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60-743: Flagler Executive Airport ( ICAO : KFIN , FAA LID : FIN ) is a county-owned public-use airport located three miles (5 km) east of the central business district of Bunnell , a city in Flagler County , Florida , United States . The airport's former FAA location identifiers were X47 and XFL . The airfield was originally constructed by the United States Navy during World War II as Naval Outlying Field Bunnell (NOLF Bunnell) , an auxiliary airfield for flight training operations originating from nearby Naval Air Station Jacksonville , NAS Daytona Beach and NAS DeLand . Following

120-404: A least-time-track so as to use as little time and fuel as possible. A great circle route would have the shortest ground distance, but is unlikely to have the shortest air distance, due to the effect of head or tail winds. A flight planning system may have to perform significant analysis to determine a good free-flight route. Calculation of fuel requirements (especially trip fuel and reserve fuel)

180-555: A circular or out-and-back trip and land at the same airport from which they took off. Aircraft fly on airways under the direction of air traffic control. An airway has no physical existence, but can be thought of as a motorway in the sky. On an ordinary motorway, cars use different lanes to avoid collisions, while on an airway, aircraft fly at different flight levels to avoid collisions. One can often see planes passing directly above or below one's own. Charts showing airways are published and are usually updated every 4 weeks, coinciding with

240-404: A day, so as to take advantage of favourable winds. Flights going with the jet stream may be an hour shorter than those going against it. Ocean tracks may start and finish about 100 miles offshore at named waypoints, to which a number of airways connect. Tracks across northern oceans are suitable for east–west or west–east flights, which constitute the bulk of the traffic in these areas. There are

300-468: A flight plan, approximate weights of fuel and/or aircraft may be referred to in tons . This "ton" is generally either a metric tonne or a UK long ton , which differ by less than 2%, or a short ton , which is about 10% less. A route is a description of the path followed by an aircraft when flying between airports. Most commercial flights will travel from one airport to another, but private aircraft, commercial sightseeing tours, and military aircraft may do

360-408: A free-flight area, air traffic control still requires a position report about once an hour. Flight planning systems organise this by inserting geographic waypoints at suitable intervals. For a jet aircraft, these intervals are 10 degrees of longitude for eastbound or westbound flights and 5 degrees of latitude for northbound or southbound flights. In free-flight areas, commercial aircraft normally follow

420-420: A height of 32,000 feet (9,800 m), compensated for the fact that the earth is an oblate spheroid rather than a perfect sphere. Aviation charts always show distances as rounded to the nearest nautical mile, and these are the distances that are shown on a flight plan. Flight planning systems may need to use the unrounded values in their internal calculations for improved accuracy. Fuel measurement will vary on

480-423: A least-cost flight: For any given route, a flight planning system can reduce cost by finding the most economical speed at any given altitude and by finding the best altitude(s) to use based on the predicted weather . Such local optimisation can be done on a waypoint-by-waypoint basis. Commercial airlines do not want an aircraft to change altitude too often (among other things, it may make it more difficult for

540-518: A map in an hour or so, but more allowance must be made for unforeseen circumstances). When computer flight planning replaced manual flight planning for eastbound flights across the North Atlantic, the average fuel consumption was reduced by about 450 kg (1,000 lb) per flight, and the average flight times were reduced by about 5 minutes per flight. Some commercial airlines have their own internal flight planning system, while others employ

600-708: A more direct flight. Within these airways, aircraft must maintain flight levels , specified altitudes usually separated vertically by 1,000 or 2,000 ft (300 or 610 m), depending on the route being flown and the direction of travel. When aircraft with only two engines are flying long distances across oceans, deserts, or other areas with no airports, they have to satisfy additional ETOPS safety rules to ensure they can reach an emergency airport if one engine fails. Producing an accurate optimised flight plan requires millions of calculations, so commercial flight planning systems make extensive use of computers (an approximate unoptimised flight plan can be produced using an E6B and

660-616: A negative altitude. For example, Amsterdam Schiphol Airport has an elevation of −3 metres. The surface of the Dead Sea is 417 metres below sea level, so low-level flights in this vicinity can be well below sea level. Flight plans mix metric and non-metric units of measurement. The particular units used may vary by aircraft, airline, and location across a flight. Since 1979, the International Civil Aviation Organization (ICAO) has recommended

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720-417: A number of ways of constructing a route. All scenarios using airways use SIDs and STARs for departure and arrival. Any mention of airways might include a very small number of "direct" segments to allow for situations when there are no convenient airway junctions. In some cases, political considerations may influence the choice of route (e.g., aircraft from one country cannot overfly some other country). Even in

780-525: A phased introduction around the world of reduced vertical separation minimum (RVSM). This cuts the vertical separation to 1,000 feet (300 m) between flight levels 290 and 410 (the exact limits vary slightly from place to place). Since most jet aircraft operate between these heights, this measure effectively doubles the available airway capacity. To use RVSM, aircraft must have certified altimeters, and autopilots must meet more accurate standards. Aircraft cruising at lower altitudes normally use knots as

840-453: A single flight: The basic purpose of a flight planning system is to calculate how much trip fuel is needed in the air navigation process by an aircraft when flying from an origin airport to a destination airport. Aircraft must also carry some reserve fuel to allow for unforeseen circumstances, such as an inaccurate weather forecast, or air traffic control requiring an aircraft to fly at a lower-than-optimal altitude due to airway congestion, or

900-498: A unification of units of measurement within aviation based on the International System of Units (SI). Since 2010, ICAO recommends using: However, a termination date for completion of metrication has not been established. While SI units technically are preferred, various non-SI units are still in widespread use within commercial aviation: Distances are nearly always measured in nautical miles , as calculated at

960-462: A unique ICAO-code. The recommendations for ICAO airport codes were adopted on 24 March 1959, and came into force on 1 October the same year. ICAO codes are separate and different from IATA codes , the latter of which have three letters and are generally used for airline timetables , reservations, and baggage tags. For example, the IATA code for London 's Heathrow Airport is LHR and its ICAO code

1020-481: A waypoint, so an aircraft can change from one airway to another at such points. A complete route between airports often uses several airways. Where there is no suitable airway between two waypoints, and using airways would result in a somewhat roundabout route, air traffic control may allow a direct waypoint-to-waypoint routing, which does not use an airway (often abbreviated in flight plans as "DCT"). Most waypoints are classified as compulsory reporting points ; that is,

1080-443: Is EGLL. IATA codes are commonly seen by passengers and the general public on flight-tracking services such as FlightAware . In general IATA codes are usually derived from the name of the airport or the city it serves, while ICAO codes are distributed by region and country. Far more aerodromes (in the broad sense) have ICAO codes than IATA codes, which are sometimes assigned to railway stations as well. The selection of ICAO codes

1140-613: Is a four-letter code designating aerodromes around the world. These codes, as defined by the International Civil Aviation Organization and published quarterly in ICAO Document 7910: Location Indicators , are used by air traffic control and airline operations such as flight planning . ICAO codes are also used to identify other aviation facilities such as weather stations , international flight service stations or area control centers , whether or not they are located at airports. Flight information regions are also identified by

1200-480: Is a pseudo-code, used in flight plans for aerodromes with no ICAO code assigned. ICAO codes are sometimes updated. Johannesburg Airport in Johannesburg , South Africa, for instance, was formerly known as Jan Smuts International Airport, with code FAJS. When the airport was renamed O. R. Tambo International Airport, its ICAO code was updated to FAOR. Some airports have two ICAO codes, usually when an airport

1260-735: Is based in the United Kingdom . On the other hand, IATA codes do not provide geographic reference. For example, LHR, representing Heathrow, does not enable one to deduce the location of the airport LHV with any greater certainty; it is William T. Piper Memorial Airport in Lock Haven, Pennsylvania in the United States . There are a few exceptions to the regional structure of the ICAO code that have been historically for political or administrative reasons. RAF Mount Pleasant air base in

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1320-418: Is based on the use of a pressure altimeter (see flight level for more detail). The heights quoted here are thus the nominal heights under standard conditions of temperature and pressure rather than the actual heights. All aircraft operating on flight levels calibrate altimeters to the same standard setting regardless of the actual sea level pressure, so little risk of collision arises. In most areas, height

1380-409: Is either 1,000 or 2,000 ft (300 or 610 m). In Russia, China and some neighbouring areas, altitudes are measured in metres. The vertical separation between aircraft is either 300 metres or 600 metres (about 1.6% less than 1,000 or 2,000 feet). Until 1999, the vertical separation between aircraft flying at high altitudes on the same airway was 2,000 feet (610 m). Since then there has been

1440-486: Is partly delegated to authorities in each country, while IATA codes, which have no geographic structure, must be decided centrally by IATA. The first one or two letters of the ICAO code indicate the country; the remaining letters identify the airport. ICAO codes are used partly for geographical context. For example, the ICAO code for Heathrow International Airport in London, is EGLL, with its first letters reflecting that it

1500-518: Is reported as a multiple of 100 feet (30 m), i.e. A025 is nominally 2,500 feet (760 m). When cruising at higher altitudes aircraft adopt flight levels (FLs). Flight levels are altitudes corrected and calibrated against the International Standard Atmosphere (ISA). These are expressed as a three-figure group e.g., FL320 is 32,000 ft (9,800 m) ISA. In most areas, the vertical separation between aircraft

1560-700: Is shared by civilian and military users. Frankfurt Airport in Frankfurt , Germany, for instance, has been assigned ICAO code EDDF while Rhein-Main Air Base was assigned ICAO code EDAF until its closure. Sion Airport in Switzerland has code LSGS while its military facilities have the ICAO code LSMS. Brussels Airport in Brussels , Belgium, has the ICAO code EBBR for its civilian facilities, and Melsbroek Air Base has been assigned ICAO code EBMB, even though

1620-511: Is so substantial that it is not feasible to examine every possible route in detail. A flight planning system must have some fast way of cutting the number of possibilities down to a manageable number before undertaking a detailed analysis. From an accountant 's viewpoint, the provision of reserve fuel costs money (the fuel needed to carry the hopefully unused reserve fuel). Techniques known variously as reclear , redispatch , or decision point procedure have been developed, which can greatly reduce

1680-482: Is the inertial navigation system (INS), which keeps track of a vehicle's acceleration using gyroscopes and linear accelerometers; this information can then be integrated in time to obtain speed and position, as long as the INS was properly calibrated before departure. INS has been present in civil aviation for a few decades and is mostly used in medium to large aircraft as the system is fairly complex. If neither GPS or INS

1740-458: Is the most safety-critical aspect of flight planning. This calculation is somewhat complicated: Fuel calculation must take many factors into account. The weight of fuel forms a significant part of the total weight of an aircraft, so any fuel calculation must take into account the weight of any fuel not yet burned. Instead of trying to predict the fuel load not yet burned, a flight planning system can handle this situation by working backward along

1800-448: Is the process of producing a flight plan to describe a proposed aircraft flight. It involves two safety-critical aspects: fuel calculation, to ensure that the aircraft can safely reach the destination, and compliance with air traffic control requirements, to minimise the risk of midair collision. In addition, flight planners normally wish to minimise flight cost through the appropriate choice of route, height, and speed, and by loading

1860-448: Is used, the following steps are required to obtain speed information: The weight of an aircraft is most commonly measured in kilograms, but may sometimes be measured in pounds, especially if the fuel gauges are calibrated in pounds or gallons. Many airlines request that weights be rounded to a multiple of 10 or 100 units. Great care is needed when rounding to ensure that physical constraints are not exceeded. When chatting informally about

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1920-622: Is usually necessary to reduce the payload (less cargo or fewer passengers). Some flight planning systems use elaborate systems of approximate equations to simultaneously estimate all the changes required; this can greatly reduce the number of iterations needed. An alternative approach to fuel calculation is to calculate alternate and holding fuel as above and obtain some estimate of the total trip fuel requirement, either based on previous experience with that route and aircraft type, or by using some approximate formula; neither method can take much account of weather. Calculation can then proceed forward along

1980-692: The Falkland Islands , for instance, is assigned the ICAO code EGYP as though it were in the United Kingdom, but nearby civilian Port Stanley Airport is assigned SFAL, consistent with South America . Saint Pierre and Miquelon is controlled by France, and airports there are assigned LFxx as though they were in Europe. Kosovo is assigned the code BKxx grouping it with Greenland and Iceland rather than its geographical neighbors which have Lxxx (described below). Jerusalem International Airport

2040-606: The Jezero Crater on Mars is assigned the special ICAO code JZRO. Codes beginning with I (Ixx and Ixxx) are often used for navigational aids such as radio beacons, while the Q code is reserved for international radiocommunications and non-geographical special use. In Russia , Latin letter X, or its Morse / Baudot Cyrillic equivalent Ь , are used to designate government, military, and experimental aviation airfields in internal airfield codes similar in structure and purpose to ICAO codes but not used internationally. ZZZZ

2100-480: The AIRAC cycle. AIRAC (Aeronautical Information Regulation and Control) occurs every fourth Thursday, when every country publishes its changes, which are usually to airways. Each airway starts and finishes at a waypoint , and may contain some intermediate waypoints as well. Waypoints use five letters (e.g., PILOX), and those that double as non-directional beacons use three or two (TNN, WK). Airways may cross or join at

2160-603: The Daytona event. Flagler Executive Airport covers an area of 1,145 acres (463 ha) and contains two paved runways , one seaplane landing area and one helipad : For the 12-month period ending February 8, 2018, the airport had 158,775 aircraft operations, an average of 435 per day: 100% general aviation and less than 1% military. In February 2022, there were 37 aircraft based at this airport: 30 single-engine, 2 multi-engine, 2 jet and 3 helicopter. ICAO airport code The ICAO airport code or location indicator

2220-681: The FAA Airport Diagram as a "National Guard Armory," the facility actually supports units of both the U.S. Army Reserve and the Florida Army National Guard . Although no military aircraft are permanently assigned, the facility contains a flight line ramp area capable of accommodating UH-60 Blackhawk , CH-47 Chinook , and C-130 Hercules aircraft. In 1960, it was the site of the inaugural NHRA Winter Nationals , which jointly sanctioned by NHRA and NASCAR (the NHRA

2280-441: The addition of last-minute passengers whose weight was not accounted for when the flight plan was prepared. The way in which reserve fuel is determined varies greatly, depending on airline and locality. The most common methods are: Except for some US domestic flights, a flight plan normally has an alternate airport as well as a destination airport. The alternate airport is for use in case the destination airport becomes unusable while

2340-411: The alternate airport while a landing slot is found. United States domestic flights are not required to have sufficient fuel to proceed to an alternate airport when the weather at the destination is forecast to be better than 2,000-foot (610 m) ceilings and 3 statute miles of visibility; however, the 45-minute reserve at normal cruising speed still applies. It is often considered a good idea to have

2400-476: The alternate some distance away from the destination (e.g., 185 km (100 nmi; 115 mi)) so that bad weather is unlikely to close both the destination and the alternate; distances of up to 960 kilometres (520 nmi; 600 mi) are not unknown. In some cases the destination airport may be so remote (e.g., a Pacific island) that there is no feasible alternate airport; in such a situation an airline may instead include enough fuel to circle for 2 hours near

2460-413: The cabin crew to serve meals), so they often specify some minimum time between optimisation-related flight level changes. To cope with such requirements, a flight planning system must be capable of non-local altitude optimisation by simultaneously taking a number of waypoints into account, along with the fuel costs for any short climbs that may be required. When there is more than one possible route between

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2520-486: The destination, in the hope that the airport will become available again within that time. There is often more than one possible route between two airports. Subject to safety requirements, commercial airlines generally wish to minimise costs by appropriate choice of route, speed, and height. Various names are given to weights associated with an aircraft and/or the total weight of the aircraft at various stages. When twin-engine aircraft are flying across oceans, deserts, and

2580-684: The end of the war, the airfield was transferred from the Navy to Flagler County for use as a general aviation airport. According to the Federal Aviation Administration (FAA) data, the airport ranks as the fourth busiest in Florida out of 105 General Aviation airports, with 190,000 takeoffs and landings per year. This is primarily due to its use as a practice field by students from nearby Embry-Riddle Aeronautical University , adjacent to Daytona Beach International Airport . Due to

2640-442: The flight crew managed to glide to a nearby runway and land safely (the runway was one of two at a former airport then being used as a dragstrip ). Many airlines request that fuel quantities be rounded to a multiple of 10 or 100 units. This can cause some interesting rounding problems, especially when subtotals are involved. Safety issues must also be considered when deciding whether to round up or down. The altitude of an aircraft

2700-428: The flight is in progress (due to weather conditions, a strike, a crash, terrorist activity, etc.). This means that when the aircraft gets near the destination airport, it must still have enough alternate fuel and alternate reserve available to fly on to the alternate airport. Since the aircraft is not expected at the alternate airport, it must also have enough holding fuel to circle for a while (typically 30 minutes) near

2760-461: The gauges fitted to a particular aircraft. The most common unit of fuel measurement is kilograms; other possible measures include pounds, UK gallons, US gallons, and litres. When fuel is measured by weight, the specific gravity of the fuel used is taken into account when checking tank capacity. There has been at least one occasion on which an aircraft ran out of fuel due to an error in converting between kilograms and pounds. In this particular case

2820-797: The increase in air traffic, the Flagler County Airport now has an FAA Level 1 Contract Air Traffic Control Tower that operates from 7am - 9pm, 365 days per year. Although most U.S. airports use the same three-letter location identifier for the FAA and IATA , Flagler County Airport is assigned FIN by the FAA but has no designation from the IATA. The airport is also home to the Flagler Palm Coast Army Readiness Center that opened in October 2020. Listed on

2880-549: The like, the route must be carefully planned so that the aircraft can always reach an airport, even if one engine fails. The applicable rules are known as ETOPS (ExTended range OPerationS). The general reliability of the particular type of aircraft and its engines and the maintenance quality of the airline are taken into account when specifying how long such an aircraft may fly with only one engine operating (typically 1–3 hours). Flight planning systems must be able to cope with aircraft flying below sea level, which will often result in

2940-484: The minimum necessary fuel on board. Air Traffic Services (ATS) use the completed flight plan for separation of aircraft in air traffic management services, including tracking and finding lost aircraft, during search and rescue (SAR) missions. Flight planning requires accurate weather forecasts so that fuel consumption calculations can account for the fuel consumption effects of head or tail winds and air temperature. Safety regulations require aircraft to carry fuel beyond

3000-413: The minimum needed to fly from origin to destination, allowing for unforeseen circumstances or for diversion to another airport if the planned destination becomes unavailable. Furthermore, under the supervision of air traffic control, aircraft flying in controlled airspace must follow predetermined routes known as airways (at least where they have been defined), even if such routes are not as economical as

3060-449: The origin and destination airports, the task facing a flight planning system becomes more complicated, since it must now consider many routes in order to find the best available route. Many situations have tens or even hundreds of possible routes, and there are some situations with over 25,000 possible routes (e.g., London to New York with free-flight below the track system). The amount of calculation required to produce an accurate flight plan

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3120-538: The pilot (or the onboard flight management system ) reports the aircraft's position to air traffic control as the aircraft passes a waypoint. There are two main types of waypoints: Note that airways do not connect directly to airports. Special routes known as ocean tracks are used across some oceans, mainly in the Northern Hemisphere, to increase traffic capacity on busy routes. Unlike ordinary airways, which change infrequently, ocean tracks change twice

3180-607: The primary speed unit, while aircraft that are higher (above Mach Crossover Altitude) normally use Mach number as the primary speed unit, though flight plans often include the equivalent speed in knots as well (the conversion includes allowance for temperature and height). In a flight plan, a Mach number of "Point 82" means that the aircraft is travelling at 0.820 (82%) of the speed of sound . The widespread use of global positioning systems (GPS) allows cockpit navigation systems to provide air speed and ground speed more or less directly. Another method of obtaining speed and position

3240-412: The route, starting at the alternate, going back to the destination, and then going back waypoint by waypoint to the origin. A more detailed outline of the calculation follows. Several (possibly many) iterations are usually required, either to calculate interdependent values such as reserve fuel and trip fuel, or to cope with situations where some physical constraint has been exceeded. In the latter case it

3300-403: The route, waypoint by waypoint. On reaching the destination, the actual trip fuel can be compared with the estimated trip fuel, a better estimate made, and the calculation repeated as required. Commercial airlines generally wish to keep the cost of a flight as low as possible. There are three main factors that contribute to the cost: Different airlines have different views as to what constitutes

3360-452: The services of external planners. A licensed flight dispatcher or flight operations officer is required by law to carry out flight planning and flight watch tasks in many commercial operating environments (e.g., US FAR §121, Canadian regulations). These regulations vary by country but more and more countries require their airline operators to employ such personnel. A flight planning system may need to produce more than one flight plan for

3420-538: The style LFddnn , where dd indicates the department while nn is a sequential counter. The French Federation of Ultralight Motorized Gliders was formally named the keeper of these codes. Aerodrome de Torreilles in France, for instance, has code LF6651. In Antarctica many aerodromes have pseudo ICAO-codes with AT and two digits, while others have proper codes from countries performing air control such as NZ for New Zealand . Flight planning Flight planning

3480-524: The two airports share runways and ground and air control facilities. In small countries like Belgium or the Netherlands, almost all aerodromes have an ICAO code. For larger countries like the UK or Germany this is not feasible, given the limited number of letter codes. Some countries have addressed this issue by introducing a scheme of sub-ICAO aerodrome codes; France, for example, assigns pseudo ICAO codes in

3540-691: Was assigned both LLJR (its Israeli persona) as well as OJJR (its Jordanian persona), but the airport itself fell into disuse. In the contiguous United States and Canada, many airports have ICAO codes that are simply copies of their three-letter IATA codes, with the geographical prefix added on (e.g., YEG and CYEG both refer to Edmonton International Airport , while IAD and KIAD both refer to Washington Dulles International Airport ). This similarity does not extend to Alaska (PAxx), Hawaii (PHxx), or U.S. territories. Kahului Airport on Maui , for instance, has an IATA code of OGG and an ICAO code of PHOG. ICAO airport codes do not begin with I or J or X or Q, though

3600-618: Was not a member of the national governing body of motorsport, the Automobile Competition Committee for the United States , until 1965), which allowed the event to be certified for insurance regulations and FIA certification because NASCAR was a founding member of the national governing body. The inaugural Winter Nationals was part of Speed Weeks for the 1960 Daytona 500. This event was developed because of an issue of issues with illegal street racing around

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