108 Flight Planning & Performance Flashcards
Runway Selection factors to be considered:
- Wind component (headwind preferred)
- Notams (confirm no closed runways)
- Minimums (lowest)
- Weight limitations (highest runway limit)
Empty Weight (EW)
The weight of the aircraft with undrainable oil and unusable fuel
Crew
The weight of call Crewmembers and their baggage
Standard Operating Items
The galley service provisions, food, drinks, utensils, company manuals, water, emergency equipment, etc.
Basic Operating Weight (BOW)
The empty weight plus the crew and standard items
Payload
The revenue producing weight including passengers, their baggage, freight and mail.
Pax = 170lbs in winter (Nov 1 - April 30)
165lbs in summer (May 1 - October 31)
Baggage = 40lbs/pax all seasons
Zero Fuel Weight (ZFW)
The BOW + Payload
(No useable fuel)
Holding fuel (HF)
Using holding table using: time, weight, altitude and fuel flow
Total fuel flow = ( FF x 3 / 60 ) x Time
Extra (EF)
Used for tinkering, MEL/CDL requirements, or PIC request
Landing weight at alternate (LWA)
Weight of aircraft after the fuel from destination to alternate is burned off
ZFW + Reserves + Holding + Extra = LWA
Minimum alternate fuel
Minimum graphed alternate fuel is 2600lbs
Landing weight at destination (LWD)
The weight of the aircraft after the fuel from departure to destination is burned off
LWA + AF = LWD
Burnoff (BO)
The fuel from departure to destination (excludes taxi fuel and elevation adjustments)
Takeoff Gross Weight (TOGW)
The weight of the aircraft with crew, standard items, payload and fuel on board
LWD + BO = TOGW
Long Range Cruise (LRC)
~ .78 Mach
Average fuel flow = 8,300 lbs/hr
Usually flown at high altitudes, normally used when the value of fuel is overriding operational cost factor
Maximum Speed Cruise (MSC)
M.90
Used when block time is of paramount important, when the value of aircraft time is the overriding cost factor, or when the ambient conditions do not permit the desired constant Mach cruise schedule to be obtained
Flow at 18,000 to 25,000 feet where the resultant true airspeeds are greatest.
Constant and indicated Mach cruise (NSC)
M.80 more appropriate to operations dominated by fuel costs, and M.84 is more appropriate to operations dominate by time costs.
Any Mach number flown from .79 - .89 is considered ‘normal cruise’
En Route Time Chart
Used primarily for flag flights to determine if contingency fuel is required
Using the trip distance, en route WCP and altitude
Alternate Planning
For flight panning purposes and diversions:
1. Distances MORE than 100nm = TAS of 350kts
2. Distances LESS than 100nm = TAS of 250kts
When should holding fuel be figured into the flight plan?
whenever traffic conditions or weather dictate.
Optimum Altitude Chart
- Need to do this equation: Est. TOGW = (Trip distance x 24) + LWD
- Optimum line, temp line and 1.5 Buffet line (only if mod or greater turb)
1.5 Buffet and Maximum Cruise Thrust Limits (optimum altitude chart)
Only apply when moderate or greater turbulence is forecasted along the route.
1.5G buffets line is used to graph a safe altitude below the aerodynamic ceiling
On warmer than ISA days, the max cruise thrust lines for temp may result in an altitude lower than optimum due to reduced engine thrust. Do not graph any temp deviation line which lies above the optimum altitude line
En route fuel planning graph (burnoff)
Objective: find burnoff.
Info needed: Trip distance, avg en route WCP, cruise altitude, LWD, and elevation of departure airport
Use Chart to find block fuel then subtract taxi and dept. elevation adjustments
Use of Climb Tables
Objective: to find the avg TAS, distance, time and fuel required for the climb.
Info needed: climb speed schedule, temp condition, dept. airport elevation, actual takeoff gross weight, and TOC altitude
Round to the warmer chart*****
*** If WCP > 20 knots = WCP x (time / 60)
Increase climb distance if tailwind
Decrease climb distance if headwind
Use of cruise tables
Objective: to find the cruise fuel flow
Info needed: cruise altitude, cruise speed, cruise weight, bleed settings and TAT
**For icing conditions, increase FF as follows:
1. Engine anti-ice on = add 10lbs/min
2. Eng & wing anti ice = add 10lbs/min
Do not interpolate
Drift down procedure
Describes the performance of the aircraft en route in the event of an engine failure (will descend and slow down)
1. For 1 engine INOP perf, the aircraft needs to be able to clear either all obstacles w/in 5sms of the route by 1000’ w/ a positive slope (method 1) or all obstacles from the most critical point to a drift down alternate by 2000’ w/ a positive slope (method 2) by 1500’ above airport of landing
2. Fuel dumping may be used to comply w/ method 2
3. 727-200 automatically complies w/ method 1 within 48 CONUS at en router temps up to ISA +20 C
4. 2 engines INOP performance, either method 2 must be applied, or route must remain w/in 90 mins of an adequate airport w/ all engines functioning (satisfied w/in CONUS)
5. Group 1 aircraft are usually more susceptible to drift down limitations.
Tanker Operations
Involves the freighting of fuel.
In general, costs 100lbs of burnoff to carry 1000 extra pounds a distance of 1000 nms
Holding weight @destination & @alternate formulas
Holding WT @destination = ZFW + Reserve + Alternate + Contingency and EXTRA (if applicable)
Holding WT @ alternate = ZFW + Reserve + Contingency and Extra (if applicable)
Specific Range for cruise
(TAS * 1000) / FF
Formula to adjust the change in distance due to WCP
Change in D = WCP x (time/60)
Fuel Flow Equation
FF = (fuel/time) x 60
