX 220 kt
3º
6
00
(T
4
5
.
0
04
50
.
SI
RPU
3
3º
LZR
0
5000
10
22
80
. FV623
20.
4 DM E FTV
10 T
(2562
.º)
FL80 014º06'
10
28º09'
24'
'
54'
W
'N 29º09'56''N
013º30'40''W
25
NM
º)
BUSAP
º
6000
4
8
.
F
540 m
3
0
T
3
0
FL250
0
0
(
T3 1
3
5 IAS 220 kt
5
1 5º
T
0
9
(
0
27
0
º
1 0 0. 18
(
T1 3 2 (
IAF)
3 5º
º) VO R REQ UERI
DO
SOTAD
0 28?
DME REQ UERI
DO GCR 1 50 NO EN
.
2 00'
N
FTV 183/
27.
3
CI
RCUI
TO
º) PARA ELTRAMO I
AF SO TAD -I 35 00 ftA
Ó N RNAV1L
F:APRO BACI T
REQ UERI
DA.
I
ASMAX220 kt
(*)ALTI
TUD MÍ
NI
SFC
MA EXCEPTO EN FRUSTRADA.
(T
31
º
0
31 .2º)
03
50
2
(T 13 00
5
º
13 5º
0. ESCALA 1:
500 000
2º
)
J. Vila Carbó 56
014?10'
W 014?00'
W 013?50'
W 013?40'
W 013?30'
W
GCD15 0
I
AF I
AF I
AF
TNyCA
Introduc on
Flight phases
En-route
The ver cal pro le
57
ti
ti
fi
fl
TNyCA
Approach
It mainly depends on ELEV AD APP 119.105
BARCELO NA/Josep Tar
Barcel
radel
ona-
l
as
ElPr
at
the runway and the

CARTA DE APRO XI
MACI
ÓN 14 TW R 118.
105 GMC N 121.
705 I
LSZ
PO R I
NSTRUMENTO S-
O ACI VAR 1ºE (
2020) ATI
S 118.
655 GMC C 121.
655 RW Y 24R
navaid use to land

002?00'
E 002?20'
E 002?40'
E
Rí
1980 1980 o
To
(
IAF) rd
3467
(
FALLO DE COM UNICACIONES) er
a 41?
The preferred approach

41? 2537
(COM M UNI
CATIONS FAI
LURE)
40'
N 1117 40'
N
6000
29
2676 CALELLA
70
SABADELL ALT,ELEV & HGT:FT.
DVOR/
DM E 112.
00 DVOR/
DM E 115.
35 DI
ST:NM.
is using the ILS navaid:

SLL CLE BRG:MAG.
41º31'
11'
'N 41º38'
24'
'N
990
002º06'
35'
'E 002º38'
05'
'E VO R,DME REQ UERI
DO // REQ UI
RED
t
en
r
Terassa 1095 279º 655 369
og
- Chart: IAC ILS RWY
M
2098
6000
o
1756
Rí
l 1136
Sabadel ar
Mat ó
617
24R
099º
0
R
99
í
oL LED46
l
ob
2500 f
tALT
r
eg
SFC
at
994
1205 (
IF)
778
TEBLA
11.
0 DM E I
LS
ona
Badal
10.
8 DM E BCN
990 41º22'
52'
'N
666
0
198
9
2339 002º19'
30'
'E
9
1542 382
614
2008 BARCELO NA
413
1378
667
2159 622 414
421
41? 4º 41?
1016
24 20'
N
20'
N (
FAP)
LOC 109.
50 6.
9 DM E I
LS
BCA 6.
7 DM E BCN
41º21'
11'
'N
5.
0 DM E BCN 002º14'
33'
'E
BARCELONA
DVOR/
DM E 116.
70
CN
1B BCN
-24
R 41º18'
26'
'N
MAR MEDI
TERRÁNEO
002º06'
28'
'E
3000
10
NM
EL DME, OBST.
E, OBST.
J. Vila Carbó 58
fl
CAMBIOS: DECLINACIÓN MAGNÉTICA, RUMBOS Y RADIALES, DESIGNADOR DE PISTA, COORD DEL DVOR EN LUGAR DEL DME,
CHANGES: MAGNETIC VARIATION, HEADINGS AND RADIALS, RUNWAY DEGISNATOR, COORD DVOR INSTEAD OF DME, OBST.
TNyCA
41?
500 000
1: FALLO DE CO MUNI
CACI
O NES.// CO MMUNI
CATI
O NSFAI
LURE.
00'
N
Approach FRUSTRADA:SUBI
002?00'
E
R EN RUMBO DE PI
STA HASTA ALCANZAR 5.
0 DME BCN.VI
002?20'
RAR A LA I
ZQ UI
E
ERDA PARA I
NTERCEPTAR Y SEGUI
R R-
002?40'
E
241 BCN HASTA ALCANZAR 3000 Y ESPERAR AUTO RI
ZACI
ÓN
ATC.
Vertical pro le
FRUSTRADA FALLO DECOMUNI
CACI
ONES:SUBI
R EN RUMBO DE PI
STA HASTA ALCANZAR 5.
0 DME BCN.VI
RAR A LA I
ZQ UI
ERDA PARA I
NTERCEPTAR Y SEGUI
R R-
241 BCN HASTA ALCANZAR 3500.
VI
RAR A LA DERECHA DI
RECTO ALDVO R/DME SLLASCENDI
ENDO A 6000 PARA I
NTEGRARSE EN LA ESPERA.
MI
SSED APCH:CLI
MB I
N RUNW AY HEADI
NG TO REACH 5.
0 DME BCN.TURN LEFTTO I
NTERCEPTAND FO LLO W R-
241 BCN TO REACH 3000 AND AW AI
TATC I
NSTRUCTI
O NS.
MI
SSED COMMUNI
CATI
ONS FAI
LURE:CLI
MB I
N RUNW AY HEADI
NG TO REACH 5.
0 DME BCN.TURN LEFTTO I
NTERCEPTAND FO LLO W R-
241 BCN TO REACH 3500.TURN RI
GHTDI
RECTTO
DVO R/DME SLLCLI
MBI
NG TO 6000 TO J
OIN THE HO LDI
NG.
NO TAS:
-AERO NAVESCATA & B NO TI
FICARÁN LA VELO CI
DAD DE APRO XI
MACI
Ó N A ATC.
-DESPEGUESSI
MULTÁNEO SPO R LA RW Y 24L.
-PARA ELTRAMO DE APRO XI
MACI
ÓN I
NICI
ALREFERI
RSE A LASCARTASDE TRANSI
CIÓ N.
NO TES: ACL TA 6000
I
LS RDH 53
-CATA & B AI
RCRAFTSHALLNO TI
FY APPRO ACH SPEED TO ATC. 4.
0 DME I
LS
DVO R/DME 3.
8 DME BCN 2300
-SI
MULTANEO USTAKE-
O FFSFRO M RW Y 24L. 3000
º
BCN 1351 (
2290)
8
-FO R THE I
NITI
ALAPPRO ACH SEGMENT,REFER TO
00
R- (
1341)
THE TRANSI
TIO N CHARTS. 2 0º
3.
BC 41 5.
0 DME BCN
G
P
N 4º I
F
24 FAP TEBLA º
253
6.
9 DME I
LS 11.
0 DME I
LS
6.
7 DME BCN 10.
8 DME BCN
ELEV:10
THR RW Y 24R NO EN CI
RCUITO
HGT REF ELEV THR RW Y 24R NO CIRCLI
NG
OCA/
H A B C D MSA
GS kt 80 100 120 140 160 180
6500
CATI 215 227 235 246
mi
n:s 12
(
205) (
217) (
225) (
236) FAP-
THR:6.
9 NM 5:
10 4:
08 3:
27 2:
57 2:
35 2:
18
8º
15 NM
FAF-
M APT: mi
n:s º
4700 250
5600
STA CATI
I (
97) (
114) (
125) (
140) f
t/mi
n 425 531 637 743 849 955
ROD:5.
2%
º
072DVO R/DME BCN
ALT/
HGT DM E (
ILS)FNA
3300
13 12 11 10 9 8 7 6 5 4 3 2 1
25 NM
En ci
rcui
to( H)sobre 580 700 1080 1300 2010 1680 1360 1030 710 390
Circli
ng (H)over14 (
570) (
690) (
1070) (
1290) (
2000) (
2000) (
1350) (
1020) (
700) (
380)
AI
P-ESPAÑA AD 2-
LEBLI
AC/26.
1
W EF 24-
MAR-
22 (
AIRAC AMDT02/22)
J. Vila Carbó 59
fi
fl
TNyCA
Introduc on
Flight phases
En-route
The ver cal pro le
60
ti
ti
fi
fl
TNyCA
The vertical pro le Grado Aeroespacial
Ver cal pro le example

Madrid-Barcelona
ight
J. Vila Carbó - Not for real world navigation -

61
fl
ti
fi
fi
TNyCA
The ver cal pro le

The vertical pro le basically requires determining:
- Cruising altitude
- Cruising speed
- TOC (Top Of Climb) and TOD (Top Of Descent)
- Climb pro le
- Descent pro le
The vertical pro le is determined by aircraft performance: aircraft altitudes

and vertical rates depend on the aircraft performance.
- This is available in some databases like BADA of EUROCONTROL
J. Vila Carbó 62
ti
fi
fi
fi
fi
fi
fi
TNyCA
Cruising al tude selec on

Each airplane has an optimal cruising altitude range that is the best tradeoff of
speed and fuel ef ciency. This optimal is affected by weight (including fuel,
passengers, and cargo).
Two ceilings are de ned for an aircraft:
- The service ceiling de ned is the altitude (ft) above MSL at MTOW under ISA at
which the aircraft is unable to climb at a rate greater than 100 feet per minute
(fpm). This is given in BADA by parameter:
‣ ac.envelope.hmo
- The cruise ceiling de ned is the altitude (ft) above MSL at MTOW under ISA at
which the aircraft is unable to climb at a rate greater than 300 feet per minute
(fpm). This is given in BADA by parameter:
‣ ac.envelope.hmax
J. Vila Carbó 63
ti
fi
fi
fi
fi
ti
fi
TNyCA

BADA OPF le
EUROCONTROL User Manual for the Ba
6.6. PTF FILE FORMAT
The Performance Table File (PTF) is an ASCII file, which for

cruise, climb and descent performance at different flight levels
Airbus A306 aircraft is shown below.
J. Vila Carbó 64
BADA PERFORMANCE FILE
ti
fi
ti
fi
TNyCA
Cruising speed selec on

A number of hig level objectives may in uence speed selection. These
objectives, which depend on the perspective of the pilot, dispatcher, perfor-
mance engineer, or operations planner, can be grouped into:
- Maximize the distance traveled for a given amount of fuel (i.e., maximum
range).
- Minimize the fuel used for a given distance covered (i.e., minimum trip fuel).
- Minimize total trip time (i.e.,minimum time).
- Minimize total operating cost for the trip (i.e., minimum cost, or economy
[ECON] speed).
- Maintain the ight schedule.
In addition to one of the overall strategic objectives listed above for cruise ight,
pilots are often forced to deal with shorter term constraints derived from ATC
instructions.
J. Vila Carbó 65
fl
h
ti
fi
fl
fl
TNyCA

Cruise schemes
- Maximum-Range Cruise (MRC)
‣ The speed that will provide the furthest distance for a given amount of fuel burned
and the minimum fuel burned for a given cruise distance.
- Long-range Cruise (LRC)
‣ Speed above MRC that will result in a 1 percent decrease in fuel mileage (in NM/kg
fuel burned).
‣ Typically this 1% means a 3 to 5 % higher cruise speed
J. Vila Carbó 66
ti
fi
fuel burn, as well as changes
in cruise altitude.
TNyCA

MRC vs LRC
68
MRC: Mach .826
67 LRC: Mach .840

1% Penalty
FUEL MILEAGE (NM / 1,000 KG)
66
65
64
63
62
0.76 0.77 0.78 0.79 0.80 0.81 0.82 0.83 0.84 0.85 0.86
MRC LRC
CRUISE MACH NUMBER
J. Vila Carbó 67
ti
fi
TNyCA
Calcula ng the TOC and TOD

By integrating with time the horizontal and vertical speeds using the Matlab
program matlab_bada/climb_descent_profiles the following climb
and descent pro les are obtained:
Cruising altitude
Descent Climb
length length
J. Vila Carbó 68
ti
fi
fi
cruise, climb
cruiseand descent performance
- 250/310 0.79 at different
nominal - 140000flight levels. An example
Max Alt. of a PTF file for the
[ft]: 41000
descent - 250/280
aircraft is shown 0.79
below. high - 171700
Airbus =======================================================================================
A306
FL | CRUISE | PERFORMANCE FILE
BADA CLIMB Apr 23
TNyCA
| 2002 DESCENT
The vertical pro le

| TAS fuel | TAS ROCD fuel | TAS ROCD fuel
| [kts]
AC/Type: A306 [kg/min] | [kts] [fpm] [kg/min] | [kts] [fpm] [kg/min]
| lo nom hi Source
| lo
OPF File: nom hi nom Mar |26 2002 Grado
nom Aeroespacial
nom
=======================================================================================
Source APF file: Mar 26 2002
0 | | 157 2210 1990 1620 270.3 | 131 760 97.2
|
Speeds: CAS(LO/HI) Mach | Levels [kg]
Mass |
Temperature: ISA
Cruising speed selec on 5 |
climb
|
- 250/300
cruise - 250/310
0.79
0.79
| 158 - 104400
low
|
2190 1970 1600
nominal - 140000
267.3 | 132
|
Max Alt. [ft]: 41000
780 96.1
10 |
descent - 250/280 0.79 | 159 - 171700
high 2170 1950 1570 264.3 | 138 800 95.0
| | |
=======================================================================================
BADA PTF le 15
FL ||
|| TAS
CRUISE
fuel
|| 166
|| TAS
2290 2030 1650
CLIMB
ROCD
261.5 || 149 DESCENT
fuel |
850
| TAS ROCD
94.0
fuel
20 || [kts] [kg/min] || [kts]
167 2270 [fpm]
2010 1620 [kg/min]
258.5 || [kts]
181 1020 31.0
[fpm] [kg/min]
|| lo nom hi || lo nom hi nom || nom nom
30 | 230 61.2 81.4 104.3 | 190 2750 2360 1920 253.0 | 230 1360
======================================================================================= 25.0
0 || || 157 2210 1990 1620 270.3 || 131 760 97.2
40 || 233 61.2 81.4 104.4 || 225 3350 2780 2270 247.7 || 233 1380 24.5
5 || || 158 2190 1970 1600 267.3 || 132 780 96.1
60 || 272 65.9 81.7 99.6 || 272 4210 3070 2370 236.8 || 240 1410 23.3
10 || || 159 2170 1950 1570 264.3 || 138 800 95.0
80 || 280 65.8 81.7 99.7 || 280 4040 2930 2230 225.7 || 280 1550 22.1
15 || || 166 2290 2030 1650 261.5 || 149 850 94.0
100 || 289 65.8 81.7 99.8 || 289 3860 2780 2090 214.8 || 289 1590 20.9
20 || || 167 2270 2010 1620 258.5 || 181 1020 31.0
120 || 297 65.7 81.7 99.8 || 356 3820 2800 2170 204.8 || 332 1880 19.8
30 || 230 61.2 81.4 104.3 || 190 2750 2360 1920 253.0 || 230 1360 25.0
140 || 306 65.6 81.7 99.9 || 366 3590 2610 2000 194.3 || 342 1920 18.6
40 || 233 61.2 81.4 104.4 || 225 3350 2780 2270 247.7 || 233 1380 24.5
EUROCONTROL 160 || 389 82.4 93.1 105.3 || 377 3360 2410 1820 User Manual for the Ba
184.1 || 353 1960 17.4
60 || 272 65.9 81.7 99.6 || 272 4210 3070 2370 236.8 || 240 1410 23.3
180 || 401 82.1 92.9 105.1 || 388 3120 2220 1650 174.2 || 363 2000 16.2
80 || 280 65.8 81.7 99.7 || 280 4040 2930 2230 225.7 || 280 1550 22.1
200 || 413 81.7 92.6 104.9 || 400 2880 2020 1470 164.5 || 375 2040 15.1
100 || 289 65.8 81.7 99.8 || 289 3860 2780 2090 214.8 || 289 1590 20.9
220 || 425 81.3 92.3 104.7 || 412 2630 1810 1290 155.0 || 386 2080 13.9
6.6. PTF FILE FORMAT 120 || 297

240 || 438
65.7 81.7 99.8 || 356
80.9 91.9 104.5 || 425
3820 2800 2170
2380 1610 1100
204.8 || 332 1880
145.8 || 398 2120
19.8
12.7
140 || 306 65.6 81.7 99.9 || 366 3590 2610 2000 194.3 || 342 1920 18.6
260 || 452 80.4 91.6 104.3 || 438 2130 1400 920 136.9 || 411 2160 11.6
160 || 389 82.4 93.1 105.3 || 377 3360 2410 1820 184.1 || 353 1960 17.4
280 || 466 79.9 91.2 104.1 || 452 1880 1200 730 128.1 || 424 2200 10.4
The Performance Table File (PTF) is an ASCII file, which for
180 || 401
290 || 468
82.1 92.9 105.1 || 388
78.4 90.1 103.4 || 459
3120 2220 1650
1760 1090 640
174.2 || 363 2000
123.9 || 431 2220
16.2
9.8
200 || 413 81.7 92.6 104.9 || 400 2880 2020 1470 164.5 || 375 2040 15.1
cruise, climb and descent performance at different flight levels
310 || 464
220 || 425
74.3 87.0 101.5 || 464
81.3 92.3 104.7 || 412
2200 1290 660
2630 1810 1290
115.4 || 444 2250
155.0 || 386 2080
8.6
13.9
Airbus A306 aircraft is shown below.

330 || 459
240 || 438
350 || 455
70.6 84.7 100.6 || 459
80.9 91.9 104.5 || 425
67.6 83.0 97.9 || 455
1950 1050 420
2380 1610 1100
1700 810 170
107.2 || 459 2290
145.8 || 398 2120
99.2 || 455 3150
7.4
12.7
6.3
260 || 452 80.4 91.6 104.3 || 438 2130 1400 920 136.9 || 411 2160 11.6
J. Vila Carbó 69
370 || 453 65.1 82.0 90.3 || 453 BADA PERFORMANCE FILE
1320 510 0 91.6 || 453 2850 5.1
fi
ti
fi
TNyCA

There are some bounds on altitude selection:
- Flight distance: short routes do not allow very high ight levels, because the
descent would have to be initiated very soon after the TOC, so as to reach the
destination airport at a reasonable rate of descent. That would yield a very short
en-route phase, thus causing a very high climb consumption.
- Service ceiling: above that ceiling the rate of climb drops below a 100 feet per
minute (fpm).
J. Vila Carbó 70
ti
ti
fi
fl
TNyCA
Climb and descent pro le

They are determined by:
- Aircraft performance
- Navigation charts limitations: charts sometimes pose maximum or minimum
values on heights and speeds to guarantee separation between routes or to
guarantee safe ight procedures and ATC requirements.
- Types of vertical paths:
‣ SPD - Climb/Descent at constant speed
‣ PTH - Climb/Descent at constant ight path angle (or VS)
but some other ones are possible:
‣ ACCELelerations
‣ Constant THRUST
J. Vila Carbó 71
fl
fi
fi
fl
TNyCA
The energy balance

dh dV
Relationship between T, VTAS, , given by the energy balance:
dt dt
Energy Δ Kinetic Δ Potential
excess energy energy
dh dVTAS
(T − D) ⋅ VTAS = mg + mVTAS
dt dt
·
(T − D) ⋅ VTAS = mg ⋅ VS + m ⋅ VTASVTAS
·
(T − D) = mg ⋅ sin(FPA) + m ⋅ VTAS
VTAS
VS VS
sin(FPA) = FPA/γ
VTAS
GS
J. Vila Carbó 72
fi
TNyCA
The energy balance

We can x three of the variables, the other one is given by the energy balance:
Name Tr VS / FPA Vdot

Thrust Vertical Speed / Acceleration
Flight Path Angle
√ √ ?
√ ? √
? √ √
SPD √ ? IAS= K (*)
PTH √ FPA=K ?
·
(*) IAS = K → TAS ≠ K, V ↓
J. Vila Carbó 73
fi
fi
TNyCA
Climb and descent pro les

PTH pro les - constant FPA PTH
- FPA is constant
- Thrust is used to control VR/TAS relation PTH
SPD pro les - constant Vtas

- IAS (CAS) is constant
- Thrust is used to control VR SPD
- Usually climbs
J. Vila Carbó 74
fi
fi
fi
fi
TNyCA
Take-o and climb pro le

It contains acceleration legs, constant speed legs (VNAV SPD), and legs with
Flight Management, Navigation -

Flight Management System
Operation
Takeoff and Climb
If armed for takeoff, VNAV activates at 400 feet RA and pitch guidance contin
to maintain the target airspeed.
geometric path which require a FPA (Flight Path Angle) =0 (VNAV PTH).
1
Takeoff
CDE
T/C ECON CRZ SPD
D
SP 5
B
787 Flight Crew Operations Manual

VNAV PTH L
C VNAV PTH
4 N
O
VNAV SPD EC
ABC BCD 10,000'
3
Acceleratio n
ANS
Height TR
2 D
SP
VNAV SPD
XXX KTS
S
VNAV R AN
Engagement D T 80)
S P E F+ UNABLE NEXT ALT
1 VR
5 R HELP MESSAGE
2+1 25 (O
V 2+
V
TO
Cross ABC Cross BCD Cross CDE
Waypoint at above
above
Constraints 4,000' 6,000' 18,000'
Note: The altimeter must be used to verify each crossing altitude in a VNAV procedure.
J. Vila Carbó 75
ff
fi
fi
Note: T
Engageme
Acceler
Heig
2
VNAV
TNyCA
1
Take-o and climb pro le

1 Takeoff Flight Management, Navigation -
If armed for takeoff, VNAV activates at 400 feet RA and pitch guidance continues
Operation
to maintain the target airspeed.
During takeoff, the FMC updates the target airspeed to the current airspeed until
VNAV activates. The Copyright
target airspeed
© The Boeing is between
Company. See titleV2
page +
for 15 and V2 + 25 knots.
details.
11.31.20
2 Acceleration Height D615Z003-TBC October 31, 2007
At acceleration height or flap retraction, VNAV commands an airspeed increase
to a speed 5 knots below the flap placard speed for the existing flap setting. When
flaps are retracted or at an AFDS capture altitude, VNAV commands the greater
of VREF + 80 knots or the speed transition associated with the origin airport,
limited by configuration.
The FMC changes the thrust reference mode to the selected climb thrust at the
thrust reduction point.
3 VNAV Climb
The VNAV climb profile uses VNAV SPD or VNAV PTH at the default climb
speed or pilot selected climb speed to remain within all airspeed and altitude
constraints that are part of the SID entered into the active route. Autothrottle uses
selected climb thrust limit.
If the climb speed profile cannot achieve an altitude constraint, the UNABLE
NEXT ALT CDU help window message displays.
J. Vila 4CarbóClimb Constraints 76
ff
fi
fi
The VNAV climb profile uses VNAV SPD or VNAV PTH at the default climb
speed or pilot selected climb speed to remain within all airspeed and altitude
TNyCA
The vertical pro le
constraints that are part of the SID entered into the active route. Autothrottle uses
selected climb thrust limit. Grado Aeroespacial
If the climb speed profile cannot achieve an altitude constraint, the UNABLE
Take-o
NEXT andhelp
ALT CDU climb pro message
window le displays.
4 Climb Constraints
VNAV enters the VNAV PTH mode to remain within departure or waypoint
constraints. Speed maintained during this time can be:
• procedure based speed restriction
• waypoint speed restriction
• default VNAV climb speed
• manually entered climb speed
If the FMC predicts the airplane will not reach an altitude constraint, the
FMS–CDU help window message UNABLE NEXT ALTITUDE displays. Speed
intervention can be used by pushing the IAS/MACH selector and manually setting
a lower airspeed to provide a steeper climb; or, climb derates can be deleted on the
THRUST LIMIT page.
5 Top Of Climb (T/C)
The point where the climb phase meets the cruise altitude is called the top of
climb. Approaching this point, the FMC changes from the climb phase to the
cruise phase. The T/C displays any time the FMC calculates a change from a climb
phase to a cruise phase, such as a step climb.
The T/C point displays on the map as a green open circle with the label T/C.
J. Vila Carbó 77
ff
fi
fi
TNyCA
Descent and landing pro le

ECON cruise speed.
Before the top of descent, FMC is in cruise mode and commands VNAV PTH and
(Instrument Approach Using VNAV)

Cruise and Descent Profile
Operation
1
Cruise
Note: Selection of TO/GA after the flaps are extended:

T/D Starts a missped approach
VNAV PTH Sets go-around thrust
2 Deletes altitude constraints through the end of descent
1
VNAV PTH

VNAV PTH
3 VNAV PTH
EPG 4 FAF
10,000'
VNAV PTH
6
VNAV SPD
5
E/D
Cross EPG Cross at

Waypoint 50' Missed
above FAF altitude
Constraints Approach
4,000' and 170 KTS
Altitude
Note: The altimeter must be used to verify each crossing altitude in a VNAV procedure.
J. Vila Carbó 78
fi
fi
VNAV PT
Const
Wayp
Note: T
1
TNyCA
Descent and landing pro le

1 Cruise Flight Management, Navigation -
Before the top of descent,
787FMC is in
Flight cruise
Crew mode andManual
Operations commands VNAV PTHOperation
and
ECON cruise speed.
2 Descent Copyright © The Boeing Company. See title page for details.
11.31.30 commands a descent in VNAVOctober
Nearing descent speed, VNAV D615Z003-TBC 31, 2007
PTH at ECON
descent speed.
3 Descent Deceleration Phase
Before the speed restriction altitude, the FMC commands the target descent
airspeed. The pitch mode remains VNAV PTH and the descent rate approximates
500 feet per minute.
4 Descent and Approach
When at target speed, VNAV commands a descent and starts approach in VNAV
PTH at commanded speed.
5 Missed Approach
When selected during missed approach, VNAV activates in VNAV SPD.
6 Missed Approach Level Off
At missed approach altitude, VNAV SPD changes to VNAV PTH.
J. Vila Carbó 79
fi
fi
TNyCA
Ver cal pro le example

35000 ft TOC Cruise
IAS = MRC
Climb
VS=2500 fpm
10000 ft
IAS = 300 kts
Acceleration
Tr=0.8
3000 ft VS=1500 fpm
Noise
Abatement
Tr=0.8
800 ft IAS=V2+20
Takeoff
Thrust
Tr=1
IAS=V2+20
J. Vila Carbó 80
ti
fi
fi
𝐷 − 𝑊𝑠𝑖𝑛(𝛾)
𝑠𝑖𝑛 𝛼 + 𝐿 𝑠𝑖𝑛 𝜇 TNyCA
Fuel consumption
+ 𝐿 𝑐𝑜𝑠(𝜇) − 𝑊𝑐𝑜𝑠(𝛾) Grado Aeroespacial
The transla onal Equa ons Of Mo on (EOM)
𝑔
𝑉= 𝑇𝑐𝑜𝑠(𝛼) − 𝐷 − 𝑊𝑠𝑖𝑛(𝛾)
𝑊
𝑔
𝜓= 𝑇𝑠𝑖𝑛 𝛼 + 𝐿 𝑠𝑖𝑛 𝜇
𝑊𝑉𝑐𝑜𝑠(𝛾)
g
𝑔
n 𝛾= 𝑇𝑠𝑖𝑛(𝛼) + 𝐿 𝑐𝑜𝑠(𝜇) − 𝑊𝑐𝑜𝑠(𝛾)
al 𝑊𝑉
r ℎ = 𝑉𝑠𝑖𝑛(γ)
s) 𝑟 = 𝑉𝑐𝑜𝑠 γ In Wind Frame
𝑊 = −𝜂 𝑉 𝑇 fuel burning rate
F 3D Equations of Motion
J. Vila Carbó 81
ti
ti
ti
TNyCA
Fuel consumption Grado Aeroespacial

Matrix form
g
V̇ ( W )(T cos(α) D W sin (γ))
g
ψ̇ ( W cos (γ)) )(T sin (α) + L) sin (μ))
g
γ̇ ( WV )([T sin (α) + L] cos (μ) W cos (γ))
x= =
ḣ V · sin (γ)
ṙ V · cos (γ)
Ẇ η(V)T
= f (V, ψ, γ, h, r, W)
J. Vila Carbó 82
ti
ti
ti
TNyCA

State vector
x = [V, ψ, γ, h, r, W] Other variables:

T : Thrust
V : True air speed
D : Drag
ψ : Track angle (horizontal pro le)
L : Lift
γ : Flight path angle (vertical pro le)
α : Angle of Attack
h : Altitude
μ : Bank angle
r : Range
W: Weight
J. Vila Carbó 83
ti
ti
fi
fi
ti
minal conditions, the drag coefficient, CD is specified as a function of the lift coefficient CL
TNyCA
Fuel consumption
C D = C D0,CR + C D2,CR × (C L )
2
(3.6-2)
Grado Aeroespacial
.6-2 is valid for all situations except for the approach and landing where other drag
s are to be used.
BADA model
proach configuration (as defined in Section 3.5) a different flap setting is used, and
User Manual for the Base of Aircraft Data (BADA) Revision 3.10
6-3 should be applied:
BADA
C =C
provides
D +C
T)
× (C max
D0,AP D2,AP L
2
(3.6-3)
RODYNAMICS
ding configuration (as defined in Section 3.5) a different flap setting is used, and formula
uld be applied:
rodynamic Drag
C D = C D0,LDG + C D0,∆LDG + C D2,LDG × (C L )
2
(3.6-4) (3.7-1)
oefficient, CL, is determined assuming that the flight path angle is zero. However, a
for afor
ual bank
theangle
Baseφ isofmade.
Aircraft Data (BADA) Revision 3.10 EUROCONTROL
of CD0,∆LDG represents drag increase due to the landing gear. The values of CD0,LD in the
were all determined for the landing flap setting mentioned in the OPF file.
2 ⋅ m ⋅ g0
BADA provides D
CL = 2
ρ ⋅ VTAS ⋅from
orce [Newtons] is then determined S ⋅ cos
(3.6-1)
theφ drag coefficient in the standard manner:
EL CONSUMPTION 2
C D ⋅coefficient,
minal conditions, the drag ρ ⋅ VTAS ⋅ S CD is specified as a(3.6-5)
function of the lift coefficient CL
D= (3.6-5)
: 2
2
(3.6-2)
et and Turboprop CR + C D2,CR × (C L )
Engines
here: C D = C D0, (3.6-2)
ρ is the air density [kg/m3]
3.6-2 is
S isvalid for all
the wing situations
reference except
area [m2] for the approach and landing where other drag
et and
s are to beturboprop
used. engines, the thrust specific fuel consumption, η [kg/(min·kN)], is specified
ction of theBADA provides
true airspeed, η [kt]:
VTAS is the true airspeed [m/s].
VTAS
proach configuration (as defined in Section 3.5) a different flap setting is used, and
6-3 should
he air be isapplied:
density a function of altitude as described in Section 3.1.
 VTAS  2
ηCD==C
C D0, × +1C+D2,AP × (CL)
f1 AP
(3.9-1) (3.6-3) (3.9-1)
 C f2 
ding configuration (as defined in Section 3.5) a different flap setting is used, and formula
uld be applied:
 VTAS   VTAS  2
boprop: η = C
J. Vila Carbó C D = C D0, ×  1 - D0,∆LDG– EEC
LDG + CBADA
f1Project +C×D2,
Technical/Scientific

LDG × (C L ) (3.6-4)
Report No. 12/04/10-45
(3.9-2) 84
C 1000
pute the average thrust for fixed altitude steps (dh and V/S are predetermined). Using fixed
for this type of segment allows for deterministic step termination at altitude constraints.
V/S is either specified or computed based on a fixed flight path angle (FPA). TNyCA
# S ave ! GS ave tan FPA, where GS ave ! segment ground speed (ft/sec).
FPA can inBADA

turn bemodel
computed based on a point to point vertical flight path determined by
traints, which is known as a geometric path. With a specified V/S or FPA segment the thrust
y this profileTis can be solved from Energy Balance according to the leg
computed. type:
W $ V # S ave  V ave dV true

T ! ---------------------------- % 1 " --------
- ------------- " D
V ave  g dh 
predicted parameters are computed as stated for the unrestricted ascending and descending
·
The EOM equation
ments — Constant-speed-level can
segments are be integrated
a special and
case of the above W calculated
equation. Since dV true
are by definition zero for level segments, the equation simplifies to T ! D. Level segments
integrated based on fixed time or distance steps so the other predicted parameters are
follows: ·
W = − η(VTAS) ⋅ T
ntegration step
and
∫
·
FC
Vtrue " average along =windWfor⋅ dt
track segment) ds ! delta distance for step
or
ntegration step
and
Vtrue " average along track wind for segment) dt ! delta time for step
fuel J. Vila Carbó
flow(T) dw ! delta weight for step 85
TNyCA
Matlab integra on
%#########################################################################
% RUN A BADA TRAJECTORY PREDICTION
% #########################################################################
%--------------------------------------------------------------------------
% CRUISE AT CONSTANT ALTITUDE AND CONSTANT SPEED
%--------------------------------------------------------------------------
% Clean up workspace
clc; clear all;
% Add the files needed
addpath('../kgbx-lib/kml','../kgbx-lib/geo','../kgbx-lib/bada');
% Load the Constants & global variables

run Constants;
run Globals;
%- LOAD AIRCRAFT MODEL ####################################################

aircraft='B738';
% Load a color to represent this aircraft results
color='b';
close all;
[ac] = LoadAircraftBADA(['../BADA_3.14/
bada_314_96b6f733f5b65f32a5e7/',aircraft,'__.OPF']);
%- SET WIND CONDITIONS ####################################################

% Set Wind in NED
Wind=[0;0;0]*KTS2MPS;
%- SET INITIAL STATE ######################################################

% Set initial IAS/CAS in m/s-----------------------------------------------
cas_0 = 248.2*KTS2MPS;
% Set initial altitude in m------------------------------------------------

h_0 = 35000*FT2M;
% Set initial course in degrees--------------------------------------------

psi_0=0;
% Set initial FPA in degrees-----------------------------------------------

gamma_0=0;
% Set coordinates of initial point-----------------------------------------

%[num, txt, tab] = xlsread('Waypoints_coordinates.xlsx');
% lat_0 = num(1,1) * pi/180;
% lon_0 = num(1,2) * pi/180;
% LEVC
lat_0 = 39.4929*pi/180.0;
J. Vila Carbó
lon_0 = -0.476169*pi/180.0; 86
ti
TNyCA
Matlab integra on
%- SET TURN PARAMETERES ###################################################
% Compute load factor, lift, radius of turn, and bank
% CASE 1: set psi_dot and deduce bank angle--------------------------------

psi_dot=0;
% turning speed 1.5 deg/sec -> Standard turn in 4 minutes
% psi_dot= 1.5 * pi/180;
% lf=sqrt((psi_dot*V_0/G_CONST)^2+1);
% bank=acosd(1/lf);
% CASE 2: set bank angle and deduce psi_dot--------------------------------

% bank= 25;
% lf=1/cosd(bank);
% psi_dot=G_CONST/V*sqrt(lf^2-1);
%
% L=lf*W;
% Rt=(V0/3600)/psi_dot;
% Set FINAL CONDITION #####################################################

% Set final altitude in m--------------------------------------------------
h_f=35000*FT2M;
%- Set termination event---------------------------------------------------
%AltitudeTarget = h_f;
%options = odeset('Events', @AltitudeEvent);
% Set final speed in kts---------------------------------------------------

cas_f=248.2*KTS2MPS;
% SpeedTarget = cas_f*KTS2MPS;
% options = odeset('Events', @SpeedEvent);
% Set final range in NM----------------------------------------------------

r_f= 100*NM2M;
RangeTarget = r_f;
options = odeset('Events', @RangeEvent);
%- SET LEG SPECIFIC PARAMETERS ############################################

% SET PHASE OF FLIGHT -----------------------------------------------------
% phase='takeoff';
% phase='initialclimb';
phase='cruise';
% phase='descent';
% phase='approach';
% phase='landing';
J. Vila Carbó 87
ti
TNyCA
Matlab integra on
% SET LEG TYPE ------------------------------------------------------------
% You have two set two of the following variables: Tr, Vdot, hdot
%
% CASE 1: set Tr and (V_0 & Vdot)
% hdot is the unknown and will be calculated
%Tr=1; hdot=[];
% We will assume Vdot=0 initiall for simplicity although TAS varies a little..
%Vdot=0;
% Check CAS variation on first run and make adjustments
% Estimate timeq from initial run
%timeq=122;
%Vdot=(cas2tas(cas_f,h_f)-cas2tas(cas_0,h_0))/timeq; % 2nd run
% CASE 2: set Tr and (h_0 & hdot)

% Vdot is the unknown and will be calculated
%Tr=.95; hdot=2500*FPM2MPS; Vdot=[];
%Tr=.95; Vdot=[];
%hdot=cas2tas(cas_0,h_0)*sind(gamma_0);
% CASE 3: set (V_0 & Vdot) and ((h_0 & hdot)).

% Tr is the unknown and will be calculated
Tr=[];
hdot=0;
% Initially
Vdot=0;
%After 1st run
%Estimate timeq from initial run
timeq=848;
Vdot=(cas2tas(cas_f,h_f)-cas2tas(cas_0,h_0))/timeq;
%- SOLVE DIFFERENTIAL EQUATION ############################################

% Set initial state vector-------------------------------------------------
% State vector x = [V; psi; gamma; h; r; lat; lon; W]
% Find out aircraft initial weight
W_0=ac.mass.m_ref*G_CONST;
V_0=cas2tas(cas_0,h_0);
x_0=[V_0; psi_0*pi/180; gamma_0*pi/180; h_0; 0; lat_0; lon_0; W_0];
% Set BADA function--------------------------------------------------------

BADAfunction=@BADA_jet;
% Integrate----------------------------------------------------------------
[ t,x,xx ] = integrate(0,10000,x_0,options);
%- PLOT RESULTS ###########################################################

print_results(t,x,xx,aircraft,ac);
plot_results(t,x,xx,color);
J. Vila Carbó 88
ti

ETNCA 05 FlightPlanning 6

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ETNCA 05 FlightPlanning 6

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TNyCA

Joan Vila Carbó

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Flight planning concept

Flight planning concept

ATC ight plan

ICAO Doc 4444

FILING TIME ORIGINATOR

3 MESSAGE TYPE 7 AIRCRAFT IDENTIFICATION 8 FLIGHT RULES TYPE OF FLIGHT

ICAO ight plan

DCT STG UA5 FTM FATIM1A

Flight phase taxonomy

Top of Climb (T/C) Top of Descent (T/D)

1st waypoint last waypoint

IAF: Ini al MAP: Missed

IAF and Holding Pa ern concepts

DA/H and MDA/H concepts

Importance of ight phases

used in association with several of the navigation specifications:

Fatal accidents 11% 10% 6% 6% 11% 4% 14% 16% 20%

AIP - (Aeronau cal Informa on Publica on)

Using the AIP to plan a Madrid-Barcelona ight

Airport con gura on

Madrid airport / Torrejón

Airport con gura on

West Con guration

1st waypoint en route

last waypoint en route

<U N 862 180º

ZRZ 389 DE ARAGÓN LOBAR 0

<UN 862 180º

ZARAGOZA <UT410 273º

PONEN 35 SEROX VILAR

05 SEDIL UN 870> 091º UN 870> UN 870> 10 2º

22 29 <UZ 596 270º

<U > AMPOL

UM1 91 > < 24 CTN 117.05 º<

0º 871 SGO 356

GE 421 PERALES PALMA - SON SANT JOAN 3

05 DE TAJUÑA JOA 117.70

KAMPO 24 > VTB 112.70 54 -2 50

> UM 8 7 1> < U <

U 4> UZ2 <U 24 8

SID - Standard Instrument Departure

SID - Madrid RWY 36 R Diurno

SID - Madrid RWY 36 L Diurno

STAR - Standard Arrival

118 127 127 61

99º SLP SLP

FL70 DVOR/DME 115.35

RES 228/25.9 TUNDI

3500 ft ALT 001º34'13''E

SFC 100 002º05'17''E 40º46'51''N

º) 001 CLE 209/49.7 002º53'38''E

MATEX 40º42'31''N 001º55'29''E N

001º13'54''E CLE 209/65.3

) 53.0 DME BCN

74. 71.0 DME CLE

WEF 24-MAR-22 (AIRAC AMDT 02/22) AIP-ESPAÑA AD 2-LEBL STAR 3.1

STAR - Barcelona RWY 24R/24L

CASPE 1W with conventional instruments

Planning a Madrid-Barcelona ight

Transi on chart to the