First, under A, we have Adequate Airfield on page 110 — Page 337, Lesson 318

Let’s start with the index of this book. This is the table of contents for Flight Performance & Planning 2 – Flight Planning and Monitoring, and it tells you exactly where to find every key topic we’ll cover. I’ll walk you through the major entries so you know what’s coming and how the book is organised. First, under A, we have Adequate Airfield on page 110. That’s a term you’ll need to understand for diversion planning — it means an airfield that meets certain criteria for a safe landing if you can’t reach your destination. Then Aerodrome Elevation on page 147 — that’s the vertical distance from mean sea level to the highest point of the landing area, and it’s critical for performance calculations. Next, AIP Supplements on page 3. The Air Information Publication, or AIP, is the official document published by each country containing all the aeronautical information needed for flight planning. Supplements are temporary changes to that data. Then Airspace Classification on page 151 — that’s how airspace is categorised from Class A to G, each with different rules for entry, equipment, and ATC clearance. Automatic Terminal Information Service, abbreviated ATIS, is on page 7. That’s a continuous broadcast of recorded aeronautical information at busy airports — things like weather, runway in use, and NOTAMs — so you can get the picture before you contact ATC. Under C, we have Contingency Fuel on page 27. That’s the extra fuel you carry to cover unforeseen circumstances, like route changes or worse-than-forecast winds. Controlled Airspace on page 154 — that’s airspace where air traffic control provides a service, and you need a clearance to enter. Critical Point, or CP, on page 243 — that’s a point along your route where, if an engine fails, the time to return to the departure aerodrome equals the time to continue to the destination. It’s a key decision point. Under D, Danger Area on page 130 — that’s airspace where activities hazardous to aircraft may take place, like missile tests or live firing. Decision Altitude or Decision Height, abbreviated DA or DH, on page 147 — that’s the altitude or height on an instrument approach where you must decide to continue the approach or execute a missed approach. The difference: altitude is referenced to mean sea level, height to the aerodrome elevation. DME on page 149 — that’s Distance Measuring Equipment, a radio navigation aid that gives you slant range distance from the station. Dry Operating Mass, or DOM, on page 76 — that’s the mass of the aircraft including crew, catering, and all standard equipment, but excluding fuel and payload. Under E, Elevation on page 147 — that’s the vertical distance of a point on the Earth’s surface above mean sea level. Estimated Elapsed Time on page 207 — that’s the time you estimate from a significant point to another, often used in flight plans. Estimated Off-block Time — that’s the time you expect to start moving from the parking stand. Estimated Time of Arrival — that’s the time you expect to land. Under F, Filed Flight Plan on page 207 — that’s the flight plan you submit to ATC before departure. Flight Level, abbreviated FL, on page 148 — that’s a pressure altitude expressed in hundreds of feet, referenced to the standard pressure setting of 1013.25 hPa, used above the transition altitude. Flight Plan itself on page 207 — that’s the complete document specifying your intended route, times, fuel, and other operational details. Under G, Grid MORA on page 152 — that stands for Minimum Off-Route Altitude, a grid-based altitude that provides terrain clearance within a given area. Under H, Height on page 148 — that’s the vertical distance of a point above a specified datum, usually the aerodrome elevation. Under I, ILS on page 149 — that’s the Instrument Landing System, a precision approach aid that provides lateral and vertical guidance to the runway. Under M, Magnetic Direction on page 129 — that’s direction measured relative to magnetic north, which is what you use for navigation. Maximum Landing Mass, or MLM, on page 75 — that’s the maximum permissible mass of the aircraft at landing, limited by structural and performance factors. Maximum Take-off Mass, or MTOM, on page 75 — that’s the maximum permissible mass at the start of the take-off run. Maximum Zero Fuel Mass, or MZFM, on page 75 — that’s the maximum permissible mass of the aircraft without usable fuel, to prevent structural damage from bending loads. The index cuts off at Mi, but you can see the pattern — every term you’ll need for flight planning and monitoring is listed here with its page number. This is your roadmap for the entire book.