View
225
Download
1
Category
Preview:
Citation preview
ATPL(A) FLIGHT PLANNING WORKBOOK BOEING 777-300ER
Cover Page Revision 2
This version of the workbook is for training purposes. An examination version will be provided at the examination centre at the time of your sitting.
ATPL(A) Flight Planning Page 1-2
Contents
Page
Introduction ................................................................................................ 1.3
Section One Flight Planning Data .............................................................. 1.4
Definitions ............................................................................... 1.4
Use of Flight Planning Data ..................................................... 1.6
Fuel Policy ............................................................................... 1.7
Normal Operations .......................................................... 1.7
Preflight (Taxi) Fuel......................................................... 1.8
ETP Fuel Requirements .................................................. 1.9
Climb ....................................................................................... 1.10
Derated Climb Thrust ...................................................... 1.10
FMC Selection of Climb Derate ...................................... 1.10
Climb Speed Schedule ................................................... 1.11
Cost Index 50 Maximum Operating Altitude .................... 1.11
Max Climb (MCL) Thrust ................................................. 1.11
Cruise ...................................................................................... 1.12
Flight Speeds for Varying Cost Index.............................. 1.12
Wind Effect on Cruise Speed .......................................... 1.13
Long Range Cruise Wind-Altitude Trade ........................ 1.13
Cost Index 50 Control ..................................................... 1.14
Long Range Cruise Control ............................................ 1.15
Cost Index 50 Enroute Fuel and Time ............................ 1.16
Cost Index 50 Fuel and Time Required .......................... 1.17
Descent ................................................................................... 1.18
Time and Distance to Descend ....................................... 1.18
Diversion - All Engine Operating (AEO) .................................. 1.19
Long Range Cruise Enroute Fuel and Time .................... 1.19
Diversion - One Engine Inoperative (OEI) ............................... 1.22
Driftdown Profile ............................................................. 1.22
Driftdown/Long Range Cruise Capability ........................ 1.23
Long Range Cruise Altitude Capability ........................... 1.25
Long Range Cruise Control ............................................ 1.26
APU Operation During Flight .......................................... 1.27
Long Range Cruise Diversion Time and Fuel - OEI ........ 1.28
Holding - All Engine Operating (AEO) ..................................... 1.30
Holding - One Engine Inoperative (OEI) .................................. 1.31
Section Two Example of a Boeing 777-300ER Computer Flight Plan (CFP)
ATPL(A) Flight Planning Page 1-3
INTRODUCTION
The flight planning data in this Data Booklet is based on the Boeing 777-300ER as operated by a typical international airline. Consequently there will definitely be differences between this material and the flight and fuel planning policies and data requirements of the aircraft type that you are either presently operating or may operate in the future. Therefore you must always refer to the appropriate Operations/Performance/Training Manual (whatever it is called) and/or Aircraft Flight Manual (AFM) for your aircraft type, in your operating environment.
The data in this booklet is NOT to be used in actual flight planning!
ATPL(A) Flight Planning Page 1-4
DEFINITIONS
The hierarchy of sources for the following definitions is:
CAR Part 1;
Boeing Flight Crew Operations Manual for the 777-300ER; and,
Jeppesen documentation.
A-B Fuel The fuel required, calculated from the start of the takeoff roll at the departure airfield through climb, cruise and descent to arrival at 1,500 feet over the destination airfield.
Approach and Landing Fuel The fuel required for visual flight from 1,500 feet over the alternate airfield to the completion of the landing run.
Burn Off Shall consist of the sum of A-B fuel, plus fuel for an instrument approach at destination, plus departure and arrival allowances if applicable.
Contingency Fuel A fuel provision for any of the following: (CAR Pt 1) (1) en-route winds or temperatures being different from forecast; (2) any deviation from the flight planned routes, altitudes or flight
levels or, (3) variations from optimum operating techniques.
Contingency Reserves A percentage fuel allowance to provide a reserve for inflight contingencies including meteorological, navigation errors and operational restrictions.
Critical Equi-Time Point This is the equi-time point for the most critical sector of the route to be flown when the particular emergency and distribution of available airfields along the route are taken into consideration. Critical fuel scenarios have been determined and loaded into the Dispatch Manager flight planning computer for various aircraft types and will default to the worst case, which is dependent on aircraft weight and diversion time. The two options are ETPD (2 Eng Depressurised) and ETP1D (1 Eng depressurised).
Critical Equi-Fuel Point While the critical fuel scenarios on the Computer Flight Plan (CFP) labels the critical points “Equi-Time” points, the Dispatch Manager flight planning computer actually calculates these points as “Equi-Fuel” points.
Departure and Arrival The fuel required, when necessary, to cover circuitous routing during Allowances departure and/or arrival. Where a departure and/or arrival allowance
has been included in the Computer Flight Plan (CFP), this allowance will be added into the first and/or last zone FUELRQ figure. To show that the allowance has been included a D (for Departure) and/or an A (for Arrival) is printed adjacent to the applicable zone FUELRQ figure. The amount of the allowance will be also shown in the fuel analysis block.
Diversion Decision Point This is a designated point on a route to which a flight may operate (DDP) with reduced specific aircraft contingency. Each DDP is associated
with an enroute re-fuelling airfield. A DDP plan is used solely for payload enhancement by allowing a portion of the A-B contingency fuel to be exchanged for the equivalent weight of payload, but only under specific conditions.
ATPL(A) Flight Planning Page 1-5
Diversion Fuel (B-C Fuel) The fuel required for diversion from the minimum altitude on final
approach to the destination airfield through the missed approach procedure to 1,500 feet, climb, cruise and descent to arrival at 1,500 feet over the alternate airfield.
ECL P/N Electronic Checklist Part Number. The Boeing 777 has a dual database feature which provides the flight crew with the capability of activating either of two different Electronic Checklist (ECL) databases, each having a different database part number and revision identification.
Final Reserve Fuel The fuel required to fly for 30 minutes at holding speed at 1,500 feet above the destination or destination alternate aerodrome airfield (excluding any additional fuel for holding in a racetrack pattern). This reserve is the minimum quantity of fuel required to provide a margin to secure the safe completion of the flight under normal conditions of operation in the event of any unplanned manoeuvring in the vicinity of the destination or destination alternate aerodrome. In ordinary circumstances this fuel remains on board until completion of the landing.
Fixed Fuel Reserve Has exactly the same meaning as “Final Reserve Fuel”.
Instrument Approach and The fuel required as part of the ETP critical fuel scenario for single Missed Approach Fuel engine flight from 1,500 feet over the airfield to completion of the
missed approach.
Instrument Approach Fuel The fuel required for flight from 1,500 feet over the destination airfield through the planned instrument approach to the minimum altitude on final approach at the destination airfield.
Performance Deterioration The difference between the aeroplane manufacturer’s published fuel Allowance (CAR Pt 1) consumption figures and the actual fuel consumption applicable to a
specific aeroplane.
Performance Deterioration A specific percentage fuel allowance to provide for the deterioration Allowance of that aircraft performance from standard book figures. This
allowance shall be applied to ALL facets of the fuel calculation and shall be included in the individual fuel figures and not as a separate percentage.
Point of No Return (PNR) The point in the flight of an aircraft beyond which the remaining fuel will be insufficient for a return to the departure airfield.
Point of No Return Factor The PNR Factor is the amount of fuel required to fly 1nm beyond the ETPD at altitude, plus the fuel required to fly 1nm back to the ETPD at 10,000 feet. The PNR Factor for the B777-300ER is 37kg/nm.
Point of Safe Return (PSR) The point in the flight of an aircraft beyond which the remaining fuel will be insufficient for a safe return to the departure airfield with appropriate reserve fuel.
PNR Decision Point This is a designated point on a particular route to which a flight may (PNR DP) plan to proceed when the weather at the destination and the close
alternate airfield is below alternate minima or the alternate airfields are not available for other reasons.
Revised (Inflight) PSR An inflight point of safe return may be calculated using fuel in excess of ETPD requirements, by using a number referred to as the Point of No Return (PNR) Factor.
ATPL(A) Flight Planning Page 1-6
USE OF FLIGHT PLANNING DATA
Unless otherwise stated, the specification aircraft referred to in the examination questions is the
Boeing 777-300ER, and the following weights apply:
Maximum ramp weight 352,441kg
Maximum takeoff weight 351,534kg
Maximum landing weight 251,290kg
Maximum zero fuel weight 237,682kg
Maximum taxi weight 352,441kg
Prepared for service weight 160,500kg
Basic weight 154,650kg
Maximum fuel load 145,500kg
Taxi fuel 510kg
Notes: 1) Takeoff weight is the same as the Brake Release Weight (BRW).
2) Prepared for service weight is the same as operating empty weight.
3) Basic weight is the same as empty weight.
4) For all LAX and LHR departures standard taxi fuel will be 720kg.
ATPL(A) Flight Planning Page 1-7
FUEL POLICY
Normal Operation
Flight from A to B when an alternate (c) is required.
The aircraft must not takeoff with less than the sum of the following fuel components:
1) Trip fuel A to B, fuel required from the start of the take-off roll to 1,500 feet overhead the
destination aerodrome.
2) Contingency fuel, 2% of the trip fuel A to B.
3) Full instrument approach and landing fuel, from 1,500 feet overhead destination to
minimum altitude on approach, 1080kg (12 min approach configuration).
4) Diversion fuel B to C, from minimum altitude on final approach to 1,500 feet overhead the
alternate aerodrome.
5) Circuit and landing fuel, from 1,500 feet overhead the alternate aerodrome to the
completion of the landing run, 540kg.
6) Alternate reserve fuel, 30 min holding at 1,500 feet overhead the alternate aerodrome.
7) Performance Deterioration Allowance (PDA), a specified percentage fuel to provide for the
deterioration of that aircraft performance from standard book figures. To be applied to ALL
components.
8) Any extra fuel to cover enroute ETP requirements, as listed below.
Flight from A to B when an alternate (c) is NOT required.
The aircraft must not takeoff with less than the sum of the following fuel components:
1) Trip fuel A to B, fuel required from the start of the take-off roll to 1,500 feet overhead the
destination aerodrome.
2) Contingency fuel, 2% of the trip fuel A to B.
3) Full instrument approach and landing fuel, from 1,500 feet overhead destination to
minimum altitude on approach, 1080kg (12 min approach configuration).
4) Destination reserve fuel, 30 min holding at 1,500 feet overhead the destination aerodrome.
5) Extra holding fuel to ensure that a minimum of 60 minutes holding fuel at 1,500 feet is
available on arrival at the destination.
6) Performance Deterioration Allowance (PDA), a specified percentage fuel to provide for the
deterioration of that aircraft performance from standard book figures. To be applied to ALL
components.
7) Any extra fuel to cover enroute ETP requirements, as listed below.
ATPL(A) Flight Planning Page 1-8
Preflight (Taxi) Fuel
A preflight fuel allowance must be added to the Total Fuel Required for the flight to obtain Ramp
Fuel. This allowance is normally 510kg, and consists of the following:
APU operation 120kg
Start Up (2 minutes) 60kg
Taxi (10 minutes) 330kg
510kg
The total preflight fuel is often referred to simply as taxi fuel. Unless otherwise specified, assume
that taxi fuel includes start up and APU operation. Any time a long (in excess of 10 minutes) taxi is
expected, additional taxi fuel should be calculated at a rate of 33kg per minute. For all LAX and
LHR departures standard taxi fuel will be 720kg.
While strictly the PDA for the aircraft should be added to the preflight/taxi fuel, since it is a fairly
conservative estimate of the planning fuel required to cover the use of the APU, the start-up and
the taxi, in practice the PDA is not considered.
ATPL(A) Flight Planning Page 1-9
ETP Fuel Requirements
The aircraft must have at least the sum of the most critical of the following fuel components when
reaching the Critical Equi-Time Point:
For a One Engine Inoperative (OEI) pressurised diversion (ETP1):
1) Fuel to the diversion aerodrome, OEI, pressurised, from the ETP;
2) 5% wind component adjustment *;
3) Diversion reserve fuel, 15 minutes holding at 1,500 feet;
4) APU fuel (at 240kg/hr);
5) Instrument approach and landing fuel, 1,080kg; and,
6) Performance Deterioration Allowance (PDA).
For an All Engines Operating (AEO) depressurised diversion (ETPD):
1) Fuel to the diversion aerodrome, AEO, depressurised, from the ETP;
2) 5% wind component adjustment *;
3) Diversion reserve fuel, 15 minutes holding at 1,500 feet;
4) Instrument approach and landing fuel, 1,080kg;
5) Icing fuel. Fuel to allow operation of engine and wing anti-ice systems for 100% of
expected exposure time; and,
6) Performance Deterioration Allowance (PDA).
For an One Engine Inoperative (OEI) depressurised diversion (ETP1D):
1) Fuel to the diversion aerodrome, OEI, depressurised, from the ETP;
2) 5% wind component adjustment *;
3) Diversion reserve fuel, 15 minutes holding at 1,500 feet;
4) APU fuel (at 240kg/hr);
5) Instrument approach and landing fuel, 1,080kg;
6) Icing fuel. Fuel to allow operation of engine and wing anti-ice systems for 100% of
expected exposure time; and,
7) Performance Deterioration Allowance (PDA).
* The 5% Wind Component Adjustment means an increase of 5% for headwind
components and a 5% decrease for tailwind components when calculating the applicable
fuel.
ATPL(A) Flight Planning Page 1-10
CLIMB
Derated Climb Thrust
Whenever SID constraints, ATC factors and/or climatic conditions permit, the derate setting given
on the flight plan should be used for the entire climb segment. If any of these factors preclude this
then the next higher thrust rating should be the next option. Once any performance constraint has
been achieved, then the maximum acceptable level of derate up to that shown on the flight plan
should be selected or reselected.
Two fixed climb thrust derates can be selected on the THRUST LIM page, CLB1 or CLB2.
However, during the climb, the CLB 1 and CLB 2 derates are gradually removed. CLB1 uses a
10% derate of CLB thrust to 10,000 feet, then increases thrust linearly with altitude to CLB thrust at
12,000 feet. CLB2 uses a 20% derate of CLB thrust to 10,000 feet, then increases thrust linearly
with altitude to CLB thrust at 12,000 feet.
Once in the cruise, the thrust reference defaults to CLB. The reference thrust can be manually
selected at any time on the FMS THRUST LIM page. Varying the climb thrust rating in flight has
no adverse effect on engine life and should be performed as required.
Notes: 1. CLB1 represents a 10% thrust reduction from sea level to 10,000 feet, decreasing
linearly to MCL at 12,000 ft.
2. CLB2 represents a 20% thrust reduction from sea level to 10,000 feet, decreasing
linearly to MCL at 12,000 feet.
3. In the specimen aircraft (Boeing 777-300ER) it is normal procedure to use derated climb
thrust (CLB1) for the climb.
4. Use of MCL as opposed to CLB1 or CLB2 will provide a 40kg to 300kg saving in trip fuel.
5. The FMC top of climb depiction on the display includes the effect of the reduced thrust
taper.
For reference a table of MCL Thrust is provided in given on page 1-11.
FMC Selection of Climb Derate
The FMC will pre-arm a climb derate as a function of the overall takeoff thrust derate, which is a
combination of the selected fixed takeoff derate and the assumed temperature thrust reduction.
This ensures that there is no thrust increase during the transition from takeoff thrust to climb thrust.
Use of an assumed temperature reduced thrust takeoff or takeoff derate affects automatic
selection of climb derate. For a thrust reduction less than 10%, maximum climb thrust is
automatically selected by the FMC. For takeoff thrust reductions or derates from 10% to less than
20%, CLB 1 is selected. CLB 2 is selected for all takeoff thrust reductions or derates equal to or
greater than 20%.
On the ground, the crew may override the automatic climb derate selection after the takeoff
selection is complete. Use of derated climb thrust reduces engine maintenance costs, but
increases total trip fuel.
The FMC pre-armed climb thrust setting should be maintained until flap retraction has been
completed. After clean-up reduce thrust further to the flight plan climb derate, if different to the pre-
armed climb derate.
ATPL(A) Flight Planning Page 1-11
Climb Speed Schedule
Normal Climb
Normally climb speed will be controlled by the FMC using ECON CLIMB mode. The FMC generates a speed schedule as a function of cost index, gross weight, wind and temperature. Although the economy speed exceeds 250 KIAS for all gross weights, the FMC will command approximately 250 KIAS below 10,000 feet to comply with ATC requirement in some countries. The economy climb Mach is equal to the economy cruise Mach calculated at the estimated initial cruise conditions. After takeoff maintain VREF+80 until clear of obstacles. VREF + 80 is used as the flaps up manoeuvring speed. If there are no altitude or airspeed restrictions accelerate to the ECON CLIMB Speed Schedule. The sooner the aircraft can be accelerated to this speed, the greater the saving in trip cost.
Maximum Angle Climb
Maximum Angle of climb is normally used for obstacle clearance, minimum crossing altitude or to
reach a specified altitude/flight level in a minimum distance.
Cost Index 50 Maximum Operating Altitude
This table provides the maximum operating and optimum altitudes a given cruise weight in the
same manner as the FMC. Maximum altitudes are shown for a given manoeuvre capability.
Your airline has selected a 1.3g margin for determination of its Maximum Operating Altitude,
therefore in the specimen aircraft (Boeing 777-300ER) use the 1.30‘G’ column. Note that the
optimum altitudes shown in the table results in buffet-related manoeuvre margins of at least 1.3g
(39° bank capability). The altitudes shown in the table are limited to the maximum certified altitude
of 43,100 feet.
Max Climb (MCL) Thrust ISA +25 deg C and Below
WEIGHT (TONNE)
OPTIMUM ALT (FT)
TAT (deg C)
MARGIN TO INITIAL BUFFET 'G' (BANK ANGLE)
1.30 (39°) 1.40 (44°) 1.50 (48°)
360 350 340
27,900 28,500 29,200
3 2 0
30,400 31,000 31,700
28,800 29,400 30,000
27,200 27,900 28,500
330 320 310
29,800 30,500 31,200
-1 -3 -4
32,200 32,700 33,200
30,500 31,100 31,600
29,000 29,600 30,100
300 290 280
31,900 32,600 33,400
-6 -7 -9
33,800 34,300 34,900
32,200 32,800 33,400
30,700 31,300 31,900
270 260 250
34,100 34,900 35,800
-11 -12 -14
35,500 36,200 36,800
34,000 34,600 35,300
32,500 33,200 33,900
240 230 220
36,600 37,500 38,400
-15 -15 -15
37,500 38,300 39,000
36,000 36,700 37,500
34,600 35,300 36,100
210 200 190
39,400 40,400 41,500
-15 -15 -15
39,800 40,700 41,600
38,300 39,200 40,100
37,000 37,800 38,800
180 170 160
42,600 43,100 43,100
-15 -15 -15
42,600 43,100 43,100
41,100 42,300 43,100
39,800 40,900 42,200
ATPL(A) Flight Planning Page 1-12
CRUISE
Flight Speeds for Varying Cost Index
Tabulated below are the flight speeds which will be commanded for various input CI’s:
• For all weights cruise data is based on zero wind;
• For 180, 200, 220, 240, 260, 280, and 320 tonne FL350 is used;
• For 340 tonne FL330 is used; and,
• For 360 tonne FL310 is used.
There is little variation for normal weight/altitude combinations above or below these altitudes. For
climb and descent 250 KIAS is commanded below 10,000 feet for all CI’s.
FLIGHT SPEEDS
ISA Climb KIAS Cruise Mach Descent
CI Aircraft Weight (TONNE)
180 200 220 240 260 280 300 320 340 360
0 292 .730 250
298 .761 250
304 .791 250
310 .816 258
315 .830 266
321 .830 274
327 .829 283
331 .828 291
331 .829 299
331 .830 307
10 294 .745 250
299 .776 251
305 .802 255
311 .821 263
317 .830 270
323 .830 278
329 .829 286
331 .828 294
331 .829 302
331 .829 310
20 295 .758 250
301 .788 252
307 .811 259
313 .824 267
319 .830 275
325 .831 282
330 .830 290
331 .828 298
331 .829 305
331 .830 313
30 297 .768 256
303 .795 258
309 .815 265
314 .826 272
320 .831 279
326 .831 287
331 .830 294
331 .829 301
331 .829 308
331 .830 314
40 298 .776 262
304 .800 265
310 .817 271
316 .828 278
322 .832 284
328 .832 291
331 .831 298
331 .829 304
331 .830 311
331 .830 314
50 300 .784 270
306 .805 272
312 .820 277
318 .829 283
324 .833 289
330 .832 295
331 .831 301
331 .830 307
331 .830 312
331 .831 314
60 302 .791 278
303 .810 278
314 .824 283
319 .831 289
325 .834 294
331 .833 299
331 .832 305
331 .833 310
331 .833 314
331 .833 314
80 305 .804 290
311 .818 290
317 .829 293
323 .834 297
329 .835 302
331 .834 306
331 .833 311
331 .832 314
331 .832 314
331 .832 314
100 308 .815 304
314 .825 314
320 .832 314
326 .835 314
331 .835 314
331 .834 314
331 .833 314
331 .833 314
331 .833 314
331 .833 314
150 316 .834 314
322 .838 314
328 .841 314
331 .840 314
331 .839 314
331 .838 314
331 .837 314
331 .836 314
331 .859 314
331 .834 314
200 325 .847 314
331 .848 314
331 .847 314
331 .846 314
331 .844 314
331 .842 314
331 .841 314
331 .839 314
331 .839 314
331 .838 314
250 331 .855 250
331 .855 314
331 .853 314
331 .851 314
331 .848 314
331 .846 314
331 .843 314
331 .841 314
331 .841 314
331 .841 314
300 331 .858 314
331 .857 314
331 .855 314
331 .852 314
331 .850 314
331 .847 314
331 .845 314
331 .842 314
331 .843 314
331 .843 314
ATPL(A) Flight Planning Page 1-13
Wind Effect on Cruise Speed
Once airborne, the FMC commands cruise speeds based on the input CI, but vary depending on wind component. Again this is done to minimise the total fuel trip cost, trip time and fuel burn both varying with wind component. The actual adjustment to zero wind cruise speed for actual wind depends on weight and altitude, but is in the order of +.01 Mach per 100kt headwind and -.006 Mach per 100kt tailwind.
Climb and descent speeds are not adjusted for wind component.
Long Range Cruise Wind-Altitude Trade
Wind is a factor which may justify operations considerably below optimum altitude. For example, a
favorable wind component may have an effect on ground speed which more than compensates for
the loss in air range.
Using this table, it is possible to determine the break-even wind (advantage necessary or
disadvantage that can be tolerated) to maintain the same range at another altitude and long range
cruise speed. The tables make no allowance for climb or descent time, fuel or distance, and are
based on comparing ground fuel mileage.
PRESSURE ALTITUDE
(1000 FT)
CRUISE WEIGHT (TONNE)
360 340 320 300 280 260 240 220 200 180 160
43 41 39
136 51
156 61 15
68 18 1
18 1 3
1 3 15
6 19 34
37 35 33
79
114 40
156 61 16
85 26 3
38 7 0
11 0 5
1 3 15
3 14 29
14 29 44
31 46 59
49 62 72
31 29 27 25
24 3 1 9
8 0 5 17
1 3 13 27
1 10 23 37
7 20 34 48
17 32 46 59
30 45 58 68
44 57 68 75
58 68 76 80
70 77 80 82
78 81 81 79
The above wind factor table is for calculation of wind required to maintain present range capability at new pressure altitude, i.e., break-even wind.
Method:
1. Read wind factors for present and new altitudes from table.
2. Determine difference (new altitude wind factor minus present altitude wind factor). This difference may be negative or positive.
3. Break-even wind at new altitude is present altitude wind plus difference from step 2.
ATPL(A) Flight Planning Page 1-14
Cost Index 50 Control
These tables provide target %N1, Cost Index 50 Cruise Mach number, IAS and standard day fuel
flow per engine for the airplane weight and pressure altitude. As indicated by the shaded area, at
optimum altitude, .83 Mach approximates the Cost Index 50 Cruise Mach schedule.
PRESS ALT
(1000 FT)
(STD TAT)
GROSS WEIGHT (TONNE)
160 180 200 220 240 260 280 300 320 340 360
43
(-26)
%N1
MACH
KIAS
FF/ENG
82.9
.832
236
2394
84.9
.834
237
2619
88.2
.833
236
2997
93.6
.831
236
3566
41
(-27)
%N1
MACH
KIAS
FF/ENG
81.0
.822
244
2441
83.0
.832
247
2653
85.0
.834
248
2889
88.0
.833
247
3274
96.2
.831
247
3819
39
(-27)
%N1
MACH
KIAS
FF/ENG
79.0
.805
250
2455
81.1
.823
256
2688
83.0
.832
259
2901
84.8
.834
260
3140
87.5
.832
259
3518
91.3
.831
259
4023
37
(-27)
%N1
MACH
KIAS
FF/ENG
76.7
.783
254
2460
79.1
.806
262
2703
81.0
.822
268
2936
82.7
.831
271
3149
84.3
.833
272
3382
86.8
.832
271
3744
89.8
.831
271
4203
95.0
.830
271
4891
35
(-25)
%N1
MACH
KIAS
FF/ENG
75.0
.761
257
2488
77.2
.784
266
2728
79.4
.805
274
2974
81.1
.820
280
3209
82.8
.829
283
3426
84.2
.833
284
3651
86.3
.832
284
3988
88.9
.831
284
4407
92.4
.830
283
4965
33
(-21)
%N1
MACH
KIAS
FF/ENG
73.7
.738
260
2525
75.7
.760
269
2758
77.8
.783
278
3008
79.9
.802
285
3260
81.4
.818
291
3500
83.1
.827
295
3724
84.4
.832
297
3943
86.1
.832
297
4240
88.3
.831
297
4631
91.0
.830
296
5110
94.9
.829
296
5781
31
(-18)
%N1
MACH
KIAS
FF/ENG
72.4
.715
263
2550
74.4
.737
272
2783
76.3
.759
281
3029
78.3
.780
289
3289
80.2
.799
297
3547
81.7
.814
303
3795
83.3
.824
307
4027
84.6
.830
310
4243
85.9
.832
311
4495
87.8
.832
310
4859
90.0
.831
310
5287
29
(-14)
%N1
MACH
KIAS
FF/ENG
71.1
.692
265
2572
73.0
.713
274
2801
74.9
.734
283
3046
76.8
.755
292
3304
78.6
.776
300
3576
80.4
.794
308
3844
82.0
.810
315
4101
83.3
.821
319
4345
84.7
.828
322
4566
85.8
.831
324
4794
87.3
.832
324
5096
27
(-11)
%N1
MACH
KIAS
FF/ENG
69.6
.667
266
2600
71.6
.688
275
2820
73.5
.709
284
3059
75.3
.730
293
3313
77.1
.751
302
3582
78.8
.771
311
3866
80.6
.789
319
4149
82.1
.805
326
4421
83.4
.816
331
4676
84.6
.825
335
4912
85.8
.829
337
5128
25
(-9)
%N1
MACH
KIAS
FF/ENG
68.2
.644
268
2633
70.1
.664
276
2846
72.0
.684
285
3075
73.9
.705
294
3321
75.6
.725
304
3582
77.3
.745
313
3857
78.9
.764
321
4151
80.6
.782
330
4449
82.2
.798
337
4736
83.4
.811
343
5005
(Too
Fast)
Shaded area approximates optimum altitude.
ATPL(A) Flight Planning Page 1-15
Long Range Cruise Control
These tables provide target %N1, Long Range Cruise Mach number, IAS and standard day fuel
flow per engine for the airplane weight and pressure altitude. As indicated by the shaded area, at
optimum altitude, .84 Mach approximates the Long Range Cruise Mach schedule.
PRESS ALT
(1000 FT)
(STD TAT)
GROSS WEIGHT (TONNE)
160 180 200 220 240 260 280 300 320 340 360
43
(-26)
%N1
MACH
KIAS
FF/ENG
83.1
.838
238
2423
85.2
.840
239
2659
41
(-26)
%N1
MACH
KIAS
FF/ENG
81.1
.826
245
2457
83.3
.839
250
2690
85.3
.840
250
2935
88.3
.838
249
3321
39
(-27)
%N1
MACH
KIAS
FF/ENG
78.9
.801
248
2441
81.3
.830
258
2721
83.2
.839
262
2947
85.1
.840
262
3192
87.8
.838
261
3570
37
(-27)
%N1
MACH
KIAS
FF/ENG
76.3
.770
249
2404
79.2
.808
262
2713
81.3
.831
271
2983
83.0
.839
274
3204
84.7
.840
274
3442
87.0
.838
274
3802
35
(-25)
%N1
MACH
KIAS
FF/ENG
74.1
.737
248
2382
77.0
.778
264
2699
79.5
.810
276
3003
81.4
.831
284
3269
83.1
.839
287
3490
84.6
.840
287
3718
86.6
.839
287
4052
89.2
.837
286
4474
33
(-21)
%N1
MACH
KIAS
FF/ENG
72.7
.712
250
2399
75.2
.745
263
2680
77.8
.782
277
3003
80.1
.810
289
3306
81.8
.830
296
3576
83.4
.838
300
3799
84.8
.840
300
4019
86.4
.839
300
4312
88.6
.838
299
4709
91.3
.836
299
5189
31
(-17)
%N1
MACH
KIAS
FF/ENG
71.5
.692
254
2432
73.6
.718
264
2682
75.9
.749
277
2976
78.4
.783
290
3304
80.6
.809
301
3608
82.1
.828
309
3885
83.7
.837
313
4115
84.9
.840
314
4332
86.3
.840
314
4581
88.2
.839
313
4942
90.3
.837
313
5376
29
(-14)
%N1
MACH
KIAS
FF/ENG
70.0
.669
256
2460
72.4
.698
268
2717
74.4
.721
277
2971
76.6
.750
290
3274
78.8
.781
303
3608
80.9
.806
313
3919
82.4
.824
321
4205
83.8
.835
326
4449
85.1
.839
327
4667
86.2
.840
328
4892
87.7
.839
327
5185
27
(-11)
%N1
MACH
KIAS
FF/ENG
68.4
.643
256
2483
71.1
.677
270
2757
73.2
.701
281
3011
75.0
.723
290
3267
77.0
.749
302
3573
79.1
.778
314
3915
81.0
.802
325
4238
82.6
.820
333
4537
83.8
.832
338
4799
85.1
.838
341
5026
86.2
.840
342
5242
25
(-9)
%N1
MACH
KIAS
FF/ENG
66.8
.616
255
2490
69.5
.652
271
2782
71.9
.681
284
3057
73.8
.703
294
3309
75.5
.723
303
3566
77.3
.747
313
3870
79.2
.773
325
4216
81.0
.796
336
4551
82.7
.814
344
4864
83.6
.819
346
5069
84.5
.819
346
5246
Shaded area approximates optimum altitude.
ATPL(A) Flight Planning Page 1-16
Cost Index 50 Enroute Fuel and Time
Cost Index 50 Enroute Fuel and Time tables are provided to determine remaining time and fuel
required to destination. The data is based on Cost Index 50 Cruise and descent.
Tables are presented for short trip distances.
To determine remaining fuel and time required, first enter the Ground to Air Miles Conversion table
to convert ground distance and enroute wind to an equivalent still air distance for use with the
Reference Fuel and Time tables. Next, enter the Cost Index 50 Fuel and Time Required table with
air distance from the Ground to Air Miles Conversion table and read Time Required and Fuel
Required for the actual weight at start of diversion.
Cost Index 50 Ground to Air Miles Conversion
AIR DISTANCE (NM) GROUND DISTANCE
(NM)
AIR DISTANCE (NM)
HEADWIND COMPONENT (KTS) TAILWIND COMPONENT (KTS)
100 80 60 40 20 20 40 60 80 100
257
386
514
243
365
486
231
346
462
220
329
439
209
314
419
200
300
400
191
287
383
184
276
367
176
265
353
170
255
340
164
245
327
643
771
900
608
730
851
577
692
808
549
659
768
523
628
733
500
600
700
479
574
670
459
551
643
441
529
618
425
509
594
409
491
573
1029
1157
1286
973
1095
1216
923
1038
1154
878
988
1098
837
942
1047
800
900
1000
766
862
957
735
827
918
706
794
882
679
764
849
655
736
818
1414
1543
1671
1338
1459
1581
1269
1385
1500
1207
1317
1427
1151
1256
1360
1100
1200
1300
1053
1149
1245
1010
1102
1194
971
1059
1147
934
1019
1104
900
982
1064
1800
1929
2057
1703
1824
1946
1615
1731
1846
1537
1646
1756
1465
1570
1674
1400
1500
1600
1340
1436
1532
1286
1378
1469
1235
1324
1412
1189
1274
1358
1145
1227
1309
2186
2314
2443
2068
2189
2311
1962
2077
2192
1866
1976
2085
1779
1884
1988
1700
1800
1900
1628
1723
1819
1561
1653
1745
1500
1588
1676
1443
1528
1613
1391
1473
1555
2571 2432 2308 2195 2093 2000 1915 1837 1765 1698 1636
TAS 450kts
ATPL(A) Flight Planning Page 1-17
Cost Index 50 Fuel and Time Required
ESAD nm
Time mins
Weight at Start of Diversion (TONNE)
180 200 220 240 260 280 300 320 340 360
Cost Index 50 En-Route Diversion Fuel (kg)
150 200 250 300 350
28 34 40 46 52
960 1520 2080 2650 3210
1010 1630 2240 2850 3450
1070 1740 2400 3040 3700
1060 1790 2520 3250 3970
1130 1920 2700 3480 4260
1230 2070 2940 3780 4610
1370 2270 3160 4050 4930
1380 2320 3270 4210 5150
1530 2530 3530 4530 5530
1710 2760 3810 4860 5910
400 450 500 550 600
58 64 70 76 82
3760 4310 4860 5420 5970
4060 4670 5280 5890 6500
4360 5030 5690 6360 7020
4690 5400 6120 6840 7550
5030 5810 6580 7350 8120
5430 6260 7090 7910 8720
5810 6700 7580 8450 9320
6080 7020 7950 8870 9800
6530 7530 8510 9490 10460
6960 8000 9040 10040 11020
650 700 750 800 850
88 94 100 106 111
6520 7070 7610 8150 8690
7110 7700 8300 8900 9500
7670 8330 8980 9630 10290
8260 8970 9670 10380 11090
8900 9670 10420 11180 11930
9540 10350 11160 11980 12780
10150 10980 11810 12670 13530
10720 11640 12560 13480 14390
11440 12410 13380 14350 15330
12010 13040 14060 15090 16110
900 950 1000 1050 1100
117 123 129 135 141
9240 - - - -
10090 10680 11270 11860 12450
10950 11610 12250 12880 13520
11800 12490 13190 13890 14580
12680 13430 14180 14930 15680
13590 14400 15210 15970 16700
14390 15250 16100 16960 17810
15310 16240 17160 18070 18970
16290 17250 18210 19170 20120
17120 18140 19150 20160 21160
1150 1200 1250 1300 1350
147 153 159 165 171
- - - - -
13040 13620 14210 14790 15380
14160 14800 15450 16080 16710
15280 15970 16650 17340 18020
16420 17160 17900 18640 19380
17490 18290 19090 19870 20660
18660 19500 20340 21190 22030
19870 20760 21660 22550 23440
21080 21980 22850 23790 24720
22160 23170 24160 25160 26150
1400 1450 1500 1550 1600
177 183 189 195 201
- - - - -
15960 16530 17110 17680 18260
17340 17970 18600 19230 19850
18710 19390 20070 20740 21420
20110 20820 21500 22220 22950
21440 22230 23010 23780 24560
22870 23720 24560 25390 26220
24320 25200 26090 26970 27850
25660 26600 27530 28460 29390
27160 28160 29140 30120 31100
1650 1700 1750 1800 1850
207 213 219 225 231
- - - - -
18830 19400 19970 20540 21100
20480 21100 21720 22320 22930
22070 22720 23370 24040 24700
23670 24390 25100 25820 26540
25330 26110 26880 27660 28440
27050 27870 28690 29510 30330
28730 29600 30450 31250 32090
30320 31240 32160 33080 34000
32080 33050 34020 34990 35950
1900 1950 2000
237 243 249
- - -
21660 22220 22790
23540 24140 24750
25370 26030 26690
27260 27970 28680
29210 29970 30730
31140 31950 32760
32950 33810 34680
34910 35820 36740
36910 37870 38830
Includes: Cost Index 50 Cruise at Optimum Altitude, Cost Index 50 Descent, 245kg Approach and Landing Fuel, and 2% Contingency.
ATPL(A) Flight Planning Page 1-18
DESCENT
Distance and Time to Descend 0.84/310/250 KIAS
Distance and time for descent are shown for a .84/310/250 descent speed schedule. Enter the table with top of descent pressure altitude and read distance in nautical miles and time in minutes. Data is based on flight idle thrust descent in zero wind. Allowances are included for a straight-in approach with gear down and landing Flaps 30 at the outer marker. PRESSURE ALT
(1000 ft)
25 27 29 31 33 35 37 39 41 43
DISTANCE (NM) 96 104 111 118 124 129 135 140 145 150
TIME (MINUTES) 20 21 22 23 24 24 25 26 26 27
ATPL(A) Flight Planning Page 1-19
DIVERSION - All Engines Operating (AEO)
Long Range Cruise Enroute Fuel and Time
Long Range Cruise Enroute Fuel and Time tables are provided to determine remaining time and fuel required to destination. The data is based on Long Range Cruise and .84/310/250 descent. Tables are presented for low altitudes for shorter trip distances and high altitudes for longer trip distances. To determine remaining fuel and time required, first enter the Ground to Air Miles Conversion table to convert ground distance and enroute wind to an equivalent still air distance for use with the Reference Fuel and Time tables. Next, enter the Reference Fuel and Time table with air distance from the Ground to Air Miles Conversion table and the desired altitude and read Reference Fuel and Time Required. Lastly, enter the Fuel Required Adjustment table with the Reference Fuel and the actual weight at checkpoint to obtain fuel required to destination.
Low Altitude
Long Range Cruise Ground to Air Miles Conversion
AIR DISTANCE (NM) GROUND DISTANCE
(NM)
AIR DISTANCE (NM)
HEADWIND COMPONENT (KTS) TAILWIND COMPONENT (KTS)
100 80 60 40 20 20 40 60 80 100
282
561
840
261
520
779
242
484
725
226
452
678
213
425
637
200
400
600
191
382
574
182
366
550
174
351
528
167
337
508
160
325
489
1120
1401
1683
1039
1299
1560
966
1208
1451
904
1130
1357
849
1062
1274
800
1000
1200
766
957
1149
734
918
1101
705
881
1057
678
848
1017
653
817
980
1966
2250
2535
2820
1822
2085
2348
2611
1694
1937
2181
2425
1583
1811
2038
2265
1487
1700
1913
2126
1400
1600
1800
2000
1340
1532
1723
1915
1285
1469
1652
1835
1234
1410
1586
1762
1187
1356
1525
1695
1144
1307
1470
1633
Reference Fuel and Time Required at Check Point
AIR DIST
(NM)
PRESSURE ALTITUDE (1000 ft)
10 14 20 24 28 FUEL
(TONNE)
TIME
(HR:MIN)
FUEL
(TONNE)
TIME
(HR:MIN)
FUEL
(TONNE)
TIME
(HR:MIN)
FUEL
(TONNE)
TIME
(HR:MIN)
FUEL
(TONNE)
TIME
(HR:MIN)
200
400
600
4.0
8.2
12.4
0:38
1:12
1:46
3.5
7.5
11.4
0:37
1:08
1:40
2.9
6.5
10.1
0:35
1:04
1:33
2.5
5.9
9.3
0:34
1:02
1:30
2.3
5.5
8.7
0:34
1:00
1:26
800
1000
1200
16.5
20.7
24.7
2:20
2:55
3:30
15.4
19.3
23.1
2:12
2:45
3:17
13.6
17.2
20.7
2:02
2:31
3:00
12.6
15.9
19.2
1:58
2:26
2:54
11.9
15.0
18.1
1:52
2:19
2:45
1400
1600
1800
2000
28.8
32.8
36.8
40.8
4:05
4:41
5:16
5:52
27.0
30.8
34.5
38.3
3:50
4:24
4:57
5:31
24.2
27.6
31.1
34.5
3:30
4:00
4:30
5:00
22.5
25.7
28.9
32.1
3:22
3:50
4:19
4:48
21.2
24.3
27.3
30.3
3:12
3:39
4:06
4:34
ATPL(A) Flight Planning Page 1-20
Fuel Required Adjustment (TONNE)
REFERENCE FUEL
REQUIRED
(TONNE)
WEIGHT AT CHECK POINT (TONNE)
170 190 210 230 250 270 290 310 330 350
5
10
15
-0.6
-1.3
-2.0
-0.5
-1.0
-1.5
-0.3
-0.7
-1.0
-0.2
-0.3
-0.5
0.0
0.0
0.0
0.2
0.4
0.7
0.4
0.9
1.4
0.6
1.3
2.1
0.8
1.8
2.8
1.0
2.2
3.4
20
25
30
-2.7
-3.4
-4.1
-2.1
-2.6
-3.1
-1.4
-1.8
-2.1
-0.7
-0.9
-1.1
0.0
0.0
0.0
1.0
1.2
1.5
1.9
2.4
3.0
2.9
3.6
4.4
3.8
4.8
5.8
4.7
5.9
7.2
35
40
45
-4.8
-5.5
-6.2
-3.7
-4.2
-4.7
-2.5
-2.8
-3.2
-1.2 -1.4
-1.6
0.0
0.0
0.0
1.8
2.1
2.3
3.5
4.1
4.6
5.2
6.0
6.8
6.9
7.9
9.0
8.5
9.7
11.0
High Altitude
Ground to Air Miles Conversion
AIR DISTANCE (NM) GROUND DISTANCE
(NM)
AIR DISTANCE (NM)
HEADWIND COMPONENT (KTS) TAILWIND COMPONENT (KTS)
100 80 60 40 20 20 40 60 80 100
1032
1543
2056
976
1460
1946
925
1385
1846
879
1317
1756
838
1256
1675
800
1200
1600
767
1151
1535
736
1106
1475
708
1063
1419
682
1024
1367
657
989
1320
2571
3088
3606
2433
2922
3412
2308
2771
3235
2195
2635
3076
2094
2513
2932
2000
2400
2800
1920
2304
2688
1845
2214
2583
1775
2131
2486
1710
2053
2396
1651
1982
2313
4126
4649
5172
3904
4396
4890
3699
4165
4631
3517
3959
4400
3352
3772
4192
3200
3600
4000
3072
3456
3840
2953
3322
3691
2842
3197
3552
2739
3082
3424
2645
2976
3307
5697
6223
6751
5384
5880
6376
5098
5565
6034
4843
5285
5729
4612
5033
5453
4400
4800
5200
4224
4608
4992
4060
4429
4798
3908
4263
4617
3767
4109
4450
3637
3967
4297
7281
7812
8345
6874
7373
7874
6503
6973
7444
6172
6616
7061
5874
6295
6716
5600
6000
6400
5375
5759
6142
5166
5534
5901
4971
5324
5678
4791
5131
5471
4626
4954
5282
8880
9418
9959
10502
8376
8880
9385
9893
7915
8388
8863
9338
7506
7952
8399
8846
7138
7560
7982
8405
6800
7200
7600
8000
6525
6908
7291
7674
6269
6636
7002
7369
6030
6383
6735
7086
5811
6150
6488
6826
5610
5936
6262
6587
ATPL(A) Flight Planning Page 1-21
Reference Fuel and Time required at Check Point
AIR DIST
(NM)
PRESSURE ALTITUDE (1000 ft)
29 31 33 35 37 FUEL
(TONNE)
TIME
(HR:MIN)
FUEL
(TONNE)
TIME
(HR:MIN)
FUEL
(TONNE)
TIME
(HR:MIN)
FUEL
(TONNE)
TIME
(HR:MIN)
FUEL
(TONNE)
TIME
(HR:MIN)
800
1200
1600
11.8
17.8
23.9
1:50
2:43
3:36
11.4
17.3
23.2
1:48
2:40
3:31
11.0
16.8
22.6
1:47
2:37
3:28
10.7
16.4
22.0
1:47
2:37
3:27
10.7
16.2
21.7
1:48
2:38
3:27
2000
2400
2800
29.9
35.7
41.5
4:30
5:24
6:19
29.1
34.8
40.5
4:22
5:15
6:08
28.4
33.9
39.5
4:18
5:09
6:00
27.6
33.0
38.4
4:17
5:07
5:57
27.2
32.5
37.8
4:17
5:07
5:57
3200
3600
4000
47.2
52.8
58.4
7:15
8:11
9:07
46.0
51.5
56.9
7:02
7:56
8:51
44.9
50.2
55.6
6:52
7:45
8:37
43.8
49.0
54.2
6:48
7:39
8:30
43.0
48.1
53.2
6:47
7:37
8:27
4400
4800
5200
63.7
69.1
74.3
10:05
11:02
12:00
62.2
67.4
72.5
9:47
10:43
11:40
60.7
65.8
70.8
9:32
10:26
11:21
59.2
64.2
69.1
9:22
10:15
11:08
58.0
62.9
67.7
9:18
10:09
11:00
5600
6000
6400
79.5
84.7
89.7
12:59
13:58
14:59
77.5
82.5
87.4
12:37
13:35
14:34
75.7
80.6
85.3
12:17
13:13
14:10
73.9
78.7
83.3
12:01
12:55
13:51
72.4
77.1
81.6
11:52
12:44
13:37
6800
7200
7600
8000
94.6
99.5
104.3
109.2
15:59
17:01
18:04
19:07
92.2
97.0
101.6
106.3
15:33
16:32
17:33
18:33
90.0
94.7
99.2
103.7
15:07
16:06
17:04
18:03
87.9
92.4
96.8
101.2
14:46
15:42
16:40
17:37
86.1
90.5
94.8
99.1
14:30
15:24
16:19
17:14
Fuel Required Adjustment (TONNE)
REFERENCE FUEL
REQUIRED
(TONNE)
WEIGHT AT CHECK POINT (TONNE)
170 190 210 230 250 270 290 310 330 350
10
20
30
-1.8
-3.6
-5.5
-1.3
-2.8
-4.3
-0.8
-1.9
-2.9
-0.4
-0.9
-1.5
0.0
0.0
0.0
0.7
1.4
2.1
2.4
4.0
5.5
4.9
7.7
10.2
8.4
12.5
16.3
12.7
18.5
23.7
40
50
60
-7.3
-9.1
-10.9
-5.7
-7.1
-8.5
-3.9
-4.9
-5.8
-2.0
-2.5
-2.9
0.0
0.0
0.0
2.7
3.3
3.9
6.9
8.2
9.4
12.5
14.6
16.5
19.7
22.7
25.3
28.3
32.3
35.7
70
80
90
-12.6
-14.3
-15.9
-9.8
-11.0
-12.2
-6.7
-7.5
-8.3
-3.4
-3.8
-4.2
0.0
0.0
0.0
4.4
4.9
5.4
10.5
11.4
12.3
18.2
19.6
20.8
27.5
29.4
30.9
38.6
40.8
42.5
100
110
120
-17.6
-19.2
-20.8
-13.3
-14.4
-15.4
-9.0
-9.7
-10.4
-4.6
-5.0
-5.3
0.0
0.0
0.0
5.8
6.3
6.7
13.1
13.8
14.4
21.8
22.6
23.2
32.0
32.7
33.1
43.6
44.1
44.0
ATPL(A) Flight Planning Page 1-23
Driftdown/Long Range Cruise Range Capability
This table shows the range capability from the start of driftdown. Driftdown is continued to level off altitude. As weight decreases due to fuel burn, the airplane is accelerated to long range cruise speed. Cruise is continued at level off altitude and long range cruise speed. To determine fuel required, enter the Ground to Air Miles Conversion table with the desired ground distance and correct for anticipated winds to obtain air distance to destination. Then enter the Driftdown/Cruise Fuel and Time table with air distance and weight at start of driftdown to determine fuel and time required. If altitudes other than the level off altitude is used, fuel and time required may be obtained by using the Engine Inoperative Long Range Cruise Diversion Fuel and Time table.
ENGINE INOP
MAX CONTINUOUS THRUST Ground to Air Miles Conversion
AIR DISTANCE (NM)
INCLUDES 5% WIND ADJUSTMENT
GROUND DISTANCE
(NM)
AIR DISTANCE (NM)
INCLUDES 5% WIND ADJUSTMENT
HEADWIND COMPONENT (KTS) TAILWIND COMPONENT (KTS)
100 80 60 40 20 20 40 60 80 100
136
274
410
128
254
382
119
238
357
112
223
336
105
211
317
100
200
300
95
190
286
90
182
273
87
174
262
83
166
250
80
161
240
545
682
817
508
635
762
476
594
713
448
559
671
422
527
634
400
500
600
381
476
572
364
455
547
348
436
523
335
419
502
321
402
483
952
1086
1221
888
1014
1140
831
950
1068
782
894
1006
739
844
949
700
800
900
668
763
858
638
729
821
611
700
787
587
671
755
564
645
726
1356
1491
1625
1266
1391
1518
1186
1304
1424
1117
1229
1339
1055
1160
1265
1000
1100
1200
954
1050
1145
912
1005
1096
875
962
1050
840
924
1008
807
889
970
1760
1894
2030
1643
1769
1896
1542
1660
1778
1451
1563
1674
1372
1477
1582
1300
1400
1500
1241
1336
1431
1187
1279
1370
1138
1226
1314
1093
1177
1261
1051
1132
1213
2165
2300
2435
2022
2148
2274
1897
2015
2134
1786
1897
2009
1687
1793
1899
1600
1700
1800
1528
1623
1718
1462
1553
1644
1401
1489
1576
1345
1430
1514
1294
1375
1456
ATPL(A) Flight Planning Page 1-24
ENGINE INOP
MAX CONTINUOUS THRUST Driftdown / Cruise Fuel and Time
AIR DIST (NM)
FUEL REQUIRED (1000 kg) TIME (HR:MIN) WEIGHT AT START OF DRIFTDOWN (TONNE)
160 180 200 220 240 260 280 300 320 340 360
100
200
300
1.1
2.4
3.7
1.1
2.5
4.1
1.2
2.8
4.5
1.3
3.1
4.9
1.5
3.3
5.3
1.6
3.5
5.6
1.7
3.7
6.0
1.8
3.9
6.3
1.8
4.1
6.6
1.9
4.3
7.0
2.0
4.6
7.4
0:16
0:31
0:46
400
500
600
5.1
6.4
7.7
5.6
7.0
8.4
6.2
7.8
9.3
6.8
8.5
10.1
7.3
9.2
11.0
7.8
9.8
11.7
8.2
10.4
12.5
8.7
11.0
13.2
9.2
11.6
13.9
9.7
12.3
14.8
10.3
13.0
15.6
1:01
1:16
1:31
700
800
900
8.9
10.1
11.3
9.8
11.2
12.5
10.8
12.3
13.8
11.8
13.4
15.1
12.8
14.5
16.3
13.7
15.6
17.4
14.5
16.5
18.5
15.4
17.5
19.6
16.2
18.5
20.7
17.2
19.6
22.0
18.2
20.8
23.3
1:46
2:01
2:15
1000
1100
1200
12.6
13.8
14.9
13.9
15.2
16.6
15.3
16.8
18.2
16.7
18.3
19.9
18.0
19.8
21.5
19.3
21.2
23.0
20.5
22.5
24.5
21.8
23.9
26.0
23.0
25.2
27.4
24.4
26.8
29.2
25.9
28.4
30.9
2:30
2:45
2:59
1300
1400
1500
16.1
17.3
18.5
17.9
19.2
20.5
19.7
21.1
22.5
21.5
23.0
24.6
23.2
24.9
26.5
24.8
26.6
28.4
26.4
28.4
30.3
28.0
30.1
32.2
29.7
31.8
34.0
31.5
33.8
36.1
33.4
35.8
38.3
3:14
3:29
3:43
1600
1700
1800
19.6
20.8
21.9
21.7
23.0
24.3
23.9
25.3
26.7
26.1
27.6
29.1
28.2
29.8
31.5
30.2
32.0
33.8
32.2
34.1
36.0
34.2
36.2
38.2
36.2
38.3
40.5
38.4
40.7
43.0
40.7
43.1
45.5
3:58
4:13
4:28
Includes APU fuel burn. Driftdown at optimum driftdown speed and cruise at LRC speed.
ATPL(A) Flight Planning Page 1-25
Long Range Cruise Altitude Capability
This table shows the maximum altitude that can be maintained at a given weight and air temperature (ISA deviation), based on LRC speed, Max Continuous thrust, and 100 ft/min residual rate of climb.
ENGINE INOP
MAX CONTINUOUS THRUST 100 ft/min Residual Rate of Climb
WEIGHT
(TONNE)
PRESSURE ALTITUDE (ft)
ISA+10 Deg C & Below ISA+15 Deg C ISA+20 Deg C
360
350
340
15,000
15,500
16,400
13,600
14,200
14,900
12,000
12,600
13,100
330
320
310
17,200
18,100
19,000
15,700
16,600
17,500
13,900
14,900
15,800
300
290
280
19,900
20,600
21,200
18,400
19,400
20,200
16,700
17,800
18,800
270
260
250
21,900
22,800
23,800
20,900
21,600
22,500
19,900
20,600
21,400
240
230
220
24,900
26,200
27,600
23,700
24,900
26,300
22,100
23,400
24,600
210
200
190
29,100
30,400
31,400
27,700
29,100
30,500
26,000
27,600
29,100
180
170
160
32,400
33,400
34,600
31,700
33,000
34,400
30,600
32,000
33,500
With engine anti-ice on, no altitude capability adjustment is required.
With engine and wing anti-ice on, decrease altitude capability by 300 ft.
ATPL(A) Flight Planning Page 1-26
Long Range Cruise Control
This table provides target %N1, engine inoperative Long Range Cruise Mach number, IAS and fuel
flow for the airplane weight and pressure altitude. The fuel flow values in this table reflect single
engine fuel burn.
ENGINE INOP
MAX CONTINUOUS THRUST
PRESS ALT
(1000 FT)
(STD TAT)
GROSS WEIGHT (TONNE)
360 340 320 300 280 260 240 220 200 180 160
31
(-26)
%N1
MACH
KIAS
FF/ENG
98.6
.700
257
6468
93.3
.674
247
5567
88.9
.649
237
4892
29
(-22)
%N1
MACH
KIAS
FF/ENG
99.4
.701
269
7112
94.5
.677
259
6208
90.3
.654
250
5502
87.1
.629
240
4878
27
(-18)
%N1
MACH
KIAS
FF/ENG
95.4
.679
271
6844
91.5
.658
262
6120
88.5
.636
253
5494
85.3
.605
240
4837
25
(-16)
%N1
MACH
KIAS
FF/ENG
96.0
.678
283
7467
92.3
.659
274
6737
89.6
.640
266
6109
86.7
.613
254
5453
83.6
.581
240
4797
23
(-12)
%N1
MACH
KIAS
FF/ENG
96.3
.677
294
8065
92.9
.659
286
7345
90.4
.642
278
6717
87.8
.618
267
6064
85.0
.589
254
5402
81.7
.559
241
4774
21
(-8)
%N1
MACH
KIAS
FF/ENG
96.3
.674
305
8659
93.2
.658
297
7953
91.0
.643
290
7324
88.7
.621
280
6672
86.1
.594
267
6007
83.1
.567
254
5374
80.1
.538
241
4758
19
(-4)
%N1
MACH
KIAS
FF/ENG
99.2
.686
323
10098
96.1
.671
316
9287
93.5
.656
308
8583
91.5
.642
301
7948
89.3
.622
292
7288
86.9
.598
280
6617
84.2
.572
267
5967
81.5
.546
255
5340
78.3
.519
242
4735
17
(-1)
%N1
MACH
KIAS
FF/ENG
98.6
.681
333
10771
95.9
.667
326
9949
93.7
.653
319
9239
91.8
.640
312
8592
89.8
.621
303
7916
87.6
.599
292
7227
85.1
.576
280
6557
82.5
.552
268
5910
79.6
.527
255
5285
76.6
.501
243
4682
15
(3)
%N1
MACH
KIAS
FF/ENG
97.3
.664
337
11118
95.5
.662
337
10586
93.7
.650
330
9884
92.0
.637
323
9222
90.1
.619
314
8533
88.1
.599
303
7830
85.7
.577
292
7147
83.3
.555
280
6489
80.6
.532
269
5852
77.8
.509
256
5237
74.8
.485
244
4648
10
(11)
%N1
MACH
KIAS
FF/ENG
91.6
.602
334
10335
90.6
.602
334
9977
89.7
.602
334
9633
87.7
.584
324
8949
85.7
.566
314
8313
83.8
.548
304
7698
81.5
.529
293
7105
79.3
.510
282
6519
76.7
.490
271
5935
74.1
.470
260
5363
71.2
.449
248
4809
ATPL(A) Flight Planning Page 1-27
APU Operation During Flight
For APU operation during flight, increase fuel flow according to the following table. These
increments include the APU fuel flow and the effect of increased drag from the APU door.
PRESSURE ALTITUDE (1000 FT)
APU FUEL FLOW PENALTY (kg/hr)
GROSS WEIGHT (TONNE)
300 260 220 180 140
43
39
35
200
180
190
160
160
170
140
145
140
31
25
20
230
230
235
220
220
230
195
195
205
165
175
185
140
155
165
15
10
5
235
240
270
235
240
270
215
230
255
200
220
240
185
200
220
ATPL(A) Flight Planning Page 1-28
Long Range Cruise Diversion Fuel and Time - OEI
Tables are provided for crews to determine the fuel and time required to proceed to an alternate
airfield with one engine inoperative. The data is based on single engine Long Range Cruise speed
and .84/310/250 descent.
Enter with Air Distance as determined from the Ground to Air Miles Conversion table and read Fuel
and Time required at the cruise pressure altitude. Adjust the fuel obtained for deviation from the
reference weight at checkpoint as required by entering the off reference fuel corrections table with
the fuel required for the reference weight and the actual weight at checkpoint.
Read fuel and time required for the actual weight.
ENGINE INOP
MAX CONTINUOUS THRUST Ground to Air Miles Conversion
AIR DISTANCE (NM)
INCLUDES 5% WIND ADJUSTMENT
GROUND DISTANCE
(NM)
AIR DISTANCE (NM)
INCLUDES 5% WIND ADJUSTMENT
HEADWIND COMPONENT (KTS) TAILWIND COMPONENT (KTS)
100 80 60 40 20 20 40 60 80 100
292
581
871
268
533
801
247
492
738
229
457
686
214
426
640
200
400
600
190
382
573
182
366
548
174
350
525
167
336
505
161
323
487
1163
1455
1748
1068
1337
1605
985
1232
1480
914
1144
1373
854
1067
1282
800
1000
1200
765
956
1147
732
915
1098
702
878
1053
675
843
1011
649
811
974
2043
2338
2635
1876
2145
2417
1728
1976
2226
1603
1833
2063
1496
1710
1924
1400
1600
1800
1338
1530
1721
1281
1464
1646
1228
1403
1578
1180
1348
1516
1135
1298
1459
2933 2689 2475 2294 2139 2000 1911 1829 1753 1684 1621
Reference Fuel and Time Required at Check Point
AIR DIST
(NM)
PRESSURE ALTITUDE (1000 ft)
10 14 18 22 26 FUEL
(TONNE)
TIME
(HR:MIN)
FUEL
(TONNE)
TIME
(HR:MIN)
FUEL
(TONNE)
TIME
(HR:MIN)
FUEL
(TONNE)
TIME
(HR:MIN)
FUEL
(TONNE)
TIME
(HR:MIN)
200
400
600
4.0
8.4
12.7
0:39
1:15
1:50
3.5
7.6
11.7
0:38
1:11
1:45
3.2
7.1
11.1
0:36
1:08
1:40
2.8
6.7
10.4
0:36
1:06
1:36
2.6
6.4
10.2
0:35
1:03
1:32
800
1000
1200
16.9
21.1
25.3
2:26
3:02
3:38
15.7
19.7
23.7
2:19
2:53
3:27
14.9
18.8
22.6
2:11
2:44
3:16
14.2
17.9
21.5
2:06
2:37
3:07
13.9
17.6
21.2
2:02
2:31
3:00
1400
1600
1800
2000
29.4
33.5
37.6
41.6
4:15
4:52
5:29
6:07
27.6
31.4
35.2
39.0
4:02
4:37
5:12
5:47
26.3
30.1
33.8
37.4
3:49
4:21
4:55
5:28
25.1
28.7
32.3
35.8
3:38
4:09
4:40
5:11
24.7
28.2
31.6
35.0
3:30
4:00
4:29
5:00
ATPL(A) Flight Planning Page 1-29
ENGINE INOP
MAX CONTINUOUS THRUST
Fuel Required Adjustment (TONNE)
REFERENCE FUEL
REQUIRED
(TONNE)
WEIGHT AT CHECK POINT (TONNE)
170 190 210 230 250 270 290 310 330 350
5
10
15
-0.8
-1.8
-2.7
-0.6
-1.3
-2.0
-0.4
-0.9
-1.3
-0.2
-0.4
-0.7
0.0
0.0
0.0
0.3
0.8
1.2
0.7
1.6
2.5
1.2
2.6
4.0
1.7
3.7
5.6
2.3
4.9
7.4
20
25
30
-3.7
-4.6
-5.6
-2.7
-3.4
-4.2
-1.8
-2.3
-2.7
-0.9
-1.1
-1.4
0.0
0.0
0.0
1.6
2.0
2.3
3.3
4.2
4.9
5.3
6.6
7.8
7.5
9.3
11.0
9.8
12.2
14.4
35
40
45
-6.5
-7.5
-8.5
-4.9
-5.6
-6.3
-3.2
-3.7
-4.2
-1.6
-1.8
-2.1
0.0
0.0
0.0
2.7
3.1
3.4
5.7
6.4
7.1
9.0
10.2
11.3
12.6
14.2
15.8
16.6
18.6
20.6
Includes APU fuel burn.
ATPL(A) Flight Planning Page 1-30
HOLDING - All Engines Operating (AEO)
The tables below gives the target %N1, indicated airspeed (KIAS) and fuel flow per engine (FF/ENG) information for holding with flaps up, based on the FMC optimum holding speed schedule. This is the higher of the maximum endurance speed and the maneuvering speed for the selected flap setting. Small variations in airspeed will not appreciably affect the overall endurance time. Enter the tables with weight and pressure altitude to read %N1, KIAS and fuel flow per engine.
Notes: 1. This table includes 5% additional fuel for holding in a racetrack pattern. Decrease fuel
flow by 5% for holding in a other than a racetrack pattern.
2. Unless otherwise stated, extra holding is carried out at FL200.
All-Engine Holding
WEIGHT (TONNE)
PRESSURE ALTITUDE (1,000 FT)
1,500 5,000 10,000 15,000 20,000 25,000 30,000 35,000 40,000 43,000
360
%N1 KIAS
FF/ENG
62.4 272
4740
65.4 273
4690
69.5 275
4650
74.3 298
4800
78.9 313
4960
83.5 317
5140
88.5 312
5380
340
%N1 KIAS
FF/ENG
60.9 264
4480
63.8 266
4440
67.9 267
4380
72.3 282
4450
77.3 303
4660
82.1 307
4800
86.6 312
4980
320
%N1 KIAS
FF/ENG
59.4 257
4220
62.1 257
4180
66.3 259
4120
70.4 265
4130
75.7 294
4360
80.3 297
4460
85.0 302
4600
300
%N1 KIAS
FF/ENG
57.8 249
3960
60.4 249
3920
64.6 251
3870
68.6 252
3850
73.8 277
4020
78.5 287
4130
83.2 291
4270
280
%N1 KIAS
FF/ENG
56.2 240
3710
58.7 241
3670
62.8 242
3610
66.8 243
3590
71.6 258
3670
76.6 277
3830
81.3 280
3950
260
%N1 KIAS
FF/ENG
54.4 232
3470
56.9 232
3420
60.8 233
3360
64.9 234
3330
69.3 240
3340
74.6 266
3540
79.3 269
3620
84.1 274
3750
240
%N1 KIAS
FF/ENG
52.7 226
3250
55.1 226
3180
58.8 226
3110
62.9 226
3070
67.2 226
3070
72.3 248
3200
77.1 258
3310
82.0 262
3410
220
%N1 KIAS
FF/ENG
50.9 220
3040
53.2 220
2960
56.8 220
2870
60.7 220
2830
64.9 220
2820
69.6 226
2850
74.7 246
3000
79.6 249
3090
200
%N1 KIAS
FF/ENG
48.8 213
2830
51.3 213
2750
54.8 213
2650
58.4 213
2610
62.7 213
2580
67.0 213
2580
72.3 233
2690
77.2 237
2770
83.5 241
2930
180
%N1 KIAS
FF/ENG
46.6 206
2640
49.2 206
2550
52.6 206
2450
56.1 206
2410
60.2 206
2360
64.5 206
2390
69.1 208
2350
74.3 224
2470
80.8 227
2590
160
%N1 KIAS
FF/ENG
44.3 199
2500
46.7 199
2420
50.4 199
2320
53.8 199
2260
57.5 199
2210
62.0 199
2170
66.1 199
2160
71.3 210
2180
77.7 213
2270
81.8 215
2340
ATPL(A) Flight Planning Page 1-31
HOLDING - One Engine Inoperative (OEI)
The One Engine Inoperative (single engine) holding data is provided in a similar format to the All Engines Operative holding data and is based on the same assumptions.
One Engine Inoperative (OEI) Holding
PRESSURE ALTITUDE (1,000 FT)
GROSS WEIGHT (TONNE)
340 320 300 280 260 240 220 200 180 160
30,000
%N1 KIAS
FF/ENG
99.1 246
7020
93.5 233
5950
88.0 208
5000
84.5 199
4360
25,000 %N1 KIAS
FF/ENG
97.3 266
7980
92.6 248
6920
88.8 226
6060
85.8 213
5360
83.0 206
4780
79.8 199
4230
20,000 %N1 KIAS
FF/ENG
98.4 294
9780
94.5 277
8730
91.3 258
7830
88.8 240
7030
86.3 226
6360
83.8 220
5750
80.9 213
5180
77.9 206
4640
74.7 199
4150
15,000 %N1 KIAS
FF/ENG
92.2 282
9410
90.1 265
8590
88.1 252
7890
86.0 243
7250
83.7 234
6640
81.3 226
6080
78.6 220
5540
76.0 213
5040
73.2 206
4560
70.3 199
4100
10,000 %N1 KIAS
FF/ENG
87.4 267
8990
85.4 259
8350
83.4 251
7740
81.1 242
7150
78.8 233
6570
76.5 226
6040
74.1 220
5530
71.6 213
5030
68.9 206
4560
65.9 199
4110
5,000 %N1 KIAS
FF/ENG
82.6 266
8760
80.6 257
8190
78.6 249
7640
76.6 241
7090
74.5 232
6570
72.3 226
6060
69.9 220
5570
67.4 213
5090
64.8 206
4620
62.1 199
4170
1,500 %N1 KIAS
FF/ENG
79.3 264
8720
77.6 257
8170
75.6 249
7640
73.7 240
7120
71.6 232
6600
69.3 226
6090
67.0 220
5600
64.7 213
5130
62.2 206
4670
59.5 199
4230
ATPL(A) Flight Planning Page 2-1
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
COMPUTER FLIGHT PLAN
B777-300 ER
XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX
PLANNED TO 180 MIN EDTO CO ROUTE – AKLLAXT01 FMS NAV DATA ACTIVE DEC13JAN10 / XX
B772 ACTIVE ECL P/N 3162-ANZ-422-32 B773 ACTIVE ECL P/N 3160-ANZ-432-13
ROUTE DESCRIPTION NZAA DCT AA AGEDU INTIB TERAN 20W70 15W67 10W64 05W61 00N57 05N53 10N49 15N45 20N40 25N33 30N25 WEDES B581 FICKY C1177 SXC LAX DCT KLAX ROUTE PROFILE 310 TERAN 330 05W61 350 20N40 370 NZ 6 / 26 NZAA-KLAX ETD 26DECXX – 0615Z STA – 1830Z RADIO LOG CAPTAIN BLYTH M BLOX FUEL . RADIO FREQ DESP MARCO POLO A/FL TAXI FUEL . P ZKOKI CR050 TRK.T FW/V TMP MNO FL DIST ZEET FUELRM S PDA 02.2 TRK.M AW/V GS SH ZATA ZETA FUELRQ STN / UTC RVSM ALTIMETER CHECK CAPT: STBY: F / O: WP NZAA CL050DR1 S37 00.5 E174 47.5 AIREP / Z S/H ….. 95.7 WP AA …. / …... Z S37 00.5 079.1 31001 CLB CLB 1 0 E174 47.4 059.1 133 49 .…. ….. 95.5 TOC 041.6 23023 CLB CLB 127 19 021.6 408 55 ….. ….. 89.3 WP AGEDU NZZO …. / …... Z S34 28.7 041.6 21030M40 832 F310 73 8 E177 29.5 021.6 533 55 .…. ….. 88.1 WP INTEB …. / …... Z S25 53.6 033.8 31021M37 831 F310 319 38 W175 00.0 015.4 508 21 ….. ….. 82.4 WP TERAN …. / …... Z S25 53.6 042.5 31021M37 831 F310 328 40 W175 00.0 025.9 497 30 ….. ….. 76.4 WP 20W70 …. / …... Z S20 00.0 039.2 23022M42 832 F330 448 52 W170 00.0 024.1 514 16 ….. ….. 68.8 WP 15W67 …. / …... Z S15 00.0 030.4 22033M39 833 F330 345 39 W167 00.0 017.5 527 16 ….. ….. 63.2
ATPL(A) Flight Planning Page 2-2
WP 10W64 …. / …... Z S10 00.0 030.9 25030M38 832 F330 347 40 W164 00.0 019.1 521 14 ….. ….. 57.6 WP 05W61 KZAK …. / …... Z S05 00.0 031.1 26025M37 832 F330 348 41 W161 00.0 020.8 515 10 ….. ….. 51.9 WP 00N57 …. / …... Z N00 00.0 038.9 28020M42 833 F350 383 45 W157 00.0 029.5 502 10 ….. ….. 45.7 WP 05N53 …. / …... Z N05 00.0 038.8 32022M42 833 F350 383 47 W153 00.0 029.9 489 12 ….. ….. 39.5 WP 10N49 …. / …... Z N10 00.0 038.4 34025M43 833 F350 382 48 W149 00.0 029.7 478 10 ….. ….. 33.3 WP 15N45 …. / …... Z N15 00.0 037.8 35029M45 832 F350 380 48 W145 00.0 028.8 473 10 ….. ….. 27.3 WP 20N40 …. / …... Z N20 00.0 043.1 30036M46 831 F350 414 50 W140 00.0 033.4 497 10 ….. ….. 21.1 WP 25N33 …. / …... Z N25 00.0 051.2 27056M54 833 F370 490 57 W133 00.0 040.4 523 10 ….. ….. 14.5 WP 30N25 …. / …... Z N30 00.0 053.2 26086M57 833 F370 521 56 W125 00.0 041.0 557 10 ….. ….. 8.1 WP WEDES …. / …... Z N30 40.1 067.2 26111M57 833 F370 105 11 W123 07.5 053.9 584 10 ….. ….. 6.9 WP FICKY KZLA …. / …... Z N31 33.5 058.7 26119M57 833 F370 104 10 W121 23.5 045.0 585 10 ….. ….. 5.8 WP ROSIN …. / …... Z N31 56.5 067.9 26125M57 833 F370 62 6 W120 16.1 054.0 598 10 ….. ….. 5.1 TOD 047.0 26130 832 F370 3 1 033.0 579 45 ….. ….. 5.0 WP MALIT …. / …... Z N32 28.5 047.0 26125 DSC DSC 44 6 W119 35.5 033.0 446 45 ….. ….. 4.9 WP GOATZ …. / …... Z N33 11.1 047.4 27078 DSC DSC 63 9 W118 40.2 033.0 399 106 ….. ….. 4.6
ATPL(A) Flight Planning Page 2-3
WP SXC …. / …... Z N33 22.5 047.8 27052 DSC DSC 17 3 W118 25.2 033.0 381 129 ….. ….. 4.6 WP LAX …. / …... Z N33 56.0 359.1 28027 DSC DSC 33 6 W118 25.9 344.1 341 129 ….. ….. 4.4 WP KLAX …. / …... Z N33 56.5 061.0 28001 DSC DSC 1 W118 24.5 046.0 347 129 ….. ….. 4.0 A STA 1830Z AV COMP P022 TOT DIST / TIME 5723 / 1120 6581 SM / 10599 KM ESAD - 5469 DESCENT SPOT WIND DATA ALT WIND ALT WIND ALT WIND ALT WIND DIR SPD DIR SPD DIR SPD DIR SPD 29000 260 / 109 21000 266 / 081 13000 268 / 053 7000 273 / 028 ZF WT 214500 A-B TIME/FUEL 1120 91286 NET FUEL 103851 CONTGCY FUEL 2 / 2 1826 B R WT 318351 DEP ALLOWANCE 0 BURNOFF 92799 ETP B/U 0039 4264 LAND WT 225552 ARRIVAL ALLNC 409 INST APP KLAX 12 1104 MIN RES 2889 XTR HOLD KLAX 0021 2073 TANKER FUEL 0 COST INDEX 050 DIV TO 0000 0 CRZ ALT 310 XTR HOLD 0 CRZ WIN 211 / 38 FIXED FUEL RES 0030 2889 T/C OAT -40 TTL FUEL ENDURANCE 1302 103851 TIME / FUEL SUMMARIES FOR ZFW CHANGE ZFW A – B TIME / FUEL BURNOFF TTL FUEL
PLUS 1000KG OR LIMITING ZFW 215500 1120 91670 93183 104258 FL310 TERAN 330 05W61 350 20N40 370
MINUS 1000KG 213500 1120 90914 92427 103457 FL310 TERAN 330 05W61 350 20N40 370 CONTINGENCY SUMMARIES ZFW A – B TIME / FUEL BURNOFF TTL FUEL
LOWER LEVEL CR050 214500 1120 93345 94858 105629 CONTGCY FUEL 2 / 2 FL290 TERAN 310 05W61 330 20N40 350
HIGH SPEED CR200 214500 1111 93253 94766 105404 CONTGCY FUEL 2 / 2 FL310 TERAN 330 05W61 350 20N40 370
LOWER SPEED CR000 214500 1125 91171 92684 103766 CONTGCY FUEL 2 / 2 FL310 TERAN 330 05W61 350 20N40 370
ATPL(A) Flight Planning Page 2-4
CRITICAL FUEL SUMMARIES S/H NZAA – ……….
EDTO
ENTRY AKL S31 19.31 E179 56.20 EET 00.54 ETA . . . .
EXIT LAX N29 52.70 W125 12.75 EET 10.27 ETA . . . .
ETP1D AKL-APW AT TERAN - 63 EET 01.37 ETA . . . . FUEL REQD 36252 W/C AKL M007 EET 2.16 W/C APW P006 EET 2.15 DIVN FUEL 17748 ETA AKL 1008Z ETA APW 1007Z FUEL IN EXCESS OF ETP RQMNT 67599 ETP CRZ FF INCR BY 1 % FOR 99 % OF EET FROM ETP DUE ICING CONDNS ETP POSN S26 41.8 W175 46.1
ETP1D APW-HNL AT 05N53 - 327 EET 05.30 ETA . . . . FUEL REQD 79438 W/C APW P004 EET 3.30 W/C HNL M007 EET 3.30 DIVN FUEL 27487 ETA APW 1515Z ETA HNL 1515Z FUEL IN EXCESS OF ETP RQMNT 24413 ETP CRZ FF INCR BY 1 % FOR 99 % OF EET FROM ETP DUE ICING CONDNS ETP POSN N00 44.0 W156 24.9
ETP1D ITO-LAX AT 25N33 - 204 EET 09.09 ETA . . . . FUEL REQD 103851 W/C ITO M005 EET 3.06 W/C LAX P013 EET 3.09 DIVN FUEL 23822 ETA ITO 1830Z ETA LAX 1833Z FUEL IN EXCESS OF ETP RQMNT 0 ETP CRZ FF INCR BY % FOR % OF EET FROM ETP DUE ICING CONDNS ETP POSN N22 57.5 W135 58.4
ALTERNATE SUMMARIES
KLAX-KONT 97NM FL130 W/C P034 TIME 0.20 FUEL 3036 MIN RES 5925
LKAX DCT SLI V8 PDZ DCT KONT
KLAX-KFAT 186NM FL200 W/C M021 TIME 0.39 FUEL 5047 MIN RES 7936
LKAX DCT EHF TTE DCT KFAT
KLAX-KLAS 236NM FL210 W/C P044 TIME 0.39 FUEL 5130 MIN RES 8019
LKAX DCT DAG DCT KLAS
WIND TEMP AND COMP SUMMARY WX PROG DAY / HOUR XX / 18
FL140 FL220 LOWER LEVEL PLANNED FL HIGHER LEVEL
POINT WIND TMP WIND COMP FL WIND COMP FL WIND COMP FL WIND COMP
NZAA 27015M01 23024 29 23030 31 22033 33 23035
AA 27015M01 23024P019 29 23030P025 31 22033P027 33 23035P028
AGEDU 29017M02 24023P021 29 21032P031 31 21035P034 33 21037P036
INTIB 27010M02 27015P009 29 31023M003 31 32026M007 33 33028M011
TERAN 15002P00 28010P005 29 28015P007 31 28016P007 33 28017P008
FICKY 29052M09 28064P048 35 26123P113 37 26123P110 39 26119P106
ROSIN 28054M09 28068P059 35 26127P124 37 26127P123 39 26123P119
MALIT 28056M09 27071P045 35 26132P104 37 26132P100 39 26127P095
GOATZ 27057M11 27077P054 35 26137P109 37 26130P100 39 26120P090
SXC 27057M11 27078P057 35 26138P111 37 26130P101 39 26119P090
LAX 27057M13 27083M005 35 26137M004 37 26125M007 39 26110M007
KLAX 27057M13 27083 35 26136 37 26125 39 26110
Recommended