annexes 033.pdf

7/23/2019 Annexes 033.pdf

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FLIGHT THEORY

JAA ATPL/CPL/IR ANNEXES 033Rev. w

www.flight-theory.eu
http://www.flight-theory.eu/http://www.flight-theory.eu/http://www.flight-theory.eu/


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CIVIL AVIATION AUTHORITYFLIGHT PLANNING & MONITORING

DATA SHEETMEP1

6. DESCENTMethod of Use.

1. Enter graph with OAT at cruise altitude and move vertically to cruise altitude.

2. From there move horizontally to fuel, time and distance lines.

3. Move vertically down respectively from each and read values for fuel (gallons), time (minutes)and distance (nautical miles).

4. Repeat 1,2 and 3 for altitude of airfield.

5. Subtract results of 4 from 3 and derive fuel, time and distance for descent profile.

Figure 3.6 DESCENT


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CIVIL AVIATION AUTHORITYFUEL PLANNING

DATA SHEETMRJT 1

Figure 4.5.3.1 Long Range Cruise

All Engines Maximum Cruise Thrust Limits A/C Auto

PRESSURE ALTITUDE 33000 Ft.

NOTE - OPTIMUM WEIGHT FOR PRESSURE ALTITUDE IS 58200 KGTHRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER EXCEEDS STRUCTURAL LIMIT

THRUST LIMITED WEIGHT FOR ISA + 15THRUST LIMITED WEIGHT FOR ISA + 20

EXCEEDS STRUCTURAL LIMITIS66400 KG

ADJUSTMENTS FOR OPERATION AT NON-STANDARD TEMPERATURES-

INCREASE FUEL REQUIRED BYDECREASE FUEL REQUIRED BY

0.6 PERCENT PER 10 DEGREES C ABOVE ISA0.6 PERCENT PER 10 DEGREES C BELOW ISA

INCREASE TAS BY 1 KNOT PER DEGREE C ABOVE ISADECREASE TAS BY 1 KNOT PER DEGREE C BELOW ISA


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DATA SHEETMRJT 1




NOTE - OPTIMUM WEIGHT FOR PRESSURE ALTITUDE EXCEEDS STRUCTURAL LIMITTHRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER EXCEEDS STRUCTURAL LIMIT


EXCEEDS STRUCTURAL LIMITEXCEEDS STRUCTURAL LIMIT

ADJUSTMENTS FOR OPERATION AT NON-STANDARD TEMPERATURES-INCREASE FUEL REQUIRED BYDECREASE FUEL REQUIRED BY




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DATA SHEETMRJT 1

Figure 4.5.1 EN

ROUTE CLIMB 280/.74 ISA -6 C TO -15 C


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DATA SHEETMRJT 1

Figure 4.5.1 ENROUTE CLIMB 280/.74 ISA -6 C TO -15 C


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DATA SHEETMRJT 1



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DATA SHEETMRJT 1












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DATA SHEETMRJT 1

Figure 4.5.3.1 Long Range CruiseAll Engines Maximum Cruise Thrust Limits A/C Auto


NOTE - OPTIMUM WEIGHT FOR PRESSURE ALTITUDE IS 53200 KG

THRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER IS 64500 KGTHRUST LIMITED WEIGHT FOR ISA + 15THRUST LIMITED WEIGHT FOR ISA + 20

IS 63100 KGIS 61400 KG



0.6 PERCENT PER 10 DEGREES C ABOVE ISA

0.6 PERCENT PER 10 DEGREES C BELOW ISA



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DATA SHEETMRJT 1

Figure 4.2.1 OPTIMUM ALTITUDE

Figure 4.2.2 SHORT DISTANCE CRUISE ALTITUDE


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DATA SHEETMRJT 1

Figure 4.5.3.2 Mach 0.74 CruiseAll Engines Maximum Cruise Thrust Limits A/C Auto

PRESSURE ALTITUDE 22000Ft TAS 451 Kts

NOTE - OPTIMUM WEIGHT FOR PRESSURE ALTITUDE EXCEEDS STRUCTURAL LIMITHRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER EXCEEDS STRUCTURAL LIMITTHRUST LIMITED WEIGHT FOR ISA + 15THRUST LIMITED WEIGHT FOR ISA + 20






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DATA SHEETMRJT 1

Figure 4.5.3.2 Mach 0.74 Cruise









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DATA SHEETMRJT 1

Figure 4.3.1B SIMPLIFIED FLIGHT PLANNING


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DATA SHEETMRJT 1

3.3 Alternate Planning (Fig. 4.3.6)

The fuel and time figures extracted from this chart include the following:

Missed approachClimb to cruise altitude

Cruise at LRC

Descent and straight on approach.

Method of use is similar to previous graphs.For distances greater than 500 NM use the LRC Simplified Flight Planning Charts.

Figure 4.3.6 SIMPLIFIED FLIGHT PLANNING ALTERNATE PLANNINGLONG RANGE CRUISE


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DATA SHEETMRJT 1

Figure 4.3.3C SIMPLIFIED FLIGHT PLANNING

0.78 MACH CRUISE


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DATA SHEETMRJT 1

4. HOLDING FUEL PLANNING

The table below provides fuel flow Information necessary for planning holding reserve fuel requirements.Chart is based on racetrack pattern at minimum drag airspeed - minimum speed 210KIAS.

For holding in straight and level reduce table values by 5%

Figure 4.4

FLAPS UP

Fuel flow is based on a racetrack pattern.For holding in straight and level flight reduce fuel values by 5%

5. DETAILED FUEL PLANNING

5.1 En-route Climb (Figures 4.5.1)

Tables are provided for a range of temperature deviations from ISA -15C to ISA +25CFuel and time given in these tables are from brake release and distance from 1500 ft. with a climbairspeed schedule 280 KIAS/0.74 Mach. The stated TAS is the average for the climb and should beused to correct the still air distance shown.


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CIVIL AVIATION AUTHORITYFUEL PLANNING & MONITORING

DATA SHEETMEP1

3. RANGE AT STANDARD TEMPERATURESMethod of Use

1. Enter graph (Fig.3.2) with cruise altitude2. Move horizontally to power selected intersection (with or without reserve)3. Move vertically to read range in nautical miles still air distance.

Figure 3.2 RANGE


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NOT FOR NAVIGATIONALPURPOSES!COPYRIGHT 1999 JEPPESEN GMBH

EDITION NOVEMBER '99


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NOT FOR NAVIGATIONALPURPOSES!COPYRIGHT 1999 JEPPESEN GMBH



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DATA SHEETMRJT 1

4. HOLDING FUEL PLANNINGThe table below provides fuel flow Information necessary for planning holding reserve fuel requirements.Chart is based on racetrack pattern at minimum drag airspeed - minimum speed 210KIAS.


Figure 4.4

FLAPS UP




Tables are provided for a range of temperature deviations from ISA -15C to ISA +25CFuel and time given in these tables are from brake release and distance from 1500 ft. with a climbairspeed schedule 280 KIAS/0.74 Mach. The stated TAS is the average for the climband should be usedto correct the still air distance shown.


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DATA SHEETMRJT 1


The fuel and time figures extracted from this chart include the following:Missed approach

Climb to cruise altitude

Cruise at LRC


Method of use is similar to previous graphs.For distances greater than 500 NM use the LRC Simplified Flight Planning Charts



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DATA SHEETMRJT 1

Figure 4.3.2A SIMPLIFIED FLIGHT PLANNING

0.74 MACH CRUISE


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DATA SHEETMRJT 1



Missed approach


Cruise at LRC





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DATA SHEETMEP 1

4. POWER SETTING, FUEL FLOW AND TAS

Enter the power setting table (fig. 3.3) with required % power to obtain fuel flow in US gallons per hour.

Manifold Pressure is read off against pressure altitude and RPM in the correct % power column.

Figure 3.3 POWER SETTING TABLE


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DATA SHEETMEP 1

4. POWER SETTING, FUEL FLOW AND TAS

Enter the power setting table (fig. 3.3) with required % power to obtain fuel flow in US gallons per hour.Manifold Pressure is read off against pressure altitude and RPM in the correct % power column.

Figure 3.3 POWER SETTING TABLE


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DATA SHEETMEP 1

5. ENDURANCE PROFILEThe graph at Figure 2.5 (page 1) provides a rapid method for determination of endurance for the sampleaeroplane. An example is shown on the graph.

Figure 2.5 ENDURANCE


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DATA SHEETSEP 1

Figure 2.2 RECOMMENDED CRUISE POWER SETTINGS

TABLE 2.2.3

20 C LEAN 23.0 IN. HG (OR FULL THROTTLE) @ 2300 RPM

Of Peak EGT CRUISE LEAN MIXTURE3400 Ibs.

Press.Alt.

IOAT Man.Press.

Fuel Flow Air Speed

Feet C F IN. HG PPH GPH KIAS KTAS

ISA - 20 C(ISA - 36 F)

020004000

60008000

10,00012,00014,00016.000

-3-7

-11

-15-18-23-17-31-35

262013

6-1-9

-16-23-31

23.023.023.0

23.022.420.719.217.816.4

67.669.772.1

74.473.868.463.860.056.3

11.311.612.0

12.412.311.410.610.09.4

152152153

153150143135127117

144149154

158160157153148141

Standard Day(ISA)

02000400060008000

10,000

12,00014,00016.000

1713952

-3

-7-11-15

625649423527

20135

23.023.023.023.022.420.7

19.217.816.4

65.467.469.471.771.166.2

61.858.555.3

10.911.211.612.011.911.0

10.39.89.2

147147148148145137

129120109

145149154159160157

152146137

ISA + 20 C(ISA + 36 F)

02000400060008000

10,00012,00014,00016,000

373329252217139-

9892857871635648

-

23.023.023.023.022.420.719.217.8

-

63.265.167.169.068.564.060.057.1

-

10.510.911.211.511.410.710.0

9.5-

142143143142140132123113

-

145149154158160156151142

-

NOTES: 1. Full throttle manifold pressure settings are approximate.2. Shaded area represents Operation with full throttle.3. Fuel flows are to be used for flight planning only and will vary from

aeroplane to aeroplane. Lean using the EGT.


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DATA SHEETMRJT 1

4. HOLDING FUEL PLANNINGThe table below provides fuel flow Information necessary for planning holding reserve fuel requirements.Chart is based on racetrack pattern at minimum drag airspeed - minimum speed 210KIAS.


Figure 4.4

FLAPS UP



5.1 En-route Climb (Figures 4.5.1)Tables are provided for a range of temperature deviations from ISA -15C to ISA +25CFuel and time given in these tables are from brake release and distance from 1500 ft. with a climbairspeed schedule 280 KIAS/0.74 Mach. The stated TAS is the average for the climb and should beused to correct the still air distance shown.


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DATA SHEETMRJT 1

3.3 Alternate Planning (Fig. 4.3.6)The fuel and time figures extracted from this chart include the following:

Missed approach


Cruise at LRC





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DATA SHEETMRJT 1




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DATA SHEETMRJT 1




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DATA SHEETMRJT 1




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DATA SHEETMRJT 1




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DATA SHEETMRJT 1

1 AEROPLANE DATA AND CONSTANTS

1.1 Aeroplane DataMonoplane

Twin turbo-jet engines

Retractable undercarriage

Structural Limits: -Maximum Taxi (Ramp) MassMaximum Take Off MassMaximum Landing MassMaximum Zero Fuel MassMaximum Fuel Load

63060 Kg.62800 Kg.54900 Kg.51300 Kg.5311 U.S. Gallons16145 Kg. (@ 3.04 Kg./Gal.)

1.2 ConstantsFuel Density (unless otherwise notified)

3.04 Kg./US Gallon6.7 Ibs AIS Gallon

2. OPTIMUM ALTITUDES

2.1 Optimum Cruise Altitude (Fig. 4.2.1)

Enter graph with cruise mass (56800 Kg.)Move vertically to selected cruise profile (LRC)Move horizontally to read optimum altitude (33500 ft.)

NB. Fuel Penalties will be incurred by operating "off optimum" altitude as shown in table.

OFF - OPTIMUM CONDITION FUEL MILEAGE PENALTY %

LRC 0.74

2000 n. aboveOptimum2000 n below4000 ft. below8000 ft. below

12000 ft. below

1014

1015

1024

1120

2.2 Short Distance Cruise Altitude (Fig. 4.2.2)

Enter with trip distance (Nautical Air Miles).

Move to temperature deviation.Move horizontally to reference line.Follow the trade lines to intersect with vertical through brake release weight.Move horizontally to read maximum pressure altitude.


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DATA SHEETMRJT 1




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DATA SHEETMRJT 1




NOTE - OPTIMUM WEIGHT FOR PRESSURE ALTITUDE IS 63500 KGTHRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER EXCEEDS STRUCTURAL LIMITTHRUST LIMITED WEIGHT FOR ISA + 15 THRUSTLIMITED WEIGHT FOR ISA + 20






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DATA SHEETMRJT 1




NOTE - OPTIMUM WEIGHT FOR PRESSURE ALTITUDE IS 63500 KG

THRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER EXCEEDS STRUCTURAL LIMITTHRUST LIMITED WEIGHT FOR ISA + 15 THRUSTLIMITED WEIGHT FOR ISA + 20






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ENDURANCE/FUEL CALCULATION

Fuel (kg) Time (hh:mm)

Trip FuelContingency Fuel

Alternate FuelFinal Reserve Fuel

5800

1800

1325

02:32

00:42

Minimum T/O-FuelExtra Fuel

Actual T/O-FuelTaxi FUEL 200

Ramp Fuel 10000


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DATA SHEETMRJT 1



NOTE - OPTIMUM WEIGHT FOR PRESSURE ALTITUDE IS 53200 KGTHRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER IS 64500 KG


IS 63100 KGIS 61400 KG







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DATA SHEETMRJT 1

Figure 4.5.1 EN - ROUTE CLIMB 280/.74 ISA +6 C TO +15 C


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DATA SHEETMRJT 1











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DATA SHEETMRJT 1




NOTE - OPTIMUM WEIGHT FOR PRESSURE ALTITUDE EXCEEDS STRUCTURAL LIMITTHRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER EXCEEDS STRUCTURAL LIMIT







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DATA SHEETMRJT 1



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DATA SHEETMRJT 1



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DATA SHEETMRJT 1



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DATA SHEETMRJT 1



NOTE - OPTIMUM WEIGHT FOR PRESSURE ALTITUDE IS 53200 KGTHRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER IS 64500 KG


IS 63100 KGIS 61400 KG







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DATA SHEETMRJT 1




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DATA SHEETMRJT 1










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DATA SHEETMRJT 1




NOTE - OPTIMUM WEIGHT FOR PRESSURE ALTITUDE EXCEEDS STRUCTURAL LIMIT

HRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER EXCEEDS STRUCTURAL LIMITTHRUST LIMITED WEIGHT FOR ISA + 15THRUST LIMITED WEIGHT FOR ISA + 20






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DATA SHEETMRJT 1


PRESSURE ALTITUDE 34000 Ft TAS 428 Kts

NOTE - OPTIMUM WEIGHT FOR PRESSURE ALTITUDE IS 55500 KGTHRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER IS 67100 KGTHRUST LIMITED WEIGHT FOR ISA + 15THRUST LIMITED WEIGHT FOR ISA + 20

IS 65700 KGIS 64000 KG






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DATA SHEETMRJT 1












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DATA SHEETMRJT 1

Figure 4.3.1B SIMPLIFIED FLIGHT PLANNING


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DATA SHEETMRJT 1











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DATA SHEETMRJT 1

Figure 4.3.3C SIMPLIFIED FLIGHT PLANNING

0.78 MACH CRUISE


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DATA SHEETMRJT 1



Missed approach


Cruise at LRC



Figure4.3.6 SIMPLIFIED FLIGHT PLANNING ALTERNATE PLANNINGLONG RANGE CRUISE


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DATA SHEETMRJT 1




Figure 4.4

FLAPS UP






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DATA SHEETMRJT 1




Figure 4.4

FLAPS UP






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DATA SHEETMRJT 1




Figure 4.4

FLAPS UP






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DATA SHEETMRJT 1

Figure 4.5.1 EN

ROUTE CLIMB 280/.74 ISA -6 C TO -15 C


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DATA SHEETMRJT 1



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DATA SHEETMRJT 1



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DATA SHEETMRJT 1

5.4 Descent

These tables (Fig. 4.5.4) provide tabulations of time, fuel and distance for "flight idle" thrust at 0.74mach/250 KIAS (economy) and 0.70 Mach/280 KIAS (turbulence penetration)

Allowances are made for a straight in approach with gear down.

Figure 4.5.4 Descent

.74M/250 KIAS

.70M/280/250 KIAS

BASED ON IDLE THRUST.ALLOWANCES FOR A STRAIGHT-IN APPROACH ARE INCLUDED.


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DATA SHEETMRJT 1

5.4 Descent



Figure 4.5.4 Descent.74M/250 KIAS

.70M/280/250 KIAS



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DATA SHEETMRJT 1

5.4 Descent



Figure 4.5.4 Descent.74M/250 KIAS

.70M/280/250 KIAS



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NOT FOR NAVIGATIONALPURPOSES!

COPYRIGHT !JEPPESEN GMBHEDITION NOVEMBER ' 99


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DATA SHEETMRJT 1



NOTE - OPTIMUM WEIGHT FOR PRESSURE ALTITUDE EXCEEDS STRUCTURAL LIMITTHRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER EXCEEDS STRUCTURAL LIMITTHRUST LIMITED WEIGHT FOR ISA + 15THRUST LIMITED WEIGHT FOR ISA + 20






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COPYRIGHT 1999 JEPPESEN GMBHEDITION NOVEMBER '99


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COPYRIGHT 1999 JEPPESEN GMBH



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DATA SHEETSEP 1

FIGURE 2.1 TIME FUEL AND DISTANCE TO CLIMB


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DATA SHEETSEP 1

4. RANGE PROFILEThe graph at Figure 2.4 (page 9) provides a simple and rapid means of determining the still air range(nautical air miles) for the sample aeroplane. An example of the use of the graph is shown.

Note that the figures make allowance for the taxi, run-up and 45 minutes reserve fuel.

Figure 2. 4 RANGE


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DATA SHEETSEP 1

Figure 2.2 RECOMMENDED CRUISE POWER SETTINGSTABLE 2.2.2



Press.Alt.

IOATMan.

Press.FuelFlow

Air Speed


ISA - 20 C(ISA - 36 F)

02000400060008000

10,00012,00014,00016.000

-3-7

-11-15-19-23-27-31-35

2619125

-2-9

-17-24-32

25.025.025.024.322.520.819.317.916.5

63.866.468.968.363.960.156.754.552.2

10.611.111.511.410.710.09.59.18.7

14814914914713913212311395

140145150152148144139132114

Standard Day(ISA)

020004000

60008000

10,00012,00014,00016.000

17139

51

-3-7

-11-

625548

4134271912

-

25.025.025.0

24.322.520.819.317.9

-

61.964.266.6

66.161.958.555.653.5

-

10.311.711.1

11.010.39.89.38.9

-

143143144

141134126116103

-

140145150

152148143136125

-

ISA + 20 C(ISA + 36 F)

02000400060008000

10,00012,00014,00016.000

37332925211713

--

98918477706355

--

25.025.025.024.322.520.819.3

--

60.162.164.463.960.256.854.5

--

10.010.410.710.710.09.59.1

--

138138139136128119108

--

140145150151147141131

--

NOTES: 1. Full throttle manifold pressure settings are approximate.2. Shaded area represents operation with full throttle.3. Fuel flows are to be used for flight planning only and will vary from aeroplane

to aeroplane. Lean using the EGT.


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DATA SHEETSEP 1

Figure 2.2 RECOMMENDED CRUISE POWER SETTINGS

TABLE 2.2.3



Press.Alt.

IOATMan.

Press.FuelFlow

Air Speed


ISA - 20 C(ISA - 36 F)

020004000

60008000

10,00012,00014,00016.000

-3-7

-11

-15-18-23-17-31-35

262013

6-1-9

-16-23-31

23.023.023.0

23.022.420.719.217.816.4

67.669.772.1

74.473.868.463.860.056.3

11.311.612.0

12.412.311.410.610.09.4

152152153

153150143135127117

144149154

158160157153148141

Standard Day(ISA)

02000400060008000

10,00012,000

14,00016.000

1713952

-3-7

-11-15

62564942352720

135

23.023.023.023.022.420.719.2

17.816.4

65.467.469.471.771.166.261.8

58.555.3

10.911.211.612.011.911.010.3

9.89.2

147147148148145137129

120109

145149154159160157152

146137

ISA + 20 C(ISA + 36 F)

02000400060008000

10,00012,00014,00016.000

373329252217139-

9892857871635648

-

23.023.023.023.022.420.719.217.8

-

63.265.167.169.068.564.060.057.1

-

10.510.911.211.511.410.710.09.5

-

142143143142140132123113

-

145149154158160156151142

-

NOTES: 1. Full throttle manifold pressure settings are approximate.2. Shaded area represents Operation with full throttle.3. Fuel flows are to be used for flight planning only and will vary from aeroplane to

aeroplane. Lean using the EGT.


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NOT FOR NAVIGATIONALPURPOSES!COPYRIGHT 1999 JEPPESEN GMBHEDITION NOVEMBER '99


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NOT FOR NAVIGATIONALPURPOSES!COPYRIGHT 1999 JEPPESEN GMBHEDITION NOVEMBER '99


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JAR - FCLFLIGHT PLANNING

QUICK DETERMINATION OF FLIGHT PLAN

INTRODUCTION

The following flight planning tables allow the planner to determine trip fuel consumption and trip timerequired to cover a given air distance.

These tables are established for:

- Takeoff- Climb profile : 250kt/300kt/M.80- Cruise mach number: M.80, M.82, M.84, LR- Descent profile: Cruise Mach number/300kt/250kt- Approach and landing : 240 kg - 6 minute IFR-ISA- CG = 37 %- Normal air conditioning

-Anti ice OFFNote:

1. In the tables, the asterisk (*} means that a step climbof 4000 feet must be flown to reachthe corresponding FL.

2. To obtain a flight plan at optimum cruise level, the highest flight level desired within the flighthas to be selected in the table.

3. For each degree Celsius above ISA temperature apply fuel correction 0.010 (kg/C/NM) x

CORRECTION FOR DEVIATION FROM REFERENCE LANDING WEIGHT

The fuel consumption must be corrected when the actual landing weight is different from the referencelanding weight

If it is lover (or greater) man the reference landing weight subtract (or add) the value given in thecorrection part of the table per 1000 kg below (or above) the reference landing weight.


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DATA SHEETLRJT 1

FLIGHT PLANNING

GROUND DISTANCE/AIR DISTANCE

SEQ A


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DATA SHEETLRJT 1

FLIGHT PLANNINGQUICK DERTERMINATION OF F-PLN

SEQ A


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DATA SHEETLRJT 1


SEQ A


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033-11074 AJAR - FCL FLIGHT PLANNING


INTRODUCTION



- Takeoff- Climb profile : 250kt/300kt/M.80- Cruise mach number: M.80, M.82, M.84, LR- Descent profile: Cruise Mach number/300kt/250kt- Approach and landing : 240 kg - 6 minute IFR-ISA- CG = 37 %- Normal air conditioning-Anti ice OFF

Note:

1. In the tables, the asterisk (*} means that a step climb of 4000 feet must be flown to reach thecorresponding FL.


3. For each degree Celsius above ISA temperature apply fuel correction 0.010 (kg/C/NM) xISA(C) x Air Distance (NM).


The fuel consumption must be corrected when the actual landing weight is different from the reference

landing weightIf it is lover (or greater) man the reference landing weight subtract (or add) the value given in thecorrection part of the table per 1000 kg below (or above) the reference landing weight.


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DATA SHEETLRJT 1

FLIGHT PLANNING


SEQ A


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DATA SHEETLRJT 1


SEQ A


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DATA SHEETLRJT 1

FLIGHT PLANNING

QUICK DERTERMINATION OF F-PLNSEQ A


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List of TAFs

TAF EDDF ISSUED AT 042200EDDF 0524 VRE03KT CAVOK

BECMG 0609 20005KT 9999 SCT030 BKN045 =

TAF EDDK ISSUED AT 042200EDDK 0624 14005KT 7000 NSCBECMG 0608 CAVOKTEMPO 1115 9999 SCT040 =

TAF EDDL ISSUED AT 042200EDDL 0624 16003KT 5000 NSCBECMG 0608 CAVOK =

TAF EDDM TSSUED AT 042200EDCM 0624 26005KT 9999 SCT035 =

TAF EDDN ISSUED AT 042200EDDN 0624 26005KT 9999 SCT035 =

TAF EDDH ISSUED AT 042200EDOH 0624 21010KT CAVOKBECMG 0810 9999 SCT025 SCT040PROB30 TEMPO 1218 7000 -RADZ BKN012BECMG 1620 7000 BKN020TEMPO 1824 4000 RADZ BKN005 =

TAF EDDS ISSUED AT 042200

EDDS 0624 26005KT 9999 SCT035 =

TAF EGLL ISSUED AT 042200EGLL 0624 17005KT 5000 SCT040PROB30 TEMPO 0607 1500 BRBECMG 0811 23010KT 9999BECMG 1619 BRNO15 =

TAF EHAM ISSUED AT 042200EHAM 0624 VRB03KT CAVOKBECMG 0710 21009KT SCT025 BKN080PROB30 TEMPO 1218 7000 BR -RA SCT012 SCT035BECMG 1215 27012KTBECMG 2023 6000 BR SCT008 =

TAF EHBK ISSUED AT 040400EHBK 1206 28011KT 7000 BR SCT012 SCT040BECMG 1215 CAVOKBECMG 1720 VRB03KTBECMG 0104 20006KT 7000 BR SCT008 BKN012 =


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List of TAFs

TAF EDDF ISSUED AT 042200EDDF 0524 VRE03KT CAVOKBECMG 0609 20005KT 9999 SCT030 BKN045 =






TAF EDDS ISSUED AT 042200EDDS 0624 26005KT 9999 SCT035 =





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033-11198 A

List of TAFs

TAF EDDF ISSUED AT 042200EDDF 0524 VRE03KT CAVOKBECMG 0609 20005KT 9999 SCT030 BKN045 =






TAF EDDS ISSUED AT 042200EDDS 0624 26005KT 9999 SCT035 =





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033-11201 A


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033-11204 A



INTRODUCTION



- Takeoff- Climb profile : 250kt/300kt/M.80- Cruise mach number: M.80, M.82, M.84, LR- Descent profile: Cruise Mach number/300kt/250kt- Approach and landing : 240 kg - 6 minute IFR- ISA- CG = 37 %

- Normal air conditioning- Anti ice OFF

Note:








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DATA SHEETLRJT 1

JAR - FCL FLIGHT PLANNING


LONG RANGE CRUISE ABOVE FL250


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DATA SHEETLRJT 1

JAR - FCL FLIGHT PLANNINGFUEL TANKING


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DATA SHEETLRJT 1


FUEL TANKING


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DATA SHEETLRJT 1


FUEL TANKING

GENERAL

Fuel tanking graphs allow to determine the Optimum fuel quantity to be tanked as a function of the fuelprice ratio between departure and destination airports. The following pages present for one flight levelper page the Optimum aircraft takeoff weight depending on the fuel price ratio (departure fuel pricedivided by destination fuel price) and on the air distance to fly.

The computed optimum takeoff weight is based on the additional fuel consumption needed for thetransport of the extra (tanked) fuel and it is the weight at which the maximum profit can be achieved. Thequantity of extra fuel that can be loaded is calculated as the difference between the Optimum takeoffweight (including extra fuel) and the planned takeoff weight {without fuel tanking).

The graphs are established for:

- FL 290, 310, 330, 350, 370, 390- Air distances from 500 to 5000 NM- Flight profile :Climb 250kt/300kt/M.80Cruise M.80Descent M.80/300kt/250kt

Note:

1. ff necessary, step climbs are performed to reach the indicated flight levels.

2. The crew/operator has to verify that the found aircraft weight complies with basic aircraft

limitations (e.g. max fuel capacity) as well as with mission dependent restrictions (e.g. MLW atdestination).

EXAMPLES

1. Fuel price ratio = 0.930

Cruising Altitude = FL310Planned TOW = 200 000 kg (mission weight without fuel tanking)

Air Distance = 2500 NMEnter graphFor the given air distance, the optimum fuel tanking weight is 187 000 kg, which is lower than theplanned take off weight d no fuel tanking recommended.

2. fuel price ratio = 0.890

Cruising Altitude = FL 350Planned TOW = 190 000 kg (mission weight without fuel tanking)Air Distance = 3250 NMEnter graphFor the given air distance, the optimum fuel tanking weight is 198 000 kg, which is 8 000 kg higher than

the planned takeoff weight optimum quantity of extra fuel is 8 000 kg.Check :a) new TOW less or equal MTOW from departure airport.b) total fuel to be loaded less or equal maximum fuel capacity.c) MLW at destination


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DATA SHEETLRJT 1


FUEL TANKING


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DATA SHEETLRJT 1


FUEL TANKING


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INTRODUCTION





Note:




ISA(C) x Air Distance (NM).



If it is lover (or greater) man the reference landing weight subtract (or add) the value given in the

correction part of the table per 1000 kg below (or above) the reference landing weight.


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DATA SHEETLRJT 1

JAR - FCL FLIGHT PLANNINGQUICK DERTERMINATION OF F-PLN


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INTRODUCTION





Note:









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INTRODUCTION





Note:









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INTRODUCTION



- Takeoff- Climb profile : 250kt/300kt/M.80- Cruise mach number: M.80, M.82, M.84, LR- Descent profile: Cruise Mach number/300kt/250kt- Approach and landing : 240 kg - 6 minute IFR- ISA- CG = 37 %- Normal air conditioning

- Anti ice OFFNote:






The fuel consumption must be corrected when the actual landing weight is different from the reference

landing weightIf it is lover (or greater) man the reference landing weight subtract (or add) the value given in thecorrection part of the table per 1000 kg below (or above) the reference landing weight.


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DATA SHEETLRJT 1

JAR - FCL

FLIGHT PLANNING

INTEGRATED CRUISE


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DATA SHEETLRJT 1


INTEGRATED CRUISE


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DATA SHEETLRJT 1


INTEGRATED CRUISE


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DATA SHEETLRJT 1


INTEGRATED CRUISE

CLIMB CORRECTION

The planner must correct the values for the fuel and the time obtained from the integrated cruise tableswith the numbers given in the following tables. The tables which are established for M.80, M.82, M.84and long range speed take into account climbing from the brake release point at 250KT/300KT/M.80.

LONG RANGE SPEED

CLIMB TO OPTIMUM FL

STEP CLIMB CORRECTION

When the flight includes one or more step climbs (2000 feet below FL290, 4000 feet above), apply acorrection of 160 kg per step climb to the fuel consumption.


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DATA SHEETLRJT 1


INTEGRATED CRUISE


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DATA SHEETLRJT 1


INTEGRATED CRUISE

CLIMB CORRECTION

The planner must correct the values for the fuel and the time obtained from the integrated cruise tableswith the numbers given in the following tables. The tables which are established for M.80, M.82, M.84

and long range speed take into account climbing from the brake release point at 250KT/300KT/M.80.

LONG RANGE SPEED

CLIMB TO OPTIMUM FL




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DATA SHEETLRJT 1

JAR - FCL FLIGHT PLANNINGINTEGRATED CRUISE

DESCENT CORRECTION

Correct the fuel and the time values determined in the integrated cruise tables s follows to take intoaccount the descent down to 1500 feet followed by 6 min IFR approach and landing.

LONG RANGE CRUISE

IRC, M.80, M.82. M.84 FROM OPTIMUM FL


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DATA SHEETLRJT 1

JAR - FCLFLIGHT PLA

CRUISE LEVEL


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DATA SHEETLRJT 1

JAR - FCLFLIGHT PL

CRUISE LEVEL


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DATA SHEETLRJT 1





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DATA SHEETLRJT 1

JAR - FCLFLIGHT PLA

CRUISE LEVEL


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DATA SHEETLRJT 1

JAR - FCL FLIGHT PLANNINGGROUND DISTANCE/AIR DISTANCE



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DATA SHEETLRJT 1


INTERGRATED CRUISE


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DATA SHEETLRJT 1


FUEL TANKING

FUEL TANKING

GENERAL


The computed optimum takeoff weight is based on the additional fuel consumption needed for thetransport of the extra (tanked) fuel and it is the weight at which the maximum profit can be achieved. Thequantity of extra fuel that can be loaded is calculated as the difference between the Optimum takeoff

weight (including extra fuel) and the planned takeoff weight {without fuel tanking).The graphs are established for:


Note:


2. The crew/operator has to verify that the found aircraft weight complies with basic aircraftlimitations (e.g. max fuel capacity) as well as with mission dependent restrictions (e.g. MLW at

destination).

EXAMPLES



Air Distance = 2500 NMEnter graphFor the given air distance, the optimum fuel tanking weight is 187 000 kg, which is lower than theplanned takeoff weight d no fuel tanking recommended.


Cruising Altitude = FL 350Planned TOW = 190 000 kg (mission weight without fuel tanking)

Air Distance = 3250 NMEnter graphFor the given air distance, the optimum fuel tanking weight is 198 000 kg, which is 8 000 kg higher thanthe planned takeoff weight d optimum quantity of extra fuel is 8 000 kg.Check :a) new TOW less or equal MTOW from departure airport.b) total fuel to be loaded less or equal maximum fuel capacity.c) MLW at destination


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DATA SHEETLRJT 1


FUEL TANKING

FUEL TANKING

GENERAL





Note:



destination).

EXAMPLES








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DATA SHEETLRJT 1



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DATA SHEETLRJT 1


FUEL TANKING

GENERAL





Note:


6. The crew/operator has to verify that the found aircraft weight complies with basic aircraftlimitations (e.g. max fuel capacity) as well as with mission dependent restrictions (e.g. MLW atdestination).

EXAMPLES








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DATA SHEETLRJT 1


FUEL TANKING


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DATA SHEETLRJT 1


FUEL TANKING


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DATA SHEETLRJT 1


FUEL TANKING

FUEL TANKING

GENERAL





Note:



destination).

EXAMPLES








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DATA SHEETLRJT 1


INTERGRATED CRUISE


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DATA SHEETLRJT 1


INTERGRATED CRUISE


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DATA SHEETLRJT 1


INTEGRATED CRUISE

DESCENT CORRECTION

Correct the fuel and the time values determined in the integrated cruise tables s follows to take intoaccount the descent down to 1500 feet followed by 6 min IFR approach and landing.

LONG RANGE CRUISE

IRC, M.80, M.82. M.84 FROM OPTIMUM FL


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DATA SHEETLRJT 1


INTEGRATED CRUISE

CLIMB CORRECTION

The planner must correct the values for the fuel and the time obtained from the integrated cruise tableswith the numbers given in the following tables. The tables which are established for M.80, M.82, M.84and long range speed take into account climbing from the brake release point at 250KT/300KT/M.80.

LONG RANGE SPEED

CLIMB TO OPTIMUM FL




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DATA SHEETLRJT 1


FUEL TANKING

GENERAL


The computed optimum takeoff weight is based on the additional fuel consumption needed for the

transport of the extra (tanked) fuel and it is the weight at which the maximum profit can be achieved. Thequantity of extra fuel that can be loaded is calculated as the difference between the Optimum takeoffweight (including extra fuel) and the planned takeoff weight {without fuel tanking).


- FL 290, 310, 330, 350, 370, 390- Air distances from 500 to 5000 NM- Flight profile :Climb 250kt/300kt/M.80Cruise M.80

Descent M.80/300kt/250kt

Note:


2. The crew/operator has to verify that the found aircraft weight complies with basic aircraftlimitations (e.g. max fuel capacity) as well as with mission dependent restrictions (e.g. MLW atdestination).

EXAMPLES





Cruising Altitude = FL 350

Planned TOW = 190 000 kg (mission weight without fuel tanking)Air Distance = 3250 NMEnter graphFor the given air distance, the optimum fuel tanking weight is 198 000 kg, which is 8 000 kg higher thanthe planned takeoff weight d optimum quantity of extra fuel is 8 000 kg.Check :a) new TOW less or equal MTOW from departure airport.b) total fuel to be loaded less or equal maximum fuel capacity.c) MLW at destination


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DATA SHEETLRJT 1



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DATA SHEETLRJT 1


FUEL TANKING

GENERAL


The computed optimum takeoff weight is based on the additional fuel consumption needed for thetransport of the extra (tanked) fuel and it is the weight at which the maximum profit can be achieved. The

quantity of extra fuel that can be loaded is calculated as the difference between the Optimum takeoffweight (including extra fuel) and the planned takeoff weight {without fuel tanking).



Note:



destination).

EXAMPLES





Cruising Altitude = FL 350

Planned TOW = 190 000 kg (mission weight without fuel tanking)Air Distance = 3250 NMEnter graphFor the given air distance, the optimum fuel tanking weight is 198 000 kg, which is 8 000 kg higher thanthe planned takeoff weight d optimum quantity of extra fuel is 8 000 kg.Check :a) new TOW less or equal MTOW from departure airport.b) total fuel to be loaded less or equal maximum fuel capacity.c) MLW at destination


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DATA SHEETLRJT 1



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ICAO MODEL FLIGHT PLAN FORM


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DATA SHEETLRJT 1

JAR - FCL FLIGHT PLANNINGINTERGRATED CRUISE


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DATA SHEETMRJT 1




NOTE - OPTIMUM WEIGHT FOR PRESSURE ALTITUDE IS55500 KGTHRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER IS 67100 KGTHRUST LIMITED WEIGHT FOR ISA + 15THRUST LIMITED WEIGHT FOR ISA + 20

IS 65700 KGIS 64000 KG





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DATA SHEETMRJT 1

Figure 4.5.1 EN - ROUTE CLIMB 280/.74 ISA +6 C TO +15 C


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DATA SHEETMRJT 1

5.2 Wind Range Correction (Fig. 4.5.2)

This graph is used for conversion of nautical ground miles to nautical air miles. (This is intended for usein conjunction with the 'integrated range' tables). Enter graph with average TAS. Correct for windcomponent. Move to ground distance at the right then vertically down to read corresponding air distance.For longer distances than shown on the graph apply a factor of 10 to the tabulated values.

Figure 4.5.2 WIND RANGE CORRECTION GRAPH


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DATA SHEETMRJT 1



NOTE - OPTIMUM WEIGHT FOR PRESSURE ALTITUDE IS 64200 KGTHRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER EXCEEDS STRUCTURAL LIMITTHRUST LIMITED WEIGHT FOR ISA + 15THRUST LIMITED WEIGHT FOR ISA + 20







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DATA SHEETMRJT 1

5.2 Wind Range Correction (Fig. 4.5.2)

This graph is used for conversion of nautical ground miles to nautical air miles. (This is intended for usein conjunction with the 'integrated range' tables). Enter graph with average TAS. Correct for windcomponent. Move to ground distance at the right then vertically down to read corresponding air distance.For longer distances than shown on the graph apply a factor of 10 to the tabulated values.

Figure 4.5.2 WIND RANGE CORRECTION GRAPH


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DATA SHEETMRJT 1

Figure 4.5.3.4 LOW LEVEL CRUISE 300KIASAll Engines Maximum Cruise Thrust Limits A/C Auto


NOTE - OPTIMUM WEIGHT FOR PRESSURE ALTITUDE IS 64200 KGTHRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER EXCEEDS STRUCTURAL LIMITTHRUST LIMITED WEIGHT FOR ISA + 15THRUST LIMITED WEIGHT FOR ISA + 20






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annexes 033.pdf

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