FLIGHT THEORY

JAA ATPL/CPL/IR ANNEXES 033

Rev. w

www.flight-theory.eu

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033-3302 A
CIVIL AVIATION AUTHORITY
FLIGHT PLANNING & MONITORING

DATA SHEET
MEP1

6.
DESCENT
Method 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

033-3305 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING
Figure 4.5.3.1
All Engines

Long Range Cruise

Maximum Cruise Thrust Limits

PRESSURE ALTITUDE

NOTE -

DATA SHEET
MRJT 1

A/C Auto

33000 Ft.

OPTIMUM WEIGHT FOR PRESSURE ALTITUDE IS 58200 KG

THRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER EXCEEDS STRUCTURAL LIMIT
THRUST LIMITED WEIGHT FOR ISAEXCEEDS
+ 15
STREXCEEDS STRUCTURAL LIMIT
THRUST LIMITED WEIGHT FOR ISA + 20
IS66400 KG
ADJUSTMENTS FOR OPERATION AT NON-STANDARD TEMPERATURESINCREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C ABOVE ISA
DECREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C BELOW ISA
INCREASE TAS BY 1 KNOT PER DEGREE C ABOVE ISA
DECREASE TAS BY 1 KNOT PER DEGREE C BELOW ISA

033-3306 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING
Figure 4.5.3.1
All Engines

Long Range Cruise

Maximum Cruise Thrust Limits

PRESSURE ALTITUDE

NOTE -

DATA SHEET
MRJT 1

A/C Auto

28000 Ft.

OPTIMUM WEIGHT FOR PRESSURE ALTITUDE EXCEEDS STRUCTURAL LIMIT

THRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER EXCEEDS STRUCTURAL LIMIT
THRUST LIMITED WEIGHT FOR ISA + 15
EXCEEDS STRUCTURAL LIMIT
THRUST LIMITED WEIGHT FOR ISA + 20
EXCEEDS STRUCTURAL LIMIT
ADJUSTMENTS FOR OPERATION AT NON-STANDARD TEMPERATURESINCREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C ABOVE ISA
DECREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C BELOW ISA
INCREASE TAS BY 1 KNOT PER DEGREE C ABOVE ISA
DECREASE TAS BY 1 KNOT PER DEGREE C BELOW ISA

033-3307 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING
Figure 4.5.1

EN ROUTE CLIMB

DATA SHEET
MRJT 1
280/.74

ISA -6 C TO -15 C

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CIVIL AVIATION AUTHORITY
FUEL PLANNING

Figure 4.5.1

EN ROUTE CLIMB

DATA SHEET
MRJT 1

280/.74

ISA -6 C TO -15 C

033-3309 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING

Figure 4.5.1

EN ROUTE CLIMB

DATA SHEET
MRJT 1

280/.74

ISA -6 C TO -15 C

033-3311 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING
Figure 4.5.3.1
All Engines

Long Range Cruise

Maximum Cruise Thrust Limits

PRESSURE ALTITUDE

NOTE -

DATA SHEET
MRJT 1

A/C Auto

33000 Ft.

OPTIMUM WEIGHT FOR PRESSURE ALTITUDE IS 58200 KG

THRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER EXCEEDS STRUCTURAL LIMIT
THRUST LIMITED WEIGHT FOR ISAEXCEEDS
+ 15
STREXCEEDS STRUCTURAL LIMIT
THRUST LIMITED WEIGHT FOR ISA + 20
IS66400 KG
ADJUSTMENTS FOR OPERATION AT NON-STANDARD TEMPERATURESINCREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C ABOVE ISA
DECREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C BELOW ISA
INCREASE TAS BY 1 KNOT PER DEGREE C ABOVE ISA
DECREASE TAS BY 1 KNOT PER DEGREE C BELOW ISA

033-3318 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING

Figure 4.5.3.1
All Engines

Long Range Cruise

Maximum Cruise Thrust Limits

PRESSURE ALTITUDE

NOTE -

DATA SHEET
MRJT 1

A/C Auto

35000 Ft.

OPTIMUM WEIGHT FOR PRESSURE ALTITUDE IS 53200 KG

THRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER IS 64500 KG
THRUST LIMITED WEIGHT FOR ISA + 15
IS 63100 KG
THRUST LIMITED WEIGHT FOR ISA + 20
IS 61400 KG
ADJUSTMENTS FOR OPERATION AT NON-STANDARD TEMPERATURESINCREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C ABOVE ISA
DECREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C BELOW ISA
INCREASE TAS BY 1 KNOT PER DEGREE C ABOVE ISA
DECREASE TAS BY 1 KNOT PER DEGREE C BELOW ISA

033-3320 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING
Figure 4.2.1

Figure 4.2.2

OPTIMUM ALTITUDE

SHORT DISTANCE CRUISE ALTITUDE

DATA SHEET
MRJT 1

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DATA SHEET
MRJT 1

CIVIL AVIATION AUTHORITY

FUEL PLANNING
Figure 4.5.3.2
All Engines

Mach 0.74 Cruise

Maximum Cruise Thrust Limits

PRESSURE ALTITUDE

NOTE -

22000Ft

A/C Auto
TAS

451 Kts

OPTIMUM WEIGHT FOR PRESSURE ALTITUDE EXCEEDS STRUCTURAL LIMIT

HRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER EXCEEDS STRUCTURAL LIMIT
THRUST LIMITED WEIGHT FOR ISA + 15
EXCEEDS STRUCTURAL LIMIT
THRUST LIMITED WEIGHT FOR ISA + 20
EXCEEDS STRUCTURAL LIMIT
ADJUSTMENTS FOR OPERATION AT NON-STANDARD TEMPERATURESINCREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C ABOVE ISA
DECREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C BELOW ISA
INCREASE TAS BY 1 KNOT PER DEGREE C ABOVE ISA
DECREASE TAS BY 1 KNOT PER DEGREE C BELOW ISA

33-3320 C
CIVIL AVIATION AUTHORITY
FUEL PLANNING
Figure 4.5.3.2
All Engines

Mach 0.74 Cruise

Maximum Cruise Thrust Limits

PRESSURE ALTITUDE

NOTE -

DATA SHEET
MRJT 1

25000Ft

A/C Auto

TAS

445 Kts

OPTIMUM WEIGHT FOR PRESSURE ALTITUDE EXCEEDS STRUCTURAL LIMIT

HRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER EXCEEDS STRUCTURAL LIMIT
THRUST LIMITED WEIGHT FOR ISA + 15
EXCEEDS STRUCTURAL LIMIT
THRUST LIMITED WEIGHT FOR ISA + 20
EXCEEDS STRUCTURAL LIMIT
ADJUSTMENTS FOR OPERATION AT NON-STANDARD TEMPERATURESINCREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C ABOVE ISA
DECREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C BELOW ISA
INCREASE TAS BY 1 KNOT PER DEGREE C ABOVE ISA
DECREASE TAS BY 1 KNOT PER DEGREE C BELOW ISA

033-3321 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING
Figure 4.3.1B

SIMPLIFIED FLIGHT PLANNING

DATA SHEET
MRJT 1

033-3322 A
CIVIL AVIATION AUTHORITY
DATA SHEET
FUEL PLANNING
MRJT 1
3.3
Alternate Planning (Fig. 4.3.6)
The fuel and time figures extracted from this chart include the following:
Missed approach
Climb 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 PLANNING
LONG RANGE CRUISE

033-3323 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING
Figure 4.3.3C

SIMPLIFIED FLIGHT PLANNING

0.78 MACH CRUISE

DATA SHEET
MRJT 1

033-3324 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING

DATA SHEET
MRJT 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 +25C
Fuel and time given in these tables are from brake release and distance from 1500 ft. with a climb
airspeed schedule 280 KIAS/0.74 Mach. The stated TAS is the average for the climb and should be
used to correct the still air distance shown.

033-3327 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING & MONITORING

DATA SHEET
MEP1

3. RANGE AT STANDARD TEMPERATURES

Method of Use
1. Enter graph (Fig.3.2) with cruise altitude
2. 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

033-3906 A
NOT FOR NAVIGATIONAL
PURPOSES!
COPYRIGHT 1999 JEPPESEN GMBH
EDITION NOVEMBER '99

033-3907 A
NOT FOR NAVIGATIONAL
PURPOSES!
COPYRIGHT 1999 JEPPESEN GMBH
EDITION NOVEMBER '99

033-3910 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING

DATA SHEET
MRJT 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 +25C
Fuel and time given in these tables are from brake release and distance from 1500 ft. with a climb
airspeed schedule 280 KIAS/0.74 Mach. The stated TAS is the average for the climb and should be used
to correct the still air distance shown.

033-3911 B
CIVIL AVIATION AUTHORITY
FUEL PLANNING

DATA SHEET
MRJT 1

3.3
Alternate Planning (Fig. 4.3.6)
The fuel and time figures extracted from this chart include the following:
Missed approach
Climb 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 PLANNING
LONG RANGE CRUISE

033-3912 B
CIVIL AVIATION AUTHORITY
FUEL PLANNING
Figure 4.3.2A

SIMPLIFIED FLIGHT PLANNING

0.74 MACH CRUISE

DATA SHEET
MRJT 1

033-4616 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING

DATA SHEET
MRJT 1

3.3
Alternate Planning (Fig. 4.3.6)
The fuel and time figures extracted from this chart include the following:
Missed approach
Climb 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 PLANNING
LONG RANGE CRUISE

033-4622 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING & MONITORING

DATA SHEET
MEP 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

033-4623 A
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FUEL PLANNING & MONITORING

DATA SHEET
MEP 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

033-4735 A
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FUEL PLANNING & MONITORING

DATA SHEET
MEP 1

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

033-4736 A
CIVIL AVIATION AUTHORITY
FLIGHT PLANNING & MONITORING

DATA SHEET
SEP 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
Press.
Alt.
Feet
0
2000
4000
6000
8000
10,000
12,000
14,000
16.000

CRUISE LEAN MIXTURE

3400 Ibs.
IOAT
Man.
Fuel Flow
Press.
C
F
IN. HG
PPH
GPH
-3
26
23.0
67.6
11.3
-7
20
23.0
69.7
11.6
-11
13
23.0
72.1
12.0
-15
6
23.0
74.4
12.4
-18
-1
22.4
73.8
12.3
-23
-9
20.7
68.4
11.4
-17
-16
19.2
63.8
10.6
-31
-23
17.8
60.0
10.0
-35
-31
16.4
56.3
9.4

Standard Day
(ISA)

0
2000
4000
6000
8000
10,000
12,000
14,000
16.000

17
13
9
5
2
-3
-7
-11
-15

62
56
49
42
35
27
20
13
5

23.0
23.0
23.0
23.0
22.4
20.7
19.2
17.8
16.4

65.4
67.4
69.4
71.7
71.1
66.2
61.8
58.5
55.3

ISA + 20 C
(ISA + 36 F)

0
2000
4000
6000
8000
10,000
12,000
14,000
16,000

37
33
29
25
22
17
13
9
-

98
92
85
78
71
63
56
48
-

23.0
23.0
23.0
23.0
22.4
20.7
19.2
17.8
-

63.2
65.1
67.1
69.0
68.5
64.0
60.0
57.1
-

ISA - 20 C
(ISA - 36 F)

NOTES:

Air Speed
KIAS
152
152
153
153
150
143
135
127
117

KTAS
144
149
154
158
160
157
153
148
141

10.9
11.2
11.6
12.0
11.9
11.0
10.3
9.8
9.2

147
147
148
148
145
137
129
120
109

145
149
154
159
160
157
152
146
137

10.5
10.9
11.2
11.5
11.4
10.7
10.0
9.5
-

142
143
143
142
140
132
123
113
-

145
149
154
158
160
156
151
142
-

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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033-4738 A

033-9543 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING

DATA SHEET
MRJT 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 +25C
Fuel and time given in these tables are from brake release and distance from 1500 ft. with a climb
airspeed schedule 280 KIAS/0.74 Mach. The stated TAS is the average for the climb and should be
used to correct the still air distance shown.

033-9546 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING

DATA SHEET
MRJT 1

3.3
Alternate Planning (Fig. 4.3.6)
The fuel and time figures extracted from this chart include the following:
Missed approach
Climb 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 PLANNING
LONG RANGE CRUISE

033-9550 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING
Figure 4.2.1

Figure 4.2.2

OPTIMUM ALTITUDE

SHORT DISTANCE CRUISE ALTITUDE

DATA SHEET
MRJT 1

033-9551 A
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FUEL PLANNING
Figure 4.2.1

Figure 4.2.2

OPTIMUM ALTITUDE

SHORT DISTANCE CRUISE ALTITUDE

DATA SHEET
MRJT 1

033-9552 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING
Figure 4.2.1

Figure 4.2.2

OPTIMUM ALTITUDE

SHORT DISTANCE CRUISE ALTITUDE

DATA SHEET
MRJT 1

033-9553 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING
Figure 4.2.1

Figure 4.2.2

OPTIMUM ALTITUDE

SHORT DISTANCE CRUISE ALTITUDE

DATA SHEET
MRJT 1

033-9554 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING

DATA SHEET
MRJT 1

1 AEROPLANE DATA AND CONSTANTS

1.1 Aeroplane Data
Monoplane
Twin turbo-jet engines
Retractable undercarriage
Structural Limits: Maximum Taxi (Ramp) Mass
Maximum Take Off Mass
Maximum Landing Mass
Maximum Zero Fuel Mass
Maximum Fuel Load

63060 Kg.
62800 Kg.
54900 Kg.
51300 Kg.
5311 U.S. Gallons
16145 Kg. (@ 3.04 Kg./Gal.)

1.2

Constants
Fuel Density (unless otherwise notified)
3.04 Kg./US Gallon
6.7 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
2000 n. above
Optimum
2000 n below
4000 ft. below
8000 ft. below
12000 ft. below

FUEL MILEAGE PENALTY %

LRC
0.74
1
1
0
0
1
2
4
4
10
11
15
20

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.

033-9554 B
CIVIL AVIATION AUTHORITY
FUEL PLANNING
Figure 4.2.1

Figure 4.2.2

OPTIMUM ALTITUDE

SHORT DISTANCE CRUISE ALTITUDE

DATA SHEET
MRJT 1

033-9556 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING

DATA SHEET
MRJT 1

Figure 4.5.3.2
Mach 0.74 Cruise
All Engines Maximum Cruise Thrust Limits

A/C Auto

PRESSURE ALTITUDE

434 Kts

NOTE -

31000Ft

TAS

OPTIMUM WEIGHT FOR PRESSURE ALTITUDE IS 63500 KG

THRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER EXCEEDS STRUCTURAL LIMIT
THRUST LIMITED WEIGHT FOR ISA + 15 THRUST
EXCEEDS STRUCTURAL LIMIT
LIMITED WEIGHT FOR ISA + 20
EXCEEDS STRUCTURAL LIMIT
ADJUSTMENTS FOR OPERATION AT NON-STANDARD TEMPERATURESINCREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C ABOVE ISA
DECREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C BELOW ISA
INCREASE TAS BY 1 KNOT PER DEGREE C ABOVE ISA
DECREASE TAS BY 1 KNOT PER DEGREE C BELOW ISA

033-9557 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING

DATA SHEET
MRJT 1

Figure 4.5.3.2
Mach 0.74 Cruise
All Engines Maximum Cruise Thrust Limits

A/C Auto

PRESSURE ALTITUDE

434 Kts

NOTE -

31000Ft

TAS

OPTIMUM WEIGHT FOR PRESSURE ALTITUDE IS 63500 KG

THRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER EXCEEDS STRUCTURAL LIMIT
THRUST LIMITED WEIGHT FOR ISA + 15 THRUST
EXCEEDS STRUCTURAL LIMIT
LIMITED WEIGHT FOR ISA + 20
EXCEEDS STRUCTURAL LIMIT
ADJUSTMENTS FOR OPERATION AT NON-STANDARD TEMPERATURESINCREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C ABOVE ISA
DECREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C BELOW ISA
INCREASE TAS BY 1 KNOT PER DEGREE C ABOVE ISA
DECREASE TAS BY 1 KNOT PER DEGREE C BELOW ISA

033-9558 A
ENDURANCE/FUEL CALCULATION

Trip Fuel
Contingency Fuel
Alternate Fuel
Final Reserve Fuel

Fuel (kg)

Time (hh:mm)

5800

02:32

1800
1325

00:42

Minimum T/O-Fuel
Extra Fuel
Actual T/O-Fuel
Taxi FUEL
Ramp Fuel

200
10000

033-9562 A
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FUEL PLANNING
Figure 4.5.3.1
All Engines

Long Range Cruise

Maximum Cruise Thrust Limits

PRESSURE ALTITUDE

NOTE -

DATA SHEET
MRJT 1

A/C Auto

35000 Ft.

OPTIMUM WEIGHT FOR PRESSURE ALTITUDE IS 53200 KG

THRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER IS 64500 KG
THRUST LIMITED WEIGHT FOR ISA + 15
IS 63100 KG
THRUST LIMITED WEIGHT FOR ISA + 20
IS 61400 KG
ADJUSTMENTS FOR OPERATION AT NON-STANDARD TEMPERATURESINCREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C ABOVE ISA
DECREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C BELOW ISA
INCREASE TAS BY 1 KNOT PER DEGREE C ABOVE ISA
DECREASE TAS BY 1 KNOT PER DEGREE C BELOW ISA

033-9564 A
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FUEL PLANNING
Figure 4.5.1

EN - ROUTE CLIMB

DATA SHEET
MRJT 1
280/.74

ISA +6 C TO +15 C

033-9571 A
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FUEL PLANNING

Figure 4.5.3.1
All Engines

Long Range Cruise

Maximum Cruise Thrust Limits

PRESSURE ALTITUDE

NOTE -

DATA SHEET
MRJT 1

A/C Auto

33000 Ft.

OPTIMUM WEIGHT FOR PRESSURE ALTITUDE IS 58200 KG

THRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER EXCEEDS STRUCTURAL LIMIT
THRUST LIMITED WEIGHT FOR ISAEXCEEDS
+ 15
STREXCEEDS STRUCTURAL LIMIT
THRUST LIMITED WEIGHT FOR ISA + 20
IS66400 KG
ADJUSTMENTS FOR OPERATION AT NON-STANDARD TEMPERATURESINCREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C ABOVE ISA
DECREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C BELOW ISA
INCREASE TAS BY 1 KNOT PER DEGREE C ABOVE ISA
DECREASE TAS BY 1 KNOT PER DEGREE C BELOW ISA

033-9572 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING
Figure 4.5.3.1
All Engines

Long Range Cruise

Maximum Cruise Thrust Limits

PRESSURE ALTITUDE

NOTE -

DATA SHEET
MRJT 1

A/C Auto

28000 Ft.

OPTIMUM WEIGHT FOR PRESSURE ALTITUDE EXCEEDS STRUCTURAL LIMIT

THRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER EXCEEDS STRUCTURAL LIMIT
THRUST LIMITED WEIGHT FOR ISA + 15
EXCEEDS STRUCTURAL LIMIT
THRUST LIMITED WEIGHT FOR ISA + 20
EXCEEDS STRUCTURAL LIMIT
ADJUSTMENTS FOR OPERATION AT NON-STANDARD TEMPERATURESINCREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C ABOVE ISA
DECREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C BELOW ISA
INCREASE TAS BY 1 KNOT PER DEGREE C ABOVE ISA
DECREASE TAS BY 1 KNOT PER DEGREE C BELOW ISA

033-9573 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING
Figure 4.5.1

EN ROUTE CLIMB

DATA SHEET
MRJT 1
280/.74

ISA -6 C TO -15 C

033-9574 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING
Figure 4.5.1

EN ROUTE CLIMB

DATA SHEET
MRJT 1
280/.74

ISA -6 C TO -15 C

033-9575 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING
Figure 4.5.1

EN ROUTE CLIMB

DATA SHEET
MRJT 1
280/.74

ISA -6 C TO -15 C

033-9578 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING

Figure 4.5.3.1
All Engines

Long Range Cruise

Maximum Cruise Thrust Limits

PRESSURE ALTITUDE

NOTE -

DATA SHEET
MRJT 1

A/C Auto

35000 Ft.

OPTIMUM WEIGHT FOR PRESSURE ALTITUDE IS 53200 KG

THRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER IS 64500 KG
THRUST LIMITED WEIGHT FOR ISA + 15
IS 63100 KG
THRUST LIMITED WEIGHT FOR ISA + 20
IS 61400 KG
ADJUSTMENTS FOR OPERATION AT NON-STANDARD TEMPERATURESINCREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C ABOVE ISA
DECREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C BELOW ISA
INCREASE TAS BY 1 KNOT PER DEGREE C ABOVE ISA
DECREASE TAS BY 1 KNOT PER DEGREE C BELOW ISA

033-9579 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING
Figure 4.2.1

Figure 4.2.2

OPTIMUM ALTITUDE

SHORT DISTANCE CRUISE ALTITUDE

DATA SHEET
MRJT 1

033-9579 B
CIVIL AVIATION AUTHORITY
FUEL PLANNING
Figure 4.5.3.2
All Engines

Mach 0.74 Cruise

Maximum Cruise Thrust Limits

PRESSURE ALTITUDE

NOTE -

DATA SHEET
MRJT 1

25000Ft

A/C Auto

TAS

445 Kts

OPTIMUM WEIGHT FOR PRESSURE ALTITUDE EXCEEDS STRUCTURAL LIMIT

HRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER EXCEEDS STRUCTURAL LIMIT
THRUST LIMITED WEIGHT FOR ISA + 15
EXCEEDS STRUCTURAL LIMIT
THRUST LIMITED WEIGHT FOR ISA + 20
EXCEEDS STRUCTURAL LIMIT
ADJUSTMENTS FOR OPERATION AT NON-STANDARD TEMPERATURESINCREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C ABOVE ISA
DECREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C BELOW ISA
INCREASE TAS BY 1 KNOT PER DEGREE C ABOVE ISA
DECREASE TAS BY 1 KNOT PER DEGREE C BELOW ISA

033-9579 C
CIVIL AVIATION AUTHORITY
FUEL PLANNING
Figure 4.5.3.2
All Engines

Mach 0.74 Cruise

Maximum Cruise Thrust Limits

PRESSURE ALTITUDE

NOTE -

DATA SHEET
MRJT 1

25000Ft

A/C Auto

TAS

445 Kts

OPTIMUM WEIGHT FOR PRESSURE ALTITUDE EXCEEDS STRUCTURAL LIMIT

HRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER EXCEEDS STRUCTURAL LIMIT
THRUST LIMITED WEIGHT FOR ISA + 15
EXCEEDS STRUCTURAL LIMIT
THRUST LIMITED WEIGHT FOR ISA + 20
EXCEEDS STRUCTURAL LIMIT
ADJUSTMENTS FOR OPERATION AT NON-STANDARD TEMPERATURESINCREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C ABOVE ISA
DECREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C BELOW ISA
INCREASE TAS BY 1 KNOT PER DEGREE C ABOVE ISA
DECREASE TAS BY 1 KNOT PER DEGREE C BELOW ISA

033-9579 D
CIVIL AVIATION AUTHORITY
FUEL PLANNING
Figure 4.5.3.2
All Engines

Mach 0.74 Cruise

Maximum Cruise Thrust Limits

PRESSURE ALTITUDE

NOTE -

DATA SHEET
MRJT 1

34000 Ft

A/C Auto

TAS 428 Kts

OPTIMUM WEIGHT FOR PRESSURE ALTITUDE IS 55500 KG

THRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER IS 67100 KG
THRUST LIMITED WEIGHT FOR ISA + 15
IS 65700 KG
THRUST LIMITED WEIGHT FOR ISA + 20
IS 64000 KG
ADJUSTMENTS FOR OPERATION AT NON-STANDARD TEMPERATURESINCREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C ABOVE ISA
DECREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C BELOW ISA
INCREASE TAS BY 1 KNOT PER DEGREE C ABOVE ISA
DECREASE TAS BY 1 KNOT PER DEGREE C BELOW ISA

033-9691 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING
Figure 4.5.3.1
All Engines

Long Range Cruise

Maximum Cruise Thrust Limits

PRESSURE ALTITUDE

NOTE -

DATA SHEET
MRJT 1

A/C Auto

33000 Ft.

OPTIMUM WEIGHT FOR PRESSURE ALTITUDE IS 58200 KG

THRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER EXCEEDS STRUCTURAL LIMIT
THRUST LIMITED WEIGHT FOR ISAEXCEEDS
+ 15
STREXCEEDS STRUCTURAL LIMIT
THRUST LIMITED WEIGHT FOR ISA + 20
IS66400 KG
ADJUSTMENTS FOR OPERATION AT NON-STANDARD TEMPERATURESINCREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C ABOVE ISA
DECREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C BELOW ISA
INCREASE TAS BY 1 KNOT PER DEGREE C ABOVE ISA
DECREASE TAS BY 1 KNOT PER DEGREE C BELOW ISA

033-9694 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING
Figure 4.3.1B

SIMPLIFIED FLIGHT PLANNING

DATA SHEET
MRJT 1

033-9694 B
CIVIL AVIATION AUTHORITY
FUEL PLANNING
Figure 4.5.3.1
All Engines

Long Range Cruise

Maximum Cruise Thrust Limits

PRESSURE ALTITUDE

NOTE -

DATA SHEET
MRJT 1

A/C Auto

33000 Ft.

OPTIMUM WEIGHT FOR PRESSURE ALTITUDE IS 58200 KG

THRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER EXCEEDS STRUCTURAL LIMIT
THRUST LIMITED WEIGHT FOR ISAEXCEEDS
+ 15
STREXCEEDS STRUCTURAL LIMIT
THRUST LIMITED WEIGHT FOR ISA + 20
IS66400 KG
ADJUSTMENTS FOR OPERATION AT NON-STANDARD TEMPERATURESINCREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C ABOVE ISA
DECREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C BELOW ISA
INCREASE TAS BY 1 KNOT PER DEGREE C ABOVE ISA
DECREASE TAS BY 1 KNOT PER DEGREE C BELOW ISA

033-9695 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING
Figure 4.3.3C

SIMPLIFIED FLIGHT PLANNING

0.78 MACH CRUISE

DATA SHEET
MRJT 1

033-9696 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING

DATA SHEET
MRJT 1

3.3
Alternate Planning (Fig. 4.3.6)
The fuel and time figures extracted from this chart include the following:
Missed approach
Climb 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 PLANNING
LONG RANGE CRUISE

033-9697 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING

DATA SHEET
MRJT 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 +25C
Fuel and time given in these tables are from brake release and distance from 1500 ft. with a climb
airspeed schedule 280 KIAS/0.74 Mach. The stated TAS is the average for the climb and should be
used to correct the still air distance shown.

033-9698 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING

DATA SHEET
MRJT 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 +25C
Fuel and time given in these tables are from brake release and distance from 1500 ft. with a climb
airspeed schedule 280 KIAS/0.74 Mach. The stated TAS is the average for the climb and should be
used to correct the still air distance shown.

033-9699 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING

DATA SHEET
MRJT 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 +25C
Fuel and time given in these tables are from brake release and distance from 1500 ft. with a climb
airspeed schedule 280 KIAS/0.74 Mach. The stated TAS is the average for the climb and should be
used to correct the still air distance shown.

033-9699 B
CIVIL AVIATION AUTHORITY
FUEL PLANNING
Figure 4.5.1

EN ROUTE CLIMB

DATA SHEET
MRJT 1
280/.74

ISA -6 C TO -15 C

033-9700 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING
Figure 4.5.1

EN ROUTE CLIMB

DATA SHEET
MRJT 1
280/.74

ISA -6 C TO -15 C

033-9701 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING
Figure 4.5.1

EN ROUTE CLIMB

DATA SHEET
MRJT 1
280/.74

ISA -6 C TO -15 C

033-9702 A

033-9703 A

033-9704 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING

DATA SHEET
MRJT 1

5.4
Descent
These tables (Fig. 4.5.4) provide tabulations of time, fuel and distance for "flight idle" thrust at 0.74
mach/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.

033-9705 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING

DATA SHEET
MRJT 1

5.4
Descent
These tables (Fig. 4.5.4) provide tabulations of time, fuel and distance for "flight idle" thrust at 0.74
mach/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.

033-9706 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING

DATA SHEET
MRJT 1

5.4
Descent
These tables (Fig. 4.5.4) provide tabulations of time, fuel and distance for "flight idle" thrust at 0.74
mach/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.

033-9707 B
NOT FOR NAVIGATIONAL
PURPOSES!
COPYRIGHT !JEPPESEN GMBH
EDITION NOVEMBER ' 99

033-9708 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING

Figure 4.5.3.2
All Engines

Mach 0.74 Cruise

Maximum Cruise Thrust Limits

PRESSURE ALTITUDE

NOTE -

DATA SHEET
MRJT 1

28000Ft

A/C Auto
TAS

440 Kts

OPTIMUM WEIGHT FOR PRESSURE ALTITUDE EXCEEDS STRUCTURAL LIMIT

THRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER EXCEEDS STRUCTURAL LIMIT
THRUST LIMITED WEIGHT FOR ISA + 15
EXCEEDS STRUCTURAL LIMIT
THRUST LIMITED WEIGHT FOR ISA + 20
EXCEEDS STRUCTURAL LIMIT
ADJUSTMENTS FOR OPERATION AT NON-STANDARD TEMPERATURESINCREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C ABOVE ISA
DECREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C BELOW ISA
INCREASE TAS BY 1 KNOT PER DEGREE C ABOVE ISA
DECREASE TAS BY 1 KNOT PER DEGREE C BELOW ISA

033-9709 A
NOT FOR NAVIGATIONAL
PURPOSES!
COPYRIGHT 1999 JEPPESEN GMBH
EDITION NOVEMBER '99

033-9710 B
NOT FOR NAVIGATIONAL
PURPOSES!
COPYRIGHT 1999 JEPPESEN GMBH
EDITION NOVEMBER '99

033-9710 C
NOT FOR NAVIGATIONAL
PURPOSES!
COPYRIGHT 1999 JEPPESEN GMBH
EDITION NOVEMBER '99

033-9712 A
NOT FOR NAVIGATIONAL
PURPOSES!
COPYRIGHT 1999 JEPPESEN GMBH
EDITION NOVEMBER '99

033-9712 B
NOT FOR NAVIGATIONAL
PURPOSES!
COPYRIGHT 1999 JEPPESEN GMBH
EDITION NOVEMBER '99

033-9715 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING & MONITORING
FIGURE 2.1

TIME FUEL AND DISTANCE TO CLIMB

DATA SHEET
SEP 1

033-9716 A
CIVIL AVIATION AUTHORITY
FLIGHT PLANNING & MONITORING

DATA SHEET
SEP 1

4. RANGE PROFILE
The 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

033-9732 A
CIVIL AVIATION AUTHORITY
FLIGHT PLANNING & MONITORING

DATA SHEET
SEP 1

Figure 2.2
RECOMMENDED CRUISE POWER SETTINGS
TABLE 2.2.2
20 C LEAN

25.0 IN. HG (OR FULL THROTTLE) @ 2100 RPM

Of Peak EGT

CRUISE LEAN MIXTURE

3400 Ibs.

Press.
Alt.
Feet

IOAT
C

Man.
Press.

Fuel
Flow

IN. HG

PPH

Air Speed
GPH

KIAS

KTAS

ISA - 20 C
(ISA - 36 F)

0
2000
4000
6000
8000
10,000
12,000
14,000
16.000

-3
-7
-11
-15
-19
-23
-27
-31
-35

26
19
12
5
-2
-9
-17
-24
-32

25.0
25.0
25.0
24.3
22.5
20.8
19.3
17.9
16.5

63.8
66.4
68.9
68.3
63.9
60.1
56.7
54.5
52.2

10.6
11.1
11.5
11.4
10.7
10.0
9.5
9.1
8.7

148
149
149
147
139
132
123
113
95

140
145
150
152
148
144
139
132
114

Standard Day
(ISA)

0
2000
4000
6000
8000
10,000
12,000
14,000
16.000

17
13
9
5
1
-3
-7
-11
-

62
55
48
41
34
27
19
12
-

25.0
25.0
25.0
24.3
22.5
20.8
19.3
17.9
-

61.9
64.2
66.6
66.1
61.9
58.5
55.6
53.5
-

10.3
11.7
11.1
11.0
10.3
9.8
9.3
8.9
-

143
143
144
141
134
126
116
103
-

140
145
150
152
148
143
136
125
-

ISA + 20 C
(ISA + 36 F)

0
2000
4000
6000
8000
10,000
12,000
14,000
16.000

37
33
29
25
21
17
13
-

98
91
84
77
70
63
55
-

25.0
25.0
25.0
24.3
22.5
20.8
19.3
-

60.1
62.1
64.4
63.9
60.2
56.8
54.5
-

10.0
10.4
10.7
10.7
10.0
9.5
9.1
-

138
138
139
136
128
119
108
-

140
145
150
151
147
141
131
-

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.

033-9733 A
CIVIL AVIATION AUTHORITY
FLIGHT PLANNING & MONITORING
Figure 2.2

DATA SHEET
SEP 1

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 MIXTURE

3400 Ibs.
Press.
Alt.
Feet

IOAT
C

Man.
Press.

Fuel
Flow

IN. HG

PPH

Air Speed
GPH

KIAS

KTAS

ISA - 20 C
(ISA - 36 F)

0
2000
4000
6000
8000
10,000
12,000
14,000
16.000

-3
-7
-11
-15
-18
-23
-17
-31
-35

26
20
13
6
-1
-9
-16
-23
-31

23.0
23.0
23.0
23.0
22.4
20.7
19.2
17.8
16.4

67.6
69.7
72.1
74.4
73.8
68.4
63.8
60.0
56.3

11.3
11.6
12.0
12.4
12.3
11.4
10.6
10.0
9.4

152
152
153
153
150
143
135
127
117

144
149
154
158
160
157
153
148
141

Standard Day
(ISA)

0
2000
4000
6000
8000
10,000
12,000
14,000
16.000

17
13
9
5
2
-3
-7
-11
-15

62
56
49
42
35
27
20
13
5

23.0
23.0
23.0
23.0
22.4
20.7
19.2
17.8
16.4

65.4
67.4
69.4
71.7
71.1
66.2
61.8
58.5
55.3

10.9
11.2
11.6
12.0
11.9
11.0
10.3
9.8
9.2

147
147
148
148
145
137
129
120
109

145
149
154
159
160
157
152
146
137

ISA + 20 C
(ISA + 36 F)

0
2000
4000
6000
8000
10,000
12,000
14,000
16.000

37
33
29
25
22
17
13
9
-

98
92
85
78
71
63
56
48
-

23.0
23.0
23.0
23.0
22.4
20.7
19.2
17.8
-

63.2
65.1
67.1
69.0
68.5
64.0
60.0
57.1
-

10.5
10.9
11.2
11.5
11.4
10.7
10.0
9.5
-

142
143
143
142
140
132
123
113
-

145
149
154
158
160
156
151
142
-

NOTES:

1.
2.
3.

Full throttle manifold pressure settings are approximate.

Shaded area represents Operation with full throttle.
Fuel flows are to be used for flight planning only and will vary from aeroplane to
aeroplane. Lean using the EGT.

033-11042 A
NOT FOR NAVIGATIONAL
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COPYRIGHT 1999 JEPPESEN GMBH
EDITION NOVEMBER '99

03-11043 A
NOT FOR NAVIGATIONAL
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EDITION NOVEMBER '99

033-11044 A
NOT FOR NAVIGATIONAL
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COPYRIGHT 1999 JEPPESEN GMBH
EDITION NOVEMBER '99

033-11045 A
NOT FOR NAVIGATIONAL
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EDITION NOVEMBER '99

033-11046 A
NOT FOR NAVIGATIONAL
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EDITION NOVEMBER '99

033-11047 A
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PURPOSES!
COPYRIGHT 1999 JEPPESEN GMBH
EDITION NOVEMBER '99

033-11048 A
NOT FOR NAVIGATIONAL
PURPOSES!
COPYRIGHT 1999 JEPPESEN GMBH
EDITION NOVEMBER '99

033-11049 A
NOT FOR NAVIGATIONAL
PURPOSES!
COPYRIGHT 1999 JEPPESEN GMBH
EDITION NOVEMBER '99

033-11058 A
NOT FOR NAVIGATIONAL
PURPOSES!
COPYRIGHT 1999 JEPPESEN GMBH
EDITION NOVEMBER '99

033-11059 A
NOT FOR NAVIGATIONAL
PURPOSES!
COPYRIGHT 1999 JEPPESEN GMBH
EDITION NOVEMBER '99

033-11060 A
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COPYRIGHT 1999 JEPPESEN GMBH
EDITION NOVEMBER '99

033-11061 A (pag. 1)
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EDITION NOVEMBER '99

033-11061 A (pag. 2)

033-11062 A
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EDITION NOVEMBER '99

033-11063 A
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033-11064 A
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COPYRIGHT 1999 JEPPESEN GMBH
EDITION NOVEMBER '99

033-11065 A
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PURPOSES!
COPYRIGHT 1999 JEPPESEN GMBH
EDITION NOVEMBER '99

033-11066 A
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PURPOSES!
COPYRIGHT 1999 JEPPESEN GMBH
EDITION NOVEMBER '99

033-11067 A
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COPYRIGHT 1999 JEPPESEN GMBH
EDITION NOVEMBER '99

033-11073 A
JAR - FCL

FLIGHT PLANNING
QUICK DETERMINATION OF FLIGHT PLAN

INTRODUCTION
The following flight planning tables allow the planner to determine trip fuel consumption and trip time
required 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 OFF
Note:
1. In the tables, the asterisk (*} means that a step climb of 4000 feet must be flown to reach
the corresponding FL.
2. To obtain a flight plan at optimum cruise level, the highest flight level desired within the flight
has 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 reference
landing weight
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.

033-11073 B
DATA SHEET
LRJT 1
FLIGHT PLANNING
GROUND DISTANCE/AIR DISTANCE

SEQ A

033-11073 C
DATA SHEET
LRJT 1
FLIGHT PLANNING
QUICK DERTERMINATION OF F-PLN

SEQ A

033-11073 D
DATA SHEET
LRJT 1
FLIGHT PLANNING
QUICK DERTERMINATION OF F-PLN

SEQ A

033-11074 A
JAR - FCL

FLIGHT PLANNING
QUICK DETERMINATION OF FLIGHT PLAN

INTRODUCTION
The following flight planning tables allow the planner to determine trip fuel consumption and trip time
required 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 OFF
Note:
1. In the tables, the asterisk (*} means that a step climb of 4000 feet must be flown to reach the
corresponding FL.
2. To obtain a flight plan at optimum cruise level, the highest flight level desired within the flight
has to be selected in the table.
3. For each degree Celsius above ISA temperature apply fuel correction 0.010 (kg/C/NM) x
ISA(C) x Air Distance (NM).
CORRECTION FOR DEVIATION FROM REFERENCE LANDING WEIGHT
The fuel consumption must be corrected when the actual landing weight is different from the reference
landing weight
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.

033-11074 B
DATA SHEET
LRJT 1
FLIGHT PLANNING
GROUND DISTANCE/AIR DISTANCE

SEQ A

033-11074 C
DATA SHEET
LRJT 1
FLIGHT PLANNING
QUICK DERTERMINATION OF F-PLN

SEQ A

033-11074 D
DATA SHEET
LRJT 1
FLIGHT PLANNING
QUICK DERTERMINATION OF F-PLN

SEQ A

033-11181 A

033-11182 A

033-11183 A

033-11184 A

033-11185 A

033-11186 A

033-11187 A

033-11188 A

033-11189 A

033-11190 A

033-11191 A

033-11192 A

033-11193 A

033-11194 A

033-11195 A
List of TAFs
TAF EDDF ISSUED AT 042200
EDDF 0524 VRE03KT CAVOK
BECMG 0609 20005KT 9999 SCT030 BKN045 =
TAF EDDK ISSUED AT 042200
EDDK 0624 14005KT 7000 NSC
BECMG 0608 CAVOK
TEMPO 1115 9999 SCT040 =
TAF EDDL ISSUED AT 042200
EDDL 0624 16003KT 5000 NSC
BECMG 0608 CAVOK =
TAF EDDM TSSUED AT 042200
EDCM 0624 26005KT 9999 SCT035 =
TAF EDDN ISSUED AT 042200
EDDN 0624 26005KT 9999 SCT035 =
TAF EDDH ISSUED AT 042200
EDOH 0624 21010KT CAVOK
BECMG 0810 9999 SCT025 SCT040
PROB30 TEMPO 1218 7000 -RADZ BKN012
BECMG 1620 7000 BKN020
TEMPO 1824 4000 RADZ BKN005 =
TAF EDDS ISSUED AT 042200
EDDS 0624 26005KT 9999 SCT035 =
TAF EGLL ISSUED AT 042200
EGLL 0624 17005KT 5000 SCT040
PROB30 TEMPO 0607 1500 BR
BECMG 0811 23010KT 9999
BECMG 1619 BRNO15 =
TAF EHAM ISSUED AT 042200
EHAM 0624 VRB03KT CAVOK
BECMG 0710 21009KT SCT025 BKN080
PROB30 TEMPO 1218 7000 BR -RA SCT012 SCT035
BECMG 1215 27012KT
BECMG 2023 6000 BR SCT008 =
TAF EHBK ISSUED AT 040400
EHBK 1206 28011KT 7000 BR SCT012 SCT040
BECMG 1215 CAVOK
BECMG 1720 VRB03KT
BECMG 0104 20006KT 7000 BR SCT008 BKN012 =

033-11196 A
List of TAFs
TAF EDDF ISSUED AT 042200
EDDF 0524 VRE03KT CAVOK
BECMG 0609 20005KT 9999 SCT030 BKN045 =
TAF EDDK ISSUED AT 042200
EDDK 0624 14005KT 7000 NSC
BECMG 0608 CAVOK
TEMPO 1115 9999 SCT040 =
TAF EDDL ISSUED AT 042200
EDDL 0624 16003KT 5000 NSC
BECMG 0608 CAVOK =
TAF EDDM TSSUED AT 042200
EDCM 0624 26005KT 9999 SCT035 =
TAF EDDN ISSUED AT 042200
EDDN 0624 26005KT 9999 SCT035 =
TAF EDDH ISSUED AT 042200
EDOH 0624 21010KT CAVOK
BECMG 0810 9999 SCT025 SCT040
PROB30 TEMPO 1218 7000 -RADZ BKN012
BECMG 1620 7000 BKN020
TEMPO 1824 4000 RADZ BKN005 =
TAF EDDS ISSUED AT 042200
EDDS 0624 26005KT 9999 SCT035 =
TAF EGLL ISSUED AT 042200
EGLL 0624 17005KT 5000 SCT040
PROB30 TEMPO 0607 1500 BR
BECMG 0811 23010KT 9999
BECMG 1619 BRNO15 =
TAF EHAM ISSUED AT 042200
EHAM 0624 VRB03KT CAVOK
BECMG 0710 21009KT SCT025 BKN080
PROB30 TEMPO 1218 7000 BR -RA SCT012 SCT035
BECMG 1215 27012KT
BECMG 2023 6000 BR SCT008 =
TAF EHBK ISSUED AT 040400
EHBK 1206 28011KT 7000 BR SCT012 SCT040
BECMG 1215 CAVOK
BECMG 1720 VRB03KT
BECMG 0104 20006KT 7000 BR SCT008 BKN012 =

033-11198 A
List of TAFs
TAF EDDF ISSUED AT 042200
EDDF 0524 VRE03KT CAVOK
BECMG 0609 20005KT 9999 SCT030 BKN045 =
TAF EDDK ISSUED AT 042200
EDDK 0624 14005KT 7000 NSC
BECMG 0608 CAVOK
TEMPO 1115 9999 SCT040 =
TAF EDDL ISSUED AT 042200
EDDL 0624 16003KT 5000 NSC
BECMG 0608 CAVOK =
TAF EDDM TSSUED AT 042200
EDCM 0624 26005KT 9999 SCT035 =
TAF EDDN ISSUED AT 042200
EDDN 0624 26005KT 9999 SCT035 =
TAF EDDH ISSUED AT 042200
EDOH 0624 21010KT CAVOK
BECMG 0810 9999 SCT025 SCT040
PROB30 TEMPO 1218 7000 -RADZ BKN012
BECMG 1620 7000 BKN020
TEMPO 1824 4000 RADZ BKN005 =
TAF EDDS ISSUED AT 042200
EDDS 0624 26005KT 9999 SCT035 =
TAF EGLL ISSUED AT 042200
EGLL 0624 17005KT 5000 SCT040
PROB30 TEMPO 0607 1500 BR
BECMG 0811 23010KT 9999
BECMG 1619 BRNO15 =
TAF EHAM ISSUED AT 042200
EHAM 0624 VRB03KT CAVOK
BECMG 0710 21009KT SCT025 BKN080
PROB30 TEMPO 1218 7000 BR -RA SCT012 SCT035
BECMG 1215 27012KT
BECMG 2023 6000 BR SCT008 =
TAF EHBK ISSUED AT 040400
EHBK 1206 28011KT 7000 BR SCT012 SCT040
BECMG 1215 CAVOK
BECMG 1720 VRB03KT
BECMG 0104 20006KT 7000 BR SCT008 BKN012 =

033-11201 A

033-11202 A

033-11204 A
JAR - FCL

FLIGHT PLANNING
QUICK DETERMINATION OF FLIGHT PLAN

INTRODUCTION
The following flight planning tables allow the planner to determine trip fuel consumption and trip time
required 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 OFF
Note:
1. In the tables, the asterisk (*} means that a step climb of 4000 feet must be flown to reach the
corresponding FL.
2. To obtain a flight plan at optimum cruise level, the highest flight level desired within the flight
has 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 reference
landing weight
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.

033-11204 B
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
GROUND DISTANCE/AIR DISTANCE

LONG RANGE CRUISE ABOVE FL250

033-11204 C
JAR - FCL

FLIGHT PLANNING
GROUND DISTANCE/AIR DISTANCE

033-11207 A
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
FUEL TANKING

FUEL TANKING
GENERAL
Fuel tanking graphs allow to determine the Optimum fuel quantity to be tanked as a function of the fuel
price ratio between departure and destination airports. The following pages present for one flight level
per page the Optimum aircraft takeoff weight depending on the fuel price ratio (departure fuel price
divided 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 the
transport 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 takeoff
weight (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.80
Cruise M.80
Descent
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 at
destination).
EXAMPLES
1. Fuel price ratio = 0.930
Cruising Altitude = FL310
Planned TOW = 200 000 kg (mission weight without fuel tanking)
Air Distance
= 2500 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 187 000 kg, which is lower than the
planned takeoff weight d no fuel tanking recommended.
2. fuel price ratio = 0.890
Cruising Altitude = FL 350
Planned TOW
= 190 000 kg (mission weight without fuel tanking)
Air Distance
= 3250 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 198 000 kg, which is 8 000 kg higher than
the 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

033-11207 B
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
FUEL TANKING

033-11208 A
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
FUEL TANKING

033-11209 A
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
FUEL TANKING

FUEL TANKING

GENERAL
Fuel tanking graphs allow to determine the Optimum fuel quantity to be tanked as a function of the fuel
price ratio between departure and destination airports. The following pages present for one flight level
per page the Optimum aircraft takeoff weight depending on the fuel price ratio (departure fuel price
divided 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 the
transport 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 takeoff
weight (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.80
Cruise M.80
Descent
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 at
destination).
EXAMPLES
1. Fuel price ratio = 0.930
Cruising Altitude = FL310
Planned TOW = 200 000 kg (mission weight without fuel tanking)
Air Distance
= 2500 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 187 000 kg, which is lower than the
planned take off weight d no fuel tanking recommended.
2. fuel price ratio = 0.890
Cruising Altitude = FL 350
Planned TOW
= 190 000 kg (mission weight without fuel tanking)
Air Distance
= 3250 NM
Enter graph
For 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

033-11209 B
DATA SHEET
LRJT 1

JAR - FCL

FLIGHT PLANNING
FUEL TANKING

033-11210 A
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
FUEL TANKING

FUEL TANKING
GENERAL
Fuel tanking graphs allow to determine the Optimum fuel quantity to be tanked as a function of the fuel
price ratio between departure and destination airports. The following pages present for one flight level
per page the Optimum aircraft takeoff weight depending on the fuel price ratio (departure fuel price
divided 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 the
transport 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 takeoff
weight (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.80
Cruise M.80
Descent
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 at destination).
EXAMPLES
1. Fuel price ratio = 0.930
Cruising Altitude = FL310
Planned TOW = 200 000 kg (mission weight without fuel tanking)
Air Distance
= 2500 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 187 000 kg, which is lower than the
planned takeoff weight d no fuel tanking recommended.
2. fuel price ratio = 0.890
Cruising Altitude = FL 350
Planned TOW
= 190 000 kg (mission weight without fuel tanking)
Air Distance
= 3250 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 198 000 kg, which is 8 000 kg higher than
the 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

033-11210 B
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
FUEL TANKING

033-11211 A
JAR - FCL

FLIGHT PLANNING
QUICK DETERMINATION OF FLIGHT PLAN

INTRODUCTION
The following flight planning tables allow the planner to determine trip fuel consumption and trip time
required 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 OFF
Note:
1. In the tables, the asterisk (*} means that a step climb of 4000 feet must be flown to reach the
corresponding FL.
2. To obtain a flight plan at optimum cruise level, the highest flight level desired within the flight
has to be selected in the table.
3. For each degree Celsius above ISA temperature apply fuel correction 0.010 (kg/C/NM) x
ISA(C) x Air Distance (NM).

CORRECTION FOR DEVIATION FROM REFERENCE LANDING WEIGHT

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

033-11211 B
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
QUICK DERTERMINATION OF F-PLN

033-11212 A
FLIGHT PLANNING
QUICK DETERMINATION OF FLIGHT PLAN

JAR - FCL
INTRODUCTION

The following flight planning tables allow the planner to determine trip fuel consumption and trip time
required 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 OFF
Note:
1. In the tables, the asterisk (*} means that a step climb of 4000 feet must be flown to reach the
corresponding FL.
2. To obtain a flight plan at optimum cruise level, the highest flight level desired within the flight
has to be selected in the table.
3. For each degree Celsius above ISA temperature apply fuel correction 0.010 (kg/C/NM) x
ISA(C) x Air Distance (NM).
CORRECTION FOR DEVIATION FROM REFERENCE LANDING WEIGHT
The fuel consumption must be corrected when the actual landing weight is different from the reference
landing weight
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.

033-11212 B
JAR - FCL

FLIGHT PLANNING
QUICK DERTERMINATION OF F-PLN

033-11213 A
FLIGHT PLANNING
QUICK DETERMINATION OF FLIGHT PLAN

JAR - FCL

INTRODUCTION
The following flight planning tables allow the planner to determine trip fuel consumption and trip time
required 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 OFF
Note:
1. In the tables, the asterisk (*} means that a step climb of 4000 feet must be flown to reach the
corresponding FL.
2. To obtain a flight plan at optimum cruise level, the highest flight level desired within the flight
has to be selected in the table.
3. For each degree Celsius above ISA temperature apply fuel correction 0.010 (kg/C/NM) x
ISA(C) x Air Distance (NM).
CORRECTION FOR DEVIATION FROM REFERENCE LANDING WEIGHT
The fuel consumption must be corrected when the actual landing weight is different from the reference
landing weight
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.

033-11213 B
JAR - FCL

FLIGHT PLANNING
QUICK DERTERMINATION OF F-PLN

033-11214 A
FLIGHT PLANNING
QUICK DETERMINATION OF FLIGHT PLAN

JAR - FCL

INTRODUCTION
The following flight planning tables allow the planner to determine trip fuel consumption and trip time
required 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 OFF
Note:
4. In the tables, the asterisk (*} means that a step climb of 4000 feet must be flown to reach the
corresponding FL.
5. To obtain a flight plan at optimum cruise level, the highest flight level desired within the flight
has to be selected in the table.
6. For each degree Celsius above ISA temperature apply fuel correction 0.010 (kg/C/NM) x
ISA(C) x Air Distance (NM).
CORRECTION FOR DEVIATION FROM REFERENCE LANDING WEIGHT
The fuel consumption must be corrected when the actual landing weight is different from the reference
landing weight
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.

033-11214 B
JAR - FCL

FLIGHT PLANNING
QUICK DERTERMINATION OF F-PLN

033-11215 A
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
INTEGRATED CRUISE

033-11216 A
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
INTEGRATED CRUISE

033-11223 A
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
INTEGRATED CRUISE

033-11223 B
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
INTEGRATED CRUISE

CLIMB CORRECTION
The planner must correct the values for the fuel and the time obtained from the integrated cruise tables
with 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

STEP CLIMB CORRECTION

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

033-11223 C
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
INTEGRATED CRUISE

DESCENT CORRECTION
Correct the fuel and the time values determined in the integrated cruise tables as follows to take into
account 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

033-11224 A
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
INTEGRATED CRUISE

033-11224 B
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
INTEGRATED CRUISE

CLIMB CORRECTION
The planner must correct the values for the fuel and the time obtained from the integrated cruise tables
with 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

STEP CLIMB CORRECTION

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

033-11224 C
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
INTEGRATED CRUISE

DESCENT CORRECTION
Correct the fuel and the time values determined in the integrated cruise tables s follows to take into
account 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

033-11226 A
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLA
CRUISE LEVEL

033-11226 B
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PL
CRUISE LEVEL

033-11228 A
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
GROUND DISTANCE/AIR DISTANCE

LONG RANGE CRUISE ABOVE FL250

033-11229 A
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLA
CRUISE LEVEL

033-11231 A
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
GROUND DISTANCE/AIR DISTANCE

LONG RANGE CRUISE ABOVE FL250

033-11238 A
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
INTERGRATED CRUISE

033-11239 A
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
FUEL TANKING

FUEL TANKING
GENERAL
Fuel tanking graphs allow to determine the Optimum fuel quantity to be tanked as a function of the fuel
price ratio between departure and destination airports. The following pages present for one flight level
per page the Optimum aircraft takeoff weight depending on the fuel price ratio (departure fuel price
divided 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 the
transport 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 takeoff
weight (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.80
Cruise M.80
Descent
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 at
destination).
EXAMPLES
1. Fuel price ratio = 0.930
Cruising Altitude = FL310
Planned TOW = 200 000 kg (mission weight without fuel tanking)
Air Distance
= 2500 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 187 000 kg, which is lower than the
planned takeoff weight d no fuel tanking recommended.
2. fuel price ratio = 0.890
Cruising Altitude = FL 350
Planned TOW
= 190 000 kg (mission weight without fuel tanking)
Air Distance
= 3250 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 198 000 kg, which is 8 000 kg higher than
the 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

033-11239 B
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
FUEL TANKING

033-11240 A
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
FUEL TANKING

FUEL TANKING
GENERAL
Fuel tanking graphs allow to determine the Optimum fuel quantity to be tanked as a function of the fuel
price ratio between departure and destination airports. The following pages present for one flight level
per page the Optimum aircraft takeoff weight depending on the fuel price ratio (departure fuel price
divided 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 the
transport 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 takeoff
weight (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.80
Cruise M.80
Descent
M.80/300kt/250kt
Note:
3. ff necessary, step climbs are performed to reach the indicated flight levels.
4. 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 at
destination).
EXAMPLES
1. Fuel price ratio = 0.930
Cruising Altitude = FL310
Planned TOW = 200 000 kg (mission weight without fuel tanking)
Air Distance
= 2500 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 187 000 kg, which is lower than the
planned takeoff weight d no fuel tanking recommended.
2. fuel price ratio = 0.890
Cruising Altitude = FL 350
Planned TOW
= 190 000 kg (mission weight without fuel tanking)
Air Distance
= 3250 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 198 000 kg, which is 8 000 kg higher than
the 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

033-11240 B
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
FUEL TANKING

033-11241 A
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
INTERGRATED CRUISE

033-11243 A
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
FUEL TANKING

FUEL TANKING
GENERAL
Fuel tanking graphs allow to determine the Optimum fuel quantity to be tanked as a function of the fuel
price ratio between departure and destination airports. The following pages present for one flight level
per page the Optimum aircraft takeoff weight depending on the fuel price ratio (departure fuel price
divided 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 the
transport 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 takeoff
weight (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.80
Cruise M.80
Descent
M.80/300kt/250kt
Note:
5. ff necessary, step climbs are performed to reach the indicated flight levels.
6. 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 at
destination).
EXAMPLES
1. Fuel price ratio = 0.930
Cruising Altitude = FL310
Planned TOW = 200 000 kg (mission weight without fuel tanking)
Air Distance
= 2500 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 187 000 kg, which is lower than the
planned takeoff weight d no fuel tanking recommended.
2. fuel price ratio = 0.890
Cruising Altitude = FL 350
Planned TOW
= 190 000 kg (mission weight without fuel tanking)
Air Distance
= 3250 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 198 000 kg, which is 8 000 kg higher than
the 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

033-11243 B
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
FUEL TANKING

033-11244 A
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
FUEL TANKING

FUEL TANKING
GENERAL
Fuel tanking graphs allow to determine the Optimum fuel quantity to be tanked as a function of the fuel
price ratio between departure and destination airports. The following pages present for one flight level
per page the Optimum aircraft takeoff weight depending on the fuel price ratio (departure fuel price
divided 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 the
transport 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 takeoff
weight (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.80
Cruise M.80
Descent
M.80/300kt/250kt
Note:
7. ff necessary, step climbs are performed to reach the indicated flight levels.
8. 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 at
destination).
EXAMPLES
1. Fuel price ratio = 0.930
Cruising Altitude = FL310
Planned TOW = 200 000 kg (mission weight without fuel tanking)
Air Distance
= 2500 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 187 000 kg, which is lower than the
planned takeoff weight d no fuel tanking recommended.
2. fuel price ratio = 0.890
Cruising Altitude = FL 350
Planned TOW
= 190 000 kg (mission weight without fuel tanking)
Air Distance
= 3250 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 198 000 kg, which is 8 000 kg higher than
the 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

033-11244 B
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
FUEL TANKING

033-11245 A
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
FUEL TANKING

FUEL TANKING
GENERAL
Fuel tanking graphs allow to determine the Optimum fuel quantity to be tanked as a function of the fuel
price ratio between departure and destination airports. The following pages present for one flight level
per page the Optimum aircraft takeoff weight depending on the fuel price ratio (departure fuel price
divided 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 the
transport 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 takeoff
weight (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.80
Cruise M.80
Descent
M.80/300kt/250kt
Note:
9. ff necessary, step climbs are performed to reach the indicated flight levels.
10. 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 at
destination).
EXAMPLES
1. Fuel price ratio = 0.930
Cruising Altitude = FL310
Planned TOW = 200 000 kg (mission weight without fuel tanking)
Air Distance
= 2500 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 187 000 kg, which is lower than the
planned takeoff weight d no fuel tanking recommended.
2. fuel price ratio = 0.890
Cruising Altitude = FL 350
Planned TOW
= 190 000 kg (mission weight without fuel tanking)
Air Distance
= 3250 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 198 000 kg, which is 8 000 kg higher than
the 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

033-11245 B
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
FUEL TANKING

033-11252 A
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
INTERGRATED CRUISE

033-11252 B
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
INTEGRATED CRUISE

CLIMB CORRECTION
The planner must correct the values for the fuel and the time obtained from the integrated cruise tables
with 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

STEP CLIMB CORRECTION

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

033-11252 C
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
INTEGRATED CRUISE

DESCENT CORRECTION
Correct the fuel and the time values determined in the integrated cruise tables s follows to take into
account 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

033-11253 A
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
INTERGRATED CRUISE

033-11253 B
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
INTERGRATED CRUISE

033-11253 C
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
INTEGRATED CRUISE

CLIMB CORRECTION

The planner must correct the values for the fuel and the time obtained from the integrated cruise tables
with 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

STEP CLIMB CORRECTION

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

033-11253 D
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
INTEGRATED CRUISE

DESCENT CORRECTION
Correct the fuel and the time values determined in the integrated cruise tables s follows to take into
account 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

033-11254 A
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
INTERGRATED CRUISE

033-11254 B
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
INTERGRATED CRUISE

033-11254 C
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
INTEGRATED CRUISE

CLIMB CORRECTION
The planner must correct the values for the fuel and the time obtained from the integrated cruise tables
with 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

STEP CLIMB CORRECTION

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

033-11254 D
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
INTEGRATED CRUISE

DESCENT CORRECTION
Correct the fuel and the time values determined in the integrated cruise tables s follows to take into
account 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

033-11255 A
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
INTERGRATED CRUISE

033-11255 B
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
INTEGRATED CRUISE

CLIMB CORRECTION
The planner must correct the values for the fuel and the time obtained from the integrated cruise tables
with 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

STEP CLIMB CORRECTION

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

033-11255 C
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
INTEGRATED CRUISE

DESCENT CORRECTION
Correct the fuel and the time values determined in the integrated cruise tables as follows to take into
account 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

033-11259 A
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
FUEL TANKING

FUEL TANKING
GENERAL
Fuel tanking graphs allow to determine the Optimum fuel quantity to be tanked as a function of the fuel
price ratio between departure and destination airports. The following pages present for one flight level
per page the Optimum aircraft takeoff weight depending on the fuel price ratio (departure fuel price
divided 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 the
transport 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 takeoff
weight (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.80
Cruise M.80

Descent

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 at
destination).
EXAMPLES
1. Fuel price ratio = 0.930
Cruising Altitude = FL310
Planned TOW = 200 000 kg (mission weight without fuel tanking)
Air Distance
= 2500 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 187 000 kg, which is lower than the
planned takeoff weight d no fuel tanking recommended.
2. fuel price ratio = 0.890
Cruising Altitude = FL 350
Planned TOW
= 190 000 kg (mission weight without fuel tanking)
Air Distance
= 3250 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 198 000 kg, which is 8 000 kg higher than
the 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

033-11259 B
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
FUEL TANKING

033-11260 A
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
FUEL TANKING

FUEL TANKING
GENERAL
Fuel tanking graphs allow to determine the Optimum fuel quantity to be tanked as a function of the fuel
price ratio between departure and destination airports. The following pages present for one flight level
per page the Optimum aircraft takeoff weight depending on the fuel price ratio (departure fuel price
divided 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 the
transport 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 takeoff
weight (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.80
Cruise M.80
Descent
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 at
destination).
EXAMPLES
1. Fuel price ratio = 0.930
Cruising Altitude = FL310
Planned TOW = 200 000 kg (mission weight without fuel tanking)
Air Distance
= 2500 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 187 000 kg, which is lower than the
planned takeoff weight d no fuel tanking recommended.
2. fuel price ratio = 0.890
Cruising Altitude = FL 350
Planned TOW
= 190 000 kg (mission weight without fuel tanking)
Air Distance
= 3250 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 198 000 kg, which is 8 000 kg higher than
the 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

033-11260 B
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
FUEL TANKING

033-11261 A
JAR - FCL

FLIGHT PLANNING
ICAO MODEL FLIGHT PLAN FORM

033-11262 A
JAR - FCL

FLIGHT PLANNING
ICAO MODEL FLIGHT PLAN FORM

033-11270 A
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
ICAO MODEL FLIGHT PLAN FORM

033-11271 A
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
INTERGRATED CRUISE

033-11272 A
DATA SHEET
LRJT 1
JAR - FCL

FLIGHT PLANNING
INTERGRATED CRUISE

033-11702 A

033-11704 A

033-11717 A

033-12275 A
JAR - FCL

FLIGHT PLANNING
ICAO MODEL FLIGHT PLAN FORM

033-12276 A
JAR - FCL

FLIGHT PLANNING
ICAO MODEL FLIGHT PLAN FORM

033-12277 A
JAR - FCL

FLIGHT PLANNING
ICAO MODEL FLIGHT PLAN FORM

033-12280 A
JAR - FCL

FLIGHT PLANNING
ICAO MODEL FLIGHT PLAN FORM

033-12281 A
JAR - FCL

FLIGHT PLANNING
ICAO MODEL FLIGHT PLAN FORM

033-12285 A
JAR - FCL

FLIGHT PLANNING
ICAO MODEL FLIGHT PLAN FORM

033-12289 A
JAR - FCL

FLIGHT PLANNING
ICAO MODEL FLIGHT PLAN FORM

033-12302 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING
5.2

Wind Range Correction

DATA SHEET
MRJT 1
(Fig. 4.5.2)

This graph is used for conversion of nautical ground miles to nautical air miles. (This is intended for use
in conjunction with the 'integrated range' tables). Enter graph with average TAS. Correct for wind
component. 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

033-12302 B
CIVIL AVIATION AUTHORITY
FUEL PLANNING

DATA SHEET
MRJT 1

Figure 4.5.3.1 Long Range Cruise

All Engines Maximum Cruise Thrust Limits
PRESSURE ALTITUDE

NOTE -

A/C Auto

34000 Ft.

OPTIMUM WEIGHT FOR PRESSURE ALTITUDE IS55500 KG

THRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER IS 67100 KG
THRUST LIMITED WEIGHT FOR ISA + 15
IS 65700 KG
THRUST LIMITED WEIGHT FOR ISA + 20
IS 64000 KG
ADJUSTMENTS FOR OPERATION AT NON-STANDARD TEMPERATURESINCREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C ABOVE ISA
DECREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C BELOW ISA
INCREASE TAS BY 1 KNOT PER DEGREE C ABOVE ISA
DECREASE TAS BY 1 KNOT PER DEGREE C BELOW ISA

033-12303 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING
5.2

Wind Range Correction

DATA SHEET
MRJT 1
(Fig. 4.5.2)

This graph is used for conversion of nautical ground miles to nautical air miles. (This is intended for use
in conjunction with the 'integrated range' tables). Enter graph with average TAS. Correct for wind
component. 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

033-12303 B
CIVIL AVIATION AUTHORITY
FUEL PLANNING

DATA SHEET
MRJT 1

Figure 4.5.3.1 Long Range Cruise

All Engines Maximum Cruise Thrust Limits
PRESSURE ALTITUDE

NOTE -

A/C Auto

34000 Ft.

OPTIMUM WEIGHT FOR PRESSURE ALTITUDE IS55500 KG

THRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER IS 67100 KG
THRUST LIMITED WEIGHT FOR ISA + 15
IS 65700 KG
THRUST LIMITED WEIGHT FOR ISA + 20
IS 64000 KG
ADJUSTMENTS FOR OPERATION AT NON-STANDARD TEMPERATURESINCREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C ABOVE ISA
DECREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C BELOW ISA
INCREASE TAS BY 1 KNOT PER DEGREE C ABOVE ISA
DECREASE TAS BY 1 KNOT PER DEGREE C BELOW ISA

033-12304 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING
Figure 4.5.1

EN - ROUTE CLIMB

DATA SHEET
MRJT 1
280/.74

ISA +6 C TO +15 C

033-12305 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING
Figure 4.5.1

EN - ROUTE CLIMB

DATA SHEET
MRJT 1
280/.74

ISA +6 C TO +15 C

033-12306 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING
5.2

Wind Range Correction

DATA SHEET
MRJT 1
(Fig. 4.5.2)

This graph is used for conversion of nautical ground miles to nautical air miles. (This is intended for use
in conjunction with the 'integrated range' tables). Enter graph with average TAS. Correct for wind
component. 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

033-12306 B
CIVIL AVIATION AUTHORITY
FUEL PLANNING

DATA SHEET
MRJT 1

Figure 4.5.3.3 Mach 0.78 Cruise

All Engines
PRESSURE ALTITUDE

NOTE -

Maximum Cruise Thrust Limits

30000Ft

A/C Auto
TAS

460 Kts

OPTIMUM WEIGHT FOR PRESSURE ALTITUDE IS 64200 KG

THRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER EXCEEDS STRUCTURAL LIMIT
THRUST LIMITED WEIGHT FOR ISA + 15
EXCEEDS STRUCTURAL LIMIT
THRUST LIMITED WEIGHT FOR ISA + 20
EXCEEDS STRUCTURAL LIMIT
ADJUSTMENTS FOR OPERATION AT NON-STANDARD TEMPERATURESINCREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C ABOVE ISA
DECREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C BELOW ISA
INCREASE TAS BY 1 KNOT PER DEGREE C ABOVE ISA
DECREASE TAS BY 1 KNOT PER DEGREE C BELOW ISA

033-12307 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING
5.2

Wind Range Correction

DATA SHEET
MRJT 1
(Fig. 4.5.2)

This graph is used for conversion of nautical ground miles to nautical air miles. (This is intended for use
in conjunction with the 'integrated range' tables). Enter graph with average TAS. Correct for wind
component. 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

033-12307 B
CIVIL AVIATION AUTHORITY
FUEL PLANNING

DATA SHEET
MRJT 1

Figure 4.5.3.3 Mach 0.78 Cruise

All Engines
Maximum Cruise Thrust Limits
PRESSURE ALTITUDE

NOTE -

30000Ft

A/C Auto
TAS

460 Kts

OPTIMUM WEIGHT FOR PRESSURE ALTITUDE IS 64200 KG

THRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER EXCEEDS STRUCTURAL LIMIT
THRUST LIMITED WEIGHT FOR ISA + 15
EXCEEDS STRUCTURAL LIMIT
THRUST LIMITED WEIGHT FOR ISA + 20
EXCEEDS STRUCTURAL LIMIT
ADJUSTMENTS FOR OPERATION AT NON-STANDARD TEMPERATURESINCREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C ABOVE ISA
DECREASE FUEL REQUIRED BY
0.6 PERCENT PER 10 DEGREES C BELOW ISA
INCREASE TAS BY 1 KNOT PER DEGREE C ABOVE ISA
DECREASE TAS BY 1 KNOT PER DEGREE C BELOW ISA

033-12308 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING
5.2

Wind Range Correction

DATA SHEET
MRJT 1
(Fig. 4.5.2)

This graph is used for conversion of nautical ground miles to nautical air miles. (This is intended for use
in conjunction with the 'integrated range' tables). Enter graph with average TAS. Correct for wind
component. 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

033-12308 B
CIVIL AVIATION AUTHORITY
FUEL PLANNING

DATA SHEET
MRJT 1

Figure 4.5.3.4
LOW LEVEL CRUISE
300KIAS
All Engines
Maximum Cruise Thrust Limits
PRESSURE ALTITUDE

NOTE -

21000Ft

A/C Auto
TAS

406 Kts

OPTIMUM WEIGHT FOR PRESSURE ALTITUDE IS 64200 KG

THRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER EXCEEDS STRUCTURAL LIMIT
THRUST LIMITED WEIGHT FOR ISA + 15
EXCEEDS STRUCTURAL LIMIT
THRUST LIMITED WEIGHT FOR ISA + 20
EXCEEDS STRUCTURAL LIMIT
ADJUSTMENTS FOR OPERATION AT NON-STANDARD TEMPERATURESINCREASE FUEL REQUIRED BY
0.5 PERCENT PER 10 DEGREES C ABOVE ISA
DECREASE FUEL REQUIRED BY
0.5 PERCENT PER 10 DEGREES C BELOW ISA
INCREASE TAS BY 1 KNOT PER DEGREE C ABOVE ISA
DECREASE TAS BY 1 KNOT PER DEGREE C BELOW ISA

033-12309 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING

DATA SHEET
MRJT 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 use
in conjunction with the 'integrated range' tables). Enter graph with average TAS. Correct for wind
component. 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

033-12309 B
CIVIL AVIATION AUTHORITY
FUEL PLANNING

DATA SHEET
MRJT 1

Figure 4.5.3.4
LOW LEVEL CRUISE
300KIAS
All Engines
Maximum Cruise Thrust Limits
PRESSURE ALTITUDE

NOTE -

21000Ft

A/C Auto
TAS

406 Kts

OPTIMUM WEIGHT FOR PRESSURE ALTITUDE IS 64200 KG

THRUST LIMITED WEIGHT FOR ISA + 10 AND COLDER EXCEEDS STRUCTURAL LIMIT
THRUST LIMITED WEIGHT FOR ISA + 15
EXCEEDS STRUCTURAL LIMIT
THRUST LIMITED WEIGHT FOR ISA + 20
EXCEEDS STRUCTURAL LIMIT
ADJUSTMENTS FOR OPERATION AT NON-STANDARD TEMPERATURESINCREASE FUEL REQUIRED BY
0.5 PERCENT PER 10 DEGREES C ABOVE ISA
DECREASE FUEL REQUIRED BY
0.5 PERCENT PER 10 DEGREES C BELOW ISA
INCREASE TAS BY 1 KNOT PER DEGREE C ABOVE ISA
DECREASE TAS BY 1 KNOT PER DEGREE C BELOW ISA

033-12310 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING

DATA SHEET
MRJT 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 +25C
Fuel and time given in these tables are from brake release and distance from 1500 ft. with a climb
airspeed schedule 280 KIAS/0.74 Mach. The stated TAS is the average for the climb and should be
used to correct the still air distance shown.

033-12311 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING

DATA SHEET
MRJT 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 +25C
Fuel and time given in these tables are from brake release and distance from 1500 ft. with a climb
airspeed schedule 280 KIAS/0.74 Mach. The stated TAS is the average for the climb and should be
used to correct the still air distance shown.

033-12312 A
CIVIL AVIATION AUTHORITY
DATA SHEET
FUEL PLANNING
MRJT 1
3.3
Alternate Planning (Fig. 4.3.6)
The fuel and time figures extracted from this chart include the following:
Missed approach
Climb 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 PLANNING
LONG RANGE CRUISE

033-12313 A
CIVIL AVIATION AUTHORITY
DATA SHEET
FUEL PLANNING
MRJT 1
3.3
Alternate Planning (Fig. 4.3.6)
The fuel and time figures extracted from this chart include the following:
Missed approach
Climb 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 PLANNING
LONG RANGE CRUISE

033-12314 A

033-12315 A

033-12316 A

033-12317 A

033-12318 A

033-12319 A

033-12320 A 033-12328A

033-12329 A - 033-12338 A

033-12339 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING
Figure 4.3.1 C

DATA SHEET
MRJT 1

SIMPLIFIED FLIGHT PLANNING

LONG RANGE CRUISE

033-12340 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING

DATA SHEET
MRJT 1

3.2
Step Climb Simplified Fuel Planning (Fig. 4.3.5)
This chart allows the planner to optimize aeroplane performance by increasing the cruise altitude in
4000 ft. steps in order to allow for the increase in optimum altitude as aeroplane weight decreases.
The graph is valid for altitudes with 'Step Climb' of 4000 ft. to 2000 ft above optimum altitude. The graph
provides trip fuel and time, at LRC or 0.74M, from brake release to touchdown. The method of use is the
same as that for the constant altitude charts except that the argument of 'brake release weight is used in
place of cruise 'pressure altitude'- see example on chart
Figure 4.3.5

SIMPLIFIED FLIGHT PLANNING

STEPPED CLIMB CRUISE

VALID FOR ALL PRESSURE ALTITUDES

WITH 4000 FT STEP CLIMB TO 2000 FT
ABOVE OPTIMUM ALTITUDE

033-12341 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING
Figure 4.3.1 C

DATA SHEET
MRJT 1

SIMPLIFIED FLIGHT PLANNING

LONG RANGE CRUISE

033-12342 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING

DATA SHEET
MRJT 1

3.2
Step Climb Simplified Fuel Planning (Fig. 4.3.5)
This chart allows the planner to optimize aeroplane performance by increasing the cruise altitude in
4000 ft. steps in order to allow for the increase in optimum altitude as aeroplane weight decreases.
The graph is valid for altitudes with 'Step Climb' of 4000 ft. to 2000 ft above optimum altitude. The graph
provides trip fuel and time, at LRC or 0.74M, from brake release to touchdown. The method of use is the
same as that for the constant altitude charts except that the argument of 'brake release weight is used in
place of cruise 'pressure altitude'- see example on chart
Figure 4.3.5

SIMPLIFIED FLIGHT PLANNING

STEPPED CLIMB CRUISE

VALID FOR ALL PRESSURE ALTITUDES

WITH 4000 FT STEP CLIMB TO 2000 FT
ABOVE OPTIMUM ALTITUDE

033-12343 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING
Figure 4.3.1 C

DATA SHEET
MRJT 1

SIMPLIFIED FLIGHT PLANNING

LONG RANGE CRUISE

033-12344 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING
Figure 4.3.1 C

DATA SHEET
MRJT 1

SIMPLIFIED FLIGHT PLANNING

LONG RANGE CRUISE

033-12345 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING

DATA SHEET
MRJT 1

3.2
Step Climb Simplified Fuel Planning (Fig. 4.3.5)
This chart allows the planner to optimize aeroplane performance by increasing the cruise altitude in
4000 ft. steps in order to allow for the increase in optimum altitude as aeroplane weight decreases.
The graph is valid for altitudes with 'Step Climb' of 4000 ft. to 2000 ft above optimum altitude. The
graph provides trip fuel and time, at LRC or 0.74M, from brake release to touchdown. The method of
use is the same as that for the constant altitude charts except that the argument of 'brake release
weight is used in place of cruise 'pressure altitude'- see example on chart

Figure 4.3.5

SIMPLIFIED FLIGHT PLANNING

STEPPED CLIMB CRUISE

VALID FOR ALL PRESSURE ALTITUDES

WITH 4000 FT STEP CLIMB TO 2000 FT
ABOVE OPTIMUM ALTITUDE

033-12346 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING
Figure 4.3.1 C

DATA SHEET
MRJT 1

SIMPLIFIED FLIGHT PLANNING

LONG RANGE CRUISE

033-12347 A, 033-12348 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING

DATA SHEET
MRJT 1

3.2
Step Climb Simplified Fuel Planning (Fig. 4.3.5)
This chart allows the planner to optimize aeroplane performance by increasing the cruise altitude in
4000 ft. steps in order to allow for the increase in optimum altitude as aeroplane weight decreases.
The graph is valid for altitudes with 'Step Climb' of 4000 ft. to 2000 ft above optimum altitude. The graph
provides trip fuel and time, at LRC or 0.74M, from brake release to touchdown. The method of use is the
same as that for the constant altitude charts except that the argument of 'brake release weight is used in
place of cruise 'pressure altitude'- see example on chart

Figure 4.3.5

SIMPLIFIED FLIGHT PLANNING

STEPPED CLIMB CRUISE

VALID FOR ALL PRESSURE ALTITUDES

WITH 4000 FT STEP CLIMB TO 2000 FT
ABOVE OPTIMUM ALTITUDE

033-12349 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING
Figure 4.3.1 C

DATA SHEET
MRJT 1

SIMPLIFIED FLIGHT PLANNING

LONG RANGE CRUISE

033-12350 A, 033-12351 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING

DATA SHEET
MRJT 1

3.2
Step Climb Simplified Fuel Planning (Fig. 4.3.5)
This chart allows the planner to optimize aeroplane performance by increasing the cruise altitude in
4000 ft. steps in order to allow for the increase in optimum altitude as aeroplane weight decreases.
The graph is valid for altitudes with 'Step Climb' of 4000 ft. to 2000 ft above optimum altitude. The graph
provides trip fuel and time, at LRC or 0.74M, from brake release to touchdown. The method of use is the
same as that for the constant altitude charts except that the argument of 'brake release weight is used in
place of cruise 'pressure altitude'- see example on chart
Figure 4.3.5

SIMPLIFIED FLIGHT PLANNING

STEPPED CLIMB CRUISE

VALID FOR ALL PRESSURE ALTITUDES

WITH 4000 FT STEP CLIMB TO 2000 FT
ABOVE OPTIMUM ALTITUDE

033-12359 A - 033-12361 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING
Figure 4.7.3 In Flight Diversion (LRC)

DATA SHEET
MRJT 1
ONE ENGINE INOPERATIVE

033-12364 A - 033-12366 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING
Figure 4.7.2 Area of Operation - Diversion Distance
ONE ENGINE INOPERATIVE

ISA
BASED ON DRIFTDOWN STARTING AT OR NEAR OPTIMUM ALTITUDE

DATA SHEET
MRJT 1

033-12367 A
CIVIL AVIATION AUTHORITY
FUEL PLANNING

DATA SHEET
MRJT 1

5.4
Descent
These tables (Fig. 4.5.4) provide tabulations of time, fuel and distance for "flight idle" thrust at 0.74
mach/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.