High Altitude Flight Planning

1. High AltitudeFlight Planning Audio required make sure your volume is tuned up! October 4, 2006

2. Introduction • While high altitude flight planning can present different challenges than low altitude flight planning, the process is still the same. • This section is designed to provide you with a basic review of flight planning, and is advisory in nature only. Be sure to consider all aspects when planning a flight in the high altitude environment.

3. Some things to think about • Pilot and Aircraft Limitations and Capabilities • Choosing Your Route • Weather Considerations • In Flight Considerations

4. Pilot & Aircraft Capabilities • Understand your capabilities and limitations • Understand your aircraft’s capabilities and limitations.

5. Planning Your Route • Direct • Victor Airways • Jet Routes • Preferred Routing • http://www.fly.faa.gov • Flight Planning Software • Flight Star • AOPA • fltplan.com • DUATS

6. Low En-route charts Provides navigational information below FL180 Depicts the following: Victor airways VHF Radio aids Military training routes Reporting points Special use airspace High En-route Provides navigational information above FL180 Depicts the following: Jet routes VHF Radio aids Selected airports Reporting points Special use airspace IFR Charts

7. Planning Your Altitude • When choosing an altitude take in account: • Am I IFR rated, current and proficient? • If not flight must be below 18,000ft MSL • Distance of flight • Winds • Cloud bases and tops • Freezing levels and icing potential • Terrain • Oxygen availability

8. 91.159 VFR Cruising Altitude or Flight Level Sec. 91.159 When operating at or below 18,000 feet MSL but above 3,000 AGL • On a magnetic course of zero degrees through 179 degrees, any odd altitude (such as 3,500, 5,500, or 7,500); or • On a magnetic course of 180 degrees through 359 degrees, any even altitude (such as 4,500, 6,500, or 8,500).

9. § 91.179  IFR cruising flight level. • When operating at or above 18,000 feet MSL but below flight level 250, and— • On a magnetic course of zero degrees through 179 degrees, any odd flight level (such as 190, 210, or 230); or • On a magnetic course of 180 degrees through 359 degrees, any even flight level (such as 180, 200, or 220).

10. §91.135 Class A Operations • Each person operating an aircraft in Class A airspace must conduct that operation under instrument flight rules (IFR) and in compliance with the following: • (a) Clearance • (b) Communications • (c) Transponder • requirement • ATC authorizations • Remember to set your • altimeter to 29.92 at 18,000 ft MSL. • Remember to re-set your altimeter when descending below 18,000 ft MSL

11. Weather Considerations Sources of weather information • Flight Service Station • 800-WX-BRIEF • DUATS • http://www.duats.com • DUAT • http://www.duat.com • AOPA • http://www.aopa.org/flight_planner/intro.html • Aviation Weather Center • http://adds.aviationweather.noaa.gov

12. High Altitude Weather • Pressure Systems • Knowing why position is important when flight planning • Convective Activity • Includes discussion on interpreting weather radar • Icing • What’s different about high altitude ice • Jetstreams • Refer to winds aloft charts for planning purposes • CAT • Can be found in areas of strong converging winds

13. Pressure Systems H • In the Northern Hemisphere • Eastbound • Fly North of a High, South of a Low • Westbound • Fly North of a Low, south of a high

14. Convective Activity • Avoid Cells by 20NM when the tops are above FL200 • 20/20 Rule • 20+20 = 40 (40NM is the distance you should maintain between cells.) • Gradients • Avoid radar returns. • General Radar Interpretation Guidelines • If radar depicts the cell as red with yellow and green edges the whole cell should be considered red • Thunderstorms present dangers which are not readily detectable by the radar such as turbulence, tornadoes, ice, and dry hail • Weather can change faster than the update times of XM weather.

15. Icing • Consider all factors of weather before making a go/no go decision when dealing with icing potential! • Icing at High altitudes usually forms in the tops of tall cumulus clouds and in cirrus clouds • Clouds over the mountains usually have more ice because of the added lifting motion • Freezing levels • PIC Concerns • Where am I going to encounter ice? • How can I get out of ice? • Where are my MEAs in relation to the freezing level? • Exit icing ASAP and inform ATC

16. Jet Streams • Can be a factor in your Turbo Cirrus • Result of large pressure gradients created by significant temperature changes over a short distance • CAT is associated with the Jet Stream • CAT risk increases if two jet streams converge • General Jet Stream Rules • Avoid during westbound flights, use on eastbound • Jet streams can be depicted on winds aloft charts as areas of converging strong winds in excess of 60 kt

17. CAT (Clear Air Turbulence) • Turbulence without clouds • CAT generally forms when contrasting air masses converge • Mountain Waves and strong low pressures aloft can create CAT • CAT can be encountered in places where there seems to be no reason • Strong winds can carry turbulent air away from its source (This is why you always should wear seatbelts even in what you presume to be smooth air) • CAT is difficult to forecast because it gives no visual warning and winds can carry it away from its source • PIREP’s and ATC are good current sources for CAT reports MSP UUA /OV MSP045020/TM 1636/FLUNKN/TP B757/SK TOPS 110/TB MOD-SEV UP TO 190/RM DURC RAP UUA /OV RCA/TM 1630/FL200/TP SR22/TB SVR FOR 1 MIN/RM WESTBND

18. Observation Considerations • Terminal Aerodrome Forecast (TAF) • METAR • Most cover conditions below 12,000 AGL • Special weather observation • PIREP

19. In Flight Considerations • Some things to think about in flight • Changes in weather • Changes in routing • Do we have enough fuel to meet reserves and personal minimums? • What is our oxygen status?

20. Time and Distance to Descend • Descent planning in Garmin GNS-430 • Vertical navigation page • Alternate Method • Example • Cruise at FL200 • Cross GEP VOR at 12,000 • Need to lose 8,000 • Descend at 1000 fpm (consider passenger comfort) • consider any crossing restrictions from ATC • Start descent 8 minutes out from GEP VOR • Refer to POH supplement for fuel consumption.

21. Planning Summary • Know the route(s) and get the big weather picture using local media sources, the internet and FSS • Get a thorough preflight briefing with an emphasis on the position of weather systems, winds aloft, and convective activity • Anticipate routing changes due to weather or ATC delays • Planning is the same, just additional factors and considerations. • If in doubt you should be on the ground and not in the air.