Table of Contents Manual
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Chapter 1 Page i
1 Introduction ... 1
1.1 General ... 1
1.2 Definition ... 1
1.3 Approved Methods ... 2
1.4 Route Planning ... 2
1.4.1 Approved Methods ... 3
Computerised Route Planning ... 3
Manual Route Planning - SAAB Only ... 3
1.5 Fuel Planning ... 5
1.5.1 Approved Methods ... 5
Computerised Fuel Planning ... 5
SAAB ... 5
B737 ... 5
Manual Fuel Planning - SAAB ... 6
1.6 Flight Planning Data and Documentation ... 7
1.6.1 Company Flight Files ... 7
NIS Stored Flight Files ... 7
Locally Stored Flight Files ... 7
ForeFlight/Boeing Dispatch Saved Flight Files ... 7
SAAB Content ... 7
B737 Content ... 8
1.6.2 REX SAAB Navigation Log ... 9
1.6.3 REX SAAB Manual Navigation Log ... 10
1.6.4 Company SAAB NAVLOGS Web Page ... 11
1.6.5 ForeFlight / Boeing Dispatch Flight Plan (FOFP) ... 12
1.6.6 Company Routes Database ... 14
1.6.7 Quality Assurance ... 14
1.6.8 Flight Plan Submission and Amending ... 15
1.7 MET and NOTAM Briefings ... 17
1.7.1 SPFIB Briefing ... 17
Description ... 17
Format ... 18
Content ... 19
Stored Routes ... 19
Using Ad-Hoc Routes ... 20
Validity ... 21
Filters ... 21
Time Filter ... 21
Height Bands ... 21
1.7.2 AVFAX Briefing ... 22
Description ... 22
Content ... 22
1.7.3 Bureau of Meteorology Web Page Briefing ... 22
Description ... 22
REX Bureau of Meteorology Registered User Website ... 23
1.7.4 Obtaining a Briefing Prior to Duty ... 23
SPFIB Briefing ... 23
AVFAX Briefing ... 24
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1.7.5 Updating a Briefing During a Duty ... 24
Via the EFB NAIPS App ... 24
Via NIS ... 24
Via the phone ... 25
Via the Radio ... 25
1.7.6 AIREPS ... 26
1.7.7 Obtaining a Briefing After an Overnight ... 27
1.7.8 SAAB - Obtaining a Briefing at Non-Capital City Airports with a 30 Minute Sign- on ... 27
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General Manual
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Chapter 1 Page 1
1 Introduction
1.1 General
This manual contains all of the information required in the pre-flight planning of Regional Express operations. It contains methods and procedures in the use of MET and NOTAM briefing systems, and in the use of flight planning data and
documentation for Company aircraft.
Unless otherwise stated, all flight planning data published in this manual are based upon:
standard flight plan altitudes,
standard or predetermined engine power settings,
ISA temperatures, and
NIL winds.
Adjustments must be made for non-standard conditions, such as variations in
temperature, wind, engine power setting and aircraft gross weight. The calculation of time intervals and fuel burns is based upon policy contained in the Flight Operations Department Policy and Procedures Manual (PPM), applicable aircraft Flight Crew Operating Manuals (FCOMs) and approved Flight Planning software applications.
1.2 Definition
Flight Planning, in the context of this manual, is a discipline concerned with the selection of a route between two points, and the calculation of the fuel required to fly the selected route. It requires knowledge of the altitude, speed and fuel burn
characteristics of the operating aircraft, the policy applied in the calculation of the fuel for flight, known or forecast weather conditions at the departure, destination and alternate ports and enroute, and of the structure of the airspace to be transited - particularly with respect to the names, tracks and distances of available routes.
Flight Planning consists of two distinct components - route planning and fuel planning.
This manual draws a distinction between each and is structured accordingly.
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Manual Approved Methods
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1.3 Approved Methods
There are a limited number of systems approved for use in the flight planning of Regional Express aircraft. A summary of approved systems appears in the ‘Fuel Planning’ and ‘Route Planning’ sections later in this chapter.
NOTE
Company systems used in the flight planning of Regional Express Aircraft are maintained and administered by the Flight Operations Engineering Department.
1.4 Route Planning
The routes planned between Company destinations are referred to as Company Routes.
Company Routes rarely change. When changes do occur they generally result due to changes initiated by Airservices Australia.
A Company route (or routes) between two ports is generally established at the commencement of RPT operations between the ports, and is proposed by the Flight Operations Engineering Department and confirmed by the General Manager Flight Operations or delegate (in consultation with the respective Fleet/Standards Managers).
The policy used in the selection of routes is detailed in ‘Approved Route Planning Methods’ published later in this chapter.
Company routes are published in Company Flight Planning Documentation or stored in flight planning applications as well as in the Company Routes Database in the FMS/
FMC units. Refer to ‘Company Routes Database’ later in this chapter and Company Navlogs Web Page for further information.
Where operational considerations such as extreme weather, LSALT and Drift Down considerations or Prohibited, Restricted or Danger Area (PRD) restrictions apply some routes have alternate plans available. The Company Routes that currently have
Alternate plans are available from the Alternate Route Flight Planning Matrix on the respective types NAVLOGs/OFP webpage.
Activation of Alternate plans for SAAB operations are completed by contacting Network Operations.
Company Navlogs are available through the 'REX Company NAVLOG' webpage and the Rex flight planning applications.
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1.4.1 Approved Methods
Company policy is that, wherever possible, Airservices Australia ‘preferred routes’
shall be used for flight planning. For that reason the majority of Company routes are Airservices Australia ‘preferred routes’ - as published in the ERSA. The flight planning systems used in Regional Express ensure that the policy with respect to the use of Airservices Australia preferred routes is maintained at all times, and that an appropriate level of standardisation occurs as a result.
The following route planning methods are approved for use in Regional Express:
Computerised Route Planning
The REX Flight Planning Program is the primary route planning system for use in Regional Express SAAB operations.
ForeFlight/Boeing Dispatch application is the only route planning system for use in Regional Express Boeing 737 operations.
All routes in the REX Flight Planning Program are maintained and controlled by the Flight Operations Engineering Department and reflects route information published in Airservices Australia publications
The REX Flight Planning Program produces a REX SAAB Navigation Log from data held within a database associated within the program and from the user input of daily variables. The database is controlled and maintained by the Flight Operations
Engineering Department.
ForeFlight/Boeing Dispatch produces an ICAO format Navigation Log from data held within the ForeFlight/Boeing database and from the user input of daily variables. The database is administered by the Flight Operations Engineering Department.
Refer to ‘Approved Flight Planning Documentation’ later in this chapter, and the FLaPS User Guide (SAAB) to reference information associated with the REX Navigation Log and REX Flight Planning Program. The B737 Flight Planning and Load Control User Manual reference information and instructions associated with the ForeFlight/Boeing Dispatch application.
NOTE
ForeFlight/Boeing Dispatch calculates the supplementary fuel (if any) required to allow the B737 to proceed to the destination or alternate if engine failure or loss of pressurisation, (whichever results in the greater subsequent fuel consumption) occurs at the most critical point. Refer to SAAB FCOM for guidance on flight planning considerations with regards to engine failure and loss of depressurisation.
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Manual Route Planning
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Manual Route Planning - SAAB Only
The manual planning system is an alternative to the REX Flight Planning Program and is for use when the computerised system is unavailable or the route being planned is not available within the computerised system. The manual planning system is based upon the use of Company flight planning documentation that reflects information published in Airservices Australia publications.
The document approved for use in the manual route planning of Regional Express operations is referred to as a Navigation Log (NAVLOG). NAVLOG's are controlled documents that publish time, distance and fuel information associated with Company aircraft and Company routes. The document publishes details associated with Company routes planned between Company destinations. The design of the REX NAVLOG's used for manual planning closely reflect the REX Navigation Logs produced by the REX Flight Planning Program and all route information is derived from the same database used by the REX Flight planning program.
A NAVLOG Template is also available for use where no company data exists. The NAVLOG Template follows the formatting of the REX Navigation Log but contains no data. The NAVLOG Template is published on the Navlogs Web Page.
Refer to ‘Approved Flight Planning Documentation’ later in this chapter to reference information associated with Company NAVLOGs.
NOTE
With the exception of documentation published by Airservices Australia, the REX Navigation Log (NAVLOG), in its various forms and ForeFlight Flight Plan (FOFP) are the only route planning document approved for use between RPT destinations in Regional Express operations. Alternative documentation, including personalised forms, are not approved for use and must not be used.
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Fuel Planning Manual
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1.5 Fuel Planning
The Company Fuel Policy can be referenced in the ‘Fuel Policy and Flight Planning’
chapter of the PPM. The SAAB aircraft use standard fuel burn rates and allowances and can be referenced in the ‘Performance and Flight Planning’ Chapter of each aircraft SAAB FCOM.
ForeFlight/Boeing Dispatch uses fuel data directly derived from Boeing PET software (Boeing OEM performance data). The calculations ForeFlight/Boeing Dispatch perform use the Boeing PET data without transformations.
1.5.1 Approved Methods
The basic requirement with respect to calculating fuel for flight is that the data is calculated accurately and complies with the Company fuel policy. Regional Express maintains and administers Company fuel planning systems to ensure that a level of standardisation is maintained in the methods applied in the calculation of fuel for flight.
The following Fuel Planning Systems are approved for use in Regional Express:
Computerised Fuel Planning SAAB
The REX Flight Planning Program is the primary fuel planning system for use in Regional Express SAAB operations. All routes in the REX Flight Planning Program are maintained and controlled by the Flight Operations Engineering Department. The REX Flight Planning Program database reflects information published in Airservices Australia publications and the Company fuel planning documentation and calculation methods.
The fuel section of the REX Navigation Log takes into account the aircraft type, the route to be flown and daily variables entered by the user and applies the Company fuel planning calculation methods. Refer to ‘Approved Flight Planning Documentation’
later in this chapter, and the FLaPS User Guide to reference information associated with the REX Navigation Log and REX Flight Planning Program.
B737
ForeFlight/Boeing Dispatch is the only application approved for use in Regional Express B737 operations. All Company routes are administered and saved within the application by the Flight Operations Engineering Department. These routes reflect information published in Airservices Australia publications.
The fuel section of ForeFlight flight plan (FOFP) takes into account the aircraft type, the route to be flown and daily variables entered by the user and applies OEM fuel calculations. Refer to the B737 Flight Planning and Load Control User Manual reference information and instructions associated with the ForeFlight/Boeing Dispatch application.
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OEM fuel data may be increased based on the Company's fuel monitoring program.
Manual Fuel Planning - SAAB
Manual fuel planning is an alternative to the computerised method. The system is based upon the use of Company fuel planning documentation and manual calculation methods.
The document approved for use in the fuel planning of Regional Express operations is referred to as a Navigation Log (NAVLOG). NAVLOG's are controlled documents that publish time, distance and fuel information associated with Company aircraft and Company routes. The document is used in conjunction with the Company Fuel Policy published in the PPM, and fuel burn rates and allowances published in the aircraft FCOMs to calculate the fuel required for flight.
NOTE
With the exception of documentation published by Airservices Australia, the REX Navigation Log (NAVLOG), in its various forms and the ForeFlight flight plan (FOFP) are the only fuel planning documents approved for use between RPT destinations in Regional Express operations. Alternative documentation, including personalised forms, are not approved for use and must not be used.
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1.6 Flight Planning Data and Documentation
1.6.1 Company Flight Files
Company flight files are stored flight plans. They are electronic format NAIPS files that contain information on one or more routes that are regularly planned by the Company. They are specific to an aircraft type, and are created in order to simplify the process of submitting flight plans for routes that are regularly planned.
There are three basic types of flight file - files that are created by the Company and accessible through NIS, files that are stored locally for use in the Company generated 'Airservices Australia Flight Notification Management' system and files that are saved within the ForeFlight/Boeing Dispatch application.
NIS Stored Flight Files
NIS stored flight files are the flight files most often used by Regional Express for charter and reposition operations. The files are single or multi-sector flight plans that are stored within NIS and are used by operations personnel. Refer to ‘Flight Plan Submission and Amending’ later in this chapter for further information. These files are maintained by the Flight Operations Engineering Department.
Locally Stored Flight Files
Locally stored flight files for Company routes are accessible through a Company created system called the 'Airservices Australia Flight Notification Management'. This system uses flight plan data that is stored on the Company servers and is accessible through an internet based platform which is only accessible by staff from Network Operations or Flight Operations Engineering Department.
This system submits plans into NIS based on the information contained within the Aircraft Maintenance Flows for a given time period. Typically a full day will be submitted.
ForeFlight/Boeing Dispatch Saved Flight Files
ForeFlight/Boeing Dispatch saved flight files are accessible via the application. These are the only routes permitted to be planned for Rex RPT sectors and associated alternates.
When the planning process is complete the crew are to submit the FOFP via the "FILE"
button contained within the application.
SAAB Content
All Regional Express SAAB Flight Files contain or are based upon the following information:
The departure aerodrome,
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The Company route between the departure and destination aerodromes,
A standard flight plan speed of 250 KTAS for flights at/or below A100 or 270 KTAS for flights above A100,
A route specific flight plan level (altitude),
The destination aerodrome,
The Total Estimated Elapsed Time (TEET) based on a groundspeed of 250 KTAS or 270 KTAS as applicable.
B737 Content
All Regional Express B737 Flight Files contain or are based upon the following information:
The departure aerodrome,
The Company route between the departure and destination aerodromes,
The selected flight plan speed (via Cost Index / Mach No. / LRC selection)
The optimized or selected flight plan level (altitude),
The destination aerodrome,
The Total Estimated Elapsed Time (TEET) based on the derived groundspeed.
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1.6.2 REX SAAB Navigation Log
The following are examples of REX Navigation Logs with call-out boxes identifying areas of importance.
FLaPS produced NAVLOG
Aircraft Registration Base and NAVLOG Designator
Flight number
Entered wind Planned Flight Level
Alternate details Lowest Safe Altitude (1000ft) track to first waypoint (M)
total distance (nm) and total time (mins) Route Waypoints
Route segment Lowest Safe Altitude (1,000ft),
track (°M), and distance (nm).
Fuel Calculations
Database Version 'DWH Time printed.
Planned Groundspeeds
(KTAS)
Total track distance (nm) Route
Local scheduled departure time
Local block arrival time
Total flight time UTC ETA
UTC ETD (Scheduled + 5 mins)
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1.6.3 REX SAAB Manual Navigation Log
Manual NAVLOGS are to be used in place of FLaPS or NAVLOG web page generated plans. Where possible, company generated NAVLOGS should be primarily used unless for:
Diversions
During a check
The following diagrams are designed to give guidance for the processes involved in generating an accurate NAVLOG.
Care should be taken to ensure that all details are cross checked for accuracy.
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1.6.4 Company SAAB NAVLOGS Web Page
The Company NAVLOGS on the following pages are also available from any computer on the REX network at the Company NAVLOGS web page;
http://notices.rexlink.com.au/FOED/navlogs.htm
The company NAVLOGS webpage contains the most up to date version of the NAVLOGS and is updated between amendments to the Flight Planning Manual.
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1.6.5 ForeFlight / Boeing Dispatch Flight Plan (FOFP)
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1.6.6 Company Routes Database
All SAAB 340 aircraft operated by Regional Express are installed with Universal Avionics UNS-1K or the UNS-1Lw FMS Units. The units incorporate a Company Routes Database that allows Company routes operated by Regional Express to be stored and recalled when required. The Company routes stored in the FMS units reflect the routes published in the Company NAVLOGS, which in turn reflect the flight files.
All B737 aircraft operated by Regional Express are installed with the Smiths Industries FMC (Model # 2907C1). The units incorporate a Company Routes Database that allows Company routes operated by Regional Express to be stored and recalled when required. The Company routes stored in the FMC units reflect the routes saved within the ForeFlight/Boeing Dispatch application, which in turn reflect the flight files.
1.6.7 Quality Assurance
Company flight planning documentation and flight files is subject to a quality assurance check every 28 days - in line with the ARINC 424 Navigational Database Cycle. The check is conducted by the Flight Operations Engineering Department and involves checking Company NAVLOGs and FOFP against the Jeppesen navigational data used in the FMC/FMS units of the Rex Fleet. When data for Company Routes changes the software used to update the FMS/FMC units will automatically flag changes and generate a report that is used to update the Company Routes Database, the Company NAVLOGs and the ForeFlight/Boeing dispatch saved routes. In addition members of the Flight Operations Engineering Department and Flight Operations, Management Personnel monitor NOTAMS issued by Airservices Australia.
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If flight crew become aware of a discrepancy between Company Flight Planning Documentation and information published by Airservices Australia they are required to make immediate contact with the Flight Operations Engineering Department and communicate the error and/or discrepancy.
In this event (and unless otherwise varied by NOTAC) the information published in the Airservices Australia documentation will have precedence.
1.6.8 Flight Plan Submission and Amending
The Regional Express Network Operations Centre (NOC) in Sydney is responsible for submitting and amending flight plans for all SAAB operations.
SAAB Flight plans for RPT services are submitted daily using the 'Airservices Australia Flight Notification Management' or manually through NIS.
Flight plan amendments due to delays, cancellations and aircraft registration changes are also undertaken by the NOC. Amendments are generally made using NIS, but may involve direct communication with the Australian Flight Information Centre (AsA) Briefing Office in Canberra.
Flight plans for SAAB charter services are submitted on an Ad Hoc basis using locally stored flight files. The flight files are created by the Flight Operations Engineering Department and provided to the NOC for submission to Airservices prior to departure.
For Boeing 737 operations flight plans are submitted directly from the ForeFlight/
Boeing Dispatch application by the operating crew.
For Boeing 737 charter operations Ad Hoc flight files will be added to the application data base which will be selectable by the operating crew.
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1.7 MET and NOTAM Briefings
MET and NOTAM briefings are required for fuel planning purposes. It is the responsibility of crew to obtain a MET and NOTAM briefing prior to duty, and to update the briefing as required. With the exception of the services offered by
Flightwatch and the Brisbane Briefing Office, it is the responsibility of the Company to provide and administer the systems that crew use to obtain and update MET and NOTAM briefings.
NOTE
ForeFlight/Boeing Dispatch procedures Met and NOTAM data from DTN NOAA and GFS.
The application does not have CASA approval to disseminate Met or NOTAM data for use in Australia and so AsA NAIPS data must be carried and relied upon for operational determinations.
1.7.1 SPFIB Briefing
Description
An SPFIB is a briefing obtained from NAIPS Internet Service (NIS). The briefing contains specific MET and NOTAM information that is relevant to a route (or routes) specified within an SPFIB file. Each SPFIB is identified by a unique ‘briefing reference number’ to enable it to be updated during a ‘briefing validity period’. An SPFIB can be created for a maximum of 10 flight stages.
Procedures in obtaining SPFIB briefings from NIS are published in Chapter 2 of this manual.
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Format
The following is an example of the first page of a NIS SPFIB with call-out boxes identifying areas of importance.
Date and Time Briefing Requested
Briefing Title
Briefing Reference Number for Updating
Flight (Stage) Summary
Date and Time that the Briefing is printed
Aircraft ID
Planned Altitudes and associated Height
Categories
MET Information Briefing Validity Period for Updating
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Content
The content of an SPFIB varies depending upon the method used to describe the route(s) being flown. A route can be described in one of two ways:
Stored routes,
Ad-hoc routes.
NOTE
NOTAM returned in an SPFIB revert to a one-line summary if more than seven (7) days old. An option to receive full text NOTAM is available if required.
Stored Routes
NIS contains approximately 1,900 stored routes. Not all departure and destination combinations will necessarily have a stored route available between them, and ports that do have a stored route available between them may have more than one route stored.
NOTE
All Company maintained SPFIB Files for RPT services use NIS stored routes, where available, to ensure that the minimum required content for MET and NOTAM Briefings is provided.
An SPFIB created using a stored route will contain:
Head Office NOTAM,
Flight Information Region NOTAM relevant to the route,
MET and NOTAM for departure and destination,
NOTAM on Prohibited, Restricted and Danger areas within 50nm radius of departure and destination,
NOTAM for all location enroute within 50nm either side of the route, except surface NOTAM (this information is filtered by the nominated Altitude or Flight Level),
Graphical Area Forecast (GAF) and Grid Point Winds and Temperature forecasts (GPWT),
AIREP Special (for low and medium height bands),
Route Winds defined from GRIB for high and medium height bands,
ATIS included for departure, destination, alternate and any locations listed in the additional location boxes, for which an ATIS is available,
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METAR/TTF METAR included for departure, destination, alternate and any locations listed in the additional location boxes, for which a METAR or TTF METAR is available,
GPS RAIM included for departure, destination, alternate and any location listed in the additional location boxes, for which a GPS RAIM is available. If GPS RAIM is not available for a location, message advising on its non availability will be included.
Using a stored route to generate an SPFIB will produce a briefing that covers all of the normal MET and NOTAM requirements for flight. Additional information (such as off- track NAVAID information outside 50nm) should be obtained by using the Additional Locations field in the SPFIB window.
Using Ad-Hoc Routes
When a stored route is not available an SPFIB can be obtained by specifying an ad-hoc route in NIS. An ad-hoc route is a route defined using information other than stored route codes. Specifying an ad-hoc route involves entering the departure and destination points in the SPFIB window, and the following information:
List waypoints in the turning point list box, or
the ‘DCT’ (direct) route code in the ‘Route’ field of the SPFIB window.
Use of the ad-hoc route function will provide the following briefing:
Head Office NOTAM,
MET and NOTAM for departure and destination,
NOTAM on Prohibited, Restricted and Danger areas within 50nm radius of departure and destination, except when the departure or destination is entered as a latitude and longitude,
MET and NOTAM for nominated turning points where applicable,
AIREP Special related to nominated turning points for low and medium height bands,
GRIB winds for high and medium height bands,
ATIS included for departure, destination, alternate and any locations listed in the additional location boxes, for which an ATIS is available,
METAR/TTF METAR included for departure, destination, alternate and any locations listed in the additional location boxes, for which a METAR or TTF METAR is available,
GPS RAIM included for departure, destination, alternate and any location listed in \the additional location boxes, for which a GPS RAIM is available. If GPS RAIM is not available for a location, message advising on its non availability will be included.
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As no Briefing list is attached to an Ad Hoc route the following additional Briefing information must be requested to provide a full Briefing
Flight Information Region NOTAM,
En route Prohibited, Restricted and Danger area NOTAM,
NOTE
Prohibited, Restricted and Danger (PRD) Area NOTAM, FIR NOTAM and Area forecasts are not automatically included in an Ad-Hoc SPFIB, and must be requested separately in the Additional Locations field.
Validity
The ‘briefing validity period’ is chosen by the user and can be anywhere between 1 and 240 hours. It is entered into the SPFIB file prior to submission, and is printed at the top of the first page of the briefing when received.
The default validity period for Regional Express SBFIB is 24 hours - as saved in Company SPFIB Files stored on the Flight Planning Computers in the major and minor base crew rooms.
Filters
NIS incorporates SPFIB filters that omit material that is not applicable to a route or routes. There are two main filters - time and height. Each has the following function:
Time Filter
The time filter is designed to only permit briefing material that is valid for, or becomes valid during, the SPFIB validity period being printed on the briefing. The process involves NIS looking at the first ETD and the validity period specified in the SPFIB file, and only providing material that is appropriate for the period.
Height Bands
To reduce the amount of unnecessary information provided, height band parameters have been set within NIS. As a consequence flights operating within a particular band will only receive information relevant to that band (see “By Stored Routes” and “by Ad Hoc Routes” manual information above.)
LOW Below 10 00 feet.
MEDIUM Between 10 000 feet and Flight Level 185.
HIGH At or above Flight Level 185.
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1.7.2 AVFAX Briefing
Description
An AVFAX Briefing is a briefing obtained via NIS or via the AVFAX dial-in system.
The briefing contains MET and NOTAM information for locations and/or areas that are specified in AVFAX location and/or custom codes that are submitted when the briefing is first requested.
Procedures in obtaining an AVFAX briefing from NIS are published in Chapter 2 of this manual. Procedures in obtaining an AVFAX briefing via the AVFAX dial-in system are published in Chapter 3 of this manual.
Content
The content of an AVFAX briefing is dependent upon the location and/or custom codes submitted to NIS or the AVFAX system when the briefing is first requested. Regional Express maintains a single AVFAX account for use by crew when obtaining AVFAX briefings. The account has a number of AVFAX Custom Codes associated with it that are maintained by the Flight Operations Engineering Department. The custom codes are comprised of individual location codes that result in ‘area-specific’ MET and NOTAM briefings being obtained when submitted.
Refer to Chapter 3 of this manual for further information.
1.7.3 Bureau of Meteorology Web Page Briefing
Description
A BOM MET Briefing is a briefing obtained from the Bureau of Meteorology Web Page. The system is independent of NIS and provides an alternative method for obtaining a MET briefing.
The website cannot provide a NOTAM briefing.
NOTE
The Bureau of Meteorology does not have CASA approval to disseminate Met data for use in Australian Aviation and so AsA NAIPS data must be carried and relied upon for operational determinations with regards to a flight.
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REX Bureau of Meteorology Registered User Website
The REX Bureau of Meteorology Registered User Website provides an option for obtaining a briefing prior to duty. The Registered User Website contains a large number of products, some of which are not available through the other briefing methods and is primarily designed to enhance situational awareness particularly when poor weather is present or expected to be present.
NOTE
The REX Bureau of Meteorology Registered User Website should be used in conjunction with and not in lieu of the SPFIB or AVFAX Briefing obtained via NIS (when available).
The BOM MET Briefing is accessed via the following direct link:
http://reg.bom.gov.au/reguser
1.7.4 Obtaining a Briefing Prior to Duty
MET and NOTAM briefings are obtained prior to duty from one of the following three (3) sources - published in order of preference:
SPFIB - via NIS, (equal preference)
AVFAX Briefing - via NIS, (equal preference)
AVFAX Briefing - via phone dial-in to the Briefing Office.
SPFIB Briefing
SPFIBs are contained within NIS under the SPFIB tab. See 2.5.1 below for further information.
SPFIB files are electronic format NIS files that contain all of the departure, destination, alternate and route information applicable to a crew duty excluding sectors that are flown after an overnight.
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Refer to Chapter 2 of this manual for a listing of approved SPFIB Files saved on the Flight Planning Computers in each of the major and minor base crew rooms, and for procedures in obtaining an SPFIB via NIS.
NOTE
Crew are permitted to temporarily add information to Company SPFIB Files prior to submission if required. This practice is discouraged if crew do not have a thorough working knowledge of NAIPS. Crew are not permitted to delete information from, or permanently modify Company SPFIB Files under any circumstances.
AVFAX Briefing
An alternative briefing type obtained prior to duty is an AVFAX briefing. AVFAX Briefings are obtained via NIS or via the AVFAX dial-in system.
Obtaining an AVFAX Briefing prior to duty involves submitting an electronic request to NIS or a verbal request to the Briefing Office (via telephone) and quoting the appropriate AVFAX account and Custom Code and/or Location Code information.
Regional Express account information and Company-maintained Custom Codes are published in Chapter 3 of this manual. Reference should be made to the chapter for procedures in obtaining AVFAX Briefings via NIS and via the Briefing Office.
1.7.5 Updating a Briefing During a Duty
MET and NOTAM briefings are updated during a duty using one of three (3) methods.
The information below provides basic guidelines for updating briefings using each of the methods. Reference should be made to Chapters 2 and 3, and Appendices A, B and C of this manual for more information if required.
MET and NOTAM Briefings are updated during a duty using one of the following four (4) methods - published in order of preference:
Via the EFB NAIPS App
The NAIPS iPad application is available on Rex EFBs. SBFIBs can be updated by inputting the SPFIB Number into the SPFIB function within the application.
Via NIS
NIS is the preferred method for updating briefings during a duty. Updates via NIS are available for the following briefing types:
SPFIB,
AVFAX.
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Via the phone
The AsA Briefing Office provides a dial-in service for updating MET and NOTAM briefings during a duty. The process is very similar to the process followed when requesting an AVFAX Briefing prior to duty.
Updates via the AsA Briefing Office are available for the following briefing types:
SPFIB,
AVFAX,
Via the Radio
In situations where crew do not have access to computer or phone facilities at the destination, or are running significantly behind schedule, they may use Flightwatch to obtain a MET and NOTAM update.
NOTE
This procedure should only be used on occasions when the use of ‘standard’
procedures is not possible, or will result in a flight being significantly delayed. The procedure documented below is based upon a verbal agreement with Flightwatch and is subject to ongoing review. Should the procedure be abused the agreement will be terminated.
Updates via the radio are available for the following briefing types:
SPFIB,
AVFAX,
The process of obtaining an update via radio involves crew conducting the following:
Contacting Flightwatch whilst flying inbound to a destination,
Requesting that an update to a MET and NOTAM briefing be provided,
Providing the following information if the request is accepted:
– the type of briefing being updated - i.e. SPFIB or AVFAX, and – the Briefing Reference Number, and
– the number or name of the destination FAX.
The reference above to a ‘FAX name’ refers to FAX numbers that have been registered with AsA Briefing Office. The majority of the ports in the Regional Express network have a FAX number registered with AsA Briefing Office that allows crews to obtain updates to MET and NOTAM Briefings by quoting FAX names rather than FAX
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numbers. Refer to ‘AsA Briefing Registered Fax Numbers’ in Chapter 3 for further information.
1.7.6 AIREPS
Airservices Australia and the Bureau of Meteorology have requested that all pilot weather reports be prefix with the word AIREP. Pilots are reminded that an AIREP should only be given when there is a significant change in the forecast conditions. This is to facilitate updating of TAF's and Area forecasts.
If the word AIREP is not used then these organisations are unable to officially use any weather information given to them. Of particular interest are fog prone areas, and summer thunderstorm prone areas.
Many regional ports do not have up to date weather information until the first flight of the day arrives and so by providing AIREP's the Bureau of Meteorology can put out more accurate details
The provision of AIREP's is to be in accordance with the procedures set down in the AIP. In addition crews are advised the company policy is that reports are only to be made on a workload permitting basis, but when possible on first contact with ATS OCTA.
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1.7.7 Obtaining a Briefing After an Overnight
The PIC must ensure the flight is planned and conducted using valid meteorological and NOTAM data.
Following an overnight at an outport the briefing may be in the form of an SPFIB or if the validity period of a previously issued SPFID permits an update of that briefing.
The SPFIB has a valid period of 24 hours.
As a contingency against deficiencies or interruptions with IT infrastructure, crew can contact the Network Operations Centre and request an SPFIB from the Ops
Coordinator.
1.7.8 SAAB - Obtaining a Briefing at Non-Capital City Airports with a 30 Minute Sign-on
In accordance with the Regional Express SAAB Pilots' Agreement 2014 Clause 62.2.1
‘Reduced Sign-on Period’ the Company is obliged to provide a MET and NOTAM Briefing to crew with a 30 minute sign-on at all non-capital city airports that is valid for their entire duty.
In order to meet its obligations under the above agreement the Company will provide assistance in delivering MET and NOTAM briefings to crew coming off an overnight with a 30 minute sign-on at non-capital city airports. This system relies upon the Agent to generate an SPFIB to local trim PC prior to departure.
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