© Oxford Aviation Services Limited 2001 Al Rights Reserved ‘This ext BOGK is 1 be used only for he purpose of private study by mdvidual and may not be reproduced any Yom areca, copied, stored in retrieval system, lent ited, Fonte, ranemited or adapted in wholo Orin part without the rise writen consent of the copyright holder, "i eapigh aio ebook sera wth a parE Ta eal CR Avon Organsaon, a Uned Kingiam GT ‘vation Abo and tha Jan Aviation Autores JAA, ‘Naor Oxia Anaton Services Lnifod nor he publahar gues ony waiaiy aso Tia aceuracy or aherwae, STs prapng ke We JAR ATPL theraical knowtedge examinations show nol regacd ths book aba substi fer he JAA ATPL taoreties komedge tainny sala Bubtshedin the curentedion of JAR-FCL 1 Figh Crew Licensing Aeroplanes) he Slats) The Sabu consttes he soe auortabve {etniion of he subject mater tobe stuied in a JAA ATPL traoccieal Krowloaga Varing programme you elect fo subeanbe lathe ‘armendon servos oflerod wth ti book ples naa tat thers bem Sty betwen the tredseon of changes othe Sass and your {cept ofthe relevant updates. ‘No student shoul prepare fr, o's cuttenly ante a enter hmeolhrsa forth IAA ATPL Dees ‘nouladge examinations wihou Ist being enaled in rain enol which Mas been granted Spptorl by @JAAaushoooe anne! aon subontyto Gelver JAA ATPL tang. Oxford Aviston Services Limited excudos al laity for any os of damoge neue sllered asa result of any rence ona or part ofthis bok excep! or any habit or death a personaly resulng fom Onors Aviston Seros Lmteds neghgenes er any shor lity whey ray aot legally be excuses. Cover picture by courtesy of the Bocing Company Spine picture by courtesy of Jeppesen Published by: Jeppesen GmbH, Frankfurt, Germany Contact Details: Pilot Ground Training Department Sales and Service Department Oxford Aviation Training Jeppesen Gmbtt Oxford Airport Frankfurter Strasse 233 Kidlington 63263 Neu-Isenburg ‘Oxford OXS IRA Germany England Tel: +444 (0)1865 844290 Tek: +449 (0)6102 508240 E-mail: ddd@ox fordaviation,net E-mail fia-serviees{@jenpesen com For further information on products and services from Oxford Aviation Training and Jeppesen visit our web sites at: [Link] and [Link] ISBN: 0-88487-292.0Joint Aviation Authorities (JAA) pilot licences were fist introduced in 1999. By the end of 2002, all 33, JAA member states will have adopted the new, pan-European licensing system, Many other countries world-wide have already expressed interest in aligning their training with the syllabi for the various JAA, licences. These syllabi and the regulations governing the award and the renewal of licences are defined bythe JAA’s licensingagency, known as “Joint Aviation Requirements-Flight Crew Licensing” or JAR FCL. The introduction of JAA licences is, naturally, accompanied by associated JAR-FCL practical skill tests (tests of flying ability) and theoretical knowledge examinations corresponding to each level of licence: Private Pilot Licence, Commercial Pilot Licence (CPL), CPL with Instrument Rating and Air Transport Pilot Licence (ATPL). The JAR-FCL skill tests and the ground examinations, though similar in content and scope to those conducted by many national authorities, are inevitably different in detail fromthe tests ‘and examinations set by any individual JAA member state under its own national scheme, Consequently, students who wish to train for JAA licences need access to study material which has been specifically designed to meet the requirements of the new licensing system. As far as the JAA ATPL ground examinations are concemed, the subject matter to be tested is set out in the ATPL training syllabus contained in the JAA publication, “JAR-FCL I (Aeroplanes)’. Inevitably, this syllabus represents a compromise between the differing academic contents of the national ATPL. training syllabi it replaces. Thus, it follows that the advent of the new examinations has created a need for completely new reference texts to cover the requirements ofthe new syllabus. This series of manuals, prepared by Oxford Aviation Training and published by Jeppesen, aims to cover those requirements and to help student pilots prepare for the JAA ATPL theoretical knowledge examinations, Oxford Aviation Training (OAT) is one of the world’s leading professional pilot schools. It has been in ‘operation for over thirty years and has trained more than 12, 000 professional pilots for over 80 airlines, world-wide. OAT was the first pilot school in the United Kingdom to be granted approval to train for the JAA ATPL, As one of the most active members of the European Association of Airline Pilot Schools, OAT has been a leading player in the pan-European project to define, in objective terms, the depth and Scope of the academic content of JAA ATPL ground training as outlined in ‘JAR-FCL | (Aeroptanes)’ OAT led and coordinated this joint-European effort to produce the JAA ATPL Leaming Objectives Which are now published by the JAA itself as a guide to the theoretical knowledge requirements of ATPL. training In less than two years since beginning JAA ATPL training, and despite the inevitable teething problems that national aviation authorities have experienced in introducing the new examination system, OAT has achieved an unsurpassed success rate in terms of the passes its students have gained in the JAA ATPL examinations. This achievement is the result of OAT’s whole-hearted commitment to the introduction ofthe new JAA licensing system and of its willingness to invest heavily in the research and development Fequited to make the new system work for its students. OAT has not only been at the forelront of the effort made to document JAA ATPL theoretical knowledge requirements, but it has also produced associated academic notes of the highest quality and created computer-generated and web-based ATPL lessons which ensure that its students are as well-prepared as possible to succeed in the ground examinations, OAT"s experience and expertise in the production of JAA ATPL training material make this series of manuals the best learning material available to students who aspire to hold a JAA ATPL. continued,Jeppesen, established in 1934, is acknowledged as the world’s leading supplier of flight information services, and provides a full range of print and electronic flight information navigation data, computerised light planning, aviation software products, aviation weather services, maintenance information, and pilot training systems and supplies. Jeppesen counts among its customer base all US airlines and the majority of international airlines world-wide. Italso serves the large general and business aviation markets, vices, ineludin ‘The combination of Jeppesen and OAT expertise embodied in these manuals means that students aiming to gain a JAA ATPL now have access to top-quality, up-to-date study material aan affordable cost. Manuals are not, of course, the complete answer to becoming an airline pilot. For instance. they eannot teach you to fly. Neither may you enter for the new JAA ATPL theoretical knowledge examinations as a“self-improver” student, The new regulations specify that all those who wish to obtain a JAA ATPL must be enrolled with a flying training organisation (FTO) which has been granted approval by a JAA- authorised national aviation authority to deliver JAA ATPL training, The formal responsibility to prepare you for both the flying tests (now known as “skill tests”) and the ground examinations lies with your FTO. However. these OAT/Jeppesen manuals represent a solid foundation on which your formal training can rest. For those aspirant airline pilots who are not yet able to begin formal training with an FTO, but intend to do so in the future, this series of manuals will provide high-quality study material to help them prepare themselves thoroughly for their formal training, The manuals also make excellent reading for general aviation pilots or for aviation enthusiasts who wish to further their knowledge of aeronautical subjects, to the standard required of airline pilots. All those who buy the complete set of OAT/Ieppesen manuals have the opportunity to subscribe to our regular amendment service. At present, the JAA ATPL theoretical knowledge examinationsare in their infancy. The examinations will inevitably evolve over the coming years, As the system evolves, syllabus ‘or question modifications, as well as OAT’s rapidly growing experience in preparing its students for the examinations, will inevitably lead to the need for changes or updates to the content of the books. If you choose to subscribe to the amendment service, you will receive periodic amendments which will reflect changes to the published JAA ATPL Learning Objectives. You will also be sent amencments that Oxford judges to be necessary based on its continual review of the Learning Objectives and on the feedback it receives from the hundreds of Oxford students who pass the examinations, every year. OAT’s knowledge of and involvement in JAR-FCL developments are second to none, You will benefit from OAT’s expertise both in your initial purchase of this text book series and in your subseription to the amendment service. OAT and Jeppesen have published what they believe to be the highest quality JAA ATPL theoretical knowledge manuals currently available. The content of these manuals enables. you to draw on the vast experience of two world-class organisations, each of which is an acknowledged expert in its field of the provision of pilot training and the publication of pilot training material, respectively. We trust that your study of these manuals will not only be enjoyable but, for those of you undergoing training as airline pilots, will also lead to success in the JAA ATPL ground examinations Whatever your aviation ambitions, we wish you every success and, above all, happy landings. Oxford, England, March 2001Textbook Series 15 Reference Material ile TARREE NG, Subject 1 [o10AirLaw 2 [020 Aircraft General Knowledge 1 J 021.04 Airrames & Systems 0210101104 | Fuselage, Wings & Stabilsing Surfaces 0210107 | Hydraulics 0210105 | Landing Gear 0210106 | Flight Controls 021.01 08/09. | Air Systems & Air Conditioning 021 01 09/10 J Anti-icing & De-icing 0210400 J Emergency Equipment 0210111 | Fuel Systems 3 [020 Aircraft General Knowledge 2 | 021.02 Electrics ~ Electronics 0210201 | Direct Current ‘021 0202 | alternating Current 0210205 | Basic Radio Propagation. 4 1020 Aircraft General Knowledge 3] 021.00 Powerplant 0210301 | Piston Engines 0210302 | Gas Turbines, 5 |020 Aircraft General Knowledge 4 | 22 Instrumentation 02201 Flight Instruments 022 03 Warning & Recording 022 02 Automatic Flight Control 022.04 Power Plant & System Monitoring Instruments 6 [030 Flight Performance & Planning 1 | 031 Mass & Balance 032 Performance 7 ]030 Flight Performance & Planning 2 | 033 Flight Planning & Monitoring 8 | 040 Human Performance & Limitations 9 [050 Meteorology 10 [060 Navigation 1 061 General Navigation 11] 060 Navigation 2 062 Radio Navigation 12] 070 Operational Procedures 13. | 080 Principles of Fight 14 ].090 Communicationsaw REFERENCE MATERIAL, CONTENTS Airline Transport Pilot's Licence Syllabus - Subpatt J. Section 2. CAP 696 Civil Aviation Authority JAR FCL Examinations - Loading Manual CAP 697 Civil Aviation Authority JAR FCL Examinations - Flight Planning Manual CAP 698 Civil Aviation Authority JAR FCL Examinations - Performance Manual Acrodromes (CAA UK AIP/AD 2 EGLL) UK AIP (Meteorology) atiled Listing JAR-FCL 1Amendment Service An amendment service is available to purchasers of the entire set of JAA ATPL Theoretical Knowledge Ma uals, To subscribe, please contact. Jeppesen GmbH Frankfurter Strasse 233 63263 New-lsenburg Germany Tel: +49 61 02 50 82 50 Fax: +49 61 02 50.82 82 Email: fra-services@[Link] AMENDM} ‘T RECORD Edition Number: 1 Amendment Number Date of Issue Date Book UpdatecJAR-FCL 1 Subpart J SECTION 2 010 00 00.00 010 01.0000 010 01.0100 O10 01 01 01 010.01 0102 01001 01 03 010 01 01 04 010.0102 00 01001 0201 010 01-02 02 010 01 02.03 [Link].1.470 AIRLINE TRANSPORT PILOT'S LICENCE SYLLABUS Detailed Listing AIR LAW AND ATC PROCEDURES, INTERNATIONAL AGREEMENTS AND ORGANISATIONS ‘The Convention of Chicago Part | Air Navigation general principles and application: sovereignty, territory flight over territory of Contracting States: right of non-scheduled flight, scheduled air services, cabotage, landing at customs airports, applicability of air regulations, rules of the air, search of aircraft ‘measures to facilitate air navigation: customs duty, conditions to be fulfilled with respect to aircraft: certificates of airworthiness, licences of personnel, recognition of certificates. and licences, eargo restrictions, photographic apparatus: documents to be 01 carried in aircraft international standards and recommended practices: adoption of international standards and procedures, endorsement of certificates and licences, validity of endorsed certificates and licences: departure from international standards and procedures (notification of differences) art II The International Civil Aviation Organisation objectives and composition Regional structure and offices Daties in relation to: annexes to the convention standards and recommended practices procedures for air navigation services gional supplementary procedures regional air navigation ‘manuals and eirculars Other international agreements The Intemational Air Transport Aureement the five fresdoms ‘The Convention of Tokyo, La Haye, Montreal jurisdiction authority of the pilot-in-comn ind of the aiteratt ant documents relevant tives. and rel Europea documents organisations name. composition, obj European Civil Aviation Conference (ECAC), including Joint Aviation Authorities (I) Eurocontrol European Commission (EJAR-FCL 1 Subpart J SECTION 2 1001 0204 010.01 000 01001 04.00 010.0105 00 010 02 00 00 010.03 00.00 010.04 00 00 010 05 00 00 (010.05 01 00 010 06 00 00 010.06 01 00 01006 02 00 010 06 03 00 Warsaw Convention ding salety and security PIC authority and responsibility rey: Operators and pilots liabilities towards persons and goods on the ground, in ease of damage and injury caused by the operation of the aircraft and associated rules (leasing Commercial practi Dry lease Wet lease ANNEX 8AIRWORTHINESS OF AIRCRAFT applicability ANNEX TAIRCRAFT NATIONALITY AND REGISTRATION MARI applicability ANNEX PERSONNEL LICENSING applicability relation between ANNEX I and JARFCL, RULES OF THE AIR (based on ANNEX 2) Annex 2: «essential definitions, applicability of the rules ofthe air, general rules (except water operations), visual Might rules, instrument fight rules, signals, interception of civil aircraft, able of cruising levels PROCEDURES FOR AIR NAVIGATION - AIRCRAFT OPERATIONS Doe. S168OPSI611, VOLUME 1 Foreword introduction Definitions and abbreviations (soe general statements) Departure procedures xeneral criteria standard instrument departures omnidirectional departures published information simultaneous operations on parallel or ‘near parallel instrument runways area navigation (RNAV) departure procedures based on VOR/DME use of FMSIRNAV equipment to follow conventional departure proceduresJAR-FCL 1 Subpart J SECTION 2 010 06 04 00 010.06 05 00 010.06 06 00 010.06 07 00 010 07 0000 0100701 00 0100701 01 010.07 01 02 100701 03, Approach procedures general criteria (exeept tables) approach procedure design: inst tolerance factors, other fis tolerance factors, accuracy of facility providin splays, deseent gradient) arrival and approach segments: general, standard instrument arcival, inital approach seyment (only general), intermediate approach segment, final approach segment (exeept tables), missed approach segment (only genera) visual manoeuvring (circling) in the vicinity of the aerodrome: general, the visual manoeuvring (circling) area (except table), visual manoeuvring (cixcling) area not considered for obstacle clearance (except table), minimum descent altitudezhoight, visual fight manocusre, missed approach whilst circling simultaneous ILS operations on parallel or nearparallel runways area navigation (RNAV) approach procedures based on VOR/DME, use of FMS/RNAV equipment to follow conventional nonprecision approach procedures ment approach areas, accuracy of fixes (only interwetion fix tack, approach ares Holding procedures in Might procedures (except table), entry, holding ‘obstacle clearance (except table) Altimeter setting procedures (including ICAO Doe. 7030 regional supplementary procedures) basic requirements (except tables), procedures applicable to operators and pilots (except tables) ICAO Doe, 7030- Secondary surveillance radar transponder operating procedua regional supplementary procedures) operation of transponders ‘operation of ACAS equipment phraseology AIR TRAFFIC SERVICES (based on ANNEX 11 and Doe. 4444) Air Traffic Services Annex 11 definitions (see general statements) General objectives of ATS, divisions of ATS, designation of the portions of the airspace and controlled aerodromes where where ATS will be provided, elissitication of airspaces (appendix 4 of annex 11), required navigation performance (RNP), establishment and designation ofthe units providing ATS, specifications for Might information regions. control areas and control zones, m niimum Aight altitudes, priority in the event ofan aiceraft in emergency, inflight contingencies, time in ATS Air Tratt application provision of air traffic control service, operation of air traffic contral service. se contents of clearances, coordination of clearances, contol of persons and Vehicles at aerontromes ion mini Flight Infor application scope of Night information service ‘operational Mlight information service broadcasts 3JAR-FCL 1 Subpart J SECTION2 01007 01 04 0100703 00 01007 03 01 010.07 03 02 (01007 03 03 010.07 0303 Alerting Service tion centres (only INCERFA. ALERFA, craft in a state of application, notification of rescue coordin DETRESFA), information to aircraft operating in the vicinity of an tion of ATS routes other Principles governing the identification of RNP types and the identi than standaed departure and arrival routes (Appendix 1) 's of the air and air traffic services (ICAO Doe. 4444RAC/S01/11 and ICAO Doc onal supplementary procedures) nitions (see general statements) relationship t0 other document General provisions neral air traffic ssion of a flight plan, change from TFR to ‘VER flight, clearances and information, control of air traffie flow, altimeter setting procedures, indication of heavy wake turbulence category and MLS capacity, position reporting. air traffic incident report, procedures in regard to aircraft equipped with airborne collision avoidance systems (ACAS) Appendix. | Area Control Service general provisions forthe separation of controlled traffic vertical separation: vertical separation application, vertical separation minimum, minimum, cruising level, assignment of eruising level, vertical separation during ascent or descent horizontal separation; lateral separation application, lateral separation application, lo separation application (except between supersonic aircraft) reduction in separation minima air traffic control clearances: contents, description of air traffic control clearances, clearance to fly maintaining own separations while in visual meteorological conditions, essential traffic information, clearance of a requested change inflight plan emergency and communication failure: emergency procedures (only general priority, emergeney descent, action by pilotincommand), airground communication failure (only conceming the actions by pilotincommand), interception of civil aircraft tudinal Approach Control Service departing aircraft: general procedures for departing aireraft, clearances for departing aireraft to climb maintaining own separation while in visual meteorological conditions, information for departing aireraft arriving aircraft: general procedures for arriving aircraft, clearance to descend subject to ‘maintaining own separation in visual meteorological conditions, visual approach, instrument approach, holding, approach sequence, expected approach time, information for arriving aircraft Aerodrome Control Service functions of aerodrome control towers: general, alerting service provided by aerodrome control towers, suspension of VFR operations by aerodrome control towers traffic and taxi circuits: selection of runway-in-us information to aireraft by aerodrome control towers airerafi, information on aerodrome conditions control of aerodrome traffic: order of priority for arriving and departing aircraft, control of departing and arriving aircraft, wake turbulence categorisation of aircraft and increased longitudinal separation minima, authorisation of special VER flights| formation related to the operation of theJYAR-FCL 1 Subpart J SECTION 2 010 07 03 05 01007 03 06 010.08 00 00 010.0801 00 01009 0000 010 09 01 00 01009 01 01 01009 01 02 010 09 01 03 010.09 01 04 ‘01009 01 05 010 00 00 00 010.09 01 06, 010 10.00 00 Flight Information Service and Alerting Service Aight information service alerting service Use of radar in Air Traffic Services general provisions: limitations in the use of radar, identification procedures (only establishment of radar identity), position information, radar vectoring, use of radar in the air traffic control service AERONAUTICAL INFORMATION SERVICE (based on ANNEX 15) ‘Annex 15 essential definitions applicability AERODROMES (based on ANNEX 14, VOL 1 & 2) Annex 14 definitions Aerodrome data: conditions of the movement area and related facilities Visual aids for navigation indicators and signalling devices markings lights signs markers Visual aids for denoting obstacles marking of objects lighting of objects Visual aids for denoting restricted use of areas Emergeney and other services reseue and fire fighting ‘apron management service ground servicing of aircraft AIR LAW AND ATC PROCEDURES Attachment A to Annex 1 calculation of declared dist radio altimeter oper: approach lighting systems FACILITATION (based on ANNEX 9) definitions.JAR-FCL 1 Subpart J SECTION2 010.1001 00 Entry and departure of airerat : description, purpose an use of aircraft documents: general declaration ind other operator's personnel U10 1002 00 Eniry and departure of persons and their ment and procedures exew contry req 010 110000 SEARCH AND RESCUE (based on ANNEX 12) LO OL00 Annex 12 definitions 01010101 Organisation ent and provision of Ihment of SAR regions, lishment and designation of SAR services units 010110102 Cooperation : eooperation between States cooperation with other services = o10 1101 ‘Operating procedures - procedures for pilots-in-command at the scene of an accident : procedures for pilots-in-command | : intercepting a distress transmission | : search and rescue signals 010 1101.04 Seareh and rescue signals: ignals with surface craft | : sground/air visual signal code : ait/ground signals 010 120000 SECURITY (based on ANNEX 17) 010120100 Annex 17 010120101 Genera: : ‘aims and objectives 010 120102 Organisation - cooperation and coordination 010 120103 Operators: operators security programme, 010 130000 AIRCRAFT ACCIDENT INVESTIGATION (based on ANNEX 13) 010 130100 Annex 13 : definitions : applicability 010140000 JARFCL 010 150000 NATIONAL LAW 010 15.0100 National law and differences to relevantUo) Ext the CAP 696 CIVIL AVIATION AUTHORITY JAR FCL EXAMINATIONS LOADING MANUAL CIVIL AVIATION AUTHORITY, LONDONCAP 696 CIVIL AVIATION AUTHORITY JAR FCL EXAMINATIONS LOADING MANUAL CIVIL AVIATION AUTHORITY, LONDON, AUGUST 1999© Civil Aviation Authority 1999 ISBN 0 86039 769 6 Printed and distributed by Westward Digital Limited, 37 Windsor Street, Cheltenham, EnglandContents Section! General Notes Section II Data for single engine piston/propeller (SEP. 1) aeroplane Section Ill Data for light twin engine piston/propeller aeroplane (MEP. 1) Section 1V Data for medium range twin jet (MRJT. 1) MASS & BALANCE itCIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE MASS AND BALANCE SECTION 1 - GENERAL NOTES INTRODUCTION IMPORTANT NOTICE These data sheets are intended for the use of candidates for the European Professional Pilot's Licence Examinations. The data contained within these sheets is for examination purposes only. The data must not be used for any other purpose and, specifically, are not to be used for the purpose of planning activities associated with the operation of any aircraft in use now or in the future, AIRCRAFT DESCRIPTION The aircraft used in these data sheets are of generic types related to the classes of aircraft on which the appropriate examinations are based, Candidates must select the correct class of aircraft for the question being attempted. To assist in this, the data for each class is presented on different coloured paper. Generic Aircraft Single engine piston not certified under JAR 25 (Light Aeroplanes} Performance Class B SEP1 Multi engine piston not certified under JAR 25 (Light Aeroplanes} Performance Class B MEP1 Medium range jet transport certified under JAR 25 Performance Class A MRJT The same set of generic aircraft will be utilised in the following subjects: * 031 - Mass and Balance - Aeroplanes * 032 - Performance - Aeroplanes. ‘+ 033 - Flight Planning and Monitoring - Aeroplanes MASS & BALANCE 1CIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE LAYOUT OF DATA SHEETS Each set of data sheets will consist of an introduction that will contain some pertinent information relating to the aircraft and the subject being examined. This data will include (but not be limited to) a list of abbreviations and some conversion factors. This will be followed by a selection of graphs and/or tables that will provide coverage suitable for the syllabus to be examined. A worked example will accompany each graphitable and will demonstrate typical usage. Data sheets for each type will appear on different colour paper as follows:- + SEP1 green paper + MEP1 blue paper + MRJT white paper DEFINITIONS Definitions given in italics are not given in ICAO or JAA documentation but are in common use. MASS DEFINITIONS:- Basic Empty Mass (Basic Mass) is the mass of an aeroplane plus standard items such as: unusable fuel and other unusable fluids; lubricating oil in engine and auxiliary units; fire extinguishers; pyrotechnics; emergency oxygen equipment; supplementary electronic equipment. Dry Operating Mass (D.0.M.) is the total mass of the aeroplane ready for a specific type of operation excluding all usable fuel and traffic load. The mass includes items such as:- (i) Crew and crew baggage (i) Catering and removable Passenger service equipment (ii) Potable water and lavatory chemicals (iv) Food & beverages Operating Mass (OM) is the DOM plus fuel but without traffic load. Traffic Load The total mass of passengers, baggage and cargo, including any ‘non-revenue' loac MASS & BALANCE 2CIVIL AVIATION AUTHORITY MASS & BALANCE Zero Fuel Mass Maximum Zero Fuel Mass (MZFM) Taxi Mass Maximum Structural Taxi Mass Take-Off Mass (TOM) Performance Limited Take-Off Mass Regulated T.O.M. Maximum Structural Take-Off Mass Performance Limited Landing Mass Maximum Structural Landing Mass Regulated Landing Mass OTHER DEFINITIONS Centre of Gravity (CG) Datum Balance Arm (BA) MASS & BALANCE DATA SHEET is D.O.M. plus traffic load but excluding fuel The maximum permissible mass of an aeroplane with no useable fue. is the mass of the aircraft at the start of tne taxi (at departure from the loading gate). is the structural limitation on the mass of the aeroplane at commencement of taxi. is the mass of an aeroplane including everything and everyone contained within it at the start of the take-off run is the take-off mass subject to departure airfield limitations. It must never exceed the maximum structural limit is the lowest of performance limited’ & ‘structural limited! T.O.M. the maximum permissible total aeroplane mass at the start of the take-off run. is the mass subject fo the destination airfiald limitations, It must never exceed the structural limit the maximum permissible total aeroplane mass on landing under normal circumstances. is the lowest of ‘performance limited’ and ‘structural limited’ landing mass. is that point through which the force of gravity is said to act on a mass. (relative to an aeroplane) is that plane from which the centres of gravities of all masses are referenced. is the distance from the datum to the centre of gravity of a mass.CIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE, Moment is the product of the mass and the belance arm Loading Index (LI) is a non-dimensional figure that is a scaled down value of a moment. It is used to simplify mass and balance calculations. Dry Operating Index (DO!) is the index for the position of the centre of gravity at Dry Operating Mass. CONVERSIONS All conversions are taken from ICAO Annex Mass conversions Pounds (LB) to Kilograms (KG) LB x 0.45359237 KG kilograms (KG) to Pounds (LB) KG x 2,20462262 LB Volumes (Liquid) Imperial Gallons to Litres (L) Imp. Gall x 4.546092 US Gallons to Litres (L) US Gall x 3.785412 Lenaths Feet (ft) to Metres (m) Feet x 0.3048 Distances Nautical mile (NM) to metres (m) NM x 1852.0 MASS & BALANCE 4CIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE AIRCRAFT - S.E.P.1 MASS AND BALANCE SECTION II- DATA FOR SINGLE ENGINE PISTON/PROPELLER (SEP1) AEROPLANE 1, AEROPLANE DESCRIPTION AND DATA - monoplane - single reciprocating engine - propeller - constant speed - retractable undercarriage - Performance Class B. Figure 2.4 DATUM A So Neenes a ene, Reference datum 39.00 inches forward of firewall Centre of Gravity (CG) limits forward limit 74.00 - 80.4 inches aft limit 87.7 inches. Maximum T.O.M. 3650 Ib. Maximum Landing Mass 3650 Ib. Basic Empty Mass (BEM) 2415 Ib. CG @BEM 77.7 inches Moment (x100) = 1876.46 Ib./inches Landing Gear retraction/extension does not significantly affect CG position Floor structure load limit 50 Ib. per square foot between front and rear spars (includes Baggage Zone A) 100 Ib, per square foot elsewhere. (Baggace Zones B &C MASS & BALANCE oCIVIL AVIATION AUTHORITY, DATA SHEET MASS & BALANCE AIRCRAFT - S.E.P.1 Figure.2.2 SEATING AND BAGGAGE ARRANGEMENTS Baggage l¢—__ Zone ‘A Zone 'B) rE Baggage zone ‘C’ Baggagelload zones ARM (inches) A 108 B 150 c 180 ~ | Figure 2.3 USEFUL LOAD WEIGHTS AND MOMENTS USABLE FUEL LEADING EDGE TANKS 7 ARM 75 GALLONS [WEIGHT _[MOM/i00 [GALLONS [WEIGHT [| MOM/00 5 30 23 44 264 198 10 60 45 50 300 225 415 90 68 55 330 248 20 120 30 60 360 270 25 150 113 65 390 293 30 180 135 70 420 315 | 35 240 158 74 444 333 L_40 240 180 = MASS & BALANCE 6CIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE. AIRCRAFT - S.E.P.1 2. PROCEDURE FOR MASS AND BALANCE CALCULATION (FIG 2.4) 24 Record the Basic Empty Mass and Moment under the Basic Empty Condition block, he moment must be divided by 100 to correspond to ‘Useful Load” Mass and Moments tables. oae Record the Mass and corresponding moment for each of the useful load items (except fuel.) to be carried in the aeroplane (occupants, baggage). 23 Total the Mass column and moment column. The SUB-TOTAL is the Zero Fuel Condition. 24 Determine the Mass and corresponding moment for the fuel loading to be used. This fuel loading includes fuel for the flight, plus that required for start, taxi and take-off. Add the Fuel to Zero Fuel Condition to obtain the SUB-TOTAL Ramp Condition, 25 Subtract the fuel to be used for start, taxi and take-off to arrive at the SUB-TOTAL Take-off Condition. 26 ‘Subtract the Mass and moment of the fuel in the incremental ‘sequence in which it is to be used from the take-off weight and moment. The Zero Fuel Condition, the Take- off Condition and the Landing Condition moment must be within the minimum and maximum moments shown on the Moment Limit vs Mass graph for that mass. if the total moment is less than the minimum moment allowed, useful load items must be shifted aft or forward load items reduced. If the total moment is greater than the Maximum moment allowed, useful load items must be shifted forward or aft load items reduced. If the quantity or location of load items is changed, the calculations must be revised and the moments rechecked. MASS & BALANCE 7CIVIL AVIATION AUTHORITY MASS & BALANCE DATA SHEET AIRCRAFT - S.E.P.1 Figure.2.4 LOADING MANIFEST SEP 1TEM. MASS ARM (IN) | MOMENT x 100 | 1, BASIC EMPTY CONDITION 7 2, FRONT SEAT OCCUPANTS . 79° _ 3. THIRD & FOURTH SEAT PAX 117 4, BAGGAGE ZONE ‘A’ _ 108 5. FIFTH & SIXTH SEAT PAX 152 150 6. BAGGAGE ZONE 'B’ 7. BAGGAGE ZONE ‘C’ 180 SUB-TOTAL = ZERO FUEL MASS 8. FUEL LOADING SUB-TOTAL = RAMP MASS 9. SUBTRACT FUEL FOR START, TAXI & RUN UP. (SEE NOTE) SUB-TOTAL = TAKE OFF MASS 10. TRIP FUEL SUB-TOTAL = LANDING MASS NB. FUEL FOR START’ TAXI AND RUN UP IS NORMALLY 13 LBS AT AN AVERAGE ENTRY OF 10 IN THE COLUMN HEADED MOMENT (X 100) MASS & BALANCECIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE AIRCRAFT - S.E.P.1 Figure 2.5 CENTRE OF GRAVITY ENVELOPE MOMENTII00 (CENTER OF GRAVITY ~ INCHES AFT OF DATUM MASS & BALANCE 9CIVIL AVIATION AUTHORITY MASS & BALANCE MASS & BALANCE 10 DATA SHEET AIRCRAFT - S.E.P.1CIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE AIRCRAFT - MEP1 MASS AND BALANCE SECTION Ill - DATA FOR LIGHT TWIN ENGINE PISTON/PROPELLER AEROPLANE CONTENTS 1 Aeroplane Description and Data 7 Procedure for Mass and Balance Calculations MASS & BALANCE "WCIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE AIRCRAFT - MEP1 1. Aeroplane Description and data - monoplane - twin reciprocating supercharged engines = counter- rotating, constant speed propellers - retractable undercarriage - Performance Class 8. Figure 3.1 LOCATIONS DIAGRAM op EA 253IN (Datum to nose wheel) 09.8 IN (Datum to main we Reference datum 78.4 inches forward wing leading edge at inboard edge of inboard fuel tank CG limits fwd 82.0" to 90.8" (subject to aeroplane mass) aft 94.6" Max T.O. Mass 4750 LB Max Landing Mass 4513 Ib. Max Zero Fuel Mass 4470 LB Basic Empty Mass 3210 LB arm 88.5 inches Gear retraction/extension does not significantly affect CG position Structural Floor Loading Limit 120 LB/square foot. MASS & BALANCE 12CIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE AIRCRAFT - MEP1 CONFI IGURATION OPTIONS BAGGAGE/FREIGHT ZONES Max Mass Arm Zone 1 100 LB 22.5 Zone 2 360 LB 118.5 available only with centre seats removed Zone 3 400 LB 187.6 available only with rear seats removed Zone 4 100 LB 178.7 STANDARD ALLOWANCES Fuel relative density - an average mass of 6 LB per US gallon should be used Passenger and pilot mass - actual mass values should be used, PROCEDURE FOR MASS AND BALANCE CALCULATIONS, See example at figures 3.2 and 3.3. Figures 3.4 and 3.5 are provided for your use. Enter all mass values in correct locations on table (Figure 3.2/3.4) Calculate moments for each entry Total mass values to obtain zero fuel mass Total moments for zero fuel mass condition Determine arm at zero fuel mass ‘Add total fuel mass and arm Obtain moment for fuel load Add fuel mass and moment to determine ramp mass and moment Deduct start-up, taxi and run-up fuel allowance and correct moment to obtain take-off conditions. Check CG position lies within envelope (chart at Figure 3.3/3.5) Deduct estimated fuel burn to destination Obtain estimated landing mass and moment Check CG position at landing to ensure that it lies within envelope (chart at figure 3.3/3.5) MASS & BALANCE 13CIVIL AVIATION AUTHORITY MASS & BALANCE DATA SHEET AIRCRAFT - MEP1 Figure 3.2 LOADING MANIFEST (Example) MEP1 TEM Mass | ArmAftOf [Moment | _ | _(Lbs.) _| Datum (IN) | (IN/Lbs.) Basic Empty Mass 3210 88.5 284085 Pilotand Front Passenger 340 85.5 23070 | Passengers (Centre Seats) or 236 | 17186 29766 Baggage Zone 2 (360 LB Max.) al _ Passengers (Rear Seats) or 340 157.6 3585 | Baggage Zone 3 (400 LB Max. Baggage Zone 1 (100 LB Max.) 700 22.5 2250 Bag: one 4 (100 LB Max) 178.7 | Zero Fuel Mass (4470 LB Max - Std) ‘4228 93.9 366956 Fuel (123 Gal. Max.) 545 93.6 S012 | Ramp Mass (4773 LB Max) a773 93.9 ‘447968 Fuel Allowance for Start, Taxi, Run-up -23 93.6 “2153 Take-off Mass (4750 LB Max.) 4750 93.9 (446134 Minus Estimated Fuel Burn-off ~450 93.6 42120 Landing Mass (4513 LB Max.) 4300 93.6 404014 *N.B. Maximum mass values given in this table are for structural limits only MASS & BALANCE 14CIVIL AVIATION AUTHORITY MASS & BALAN Figure 3.3, ICE CG ENVELOPE T.0. WT. 4600. 4750 — MAX. T.0. WEIGHT. 4513 — MAX. LANDING WT.. 4470 — MAX. ZERO FUEL Wi,Z DATA SHEET AIRCRAFT - MEP1 LDG. wT. 4400. 4200. 4000. 3800. a4 3600. 82, 3400 3200 3000_. HT — LBS, i | = 2800 _ 2600— 2400_ AIRCRAFT WEIG. 2200. — 12 [> H—_ = rt nat oN [ 1 | +] FW LITT ge i] MASS & BALANCE 82 84 86 88 90 92 94 C.G. ENVELOPE LOCATION (INCHES AFT DATUM) 15CIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE AIRCRAFT - MEP1 Figure 3.4 LOADING MANIFEST [ TEM OO ‘Arm Aft Of | Moment — _ Datum (IN) | (IN/Lbs.) _| Basic Empty Mass | 88.5 Pilot and Front Passenger | 85.5 Passengers (Centre Seats) or | 118s Baggage Zone 2 (360 LB Max) | Passengers (Rear Seals) or 76 | Baggage Zone 3 (400 LB Max.) _ - | Baggage Zone 1 (100 LB Max.) 22.6 [Baggage Zone 4 (100 LB Maxy — 987 | Zero Fuel Mass (4470 LB Max- Std) | z Fuel (723 Gal, Max) 336 [Ramp Mass (4773 LB Max) Fuel Allowance for Start, Taxi, Run-up 33.6 Take-off Mass (4760 LB Max.) : Minus Estimated Fuel Bum-off 93.6 Landing Mass (4513 LB Max.) a *N.B8. Maximum mass values given in this table are for structural limits only MASS & BALANCE 16CIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE AIRCRAFT - MEP1 4750 — MAX. T.0, WEIGHT. 92 94 9 4600 4513 — MAX. LANDING WT. eae 4470 — MAX. ZERO FUEL WT, 4400 88 4200 86 4000 = CTH aA “TT i ATT mE ATE MT mA) ge 82 84 86 88 90 92 94 C.G. ENVELOPE C. G. LOCATION (INCHES AFT DATUM) MASS & BALANCE 7CIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE AIRCRAFT - MEP1 MASS & BALANCE 18CIVIL AVIATION AUTHORITY DATASHEET MASS & BALANCE MRJT 1 MASS AND BALANCE SECTION IV- DATA FOR MEDIUM RANGE TWIN JET (MRJT.1) CONTENTS Aircraft Description Aircraft Data Constants Mass and Balance Limitations Fuel Data Passengers and personnel Data Cargo Data Mass and Balance Calculations NOGRONG MASS & BALANCE 19CIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE MRJT 1 1. AIRCRAFT DESCRIPTION - monoplane ~ _ twin high-bypass gas turbine engines + retractable undercarriage ~ certified under FAA/JAR - 25 - Performance Class A 2. AIRCRAFT DATA CONSTANTS Figure 4.1 Locations Diagram Balance Arm (IN) a Slew GEsearwe ga xe t ns 44 ne 4 x L — z | | Oo Tes P VT Figure 4.2 TABLE TO CONVERT BODY STATION TO BALANCE ARM [sony starion CONVERSION sauance ann | oa So Sees soon 34s +2218 70 See 32M 38 itee eran a $000 ser ean 3 see eran s ee seen 3 3006 ocean 3 rm 214200 tar ie BBN ie Be Bean i 6 Been is Be Brea EY ae sen 235 241 Datum point 540 inches forward of front spar (FS) MASS & BALANCE 20CIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE MRJT 1 2.2 Landing Gear Retraction/extensian negligible effect from operation of landing gear 1.3. Flap Retraction Effect of flap retraction 1.4 Take-off Horizontal Stabiliser Trim Setting Figure 4.4 Graph of trim units for C.G. position AEROPLANE NOSE DOWN = Ht = FLAPS 15 AEROPLANE Nose UP > : 0 5 2 » CENTRE OF GRAVITY =% MAC 25 Mean Aerodynamic Chord 134.5 inches Leading edge 625.6 inches aft of datum MASS AND BALANCE LIMITATIONS 3.1 Mass Limits Maximum Structural Taxi Mass 63060 Maximum Structural Take-off Mass 62800 Maximum Structural Landing Mass 54900 Maximum Structural Zero Fuel Mass 51300 MASS & BALANCE 24CIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE MRJT 1 3.2 Centre of Gravity Limits The centre of gravity for this aeroplane must at all times be within the limits Prescribed by the CG envelope shown in fig. 4.11 on page 9. 4. FUEL 44 Figure 4.5 Fuel Tank Location and Maximum Volume f —— BA] Volume (US| Nass (Ray (full | Gallons) | tanks) eee _ Ten Wu Main Tak 3507 fai eceeeeel aarasi7eecuan| Right Wing Main Tank 2 e507 199 | ‘Ccene Tank 500. 2313 7008) (ax. Total Fadl faasimes 303 KGMUS Gall) [626.8 337 6092 Caution - If centre tank contains more than 450 Kg the wing tanks must be full 42 Figure 4.6 Unusable Fuel Quantities Location Volume (US Gals) Mass (Kg) BA Wing Tank 1 46 740 50 Wing Tank 2 46 740) 599.0 (Centre Tank 79 240 600.8 FUEL TANK LOCATION DIAGRAM CENTER WING TANK, t [Link]. MAIN WING TANK + TANK 2 MASS & BALANCE, 22CIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE MRJT 1 5. PASSENGERS (PAX) AND PERSONNEL 5.1 Maximum Passenger Load 141 Club/Business 33 Economy 108 5.2 Passenger Distribution Figure 4.7 shows the balance arms (in inches) for the distribution of passengers. If the pax load is low, zones B, C and D are the preferred seating areas. Figure 4.7 BALANCE ARMS (IN) 0 284 386 505 641 777 896 998 Figure 4.8 Table of pax. Zones /Balance Arms NO. PAX] BA 1 15. 1 284 | 18 [386 ae 505 | 24 8a aa 777 ismeeae 86 18 298 5.3 Passenger Mass Unless otherwise stated passenger mass is assumed to be 84 Kg. (this includes a 6 Kg. allowance for hand baggage) 5.4 Passenger Baggage Unless otherwise stated a baggage allowance of 13 Kg may be made per passenger. 5.5 Personnel Standard Crewing No. BA Standard Mass (Kg) eech Flight Deck 2 78.0 90 Cabin Staff Forward 2 162.0 90 Cabin Staff Aft 1 1107.0 90 MASS & BALANCE 23CIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE MRJT 4 6. CARGO Figure 4.9 Cargo Compartment Limit FORWARD CARGO COMPARTMENT BAIN 228 286 343 500 i | LOAD (Kg_per IN.) MAXIMUM DISTRIBUTION LOAD | INTENSITY (Kg. per Ft.) | MAXIMUM COMPARTMENT LOAD (Ka) [COMPARTMENT CENTROID (BA- IN) | MAXIMUM TOTAL LOAD (K, FWD HOLD CENTROID (BA - IN) [FWD HOLD VOLUME (CU. Ft) AFT CARGO COMPARTMENT BA-IN 731 940 997 1096 L | MAXIMUM COMPARTMENT RUNNING | LOAD (Kg. per IN) 1465 | 7.26 7.18 MAXIMUM DISTRIBUTION LOAD | INTENSITY (Kg. per Ft2) 68 ‘MAXIMUM COMPARTMENT LOAD (Ka) 3062 447i COMPARTMENT CENTROID (BA ~ IN MAXIMUM TOTAL LOAD (Kj FWD HOLD CENTROID (BA - IN) FWD HOLD VOLUME (CU. Ft) _ MASS & BALANCE 24CIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE MRJT 1 7, MASS AND BALANCE CALCULATIONS 7.1 Using Loading Manifest (Figure 4.10) and CG limits envelope (Figure 4.11) (a) Enter DOM and balance arm. (b) Enter all details of passenger loads and distribution. {c) Enter all details of cargo loads and distribution (4) Calculate alt moments. (2) Total for Zero Fuel Mass and ZFM moment. (f) Check ZFM does not exceed max. ZFM. (9) Add total fuel load and distribution. (h) Calculate fuet load moment. Determine total ramp mass and moment. (Check ramp mass does not exceed structural max (K) Deduct for taxi. () Determine Take-off Mass and moment. (m) Check TOM does not exceed relevant limit. (n) Determine Take-off CG and check envelope. (0) Determine Take-off stabiliser trim setting, (p) Deduct estimated fuel burn-off to destination. (a) Determine landing mass and ensure that max. landing mass limit is not exceeded. () Determine moment at landing mass. (8) Determine CG at landing and ensure that it ies within envelope. MASS & BALANCE 25CIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE MRJT 1 Figure 4.10 Loading Manifest- MRJT 1 Max Permissible Aeroplane Mass Values: TAXI MASS - ZERO FUEL MASS - TAKE OFF MASS - LANDING MASS - _— i ieEM [Ss MASS [Link] | MOMENT CG. fone _ (KG) KG-IN/1000 | __%MAC M1. D.O.M | 1 T [2 PAX Zone A 284 | . a ee eee | 3. PAX Zone B 386 - | 4 PAX Zone C TP 505 | —_ ; 7 ~ 1S. PAX Zone D 641 : & PAX Zone E . [777 —— | — — 7. PAX Zone F 896 - [8 PAX Zone G H 998 ~ ] | 9. CARGO HOLD 1 367.9 _ ~ | 10. CARGO HOLD 4 ~ 884.5 - 17. ADDITIONAL ITEMS: : ZERO FUEL MASS 12. FUEL TANKS 1&2 7 13. CENTRE TANK TAXI MASS : LESS TAXI FUEL = TAKE OFF MASS LESS FLIGHT FUEL E EST. LANDING MASS ae MASS & BALANCE 26CIVIL AVIATION AUTHORITY MASS & BALANCE igure 4.14 2 70000 65000 60000 55000 C.G. ENVELOPE (MRJT1) {+ Max TAXI MASS 63080 KG. MTOM 62800 Ke, MAX. LANDING MASS 54900 KG MAX. ZF MASS 51300 KG DATA SHEET MRJT 1 50000 AEROPLANE GROSS MASS KG. 45000 5 40000 t FWD. CONSTRAINED umirs 35000 30000 MASS & BALANCE 2 CENTRE OF GRAVITY LIMITS 28 a7 [AFT CONSTRAINED, Unrs: 3 MACCIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE, MRJT 4 7.2 Using Load and Trim Sheet The loaditrim sheet (as shown in the example at fig 4.12) is in two parts. Part A (to the left) is a loading summary which should be completed as follows: - Section 1 is used to establish the limiting take-off mass; maximum allowable traffic load; underload before last minute changes (LMC). Section 2 shows the distribution of the trafic load. In this section the following abbreviations are used:- TR Transit 8 Baggage c Cargo M Mail Pax Passengers Pax F First Class Pax Club/Business Pax M Economy Section 3 is used to summarise load and cross check that limits have not been exceeded The example shown uses the following data:- DOM 34300Kg. DOI 45.0 Max. TOM 62800 MZFM 51300 MLDGM —_54900 Passengers 130 Aver, Mass 84 Kg, Baggage 130 @ 14 kg per piece Cargo 630 Kg, Fuel Total 14500 Kg Flight Fuel 8500 Kg. Part B is the trim portion Using data from the loading summary, start by entering the index for the DOM. Move the index in turn (for the mass in each cargo hold) then in accordance with the passenger distribution. Establish the CG % MAC at ZFM and ensure that it lies within the envelope. ‘Add fuel index correction (from figure 4.13) to obtain the TOM index and ersure that the CG lies within the envelope. Extract the % MAC value for the TOM/CG position. MASS & BALANCE 28DATA SHEET CIVIL AVIATION AUTHORITY MASS & BALANCE MRJT 1 Load and Trim Sheet (Example) Figure 4.12 *— | UO]OOS—»- Z UOIOSS—l— E UOYOOS 4 = ve yous Wut ® peo] fluo sasoding Buuery 204 29 MASS & BALANCE,CIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE MRJT 1 Figure 4.13 FUEL INDEX CORRECTION TABLE i Fuel Wass Fuel Mass | J tke. [ Ka) | 500 0 3330 33} | 750 15 9580 09 | | 1000 | “19 9830 45 | i 1250 | 23 | | 10080 24 1500. | 26) | 10330 oie al 1750 “3.0 10580 33 | 2500 -37 11080 45 3000 43 11330 4 | | 3500 “47 11580 | 57 i 4000 54 11830 63 | 4500 | 54 12080 6.9 5000 ST 12330 75 | 5500 | 59 12580 a1 | 6000 | 6.0 12830 “7 | 2 j 6500 | “61 13080 £3 7000 | 59 13330 99 7500 -5.0 | 13580 “10.5 7670 46 | 13830 a4 7830 “44 14080 117 | 8000 737 | 14330 “123 | 8170 “3.2 14580 “12.9 ' 8330 -26 14830 “135 { | 8500 24 15080 “144 | 8630 16 15330 “148 I 8750 14 15580 “15.4 | 8880 -08 15830 163 ‘9000 “0.1 16080 A74 Lan 48 2 fut 9080 +0.3 | | contre tank ul 16140 173 Useable fuel quantities in lines = 20 Kg. ( included in the tables). Interpolation not necessary! For mass figures not printed in these tables the index of the next higher mass is apolicable. MASS & BALANCE, 30DATA SHEET CIVIL AVIATION AUTHORITY MASS & BALANCE MRJT 1 Load and Trim Sheet (Blank) Figure 4.14 ia | a [rg gna | ng jap um, 94 - vr Jeaug Wise peor WvuSow wi sa6oyH TW Ao sasoding uoneujwex3 pue Bulwiesy 104 3 zy ee Tt t T 3) Ir + GGT [oa [wir oHe ct or rat 31 MASS & BALANCECIVIL AVIATION AUTHORITY MASS & BALANCE MASS & BALANCE 32 DATA SHEET MRJT 1Ce NT Prot the CAP 697 CIVIL AVIATION AUTHORITY JAR FCL EXAMINATIONS FLIGHT PLANNING MANUAL CIVIL AVIATION AUTHORITY, LONDONCAP 697 CIVIL AVIATION AUTHORITY JAR FCL EXAMINATIONS FLIGHT PLANNING MANUAL CIVIL AVIATION AUTHORITY, LONDON, AUGUST 1999© Civil Aviation Authority 1999 ~ ISBN 0 86039 770 X Printed and distributed by Westward Digital Limited, 37 Windsor Street, Cheltenham, EnglandGeneral Contents Section! General Notes Section II Single engine piston aeroplane (SEP. 1) Section Il Multi engine piston aeroplane (MEP. 1) Section IV Medium range jet transport (MRJT. 1) FLIGHT PLANNING & MONITORINGINTENTIONALLY BLANK FLIGHT PLANNING & MONITORING ivCIVIL AVIATION AUTHORITY DATA SHEET FLIGHT PLANNING & MONITORING FLIGHT PLANNING & MONITORING SECTION | - GENERAL NOTES INTRODUCTION IMPORTANT NOTICE ‘These data sheets are intended for the use of candidates for the European Professional Pilot's Licence Examinations The data contained within these sheets is for examination purposes only. The data must not be used for any other purpose and, specifically, are not to be used for the purpose of planning activities associated with the operation of any aircraft in use now or in the AIRCRAFT DESCRIPTION The aircraft used in these data sheets are of generic types related to the classes of aircraft ‘on which the appropriate examinations are based. Candidates must select the correct class of aircraft for the question being attempted. To assist in this, the data for each class is presented on different coloured paper. Generic Aircraft Single engine piston Not certified under JAR 25 (Light Aeroplanes) Performance Class B SEP1 ‘Multi engine piston not certified under JAR 25 (Light. Aeroplares) Performance Class B MEP1 Medium range jet transport certified under JAR 25 Performance Class A MRJT The same set of generic aircraft will be utilised in the following subjects: * 031 - Mass and Balance - Aeroplanes * 032 - Performance - Aeroplanes * 033 - Flight Planning and Monitoring - Aeroplanes FUEL PLANNING 1CIVIL AVIATION AUTHORITY DATA SHEET FLIGHT PLANNING & MONITORING LAYOUT OF DATA SHEETS Each set of data sheets will consist of an introduction that will contain some pertinent information relating to the aircraft and the subject being examined. This data will include (but not be limited to) a list of abbreviations and some conversion factors. This will be followed by a selection of graphs and/or tables that will provide coverage suitable for the syllabus to be examined. A worked example will accompany each graphitable and will demonstrate typical usage. Data sheets for each type will appear on different colour paper as follows:- 5 SEP1 green paper . MEP1 blue paper . MRJT white paper DEFINITIONS ~ Definitions given in italics are not given in ICAO or JAA documentation but are in common use. MASS DEFINITION! Basic Empty Mass (Basic Mass) is the mass of an aeroplane plus standard items such as: unusable fuel and other unusable fluids; lubricating oil in engine and auxiliary units; fire extinguishers; pyrotechnics; emergency ‘oxygen equipment; supplementary electronic equipment. Dry Operating Mass (D.O.M.) is the total mass of the aeroplane ready for a specific type of operation excluding all usable fuel and traffic load. The mass includes items such as:- (i) Crew and crew baggage (i) Catering and removable Passenger service equipment (ii) Potable water and lavatory chemicals (iv) Food & beverages Operating Mass (OM) is the DOM plus fuel but without traffic load. Traffic Load The total mass of passengers, baggage and cargo, including any ‘non-revenue’ load FUEL PLANNING 2CIVIL AVIATION AUTHORITY FLIGHT PLANNING & MONITORING Zero Fuel Mass Maximum Zero Fuel Mass (MZFM) Taxi Mass Maximum Structural Taxi Mass Take-Off Mass (TOM) Performance Limited Take-Off Mass Regulated T.O.M. Maximum Structural Take-Off Mass Performance Limited Landing Mass Maximum Structural Landing Mass Regulated Landing Mass NB. DATA SHEET is D.O.M. plus traffic load but excluding fuel The maximum permissible mass of an aeroplane with no useable fuel is the mass of the aircraft at the start of the taxi (at departure from the loading gate). is the structural limitation on the mass of he aeroplane at commencement of taxi. is the mass of an aeroplane including everything and everyone contained within it at the start of the take-off run. is the take-off mass subject to departure airfield limitations. It must never exceed the maximum structural limit. is the lowest of ‘performance limited” & ‘structural limited’ T.O.M. the maximum permissible total aeroplane mass at the start of the take-off run. is the mass subject to the destination airfield limitations. It must never exceed the structural limit. the maximum permissible total aeroplane mass on landing under normal circumstances. is the lowest of ‘performance limited’ and ‘structural limited’ landing mass. Within these data sheets the term ‘weight’ should be considered to have the same meaning as ‘mass. CONVERSIONS All conversions are taken from ICAO Annex Mass conversions Pounds (LB) to Kilograms (KG) kilograms (KG) to Pounds (LB) FUEL PLANNING LB x 0.45359237 KG KG x 2.20462262 LBCIVIL AVIATION AUTHORITY FLIGHT PLANNING & MONITORING Volumes (Liquid) Imperial Gallons to Litres (L) US Gallons to Litres (L) Lenaths Feet. (ft) to Metres (m) Distances Nautical mile (NM) to metres (m) FUEL PLANNING Imp. Gall x 4.546092 US Galll x 3.785412 Feet x 0.3048 NM x 1852.0 DATA SHEETCIVIL AVIATION AUTHORITY DATA SHEET FLIGHT PLANNING & MONITORING SEP 1 FLIGHT PLANNING AND MONITORING SECTION II - SINGLE ENGINE PISTON AEROPLANE (SEP1) CONTENTS Aeroplane Description and Data Time, Fuel and Distance to Cruise Climb Tables of Fuel Flow Range Profile (lean) Endurance Profile (lean) Rens FLIGHT PLANNING & MONITORING 5CIVIL AVIATION AUTHORITY, DATA SHEET FLIGHT PLANNING & MONITORING SEP 1 1 DATA FOR SINGLE ENGINE PISTON AEROPLANE - (SEP) Aeroplane - monoplane - single reciprocating engine - constant speed propeller - retractable undercarriage. MTOM 3650 Ibs. MLM 3650 Ibs. Max fuel load 74 US gallons Fuel density 6 Ibs. per US gallon* (unless advised otherwise) 2. FUEL, TIME AND DISTANCE TO CLIMB Enter graph as follows: a, From OAT at take off move vertically to airport or start of climb pressure altitude b. Move horizontally to aeroplane mass ¢. Move vertically down and read time, fuel and distance respectively 4. Enter with OAT at cruise altitude. From there move vertically to cruise altitude. 2. Move horizontally to aeroplane mass f, Move vertically downwards and read time, fuel and distance respectively 9g. Subtract c from f to obtain climb time, fuel and distance respectively. EXAMPLE OAT AT TAKE-OFF 15°C OAT AT CRUISE -5°C AIRPORT PRESSURE ALTITUDE 5653 FEET CRUISE PRESSURE ALTITUDE 11500 feet INITIAL CLIMB WEIGHT 3650 LBS FROM GRAPH (FIGURE FP 2-1) TIME TO CLIMB 11.5 MINS FUEL TO CLIMB 3.5 GAL DISTANCE TO CLIMB 23.5 NAM, FLIGHT PLANNING & MONITORING 6DATA SHEET SEP 1 TIME FUEL AND DISTANCE TO CLIMB FLIGHT PLANNING & MONITORING CIVIL AVIATION AUTHORITY FIGURE 2.1 ‘SIT WOLLNVN ~ @WO OL 3ONVISIO 08 OZ 09 OS Gy of of oO SNOTIVS ~ Sri 4b ob 9, ~ aUNLYUSENAL uly Ba1siNo- or 08 05 OF" of Oz OF ‘O1~ 02~ ae~ Ob~ os~ E OS Re WN S82 ~~ (921-90) aro OL 3oNVASIA Wo se ($'%-0'9) BND OL Tans NIN SEE (9-84) BWII0 OL SWI. Sar ose HOM GAO TWIN Ey Oo6' : sonuuty gungssud aBInu9 aauinoau sy Savas moo 10885" SOMUILTV aunigssuaLBOduIy vow nny Sanu Os eee SINE VY avose1 08°" ausiaaans Sige Sai Lave Wat ose SULORME Tang SHEERS Ranwa SSNOIIONOO GaivioOSS¥ SIHDIAM T1V_SLOND O11 :aaads aWro SINITO ASINUD OL ZONVLSIC ONY “aNd ‘aWIL 7 FLIGHT PLANNING & MONITORINGCIVIL AVIATION AUTHORITY. DATA SHEET FLIGHT PLANNING & MONITORING SEP 1 3. Recommended and economy Cruise Power Settings The following tables (Figures 2.2 and 2.3) cover cruise with lean mixture Table 2.2.1 26.0 in. HG (or full throttle) 2500 RPM 2.2.2 25.0in. HG (or full throttle) 2100 RPM 2.2.3 23.0 in. HG (or full throttle) 2300 RPM 23.1 21.0in. HG (or full throttle) 2100 RPM. Method of use: a. Select the correct table b Select the appropriate temperature deviation condition c Enter with cruising level and read off required data, Figure 2.2 RECOMMENDED CRUISE POWER SETTINGS Table 2.2.1 . 20°C LEAN 25.0 IN. HG (or full throttle) @ 2500 RPM Of Peak EGT Cruise Lean Mixture 3400 Ibs. Pra a is Press Fest TR 250 } 230 | Fg | 8 I a g é g a oF e aa 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 aeroptane to aeroplane. Lean using the EGT. FLIGHT PLANNING & MONITORING 8CIVIL AVIATION AUTHORITY DATA SHEET FLIGHT PLANNING & MONITORING SEP 1 Figure 2.2 RECOMMENDED CRUISE POWER SETTINGS TABLE 22.2 20°C LEAN I 25.0 IN. HG (or full throttle) @ 2100 RPM Of Peak EGT CRUISE LEAN MIXTURE 3400 Lbs. Tar Fei Wi Pres Flow Speed WG [PER [GP [RAS | KTS "250 | 636} 108 148 20 oc 20 | 5a m4 149 M45 Ep zo | ses | its 49 180 RB ats as 147. 152 ve 83 107 55 sor | too _ 587 95 AB 94 522 87 BS ie ios 6 642 107 s e85 4 2 é se |. 3 eee 3 556 : ES oor a0 623 104 saa | 107 eas. | 407, s02' | 100 358 a5 mS. | at 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, FLIGHT PLANNING & MONITORING 9CIVIL AVIATION AUTHORITY DATA SHEET FLIGHT PLANNING & MONITORING 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 CRUISE LEAN MIXTURE 3400 lbs. es = 7 a i 104 a ia : Bae RE ote as SS ee ea ow | 2 | s |e le pepe] og | me] 4% | 8 | Bo | Bt | Bs ee | ae} a | 8 | Be | Be | ge a8 000. | 48 ato5 |eegan:| aa 123 $3 | emo) ae | | me fet | HE 2 12,000" a 16. 249.2 63.8 10.6) tro | a] af te | Be | Bb 16,000 1-35: 3] 6a 56.3 94: a 5 a g Bo : Pp 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. FLIGHT PLANNING & MONITORING 10CIVIL AVIATION AUTHORITY: DATA SHEET FLIGHT PLANNING & MONITORING SEP 1 Figure 2.3 ECONOMY CRUISE POWER SETTINGS TABLE 2.34 20°C LEAN 21.0 IN. HG, (OR FULL THROTTLE) @ 2100 RPM Of Peak EGT CRUISE LEAN MIXTURE 3400 Ibs. Press Tan Feat ng At Press A Speed Feet iM HG [PPR | ~GEH | RAS | TES a 210 125 1a 2000 ao 128 125 ee 4000 180 130 ak 8000 131 136 qT 8000 132 14 0,000 132 ta BS | 2000 1m. | 438 14,000 13 ee 16,00 op | te = a i Te & 2000 123 124 g 4000 124 12 z 000 125 134 s 000 126, 140 z 410,000 gases | odes 7 12,000. 6 ABT & 14000 | | Stas | 435 18,000 os 7 Ta Tis 2000 6 at ee 4000 18 17 Re 000 19 122 5 | jane Hi | tat aa 12,000 5 431 14,000 = 463900 = te is + 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. FLIGHT PLANNING & MONITORING 1 | |CIVIL AVIATION AUTHORITY DATA SHEET FLIGHT PLANNING & MONITORING 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 z £ & i : E tel 8 83 )5 Fg : EA 5 [88 ly ales lz We ze 8 : gs 5 i z . 2 ze Ge : g 32 ig fe 3 3 fea B34, Hib se 38; OSE al ag S288 Esra Bee 7 : 28 il. Ea 8) yg gl, gee i) esate e2ezss 14000: 12000. 124 11.000 10. 3000 2000 FLIGHT PLANNING & MONITORING 12DATA SHEET SEP 1 CIVIL AVIATION AUTHORITY FLIGHT PLANNING & MONITORING ENDURANCE PROFILE 5. 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. ENDURANCE Figure 2.5 og (nw SL "SUH S) ‘SUH 66'S “MWULOwHL Tins 43 00511 on SUNOH ~ 3ONVENGNS so 09 gg os oy ie i 2. a oc SLONY™G3adSuly SNL indo AWONODA LV 1304 3AYESIU SALNNIN Sh ONY “dANNW ‘IXVL HOd SMOTIY GNY 4198 NW3d JO BoNvunoNa ONasusmog YNVET 2.02 3an. Wits 0ge ny asinu AMVs aN TANS. (vs!) Ava GuvGNV.s 310d JONVENANA 1s (S81 yey) WO ‘sin re qwoiss1 09° NNOSV® NOILviAy (ON 3HOI3a S87 E996 18 00} 0002 ‘000 00s ‘0008 000% 0008 ‘0006 4884 ~ gonuuv aunssaud ‘00°08 0" 00" ‘ooo'et SAITO 3SINUD S3QMON! SONVENGNA '3LON 000'vs AONUILY 440-a4vL DNIQVOT13NS TWLLINI ST MISNEG TaN oo" 33nd AHOIBM 'SNOILIGNOD GaLvioossv 13 FLIGHT PLANNING & MONITORINGCIVIL AVIATION AUTHORITY DATA SHEET FLIGHT PLANNING & MONITORING SEP 1 INTENTIONALLY BLANK FLIGHT PLANNING & MONITORING 14CIVIL AVIATION AUTHORITY DATA SHEET FLIGHT PLANNING & MONITORING MEP 1 FLIGHT PLANNING AND MONITORING SECTION Ill - MULT-ENGINE PISTON AEROPLANE — (MEP) Contents Aeroplane Data Fuel, Time and Distance to Climb Standard Temperature Range Power Settings, Fuel flows and Speeds Endurance Fuel, Time and Distance to Descend ePORENna FLIGHT PLANNING & MONITORING 15CIVIL AVIATION AUTHORITY DATA SHEET FLIGHT PLANNING & MONITORING MEP 1 1 AEROPLANE DATA Monoplane Twin reciprocating engine Twin counter-rotating, constant speed propellers Retractable undercarriage. MTOM 4750 Ib, MZFM 4470 Ib. MLM 4513 Ib. Maximum fuel load - 123 US Gallons Fuel Density - 6 Ib. Per US Gallon (unless otherwise advised) 2, FUEL, TIME AND DISTANCE TO CLIMB Method of Use 1 Enter graph (fig. 3.1) at departure airfield temperature, move vertically to airfield pressure altitude Move horizontally to intersect fuel, time and distance curves respectively, From each intersection move vertically down to establish corrections of fuel, time and distance for a non sea level take-off, Repeat steps 1, 2 and 3 for cruise altitude and temperature. ‘Subtract results of 3 from values of fuel, time and distance obtained at 4 to | obtain fuel, time and distance for climb Remember range figures are for still air. \ Example from graph (Figure 3.1) PeNs Departure airport altitude 2000 ft Departure airport OAT 21°C Cruise altitude 16500 ft Cruise OAT -13°C From graph Fuel to climb = 15-2 = 13 gal Time to climb = 27-3 = 24 min Distance FLIGHT PLANNING & MONITORING 16MEP 1 DATA SHEET CLIMB CIVIL AVIATION AUTHORITY FLIGHT PLANNING & MONITORING Figure 3.1 9. — BUNLVUSdWAL UIV adisino oo. oF oz oy. oz. * ov- aunuuvaso H Fis oooz tit "1s ooon: A “ty 0009} igad — ‘Liv SS3ud. Ui bg = Bee m8 gL = 2-1 squiti or 66h 2 4 0008'91 HOIY 11d IUNLXIW GaadS BWI1D SVIN OZL SULLOMHL TINd UO "OH "NI EE ® Wee 0097 938019 Sdv14IMO9 an Yvad “SE O9Z> ‘SNOLGNOS GaLvIOOSsy f @WI1D OL SONVLSIC GNV AWIL ‘Tan gIANIID ASINYD. 7 FLIGHT PLANNING & MONITORINGDATA SHEET MEP 1 (with or without reserve) ical miles still air distance Move horizontally to power selected intersection RANGE RANGE AT STANDARD TEMPERATURES Enter graph (Fig.3.2) with cruise altitude Move vertically to read range in nauti CIVIL AVIATION AUTHORITY FLIGHT PLANNING & MONITORING Method of Use Figure 3.2 3 PU E96 tonJ0804 ym oBuoy 3AWRSIY ON HLIM HAMOd 499 LY IAWASaU "NIN OF HLM, ‘S31W TVOWLOWN — aoNvE ‘S3TIW TWOLLAYN — 30NVH oor 0001 00g 008 0001 gos, B00” cop cos looos os » ores et aston fe 3 § Sagvauoaa ¥ anak ‘cust tt] OO Oe Leese tae at eee od Rae eel a “eer woulda hues vot 4 Tand “Ivo Z¥: ON - S¥DI 9¥1 GY Wdd 0001 LY INaD830: IND - df SdV1d DNIM - GABOTD BdV14 TMOD: df UV3B - 881 09 SNOTIVO EzL Tand S18VEN: BZONVY SHNLWYadWaL GYVaNVLS 18 FLIGHT PLANNING & MONITORINGCIVIL AVIATION AUTHORITY DATA SHEET FLIGHT PLANNING & MONITORING 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 owen 73% 3% 94 FUEL FLOW Bien Bscri wer cmH i Bao | S| ae] sa || HO ea Fac a | Tae TMANFOLD PRESSURE | coisa Ss | ao RS | RE BP EE EO wo |v | se] zr [ 2 | str] sor | 30s ] i | me | bs | xe | no feo | | Be | Be | se | S| Bs | ee | Be | Be |e Be goo_| 3 | soa | S22 | ses | siz | Soa | ao | dea | feo | 3ro | 3e2 | 2s feos ft] at fea} aes] ta] at] ase] ane orf ae | ae 10003 so | a9 | ao | so | soo | ** | Bs | Be | de | ee | Ro ‘000 ms | na | He | Sor | aoe mo | m2 | ms | ss | ue 9 a | giz | St | gee | dae ai | gi | ge | ae fad w|i Re | ae cS a _ is 3000 A 2h 0] 5S i sr 25000 34 i i FORE i FEL FLOW Taam EOS |e Fie At TARIFOAD fa PRESSURE. St Bi RT as as] Br] ae 200 zea | asa | ae | as? | ee | zat ‘soo Be | ie | he | 2 | 23 | fe 0 zo | us | ms | Be | He | 3s 000 ia | ao | 0] me] ate | ate ‘009 aa | Be | ae | ze | aa | Ho $00 ua | Ba | as | ne | 2 | io 000 za | zs | aa | ai | Zoe ‘ea Seas] ato | a8 ‘etoo ata | zoo | 208 000 2 [82 | me | doe Wax kor ore Foo] aE ee a 3s000_|_3t ioe “Terman condlan poner, add 1S for aan Caoave stnard. Subtract |S foreach 6 C below nda. Dornot exceed 36 Inches MAP in cruise, FLIGHT PLANNING & MONITORING 19Example: DATA SHEET CIVIL AVIATION AUTHORITY MEP 1 FLIGHT PLANNING & MONITORING TRUE AIR SPEED The graph at figure 3.4 should be used to determine the true airspeed for the various power setting/ altitude/ temperature combinations in the cruise configuration. The example on the graph illustrates the method of use Figure 3.4 SPEED POWER 200 Ht (6% 5%) 180 (ono nance ‘TRUE AIRSPEED — KNOTS igh sPeeo. Economy ION 4,37 7160 140 . WING FLAPS UP, 120 /E 75% POWER, SPEED POWER MIXTURE FULL RICH ABOVE MIXTURE LEANED IN AC COWL FLAPS CLOSED, CORDANCE WITH SECTI . GEAR UP, MID CRUISE WEIGHT (4460 LB.) 0 OUTSIDE AIR TEMPERATURE — Ts E Hey 100) 200 300 3 40 45 50 55 60 65 70 TRIP DISTANCE NAM BRAKE RELEASE WEIGHT 1000 KG FUEL PLANNING 25CIVIL AVIATION AUTHORITY DATA SHEET FUEL PLANNING MRJT 4 3. SIMPLIFIED FUEL PLANNING | Graphs are provided, for the various cruise options, as follows: - Fig. 4.3.1 Long Range Cruise (LRC) Fig.43.2 074 Mach Cruise Fig. 4.3.3. 0.78 Mach Cruise Fig. 4.3.4 Step Climb Fig. 4.3.5 Alternate Planning - LRC These graphs are similar in layout and use. An example is shown in Fig. 4.3.14, Trip Distance 350 nautical ground miles Cruise Altitude 29000 ft Estimated Landing Weight 30000 Kg. Average Wind Component 50 Kts. - headwind Temperature Deviation ISA + 20°C Method ~ Enter with trip distance in nautical ground miles. Correct for wind component. Move vertically to cruise altitude intersections. From lower scale intersection move right to reference line, correct for landing weight (interpolating for altitude between the two sets of trade lines) then move horizontally to read fuel. From upper scale intersection move left to reference line, correct for temperature deviation then move horizontally to read trip time. Apply corrections in accordance with paragraph 3.1 as required. | NB. If actual wind component is greater than range given on chart, convert trip distance nautical ground miles (NGM) to nautical air miles (NAM). NAM = NGM x TAS (av. TAS 4/- WC 3.1. Flight Planning Allowances - Simplified Flight Planning Charts. The “Simplified Flight Planning" charts (Figs. 4.3.1 to 4.3,3) allow rapid determination of estimated trip time and fuel from brake release to landing. Additional allowances will be required if the climb, cruise and descent schedules differ from those stated, (1) Cost Index Adjustment If the flight is planned to operate with the FMS in the ‘ECON’ mode, adjustments to the LRC trip fuel and time are necessary in order to account for the different speed profiles flown. These are given in the following table: (COSTINDEX FUEL ABIUSTHENT % TIME ADJUSTMENT % a = +4 20 “4 4 40 2 a 6 “4 2 80 15 3 100 7 4 450 +10 5 200 a4 7 FUEL PLANNING 26CIVIL AVIATION AUTHORITY DATASHEET (2) FUEL PLANNING MRJT 1 Ground Operations APU fuel flow 115 Kg per hour Taxi fuel 11 Kg per minute 5) (6) Altitude Selection Operation “off optimum’ altitude will result in fuel penalties (see table in para, 2.1 page 2) Cruise Increase trip fuel by 1% for operation with A.C. packs at high flow. Increase fuel for anti-ice: - Engine anti-ice only 70 Kg/hour Engine and wing anti-ice 180 Kg/hour Descent. Simplified Charts assume a descent at 0.74M/250 KIAS and a straight in approach. For every additional minute of flaps down manoeuvre add 75 Kg. fuel For engine anti-ice during descent add 50 Kg, Holding Fuel Determine from the table at Fig. 4.4 FUEL PLANNING PaTRIP TE Nouns CIVIL AVIATION AUTHORITY DATA SHEET FUEL PLANNING MRT 1 Figure 4.3.1A SIMPLIFIED FLIGHT PLANNING FUEL REQUIRED Ka ‘100 "200 300 ‘200 00 600 TRIP OISTANCE NAUTICAL GROUND MILES FUEL PLANNING 28DATASHEET CIVIL AVIATION AUTHORITY FUEL PLANNING MRJT 1 Figure. 4.3.1B SIMPLIFIED FLIGHT PLANNING ‘Px oot aaUINOSY tans A Fs au a ase eee ae a L =o § fi E 2 Ee 2 3 EN 5 ie REI 3 H NNESTY LENE 6 a ONES = [| ERNE CSE E cia : > 2 vam = 29 FUEL PLANNING.DATA SHEET MRJT 1 CIVIL AVIATION AUTHORITY FUEL PLANNING Figure. 4.3.1C SIMPLIFIED FLIGHT PLANNING BASED ON: 260/74 CLIMB, 74250 DESCENT ©} 0001 aauINOgY Tang SUNOH aN, atu, "2000 2500 TRIP DISTANCE NAUTICAL GROUND MILES 7500 30 FUEL PLANNINGDATASHEET MRJT 1 Figure 4.3.24 SIMPLIFIED FLIGHT PLANNING CIVIL AVIATION AUTHORITY FUEL PLANNING by aauinoay Tans Z i 205060 LANDING WEIGHT 280/74 CLIMB 74280 DESCENT 1000 kG. BASED ON: 30 AETHUDE: T 7200 TRIP DISTANCE NAUTICAL GROUND MILES : EE ERET TE z| 9.74 MACH CRI f ISADEVG 3 su ow 2010-0 10, [EERE SUNOH ANIL atl, 31 FUEL PLANNING,CIVIL AVIATION AUTHORITY DATA SHEET FUEL PLANNING MRJT 1 Figure 4.3.2B SIMPLIFIED FLIGHT PLANNING 0.74 MACH CRUISE Sa] tasevon | erectus S| Pens elee TAIP TIME HOURS paeey oe 2010-0 40 ISADEV=C FUEL REQUIRED 1000 Ka “HL AY 7 eee eee FUEL PLANNING 32CIVIL AVIATION AUTHORITY DATA SHEET FUEL PLANNING MRJT 1 Figure 4.3.2C SIMPLIFIED FLIGHT PLANNING (0.74 MACH CRUISE 7 Ss. 2 : 18 gy Zz 5 £ 48 3 g "zo 70 0-10 Zz ‘eaDEC ae 10 5 atl Ta Loe . 31050 TANOING WEIGHT HEAD 100 1000 KB e ° g ar) Ta "Ras 7300 7000 7500 “oc0 TRIP DISTANCE NAUTICAL GROUND MILES FUEL PLANNING 33