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ATPL(A) FLIGHT PLANNING WORKBOOK BOEING 777-300ER

Cover Page Revision 2

This version of the workbook is for training purposes. An examination version will be provided at the examination centre at the time of your sitting.

ATPL(A) Flight Planning Page 1-2

Contents

Page

Introduction ................................................................................................ 1.3

Section One Flight Planning Data .............................................................. 1.4

Definitions ............................................................................... 1.4

Use of Flight Planning Data ..................................................... 1.6

Fuel Policy ............................................................................... 1.7

Normal Operations .......................................................... 1.7

Preflight (Taxi) Fuel......................................................... 1.8

ETP Fuel Requirements .................................................. 1.9

Climb ....................................................................................... 1.10

Derated Climb Thrust ...................................................... 1.10

FMC Selection of Climb Derate ...................................... 1.10

Climb Speed Schedule ................................................... 1.11

Cost Index 50 Maximum Operating Altitude .................... 1.11

Max Climb (MCL) Thrust ................................................. 1.11

Cruise ...................................................................................... 1.12

Flight Speeds for Varying Cost Index.............................. 1.12

Wind Effect on Cruise Speed .......................................... 1.13

Long Range Cruise Wind-Altitude Trade ........................ 1.13

Cost Index 50 Control ..................................................... 1.14

Long Range Cruise Control ............................................ 1.15

Cost Index 50 Enroute Fuel and Time ............................ 1.16

Cost Index 50 Fuel and Time Required .......................... 1.17

Descent ................................................................................... 1.18

Time and Distance to Descend ....................................... 1.18

Diversion - All Engine Operating (AEO) .................................. 1.19

Long Range Cruise Enroute Fuel and Time .................... 1.19

Diversion - One Engine Inoperative (OEI) ............................... 1.22

Driftdown Profile ............................................................. 1.22

Driftdown/Long Range Cruise Capability ........................ 1.23

Long Range Cruise Altitude Capability ........................... 1.25

Long Range Cruise Control ............................................ 1.26

APU Operation During Flight .......................................... 1.27

Long Range Cruise Diversion Time and Fuel - OEI ........ 1.28

Holding - All Engine Operating (AEO) ..................................... 1.30

Holding - One Engine Inoperative (OEI) .................................. 1.31

Section Two Example of a Boeing 777-300ER Computer Flight Plan (CFP)


INTRODUCTION

The flight planning data in this Data Booklet is based on the Boeing 777-300ER as operated by a typical international airline. Consequently there will definitely be differences between this material and the flight and fuel planning policies and data requirements of the aircraft type that you are either presently operating or may operate in the future. Therefore you must always refer to the appropriate Operations/Performance/Training Manual (whatever it is called) and/or Aircraft Flight Manual (AFM) for your aircraft type, in your operating environment.

The data in this booklet is NOT to be used in actual flight planning!


DEFINITIONS

The hierarchy of sources for the following definitions is:

CAR Part 1;

Boeing Flight Crew Operations Manual for the 777-300ER; and,

Jeppesen documentation.

A-B Fuel The fuel required, calculated from the start of the takeoff roll at the departure airfield through climb, cruise and descent to arrival at 1,500 feet over the destination airfield.

Approach and Landing Fuel The fuel required for visual flight from 1,500 feet over the alternate airfield to the completion of the landing run.

Burn Off Shall consist of the sum of A-B fuel, plus fuel for an instrument approach at destination, plus departure and arrival allowances if applicable.

Contingency Fuel A fuel provision for any of the following: (CAR Pt 1) (1) en-route winds or temperatures being different from forecast; (2) any deviation from the flight planned routes, altitudes or flight

levels or, (3) variations from optimum operating techniques.

Contingency Reserves A percentage fuel allowance to provide a reserve for inflight contingencies including meteorological, navigation errors and operational restrictions.

Critical Equi-Time Point This is the equi-time point for the most critical sector of the route to be flown when the particular emergency and distribution of available airfields along the route are taken into consideration. Critical fuel scenarios have been determined and loaded into the Dispatch Manager flight planning computer for various aircraft types and will default to the worst case, which is dependent on aircraft weight and diversion time. The two options are ETPD (2 Eng Depressurised) and ETP1D (1 Eng depressurised).

Critical Equi-Fuel Point While the critical fuel scenarios on the Computer Flight Plan (CFP) labels the critical points “Equi-Time” points, the Dispatch Manager flight planning computer actually calculates these points as “Equi-Fuel” points.

Departure and Arrival The fuel required, when necessary, to cover circuitous routing during Allowances departure and/or arrival. Where a departure and/or arrival allowance

has been included in the Computer Flight Plan (CFP), this allowance will be added into the first and/or last zone FUELRQ figure. To show that the allowance has been included a D (for Departure) and/or an A (for Arrival) is printed adjacent to the applicable zone FUELRQ figure. The amount of the allowance will be also shown in the fuel analysis block.

Diversion Decision Point This is a designated point on a route to which a flight may operate (DDP) with reduced specific aircraft contingency. Each DDP is associated

with an enroute re-fuelling airfield. A DDP plan is used solely for payload enhancement by allowing a portion of the A-B contingency fuel to be exchanged for the equivalent weight of payload, but only under specific conditions.


Diversion Fuel (B-C Fuel) The fuel required for diversion from the minimum altitude on final

approach to the destination airfield through the missed approach procedure to 1,500 feet, climb, cruise and descent to arrival at 1,500 feet over the alternate airfield.

ECL P/N Electronic Checklist Part Number. The Boeing 777 has a dual database feature which provides the flight crew with the capability of activating either of two different Electronic Checklist (ECL) databases, each having a different database part number and revision identification.

Final Reserve Fuel The fuel required to fly for 30 minutes at holding speed at 1,500 feet above the destination or destination alternate aerodrome airfield (excluding any additional fuel for holding in a racetrack pattern). This reserve is the minimum quantity of fuel required to provide a margin to secure the safe completion of the flight under normal conditions of operation in the event of any unplanned manoeuvring in the vicinity of the destination or destination alternate aerodrome. In ordinary circumstances this fuel remains on board until completion of the landing.

Fixed Fuel Reserve Has exactly the same meaning as “Final Reserve Fuel”.

Instrument Approach and The fuel required as part of the ETP critical fuel scenario for single Missed Approach Fuel engine flight from 1,500 feet over the airfield to completion of the

missed approach.

Instrument Approach Fuel The fuel required for flight from 1,500 feet over the destination airfield through the planned instrument approach to the minimum altitude on final approach at the destination airfield.

Performance Deterioration The difference between the aeroplane manufacturer’s published fuel Allowance (CAR Pt 1) consumption figures and the actual fuel consumption applicable to a

specific aeroplane.

Performance Deterioration A specific percentage fuel allowance to provide for the deterioration Allowance of that aircraft performance from standard book figures. This

allowance shall be applied to ALL facets of the fuel calculation and shall be included in the individual fuel figures and not as a separate percentage.

Point of No Return (PNR) The point in the flight of an aircraft beyond which the remaining fuel will be insufficient for a return to the departure airfield.

Point of No Return Factor The PNR Factor is the amount of fuel required to fly 1nm beyond the ETPD at altitude, plus the fuel required to fly 1nm back to the ETPD at 10,000 feet. The PNR Factor for the B777-300ER is 37kg/nm.

Point of Safe Return (PSR) The point in the flight of an aircraft beyond which the remaining fuel will be insufficient for a safe return to the departure airfield with appropriate reserve fuel.

PNR Decision Point This is a designated point on a particular route to which a flight may (PNR DP) plan to proceed when the weather at the destination and the close

alternate airfield is below alternate minima or the alternate airfields are not available for other reasons.

Revised (Inflight) PSR An inflight point of safe return may be calculated using fuel in excess of ETPD requirements, by using a number referred to as the Point of No Return (PNR) Factor.


USE OF FLIGHT PLANNING DATA

Unless otherwise stated, the specification aircraft referred to in the examination questions is the

Boeing 777-300ER, and the following weights apply:

Maximum ramp weight 352,441kg

Maximum takeoff weight 351,534kg

Maximum landing weight 251,290kg

Maximum zero fuel weight 237,682kg

Maximum taxi weight 352,441kg

Prepared for service weight 160,500kg

Basic weight 154,650kg

Maximum fuel load 145,500kg

Taxi fuel 510kg

Notes: 1) Takeoff weight is the same as the Brake Release Weight (BRW).

2) Prepared for service weight is the same as operating empty weight.

3) Basic weight is the same as empty weight.

4) For all LAX and LHR departures standard taxi fuel will be 720kg.


FUEL POLICY

Normal Operation

Flight from A to B when an alternate (c) is required.

The aircraft must not takeoff with less than the sum of the following fuel components:

1) Trip fuel A to B, fuel required from the start of the take-off roll to 1,500 feet overhead the

destination aerodrome.

2) Contingency fuel, 2% of the trip fuel A to B.

3) Full instrument approach and landing fuel, from 1,500 feet overhead destination to

minimum altitude on approach, 1080kg (12 min approach configuration).

4) Diversion fuel B to C, from minimum altitude on final approach to 1,500 feet overhead the

alternate aerodrome.

5) Circuit and landing fuel, from 1,500 feet overhead the alternate aerodrome to the

completion of the landing run, 540kg.

6) Alternate reserve fuel, 30 min holding at 1,500 feet overhead the alternate aerodrome.

7) Performance Deterioration Allowance (PDA), a specified percentage fuel to provide for the

deterioration of that aircraft performance from standard book figures. To be applied to ALL

components.

8) Any extra fuel to cover enroute ETP requirements, as listed below.

Flight from A to B when an alternate (c) is NOT required.

The aircraft must not takeoff with less than the sum of the following fuel components:

1) Trip fuel A to B, fuel required from the start of the take-off roll to 1,500 feet overhead the

destination aerodrome.

2) Contingency fuel, 2% of the trip fuel A to B.

3) Full instrument approach and landing fuel, from 1,500 feet overhead destination to

minimum altitude on approach, 1080kg (12 min approach configuration).

4) Destination reserve fuel, 30 min holding at 1,500 feet overhead the destination aerodrome.

5) Extra holding fuel to ensure that a minimum of 60 minutes holding fuel at 1,500 feet is

available on arrival at the destination.

6) Performance Deterioration Allowance (PDA), a specified percentage fuel to provide for the

deterioration of that aircraft performance from standard book figures. To be applied to ALL

components.

7) Any extra fuel to cover enroute ETP requirements, as listed below.


Preflight (Taxi) Fuel

A preflight fuel allowance must be added to the Total Fuel Required for the flight to obtain Ramp

Fuel. This allowance is normally 510kg, and consists of the following:

APU operation 120kg

Start Up (2 minutes) 60kg

Taxi (10 minutes) 330kg

510kg

The total preflight fuel is often referred to simply as taxi fuel. Unless otherwise specified, assume

that taxi fuel includes start up and APU operation. Any time a long (in excess of 10 minutes) taxi is

expected, additional taxi fuel should be calculated at a rate of 33kg per minute. For all LAX and

LHR departures standard taxi fuel will be 720kg.

While strictly the PDA for the aircraft should be added to the preflight/taxi fuel, since it is a fairly

conservative estimate of the planning fuel required to cover the use of the APU, the start-up and

the taxi, in practice the PDA is not considered.


ETP Fuel Requirements

The aircraft must have at least the sum of the most critical of the following fuel components when

reaching the Critical Equi-Time Point:

For a One Engine Inoperative (OEI) pressurised diversion (ETP1):

1) Fuel to the diversion aerodrome, OEI, pressurised, from the ETP;

2) 5% wind component adjustment *;

3) Diversion reserve fuel, 15 minutes holding at 1,500 feet;

4) APU fuel (at 240kg/hr);

5) Instrument approach and landing fuel, 1,080kg; and,

6) Performance Deterioration Allowance (PDA).

For an All Engines Operating (AEO) depressurised diversion (ETPD):

1) Fuel to the diversion aerodrome, AEO, depressurised, from the ETP;



4) Instrument approach and landing fuel, 1,080kg;

5) Icing fuel. Fuel to allow operation of engine and wing anti-ice systems for 100% of

expected exposure time; and,


For an One Engine Inoperative (OEI) depressurised diversion (ETP1D):

1) Fuel to the diversion aerodrome, OEI, depressurised, from the ETP;



4) APU fuel (at 240kg/hr);

5) Instrument approach and landing fuel, 1,080kg;

6) Icing fuel. Fuel to allow operation of engine and wing anti-ice systems for 100% of

expected exposure time; and,


* The 5% Wind Component Adjustment means an increase of 5% for headwind

components and a 5% decrease for tailwind components when calculating the applicable

fuel.


CLIMB

Derated Climb Thrust

Whenever SID constraints, ATC factors and/or climatic conditions permit, the derate setting given

on the flight plan should be used for the entire climb segment. If any of these factors preclude this

then the next higher thrust rating should be the next option. Once any performance constraint has

been achieved, then the maximum acceptable level of derate up to that shown on the flight plan

should be selected or reselected.

Two fixed climb thrust derates can be selected on the THRUST LIM page, CLB1 or CLB2.

However, during the climb, the CLB 1 and CLB 2 derates are gradually removed. CLB1 uses a

10% derate of CLB thrust to 10,000 feet, then increases thrust linearly with altitude to CLB thrust at

12,000 feet. CLB2 uses a 20% derate of CLB thrust to 10,000 feet, then increases thrust linearly

with altitude to CLB thrust at 12,000 feet.

Once in the cruise, the thrust reference defaults to CLB. The reference thrust can be manually

selected at any time on the FMS THRUST LIM page. Varying the climb thrust rating in flight has

no adverse effect on engine life and should be performed as required.

Notes: 1. CLB1 represents a 10% thrust reduction from sea level to 10,000 feet, decreasing

linearly to MCL at 12,000 ft.

2. CLB2 represents a 20% thrust reduction from sea level to 10,000 feet, decreasing

linearly to MCL at 12,000 feet.

3. In the specimen aircraft (Boeing 777-300ER) it is normal procedure to use derated climb

thrust (CLB1) for the climb.

4. Use of MCL as opposed to CLB1 or CLB2 will provide a 40kg to 300kg saving in trip fuel.

5. The FMC top of climb depiction on the display includes the effect of the reduced thrust

taper.

For reference a table of MCL Thrust is provided in given on page 1-11.

FMC Selection of Climb Derate

The FMC will pre-arm a climb derate as a function of the overall takeoff thrust derate, which is a

combination of the selected fixed takeoff derate and the assumed temperature thrust reduction.

This ensures that there is no thrust increase during the transition from takeoff thrust to climb thrust.

Use of an assumed temperature reduced thrust takeoff or takeoff derate affects automatic

selection of climb derate. For a thrust reduction less than 10%, maximum climb thrust is

automatically selected by the FMC. For takeoff thrust reductions or derates from 10% to less than

20%, CLB 1 is selected. CLB 2 is selected for all takeoff thrust reductions or derates equal to or

greater than 20%.

On the ground, the crew may override the automatic climb derate selection after the takeoff

selection is complete. Use of derated climb thrust reduces engine maintenance costs, but

increases total trip fuel.

The FMC pre-armed climb thrust setting should be maintained until flap retraction has been

completed. After clean-up reduce thrust further to the flight plan climb derate, if different to the pre-

armed climb derate.


Climb Speed Schedule

Normal Climb

Normally climb speed will be controlled by the FMC using ECON CLIMB mode. The FMC generates a speed schedule as a function of cost index, gross weight, wind and temperature. Although the economy speed exceeds 250 KIAS for all gross weights, the FMC will command approximately 250 KIAS below 10,000 feet to comply with ATC requirement in some countries. The economy climb Mach is equal to the economy cruise Mach calculated at the estimated initial cruise conditions. After takeoff maintain VREF+80 until clear of obstacles. VREF + 80 is used as the flaps up manoeuvring speed. If there are no altitude or airspeed restrictions accelerate to the ECON CLIMB Speed Schedule. The sooner the aircraft can be accelerated to this speed, the greater the saving in trip cost.

Maximum Angle Climb

Maximum Angle of climb is normally used for obstacle clearance, minimum crossing altitude or to

reach a specified altitude/flight level in a minimum distance.

Cost Index 50 Maximum Operating Altitude

This table provides the maximum operating and optimum altitudes a given cruise weight in the

same manner as the FMC. Maximum altitudes are shown for a given manoeuvre capability.

Your airline has selected a 1.3g margin for determination of its Maximum Operating Altitude,

therefore in the specimen aircraft (Boeing 777-300ER) use the 1.30‘G’ column. Note that the

optimum altitudes shown in the table results in buffet-related manoeuvre margins of at least 1.3g

(39° bank capability). The altitudes shown in the table are limited to the maximum certified altitude

of 43,100 feet.

Max Climb (MCL) Thrust ISA +25 deg C and Below

WEIGHT (TONNE)

OPTIMUM ALT (FT)

TAT (deg C)

MARGIN TO INITIAL BUFFET 'G' (BANK ANGLE)

1.30 (39°) 1.40 (44°) 1.50 (48°)

360 350 340

27,900 28,500 29,200

3 2 0

30,400 31,000 31,700

28,800 29,400 30,000

27,200 27,900 28,500

330 320 310

29,800 30,500 31,200

-1 -3 -4

32,200 32,700 33,200

30,500 31,100 31,600

29,000 29,600 30,100

300 290 280

31,900 32,600 33,400

-6 -7 -9

33,800 34,300 34,900

32,200 32,800 33,400

30,700 31,300 31,900

270 260 250

34,100 34,900 35,800

-11 -12 -14

35,500 36,200 36,800

34,000 34,600 35,300

32,500 33,200 33,900

240 230 220

36,600 37,500 38,400

-15 -15 -15

37,500 38,300 39,000

36,000 36,700 37,500

34,600 35,300 36,100

210 200 190

39,400 40,400 41,500

-15 -15 -15

39,800 40,700 41,600

38,300 39,200 40,100

37,000 37,800 38,800

180 170 160

42,600 43,100 43,100

-15 -15 -15

42,600 43,100 43,100

41,100 42,300 43,100

39,800 40,900 42,200


CRUISE

Flight Speeds for Varying Cost Index

Tabulated below are the flight speeds which will be commanded for various input CI’s:

• For all weights cruise data is based on zero wind;

• For 180, 200, 220, 240, 260, 280, and 320 tonne FL350 is used;

• For 340 tonne FL330 is used; and,

• For 360 tonne FL310 is used.

There is little variation for normal weight/altitude combinations above or below these altitudes. For

climb and descent 250 KIAS is commanded below 10,000 feet for all CI’s.

FLIGHT SPEEDS

ISA Climb KIAS Cruise Mach Descent

CI Aircraft Weight (TONNE)

180 200 220 240 260 280 300 320 340 360

0 292 .730 250

298 .761 250

304 .791 250

310 .816 258

315 .830 266

321 .830 274

327 .829 283

331 .828 291

331 .829 299

331 .830 307

10 294 .745 250

299 .776 251

305 .802 255

311 .821 263

317 .830 270

323 .830 278

329 .829 286

331 .828 294

331 .829 302

331 .829 310

20 295 .758 250

301 .788 252

307 .811 259

313 .824 267

319 .830 275

325 .831 282

330 .830 290

331 .828 298

331 .829 305

331 .830 313

30 297 .768 256

303 .795 258

309 .815 265

314 .826 272

320 .831 279

326 .831 287

331 .830 294

331 .829 301

331 .829 308

331 .830 314

40 298 .776 262

304 .800 265

310 .817 271

316 .828 278

322 .832 284

328 .832 291

331 .831 298

331 .829 304

331 .830 311

331 .830 314

50 300 .784 270

306 .805 272

312 .820 277

318 .829 283

324 .833 289

330 .832 295

331 .831 301

331 .830 307

331 .830 312

331 .831 314

60 302 .791 278

303 .810 278

314 .824 283

319 .831 289

325 .834 294

331 .833 299

331 .832 305

331 .833 310

331 .833 314

331 .833 314

80 305 .804 290

311 .818 290

317 .829 293

323 .834 297

329 .835 302

331 .834 306

331 .833 311

331 .832 314

331 .832 314

331 .832 314

100 308 .815 304

314 .825 314

320 .832 314

326 .835 314

331 .835 314

331 .834 314

331 .833 314

331 .833 314

331 .833 314

331 .833 314

150 316 .834 314

322 .838 314

328 .841 314

331 .840 314

331 .839 314

331 .838 314

331 .837 314

331 .836 314

331 .859 314

331 .834 314

200 325 .847 314

331 .848 314

331 .847 314

331 .846 314

331 .844 314

331 .842 314

331 .841 314

331 .839 314

331 .839 314

331 .838 314

250 331 .855 250

331 .855 314

331 .853 314

331 .851 314

331 .848 314

331 .846 314

331 .843 314

331 .841 314

331 .841 314

331 .841 314

300 331 .858 314

331 .857 314

331 .855 314

331 .852 314

331 .850 314

331 .847 314

331 .845 314

331 .842 314

331 .843 314

331 .843 314


Wind Effect on Cruise Speed

Once airborne, the FMC commands cruise speeds based on the input CI, but vary depending on wind component. Again this is done to minimise the total fuel trip cost, trip time and fuel burn both varying with wind component. The actual adjustment to zero wind cruise speed for actual wind depends on weight and altitude, but is in the order of +.01 Mach per 100kt headwind and -.006 Mach per 100kt tailwind.

Climb and descent speeds are not adjusted for wind component.

Long Range Cruise Wind-Altitude Trade

Wind is a factor which may justify operations considerably below optimum altitude. For example, a

favorable wind component may have an effect on ground speed which more than compensates for

the loss in air range.

Using this table, it is possible to determine the break-even wind (advantage necessary or

disadvantage that can be tolerated) to maintain the same range at another altitude and long range

cruise speed. The tables make no allowance for climb or descent time, fuel or distance, and are

based on comparing ground fuel mileage.

PRESSURE ALTITUDE

(1000 FT)

CRUISE WEIGHT (TONNE)

360 340 320 300 280 260 240 220 200 180 160

43 41 39

136 51

156 61 15

68 18 1

18 1 3

1 3 15

6 19 34

37 35 33

79

114 40

156 61 16

85 26 3

38 7 0

11 0 5

1 3 15

3 14 29

14 29 44

31 46 59

49 62 72

31 29 27 25

24 3 1 9

8 0 5 17

1 3 13 27

1 10 23 37

7 20 34 48

17 32 46 59

30 45 58 68

44 57 68 75

58 68 76 80

70 77 80 82

78 81 81 79

The above wind factor table is for calculation of wind required to maintain present range capability at new pressure altitude, i.e., break-even wind.

Method:

1. Read wind factors for present and new altitudes from table.

2. Determine difference (new altitude wind factor minus present altitude wind factor). This difference may be negative or positive.

3. Break-even wind at new altitude is present altitude wind plus difference from step 2.


Cost Index 50 Control

These tables provide target %N1, Cost Index 50 Cruise Mach number, IAS and standard day fuel

flow per engine for the airplane weight and pressure altitude. As indicated by the shaded area, at

optimum altitude, .83 Mach approximates the Cost Index 50 Cruise Mach schedule.

PRESS ALT

(1000 FT)

(STD TAT)

GROSS WEIGHT (TONNE)

160 180 200 220 240 260 280 300 320 340 360

43

(-26)

%N1

MACH

KIAS

FF/ENG

82.9

.832

236

2394

84.9

.834

237

2619

88.2

.833

236

2997

93.6

.831

236

3566

41

(-27)

%N1

MACH

KIAS

FF/ENG

81.0

.822

244

2441

83.0

.832

247

2653

85.0

.834

248

2889

88.0

.833

247

3274

96.2

.831

247

3819

39

(-27)

%N1

MACH

KIAS

FF/ENG

79.0

.805

250

2455

81.1

.823

256

2688

83.0

.832

259

2901

84.8

.834

260

3140

87.5

.832

259

3518

91.3

.831

259

4023

37

(-27)

%N1

MACH

KIAS

FF/ENG

76.7

.783

254

2460

79.1

.806

262

2703

81.0

.822

268

2936

82.7

.831

271

3149

84.3

.833

272

3382

86.8

.832

271

3744

89.8

.831

271

4203

95.0

.830

271

4891

35

(-25)

%N1

MACH

KIAS

FF/ENG

75.0

.761

257

2488

77.2

.784

266

2728

79.4

.805

274

2974

81.1

.820

280

3209

82.8

.829

283

3426

84.2

.833

284

3651

86.3

.832

284

3988

88.9

.831

284

4407

92.4

.830

283

4965

33

(-21)

%N1

MACH

KIAS

FF/ENG

73.7

.738

260

2525

75.7

.760

269

2758

77.8

.783

278

3008

79.9

.802

285

3260

81.4

.818

291

3500

83.1

.827

295

3724

84.4

.832

297

3943

86.1

.832

297

4240

88.3

.831

297

4631

91.0

.830

296

5110

94.9

.829

296

5781

31

(-18)

%N1

MACH

KIAS

FF/ENG

72.4

.715

263

2550

74.4

.737

272

2783

76.3

.759

281

3029

78.3

.780

289

3289

80.2

.799

297

3547

81.7

.814

303

3795

83.3

.824

307

4027

84.6

.830

310

4243

85.9

.832

311

4495

87.8

.832

310

4859

90.0

.831

310

5287

29

(-14)

%N1

MACH

KIAS

FF/ENG

71.1

.692

265

2572

73.0

.713

274

2801

74.9

.734

283

3046

76.8

.755

292

3304

78.6

.776

300

3576

80.4

.794

308

3844

82.0

.810

315

4101

83.3

.821

319

4345

84.7

.828

322

4566

85.8

.831

324

4794

87.3

.832

324

5096

27

(-11)

%N1

MACH

KIAS

FF/ENG

69.6

.667

266

2600

71.6

.688

275

2820

73.5

.709

284

3059

75.3

.730

293

3313

77.1

.751

302

3582

78.8

.771

311

3866

80.6

.789

319

4149

82.1

.805

326

4421

83.4

.816

331

4676

84.6

.825

335

4912

85.8

.829

337

5128

25

(-9)

%N1

MACH

KIAS

FF/ENG

68.2

.644

268

2633

70.1

.664

276

2846

72.0

.684

285

3075

73.9

.705

294

3321

75.6

.725

304

3582

77.3

.745

313

3857

78.9

.764

321

4151

80.6

.782

330

4449

82.2

.798

337

4736

83.4

.811

343

5005

(Too

Fast)

Shaded area approximates optimum altitude.


Long Range Cruise Control

These tables provide target %N1, Long Range Cruise Mach number, IAS and standard day fuel

flow per engine for the airplane weight and pressure altitude. As indicated by the shaded area, at

optimum altitude, .84 Mach approximates the Long Range Cruise Mach schedule.

PRESS ALT

(1000 FT)

(STD TAT)


160 180 200 220 240 260 280 300 320 340 360

43

(-26)

%N1

MACH

KIAS

FF/ENG

83.1

.838

238

2423

85.2

.840

239

2659

41

(-26)

%N1

MACH

KIAS

FF/ENG

81.1

.826

245

2457

83.3

.839

250

2690

85.3

.840

250

2935

88.3

.838

249

3321

39

(-27)

%N1

MACH

KIAS

FF/ENG

78.9

.801

248

2441

81.3

.830

258

2721

83.2

.839

262

2947

85.1

.840

262

3192

87.8

.838

261

3570

37

(-27)

%N1

MACH

KIAS

FF/ENG

76.3

.770

249

2404

79.2

.808

262

2713

81.3

.831

271

2983

83.0

.839

274

3204

84.7

.840

274

3442

87.0

.838

274

3802

35

(-25)

%N1

MACH

KIAS

FF/ENG

74.1

.737

248

2382

77.0

.778

264

2699

79.5

.810

276

3003

81.4

.831

284

3269

83.1

.839

287

3490

84.6

.840

287

3718

86.6

.839

287

4052

89.2

.837

286

4474

33

(-21)

%N1

MACH

KIAS

FF/ENG

72.7

.712

250

2399

75.2

.745

263

2680

77.8

.782

277

3003

80.1

.810

289

3306

81.8

.830

296

3576

83.4

.838

300

3799

84.8

.840

300

4019

86.4

.839

300

4312

88.6

.838

299

4709

91.3

.836

299

5189

31

(-17)

%N1

MACH

KIAS

FF/ENG

71.5

.692

254

2432

73.6

.718

264

2682

75.9

.749

277

2976

78.4

.783

290

3304

80.6

.809

301

3608

82.1

.828

309

3885

83.7

.837

313

4115

84.9

.840

314

4332

86.3

.840

314

4581

88.2

.839

313

4942

90.3

.837

313

5376

29

(-14)

%N1

MACH

KIAS

FF/ENG

70.0

.669

256

2460

72.4

.698

268

2717

74.4

.721

277

2971

76.6

.750

290

3274

78.8

.781

303

3608

80.9

.806

313

3919

82.4

.824

321

4205

83.8

.835

326

4449

85.1

.839

327

4667

86.2

.840

328

4892

87.7

.839

327

5185

27

(-11)

%N1

MACH

KIAS

FF/ENG

68.4

.643

256

2483

71.1

.677

270

2757

73.2

.701

281

3011

75.0

.723

290

3267

77.0

.749

302

3573

79.1

.778

314

3915

81.0

.802

325

4238

82.6

.820

333

4537

83.8

.832

338

4799

85.1

.838

341

5026

86.2

.840

342

5242

25

(-9)

%N1

MACH

KIAS

FF/ENG

66.8

.616

255

2490

69.5

.652

271

2782

71.9

.681

284

3057

73.8

.703

294

3309

75.5

.723

303

3566

77.3

.747

313

3870

79.2

.773

325

4216

81.0

.796

336

4551

82.7

.814

344

4864

83.6

.819

346

5069

84.5

.819

346

5246

Shaded area approximates optimum altitude.


Cost Index 50 Enroute Fuel and Time

Cost Index 50 Enroute Fuel and Time tables are provided to determine remaining time and fuel

required to destination. The data is based on Cost Index 50 Cruise and descent.

Tables are presented for short trip distances.

To determine remaining fuel and time required, first enter the Ground to Air Miles Conversion table

to convert ground distance and enroute wind to an equivalent still air distance for use with the

Reference Fuel and Time tables. Next, enter the Cost Index 50 Fuel and Time Required table with

air distance from the Ground to Air Miles Conversion table and read Time Required and Fuel

Required for the actual weight at start of diversion.

Cost Index 50 Ground to Air Miles Conversion

AIR DISTANCE (NM) GROUND DISTANCE

(NM)

AIR DISTANCE (NM)

HEADWIND COMPONENT (KTS) TAILWIND COMPONENT (KTS)

100 80 60 40 20 20 40 60 80 100

257

386

514

243

365

486

231

346

462

220

329

439

209

314

419

200

300

400

191

287

383

184

276

367

176

265

353

170

255

340

164

245

327

643

771

900

608

730

851

577

692

808

549

659

768

523

628

733

500

600

700

479

574

670

459

551

643

441

529

618

425

509

594

409

491

573

1029

1157

1286

973

1095

1216

923

1038

1154

878

988

1098

837

942

1047

800

900

1000

766

862

957

735

827

918

706

794

882

679

764

849

655

736

818

1414

1543

1671

1338

1459

1581

1269

1385

1500

1207

1317

1427

1151

1256

1360

1100

1200

1300

1053

1149

1245

1010

1102

1194

971

1059

1147

934

1019

1104

900

982

1064

1800

1929

2057

1703

1824

1946

1615

1731

1846

1537

1646

1756

1465

1570

1674

1400

1500

1600

1340

1436

1532

1286

1378

1469

1235

1324

1412

1189

1274

1358

1145

1227

1309

2186

2314

2443

2068

2189

2311

1962

2077

2192

1866

1976

2085

1779

1884

1988

1700

1800

1900

1628

1723

1819

1561

1653

1745

1500

1588

1676

1443

1528

1613

1391

1473

1555

2571 2432 2308 2195 2093 2000 1915 1837 1765 1698 1636

TAS 450kts


Cost Index 50 Fuel and Time Required

ESAD nm

Time mins

Weight at Start of Diversion (TONNE)

180 200 220 240 260 280 300 320 340 360

Cost Index 50 En-Route Diversion Fuel (kg)

150 200 250 300 350

28 34 40 46 52

960 1520 2080 2650 3210

1010 1630 2240 2850 3450

1070 1740 2400 3040 3700

1060 1790 2520 3250 3970

1130 1920 2700 3480 4260

1230 2070 2940 3780 4610

1370 2270 3160 4050 4930

1380 2320 3270 4210 5150

1530 2530 3530 4530 5530

1710 2760 3810 4860 5910

400 450 500 550 600

58 64 70 76 82

3760 4310 4860 5420 5970

4060 4670 5280 5890 6500

4360 5030 5690 6360 7020

4690 5400 6120 6840 7550

5030 5810 6580 7350 8120

5430 6260 7090 7910 8720

5810 6700 7580 8450 9320

6080 7020 7950 8870 9800

6530 7530 8510 9490 10460

6960 8000 9040 10040 11020

650 700 750 800 850

88 94 100 106 111

6520 7070 7610 8150 8690

7110 7700 8300 8900 9500

7670 8330 8980 9630 10290

8260 8970 9670 10380 11090

8900 9670 10420 11180 11930

9540 10350 11160 11980 12780

10150 10980 11810 12670 13530

10720 11640 12560 13480 14390

11440 12410 13380 14350 15330

12010 13040 14060 15090 16110

900 950 1000 1050 1100

117 123 129 135 141

9240 - - - -

10090 10680 11270 11860 12450

10950 11610 12250 12880 13520

11800 12490 13190 13890 14580

12680 13430 14180 14930 15680

13590 14400 15210 15970 16700

14390 15250 16100 16960 17810

15310 16240 17160 18070 18970

16290 17250 18210 19170 20120

17120 18140 19150 20160 21160

1150 1200 1250 1300 1350

147 153 159 165 171

- - - - -

13040 13620 14210 14790 15380

14160 14800 15450 16080 16710

15280 15970 16650 17340 18020

16420 17160 17900 18640 19380

17490 18290 19090 19870 20660

18660 19500 20340 21190 22030

19870 20760 21660 22550 23440

21080 21980 22850 23790 24720

22160 23170 24160 25160 26150

1400 1450 1500 1550 1600

177 183 189 195 201

- - - - -

15960 16530 17110 17680 18260

17340 17970 18600 19230 19850

18710 19390 20070 20740 21420

20110 20820 21500 22220 22950

21440 22230 23010 23780 24560

22870 23720 24560 25390 26220

24320 25200 26090 26970 27850

25660 26600 27530 28460 29390

27160 28160 29140 30120 31100

1650 1700 1750 1800 1850

207 213 219 225 231

- - - - -

18830 19400 19970 20540 21100

20480 21100 21720 22320 22930

22070 22720 23370 24040 24700

23670 24390 25100 25820 26540

25330 26110 26880 27660 28440

27050 27870 28690 29510 30330

28730 29600 30450 31250 32090

30320 31240 32160 33080 34000

32080 33050 34020 34990 35950

1900 1950 2000

237 243 249

- - -

21660 22220 22790

23540 24140 24750

25370 26030 26690

27260 27970 28680

29210 29970 30730

31140 31950 32760

32950 33810 34680

34910 35820 36740

36910 37870 38830

Includes: Cost Index 50 Cruise at Optimum Altitude, Cost Index 50 Descent, 245kg Approach and Landing Fuel, and 2% Contingency.


DESCENT

Distance and Time to Descend 0.84/310/250 KIAS

Distance and time for descent are shown for a .84/310/250 descent speed schedule. Enter the table with top of descent pressure altitude and read distance in nautical miles and time in minutes. Data is based on flight idle thrust descent in zero wind. Allowances are included for a straight-in approach with gear down and landing Flaps 30 at the outer marker. PRESSURE ALT

(1000 ft)

25 27 29 31 33 35 37 39 41 43

DISTANCE (NM) 96 104 111 118 124 129 135 140 145 150

TIME (MINUTES) 20 21 22 23 24 24 25 26 26 27


DIVERSION - All Engines Operating (AEO)

Long Range Cruise Enroute Fuel and Time

Long Range Cruise Enroute Fuel and Time tables are provided to determine remaining time and fuel required to destination. The data is based on Long Range Cruise and .84/310/250 descent. Tables are presented for low altitudes for shorter trip distances and high altitudes for longer trip distances. To determine remaining fuel and time required, first enter the Ground to Air Miles Conversion table to convert ground distance and enroute wind to an equivalent still air distance for use with the Reference Fuel and Time tables. Next, enter the Reference Fuel and Time table with air distance from the Ground to Air Miles Conversion table and the desired altitude and read Reference Fuel and Time Required. Lastly, enter the Fuel Required Adjustment table with the Reference Fuel and the actual weight at checkpoint to obtain fuel required to destination.

Low Altitude

Long Range Cruise Ground to Air Miles Conversion


(NM)

AIR DISTANCE (NM)


100 80 60 40 20 20 40 60 80 100

282

561

840

261

520

779

242

484

725

226

452

678

213

425

637

200

400

600

191

382

574

182

366

550

174

351

528

167

337

508

160

325

489

1120

1401

1683

1039

1299

1560

966

1208

1451

904

1130

1357

849

1062

1274

800

1000

1200

766

957

1149

734

918

1101

705

881

1057

678

848

1017

653

817

980

1966

2250

2535

2820

1822

2085

2348

2611

1694

1937

2181

2425

1583

1811

2038

2265

1487

1700

1913

2126

1400

1600

1800

2000

1340

1532

1723

1915

1285

1469

1652

1835

1234

1410

1586

1762

1187

1356

1525

1695

1144

1307

1470

1633

Reference Fuel and Time Required at Check Point

AIR DIST

(NM)

PRESSURE ALTITUDE (1000 ft)

10 14 20 24 28 FUEL

(TONNE)

TIME

(HR:MIN)

FUEL

(TONNE)

TIME

(HR:MIN)

FUEL

(TONNE)

TIME

(HR:MIN)

FUEL

(TONNE)

TIME

(HR:MIN)

FUEL

(TONNE)

TIME

(HR:MIN)

200

400

600

4.0

8.2

12.4

0:38

1:12

1:46

3.5

7.5

11.4

0:37

1:08

1:40

2.9

6.5

10.1

0:35

1:04

1:33

2.5

5.9

9.3

0:34

1:02

1:30

2.3

5.5

8.7

0:34

1:00

1:26

800

1000

1200

16.5

20.7

24.7

2:20

2:55

3:30

15.4

19.3

23.1

2:12

2:45

3:17

13.6

17.2

20.7

2:02

2:31

3:00

12.6

15.9

19.2

1:58

2:26

2:54

11.9

15.0

18.1

1:52

2:19

2:45

1400

1600

1800

2000

28.8

32.8

36.8

40.8

4:05

4:41

5:16

5:52

27.0

30.8

34.5

38.3

3:50

4:24

4:57

5:31

24.2

27.6

31.1

34.5

3:30

4:00

4:30

5:00

22.5

25.7

28.9

32.1

3:22

3:50

4:19

4:48

21.2

24.3

27.3

30.3

3:12

3:39

4:06

4:34


Fuel Required Adjustment (TONNE)

REFERENCE FUEL

REQUIRED

(TONNE)

WEIGHT AT CHECK POINT (TONNE)

170 190 210 230 250 270 290 310 330 350

5

10

15

-0.6

-1.3

-2.0

-0.5

-1.0

-1.5

-0.3

-0.7

-1.0

-0.2

-0.3

-0.5

0.0

0.0

0.0

0.2

0.4

0.7

0.4

0.9

1.4

0.6

1.3

2.1

0.8

1.8

2.8

1.0

2.2

3.4

20

25

30

-2.7

-3.4

-4.1

-2.1

-2.6

-3.1

-1.4

-1.8

-2.1

-0.7

-0.9

-1.1

0.0

0.0

0.0

1.0

1.2

1.5

1.9

2.4

3.0

2.9

3.6

4.4

3.8

4.8

5.8

4.7

5.9

7.2

35

40

45

-4.8

-5.5

-6.2

-3.7

-4.2

-4.7

-2.5

-2.8

-3.2

-1.2 -1.4

-1.6

0.0

0.0

0.0

1.8

2.1

2.3

3.5

4.1

4.6

5.2

6.0

6.8

6.9

7.9

9.0

8.5

9.7

11.0

High Altitude

Ground to Air Miles Conversion


(NM)

AIR DISTANCE (NM)


100 80 60 40 20 20 40 60 80 100

1032

1543

2056

976

1460

1946

925

1385

1846

879

1317

1756

838

1256

1675

800

1200

1600

767

1151

1535

736

1106

1475

708

1063

1419

682

1024

1367

657

989

1320

2571

3088

3606

2433

2922

3412

2308

2771

3235

2195

2635

3076

2094

2513

2932

2000

2400

2800

1920

2304

2688

1845

2214

2583

1775

2131

2486

1710

2053

2396

1651

1982

2313

4126

4649

5172

3904

4396

4890

3699

4165

4631

3517

3959

4400

3352

3772

4192

3200

3600

4000

3072

3456

3840

2953

3322

3691

2842

3197

3552

2739

3082

3424

2645

2976

3307

5697

6223

6751

5384

5880

6376

5098

5565

6034

4843

5285

5729

4612

5033

5453

4400

4800

5200

4224

4608

4992

4060

4429

4798

3908

4263

4617

3767

4109

4450

3637

3967

4297

7281

7812

8345

6874

7373

7874

6503

6973

7444

6172

6616

7061

5874

6295

6716

5600

6000

6400

5375

5759

6142

5166

5534

5901

4971

5324

5678

4791

5131

5471

4626

4954

5282

8880

9418

9959

10502

8376

8880

9385

9893

7915

8388

8863

9338

7506

7952

8399

8846

7138

7560

7982

8405

6800

7200

7600

8000

6525

6908

7291

7674

6269

6636

7002

7369

6030

6383

6735

7086

5811

6150

6488

6826

5610

5936

6262

6587


Reference Fuel and Time required at Check Point

AIR DIST

(NM)


29 31 33 35 37 FUEL

(TONNE)

TIME

(HR:MIN)

FUEL

(TONNE)

TIME

(HR:MIN)

FUEL

(TONNE)

TIME

(HR:MIN)

FUEL

(TONNE)

TIME

(HR:MIN)

FUEL

(TONNE)

TIME

(HR:MIN)

800

1200

1600

11.8

17.8

23.9

1:50

2:43

3:36

11.4

17.3

23.2

1:48

2:40

3:31

11.0

16.8

22.6

1:47

2:37

3:28

10.7

16.4

22.0

1:47

2:37

3:27

10.7

16.2

21.7

1:48

2:38

3:27

2000

2400

2800

29.9

35.7

41.5

4:30

5:24

6:19

29.1

34.8

40.5

4:22

5:15

6:08

28.4

33.9

39.5

4:18

5:09

6:00

27.6

33.0

38.4

4:17

5:07

5:57

27.2

32.5

37.8

4:17

5:07

5:57

3200

3600

4000

47.2

52.8

58.4

7:15

8:11

9:07

46.0

51.5

56.9

7:02

7:56

8:51

44.9

50.2

55.6

6:52

7:45

8:37

43.8

49.0

54.2

6:48

7:39

8:30

43.0

48.1

53.2

6:47

7:37

8:27

4400

4800

5200

63.7

69.1

74.3

10:05

11:02

12:00

62.2

67.4

72.5

9:47

10:43

11:40

60.7

65.8

70.8

9:32

10:26

11:21

59.2

64.2

69.1

9:22

10:15

11:08

58.0

62.9

67.7

9:18

10:09

11:00

5600

6000

6400

79.5

84.7

89.7

12:59

13:58

14:59

77.5

82.5

87.4

12:37

13:35

14:34

75.7

80.6

85.3

12:17

13:13

14:10

73.9

78.7

83.3

12:01

12:55

13:51

72.4

77.1

81.6

11:52

12:44

13:37

6800

7200

7600

8000

94.6

99.5

104.3

109.2

15:59

17:01

18:04

19:07

92.2

97.0

101.6

106.3

15:33

16:32

17:33

18:33

90.0

94.7

99.2

103.7

15:07

16:06

17:04

18:03

87.9

92.4

96.8

101.2

14:46

15:42

16:40

17:37

86.1

90.5

94.8

99.1

14:30

15:24

16:19

17:14


REFERENCE FUEL

REQUIRED

(TONNE)


170 190 210 230 250 270 290 310 330 350

10

20

30

-1.8

-3.6

-5.5

-1.3

-2.8

-4.3

-0.8

-1.9

-2.9

-0.4

-0.9

-1.5

0.0

0.0

0.0

0.7

1.4

2.1

2.4

4.0

5.5

4.9

7.7

10.2

8.4

12.5

16.3

12.7

18.5

23.7

40

50

60

-7.3

-9.1

-10.9

-5.7

-7.1

-8.5

-3.9

-4.9

-5.8

-2.0

-2.5

-2.9

0.0

0.0

0.0

2.7

3.3

3.9

6.9

8.2

9.4

12.5

14.6

16.5

19.7

22.7

25.3

28.3

32.3

35.7

70

80

90

-12.6

-14.3

-15.9

-9.8

-11.0

-12.2

-6.7

-7.5

-8.3

-3.4

-3.8

-4.2

0.0

0.0

0.0

4.4

4.9

5.4

10.5

11.4

12.3

18.2

19.6

20.8

27.5

29.4

30.9

38.6

40.8

42.5

100

110

120

-17.6

-19.2

-20.8

-13.3

-14.4

-15.4

-9.0

-9.7

-10.4

-4.6

-5.0

-5.3

0.0

0.0

0.0

5.8

6.3

6.7

13.1

13.8

14.4

21.8

22.6

23.2

32.0

32.7

33.1

43.6

44.1

44.0


DIVERSION - One Engine Inoperative (OEI)

Driftdown Profile


Driftdown/Long Range Cruise Range Capability

This table shows the range capability from the start of driftdown. Driftdown is continued to level off altitude. As weight decreases due to fuel burn, the airplane is accelerated to long range cruise speed. Cruise is continued at level off altitude and long range cruise speed. To determine fuel required, enter the Ground to Air Miles Conversion table with the desired ground distance and correct for anticipated winds to obtain air distance to destination. Then enter the Driftdown/Cruise Fuel and Time table with air distance and weight at start of driftdown to determine fuel and time required. If altitudes other than the level off altitude is used, fuel and time required may be obtained by using the Engine Inoperative Long Range Cruise Diversion Fuel and Time table.

ENGINE INOP

MAX CONTINUOUS THRUST Ground to Air Miles Conversion

AIR DISTANCE (NM)

INCLUDES 5% WIND ADJUSTMENT

GROUND DISTANCE

(NM)

AIR DISTANCE (NM)



100 80 60 40 20 20 40 60 80 100

136

274

410

128

254

382

119

238

357

112

223

336

105

211

317

100

200

300

95

190

286

90

182

273

87

174

262

83

166

250

80

161

240

545

682

817

508

635

762

476

594

713

448

559

671

422

527

634

400

500

600

381

476

572

364

455

547

348

436

523

335

419

502

321

402

483

952

1086

1221

888

1014

1140

831

950

1068

782

894

1006

739

844

949

700

800

900

668

763

858

638

729

821

611

700

787

587

671

755

564

645

726

1356

1491

1625

1266

1391

1518

1186

1304

1424

1117

1229

1339

1055

1160

1265

1000

1100

1200

954

1050

1145

912

1005

1096

875

962

1050

840

924

1008

807

889

970

1760

1894

2030

1643

1769

1896

1542

1660

1778

1451

1563

1674

1372

1477

1582

1300

1400

1500

1241

1336

1431

1187

1279

1370

1138

1226

1314

1093

1177

1261

1051

1132

1213

2165

2300

2435

2022

2148

2274

1897

2015

2134

1786

1897

2009

1687

1793

1899

1600

1700

1800

1528

1623

1718

1462

1553

1644

1401

1489

1576

1345

1430

1514

1294

1375

1456


ENGINE INOP

MAX CONTINUOUS THRUST Driftdown / Cruise Fuel and Time

AIR DIST (NM)

FUEL REQUIRED (1000 kg) TIME (HR:MIN) WEIGHT AT START OF DRIFTDOWN (TONNE)

160 180 200 220 240 260 280 300 320 340 360

100

200

300

1.1

2.4

3.7

1.1

2.5

4.1

1.2

2.8

4.5

1.3

3.1

4.9

1.5

3.3

5.3

1.6

3.5

5.6

1.7

3.7

6.0

1.8

3.9

6.3

1.8

4.1

6.6

1.9

4.3

7.0

2.0

4.6

7.4

0:16

0:31

0:46

400

500

600

5.1

6.4

7.7

5.6

7.0

8.4

6.2

7.8

9.3

6.8

8.5

10.1

7.3

9.2

11.0

7.8

9.8

11.7

8.2

10.4

12.5

8.7

11.0

13.2

9.2

11.6

13.9

9.7

12.3

14.8

10.3

13.0

15.6

1:01

1:16

1:31

700

800

900

8.9

10.1

11.3

9.8

11.2

12.5

10.8

12.3

13.8

11.8

13.4

15.1

12.8

14.5

16.3

13.7

15.6

17.4

14.5

16.5

18.5

15.4

17.5

19.6

16.2

18.5

20.7

17.2

19.6

22.0

18.2

20.8

23.3

1:46

2:01

2:15

1000

1100

1200

12.6

13.8

14.9

13.9

15.2

16.6

15.3

16.8

18.2

16.7

18.3

19.9

18.0

19.8

21.5

19.3

21.2

23.0

20.5

22.5

24.5

21.8

23.9

26.0

23.0

25.2

27.4

24.4

26.8

29.2

25.9

28.4

30.9

2:30

2:45

2:59

1300

1400

1500

16.1

17.3

18.5

17.9

19.2

20.5

19.7

21.1

22.5

21.5

23.0

24.6

23.2

24.9

26.5

24.8

26.6

28.4

26.4

28.4

30.3

28.0

30.1

32.2

29.7

31.8

34.0

31.5

33.8

36.1

33.4

35.8

38.3

3:14

3:29

3:43

1600

1700

1800

19.6

20.8

21.9

21.7

23.0

24.3

23.9

25.3

26.7

26.1

27.6

29.1

28.2

29.8

31.5

30.2

32.0

33.8

32.2

34.1

36.0

34.2

36.2

38.2

36.2

38.3

40.5

38.4

40.7

43.0

40.7

43.1

45.5

3:58

4:13

4:28

Includes APU fuel burn. Driftdown at optimum driftdown speed and cruise at LRC speed.


Long Range Cruise Altitude Capability

This table shows the maximum altitude that can be maintained at a given weight and air temperature (ISA deviation), based on LRC speed, Max Continuous thrust, and 100 ft/min residual rate of climb.

ENGINE INOP

MAX CONTINUOUS THRUST 100 ft/min Residual Rate of Climb

WEIGHT

(TONNE)

PRESSURE ALTITUDE (ft)

ISA+10 Deg C & Below ISA+15 Deg C ISA+20 Deg C

360

350

340

15,000

15,500

16,400

13,600

14,200

14,900

12,000

12,600

13,100

330

320

310

17,200

18,100

19,000

15,700

16,600

17,500

13,900

14,900

15,800

300

290

280

19,900

20,600

21,200

18,400

19,400

20,200

16,700

17,800

18,800

270

260

250

21,900

22,800

23,800

20,900

21,600

22,500

19,900

20,600

21,400

240

230

220

24,900

26,200

27,600

23,700

24,900

26,300

22,100

23,400

24,600

210

200

190

29,100

30,400

31,400

27,700

29,100

30,500

26,000

27,600

29,100

180

170

160

32,400

33,400

34,600

31,700

33,000

34,400

30,600

32,000

33,500

With engine anti-ice on, no altitude capability adjustment is required.

With engine and wing anti-ice on, decrease altitude capability by 300 ft.


Long Range Cruise Control

This table provides target %N1, engine inoperative Long Range Cruise Mach number, IAS and fuel

flow for the airplane weight and pressure altitude. The fuel flow values in this table reflect single

engine fuel burn.

ENGINE INOP

MAX CONTINUOUS THRUST

PRESS ALT

(1000 FT)

(STD TAT)


360 340 320 300 280 260 240 220 200 180 160

31

(-26)

%N1

MACH

KIAS

FF/ENG

98.6

.700

257

6468

93.3

.674

247

5567

88.9

.649

237

4892

29

(-22)

%N1

MACH

KIAS

FF/ENG

99.4

.701

269

7112

94.5

.677

259

6208

90.3

.654

250

5502

87.1

.629

240

4878

27

(-18)

%N1

MACH

KIAS

FF/ENG

95.4

.679

271

6844

91.5

.658

262

6120

88.5

.636

253

5494

85.3

.605

240

4837

25

(-16)

%N1

MACH

KIAS

FF/ENG

96.0

.678

283

7467

92.3

.659

274

6737

89.6

.640

266

6109

86.7

.613

254

5453

83.6

.581

240

4797

23

(-12)

%N1

MACH

KIAS

FF/ENG

96.3

.677

294

8065

92.9

.659

286

7345

90.4

.642

278

6717

87.8

.618

267

6064

85.0

.589

254

5402

81.7

.559

241

4774

21

(-8)

%N1

MACH

KIAS

FF/ENG

96.3

.674

305

8659

93.2

.658

297

7953

91.0

.643

290

7324

88.7

.621

280

6672

86.1

.594

267

6007

83.1

.567

254

5374

80.1

.538

241

4758

19

(-4)

%N1

MACH

KIAS

FF/ENG

99.2

.686

323

10098

96.1

.671

316

9287

93.5

.656

308

8583

91.5

.642

301

7948

89.3

.622

292

7288

86.9

.598

280

6617

84.2

.572

267

5967

81.5

.546

255

5340

78.3

.519

242

4735

17

(-1)

%N1

MACH

KIAS

FF/ENG

98.6

.681

333

10771

95.9

.667

326

9949

93.7

.653

319

9239

91.8

.640

312

8592

89.8

.621

303

7916

87.6

.599

292

7227

85.1

.576

280

6557

82.5

.552

268

5910

79.6

.527

255

5285

76.6

.501

243

4682

15

(3)

%N1

MACH

KIAS

FF/ENG

97.3

.664

337

11118

95.5

.662

337

10586

93.7

.650

330

9884

92.0

.637

323

9222

90.1

.619

314

8533

88.1

.599

303

7830

85.7

.577

292

7147

83.3

.555

280

6489

80.6

.532

269

5852

77.8

.509

256

5237

74.8

.485

244

4648

10

(11)

%N1

MACH

KIAS

FF/ENG

91.6

.602

334

10335

90.6

.602

334

9977

89.7

.602

334

9633

87.7

.584

324

8949

85.7

.566

314

8313

83.8

.548

304

7698

81.5

.529

293

7105

79.3

.510

282

6519

76.7

.490

271

5935

74.1

.470

260

5363

71.2

.449

248

4809


APU Operation During Flight

For APU operation during flight, increase fuel flow according to the following table. These

increments include the APU fuel flow and the effect of increased drag from the APU door.

PRESSURE ALTITUDE (1000 FT)

APU FUEL FLOW PENALTY (kg/hr)


300 260 220 180 140

43

39

35

200

180

190

160

160

170

140

145

140

31

25

20

230

230

235

220

220

230

195

195

205

165

175

185

140

155

165

15

10

5

235

240

270

235

240

270

215

230

255

200

220

240

185

200

220


Long Range Cruise Diversion Fuel and Time - OEI

Tables are provided for crews to determine the fuel and time required to proceed to an alternate

airfield with one engine inoperative. The data is based on single engine Long Range Cruise speed

and .84/310/250 descent.

Enter with Air Distance as determined from the Ground to Air Miles Conversion table and read Fuel

and Time required at the cruise pressure altitude. Adjust the fuel obtained for deviation from the

reference weight at checkpoint as required by entering the off reference fuel corrections table with

the fuel required for the reference weight and the actual weight at checkpoint.

Read fuel and time required for the actual weight.

ENGINE INOP

MAX CONTINUOUS THRUST Ground to Air Miles Conversion

AIR DISTANCE (NM)


GROUND DISTANCE

(NM)

AIR DISTANCE (NM)



100 80 60 40 20 20 40 60 80 100

292

581

871

268

533

801

247

492

738

229

457

686

214

426

640

200

400

600

190

382

573

182

366

548

174

350

525

167

336

505

161

323

487

1163

1455

1748

1068

1337

1605

985

1232

1480

914

1144

1373

854

1067

1282

800

1000

1200

765

956

1147

732

915

1098

702

878

1053

675

843

1011

649

811

974

2043

2338

2635

1876

2145

2417

1728

1976

2226

1603

1833

2063

1496

1710

1924

1400

1600

1800

1338

1530

1721

1281

1464

1646

1228

1403

1578

1180

1348

1516

1135

1298

1459

2933 2689 2475 2294 2139 2000 1911 1829 1753 1684 1621

Reference Fuel and Time Required at Check Point

AIR DIST

(NM)


10 14 18 22 26 FUEL

(TONNE)

TIME

(HR:MIN)

FUEL

(TONNE)

TIME

(HR:MIN)

FUEL

(TONNE)

TIME

(HR:MIN)

FUEL

(TONNE)

TIME

(HR:MIN)

FUEL

(TONNE)

TIME

(HR:MIN)

200

400

600

4.0

8.4

12.7

0:39

1:15

1:50

3.5

7.6

11.7

0:38

1:11

1:45

3.2

7.1

11.1

0:36

1:08

1:40

2.8

6.7

10.4

0:36

1:06

1:36

2.6

6.4

10.2

0:35

1:03

1:32

800

1000

1200

16.9

21.1

25.3

2:26

3:02

3:38

15.7

19.7

23.7

2:19

2:53

3:27

14.9

18.8

22.6

2:11

2:44

3:16

14.2

17.9

21.5

2:06

2:37

3:07

13.9

17.6

21.2

2:02

2:31

3:00

1400

1600

1800

2000

29.4

33.5

37.6

41.6

4:15

4:52

5:29

6:07

27.6

31.4

35.2

39.0

4:02

4:37

5:12

5:47

26.3

30.1

33.8

37.4

3:49

4:21

4:55

5:28

25.1

28.7

32.3

35.8

3:38

4:09

4:40

5:11

24.7

28.2

31.6

35.0

3:30

4:00

4:29

5:00


ENGINE INOP

MAX CONTINUOUS THRUST


REFERENCE FUEL

REQUIRED

(TONNE)


170 190 210 230 250 270 290 310 330 350

5

10

15

-0.8

-1.8

-2.7

-0.6

-1.3

-2.0

-0.4

-0.9

-1.3

-0.2

-0.4

-0.7

0.0

0.0

0.0

0.3

0.8

1.2

0.7

1.6

2.5

1.2

2.6

4.0

1.7

3.7

5.6

2.3

4.9

7.4

20

25

30

-3.7

-4.6

-5.6

-2.7

-3.4

-4.2

-1.8

-2.3

-2.7

-0.9

-1.1

-1.4

0.0

0.0

0.0

1.6

2.0

2.3

3.3

4.2

4.9

5.3

6.6

7.8

7.5

9.3

11.0

9.8

12.2

14.4

35

40

45

-6.5

-7.5

-8.5

-4.9

-5.6

-6.3

-3.2

-3.7

-4.2

-1.6

-1.8

-2.1

0.0

0.0

0.0

2.7

3.1

3.4

5.7

6.4

7.1

9.0

10.2

11.3

12.6

14.2

15.8

16.6

18.6

20.6

Includes APU fuel burn.


HOLDING - All Engines Operating (AEO)

The tables below gives the target %N1, indicated airspeed (KIAS) and fuel flow per engine (FF/ENG) information for holding with flaps up, based on the FMC optimum holding speed schedule. This is the higher of the maximum endurance speed and the maneuvering speed for the selected flap setting. Small variations in airspeed will not appreciably affect the overall endurance time. Enter the tables with weight and pressure altitude to read %N1, KIAS and fuel flow per engine.

Notes: 1. This table includes 5% additional fuel for holding in a racetrack pattern. Decrease fuel

flow by 5% for holding in a other than a racetrack pattern.

2. Unless otherwise stated, extra holding is carried out at FL200.

All-Engine Holding

WEIGHT (TONNE)

PRESSURE ALTITUDE (1,000 FT)

1,500 5,000 10,000 15,000 20,000 25,000 30,000 35,000 40,000 43,000

360

%N1 KIAS

FF/ENG

62.4 272

4740

65.4 273

4690

69.5 275

4650

74.3 298

4800

78.9 313

4960

83.5 317

5140

88.5 312

5380

340

%N1 KIAS

FF/ENG

60.9 264

4480

63.8 266

4440

67.9 267

4380

72.3 282

4450

77.3 303

4660

82.1 307

4800

86.6 312

4980

320

%N1 KIAS

FF/ENG

59.4 257

4220

62.1 257

4180

66.3 259

4120

70.4 265

4130

75.7 294

4360

80.3 297

4460

85.0 302

4600

300

%N1 KIAS

FF/ENG

57.8 249

3960

60.4 249

3920

64.6 251

3870

68.6 252

3850

73.8 277

4020

78.5 287

4130

83.2 291

4270

280

%N1 KIAS

FF/ENG

56.2 240

3710

58.7 241

3670

62.8 242

3610

66.8 243

3590

71.6 258

3670

76.6 277

3830

81.3 280

3950

260

%N1 KIAS

FF/ENG

54.4 232

3470

56.9 232

3420

60.8 233

3360

64.9 234

3330

69.3 240

3340

74.6 266

3540

79.3 269

3620

84.1 274

3750

240

%N1 KIAS

FF/ENG

52.7 226

3250

55.1 226

3180

58.8 226

3110

62.9 226

3070

67.2 226

3070

72.3 248

3200

77.1 258

3310

82.0 262

3410

220

%N1 KIAS

FF/ENG

50.9 220

3040

53.2 220

2960

56.8 220

2870

60.7 220

2830

64.9 220

2820

69.6 226

2850

74.7 246

3000

79.6 249

3090

200

%N1 KIAS

FF/ENG

48.8 213

2830

51.3 213

2750

54.8 213

2650

58.4 213

2610

62.7 213

2580

67.0 213

2580

72.3 233

2690

77.2 237

2770

83.5 241

2930

180

%N1 KIAS

FF/ENG

46.6 206

2640

49.2 206

2550

52.6 206

2450

56.1 206

2410

60.2 206

2360

64.5 206

2390

69.1 208

2350

74.3 224

2470

80.8 227

2590

160

%N1 KIAS

FF/ENG

44.3 199

2500

46.7 199

2420

50.4 199

2320

53.8 199

2260

57.5 199

2210

62.0 199

2170

66.1 199

2160

71.3 210

2180

77.7 213

2270

81.8 215

2340


HOLDING - One Engine Inoperative (OEI)

The One Engine Inoperative (single engine) holding data is provided in a similar format to the All Engines Operative holding data and is based on the same assumptions.

One Engine Inoperative (OEI) Holding

PRESSURE ALTITUDE (1,000 FT)


340 320 300 280 260 240 220 200 180 160

30,000

%N1 KIAS

FF/ENG

99.1 246

7020

93.5 233

5950

88.0 208

5000

84.5 199

4360

25,000 %N1 KIAS

FF/ENG

97.3 266

7980

92.6 248

6920

88.8 226

6060

85.8 213

5360

83.0 206

4780

79.8 199

4230

20,000 %N1 KIAS

FF/ENG

98.4 294

9780

94.5 277

8730

91.3 258

7830

88.8 240

7030

86.3 226

6360

83.8 220

5750

80.9 213

5180

77.9 206

4640

74.7 199

4150

15,000 %N1 KIAS

FF/ENG

92.2 282

9410

90.1 265

8590

88.1 252

7890

86.0 243

7250

83.7 234

6640

81.3 226

6080

78.6 220

5540

76.0 213

5040

73.2 206

4560

70.3 199

4100

10,000 %N1 KIAS

FF/ENG

87.4 267

8990

85.4 259

8350

83.4 251

7740

81.1 242

7150

78.8 233

6570

76.5 226

6040

74.1 220

5530

71.6 213

5030

68.9 206

4560

65.9 199

4110

5,000 %N1 KIAS

FF/ENG

82.6 266

8760

80.6 257

8190

78.6 249

7640

76.6 241

7090

74.5 232

6570

72.3 226

6060

69.9 220

5570

67.4 213

5090

64.8 206

4620

62.1 199

4170

1,500 %N1 KIAS

FF/ENG

79.3 264

8720

77.6 257

8170

75.6 249

7640

73.7 240

7120

71.6 232

6600

69.3 226

6090

67.0 220

5600

64.7 213

5130

62.2 206

4670

59.5 199

4230


INTENTIONALLY BLANK


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COMPUTER FLIGHT PLAN

B777-300 ER

XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX

PLANNED TO 180 MIN EDTO CO ROUTE – AKLLAXT01 FMS NAV DATA ACTIVE DEC13JAN10 / XX

B772 ACTIVE ECL P/N 3162-ANZ-422-32 B773 ACTIVE ECL P/N 3160-ANZ-432-13

ROUTE DESCRIPTION NZAA DCT AA AGEDU INTIB TERAN 20W70 15W67 10W64 05W61 00N57 05N53 10N49 15N45 20N40 25N33 30N25 WEDES B581 FICKY C1177 SXC LAX DCT KLAX ROUTE PROFILE 310 TERAN 330 05W61 350 20N40 370 NZ 6 / 26 NZAA-KLAX ETD 26DECXX – 0615Z STA – 1830Z RADIO LOG CAPTAIN BLYTH M BLOX FUEL . RADIO FREQ DESP MARCO POLO A/FL TAXI FUEL . P ZKOKI CR050 TRK.T FW/V TMP MNO FL DIST ZEET FUELRM S PDA 02.2 TRK.M AW/V GS SH ZATA ZETA FUELRQ STN / UTC RVSM ALTIMETER CHECK CAPT: STBY: F / O: WP NZAA CL050DR1 S37 00.5 E174 47.5 AIREP / Z S/H ….. 95.7 WP AA …. / …... Z S37 00.5 079.1 31001 CLB CLB 1 0 E174 47.4 059.1 133 49 .…. ….. 95.5 TOC 041.6 23023 CLB CLB 127 19 021.6 408 55 ….. ….. 89.3 WP AGEDU NZZO …. / …... Z S34 28.7 041.6 21030M40 832 F310 73 8 E177 29.5 021.6 533 55 .…. ….. 88.1 WP INTEB …. / …... Z S25 53.6 033.8 31021M37 831 F310 319 38 W175 00.0 015.4 508 21 ….. ….. 82.4 WP TERAN …. / …... Z S25 53.6 042.5 31021M37 831 F310 328 40 W175 00.0 025.9 497 30 ….. ….. 76.4 WP 20W70 …. / …... Z S20 00.0 039.2 23022M42 832 F330 448 52 W170 00.0 024.1 514 16 ….. ….. 68.8 WP 15W67 …. / …... Z S15 00.0 030.4 22033M39 833 F330 345 39 W167 00.0 017.5 527 16 ….. ….. 63.2


WP 10W64 …. / …... Z S10 00.0 030.9 25030M38 832 F330 347 40 W164 00.0 019.1 521 14 ….. ….. 57.6 WP 05W61 KZAK …. / …... Z S05 00.0 031.1 26025M37 832 F330 348 41 W161 00.0 020.8 515 10 ….. ….. 51.9 WP 00N57 …. / …... Z N00 00.0 038.9 28020M42 833 F350 383 45 W157 00.0 029.5 502 10 ….. ….. 45.7 WP 05N53 …. / …... Z N05 00.0 038.8 32022M42 833 F350 383 47 W153 00.0 029.9 489 12 ….. ….. 39.5 WP 10N49 …. / …... Z N10 00.0 038.4 34025M43 833 F350 382 48 W149 00.0 029.7 478 10 ….. ….. 33.3 WP 15N45 …. / …... Z N15 00.0 037.8 35029M45 832 F350 380 48 W145 00.0 028.8 473 10 ….. ….. 27.3 WP 20N40 …. / …... Z N20 00.0 043.1 30036M46 831 F350 414 50 W140 00.0 033.4 497 10 ….. ….. 21.1 WP 25N33 …. / …... Z N25 00.0 051.2 27056M54 833 F370 490 57 W133 00.0 040.4 523 10 ….. ….. 14.5 WP 30N25 …. / …... Z N30 00.0 053.2 26086M57 833 F370 521 56 W125 00.0 041.0 557 10 ….. ….. 8.1 WP WEDES …. / …... Z N30 40.1 067.2 26111M57 833 F370 105 11 W123 07.5 053.9 584 10 ….. ….. 6.9 WP FICKY KZLA …. / …... Z N31 33.5 058.7 26119M57 833 F370 104 10 W121 23.5 045.0 585 10 ….. ….. 5.8 WP ROSIN …. / …... Z N31 56.5 067.9 26125M57 833 F370 62 6 W120 16.1 054.0 598 10 ….. ….. 5.1 TOD 047.0 26130 832 F370 3 1 033.0 579 45 ….. ….. 5.0 WP MALIT …. / …... Z N32 28.5 047.0 26125 DSC DSC 44 6 W119 35.5 033.0 446 45 ….. ….. 4.9 WP GOATZ …. / …... Z N33 11.1 047.4 27078 DSC DSC 63 9 W118 40.2 033.0 399 106 ….. ….. 4.6


WP SXC …. / …... Z N33 22.5 047.8 27052 DSC DSC 17 3 W118 25.2 033.0 381 129 ….. ….. 4.6 WP LAX …. / …... Z N33 56.0 359.1 28027 DSC DSC 33 6 W118 25.9 344.1 341 129 ….. ….. 4.4 WP KLAX …. / …... Z N33 56.5 061.0 28001 DSC DSC 1 W118 24.5 046.0 347 129 ….. ….. 4.0 A STA 1830Z AV COMP P022 TOT DIST / TIME 5723 / 1120 6581 SM / 10599 KM ESAD - 5469 DESCENT SPOT WIND DATA ALT WIND ALT WIND ALT WIND ALT WIND DIR SPD DIR SPD DIR SPD DIR SPD 29000 260 / 109 21000 266 / 081 13000 268 / 053 7000 273 / 028 ZF WT 214500 A-B TIME/FUEL 1120 91286 NET FUEL 103851 CONTGCY FUEL 2 / 2 1826 B R WT 318351 DEP ALLOWANCE 0 BURNOFF 92799 ETP B/U 0039 4264 LAND WT 225552 ARRIVAL ALLNC 409 INST APP KLAX 12 1104 MIN RES 2889 XTR HOLD KLAX 0021 2073 TANKER FUEL 0 COST INDEX 050 DIV TO 0000 0 CRZ ALT 310 XTR HOLD 0 CRZ WIN 211 / 38 FIXED FUEL RES 0030 2889 T/C OAT -40 TTL FUEL ENDURANCE 1302 103851 TIME / FUEL SUMMARIES FOR ZFW CHANGE ZFW A – B TIME / FUEL BURNOFF TTL FUEL

PLUS 1000KG OR LIMITING ZFW 215500 1120 91670 93183 104258 FL310 TERAN 330 05W61 350 20N40 370

MINUS 1000KG 213500 1120 90914 92427 103457 FL310 TERAN 330 05W61 350 20N40 370 CONTINGENCY SUMMARIES ZFW A – B TIME / FUEL BURNOFF TTL FUEL

LOWER LEVEL CR050 214500 1120 93345 94858 105629 CONTGCY FUEL 2 / 2 FL290 TERAN 310 05W61 330 20N40 350

HIGH SPEED CR200 214500 1111 93253 94766 105404 CONTGCY FUEL 2 / 2 FL310 TERAN 330 05W61 350 20N40 370

LOWER SPEED CR000 214500 1125 91171 92684 103766 CONTGCY FUEL 2 / 2 FL310 TERAN 330 05W61 350 20N40 370


CRITICAL FUEL SUMMARIES S/H NZAA – ……….

EDTO

ENTRY AKL S31 19.31 E179 56.20 EET 00.54 ETA . . . .

EXIT LAX N29 52.70 W125 12.75 EET 10.27 ETA . . . .

ETP1D AKL-APW AT TERAN - 63 EET 01.37 ETA . . . . FUEL REQD 36252 W/C AKL M007 EET 2.16 W/C APW P006 EET 2.15 DIVN FUEL 17748 ETA AKL 1008Z ETA APW 1007Z FUEL IN EXCESS OF ETP RQMNT 67599 ETP CRZ FF INCR BY 1 % FOR 99 % OF EET FROM ETP DUE ICING CONDNS ETP POSN S26 41.8 W175 46.1

ETP1D APW-HNL AT 05N53 - 327 EET 05.30 ETA . . . . FUEL REQD 79438 W/C APW P004 EET 3.30 W/C HNL M007 EET 3.30 DIVN FUEL 27487 ETA APW 1515Z ETA HNL 1515Z FUEL IN EXCESS OF ETP RQMNT 24413 ETP CRZ FF INCR BY 1 % FOR 99 % OF EET FROM ETP DUE ICING CONDNS ETP POSN N00 44.0 W156 24.9

ETP1D ITO-LAX AT 25N33 - 204 EET 09.09 ETA . . . . FUEL REQD 103851 W/C ITO M005 EET 3.06 W/C LAX P013 EET 3.09 DIVN FUEL 23822 ETA ITO 1830Z ETA LAX 1833Z FUEL IN EXCESS OF ETP RQMNT 0 ETP CRZ FF INCR BY % FOR % OF EET FROM ETP DUE ICING CONDNS ETP POSN N22 57.5 W135 58.4

ALTERNATE SUMMARIES

KLAX-KONT 97NM FL130 W/C P034 TIME 0.20 FUEL 3036 MIN RES 5925

LKAX DCT SLI V8 PDZ DCT KONT

KLAX-KFAT 186NM FL200 W/C M021 TIME 0.39 FUEL 5047 MIN RES 7936

LKAX DCT EHF TTE DCT KFAT

KLAX-KLAS 236NM FL210 W/C P044 TIME 0.39 FUEL 5130 MIN RES 8019

LKAX DCT DAG DCT KLAS

WIND TEMP AND COMP SUMMARY WX PROG DAY / HOUR XX / 18

FL140 FL220 LOWER LEVEL PLANNED FL HIGHER LEVEL

POINT WIND TMP WIND COMP FL WIND COMP FL WIND COMP FL WIND COMP

NZAA 27015M01 23024 29 23030 31 22033 33 23035

AA 27015M01 23024P019 29 23030P025 31 22033P027 33 23035P028

AGEDU 29017M02 24023P021 29 21032P031 31 21035P034 33 21037P036

INTIB 27010M02 27015P009 29 31023M003 31 32026M007 33 33028M011

TERAN 15002P00 28010P005 29 28015P007 31 28016P007 33 28017P008

FICKY 29052M09 28064P048 35 26123P113 37 26123P110 39 26119P106

ROSIN 28054M09 28068P059 35 26127P124 37 26127P123 39 26123P119

MALIT 28056M09 27071P045 35 26132P104 37 26132P100 39 26127P095

GOATZ 27057M11 27077P054 35 26137P109 37 26130P100 39 26120P090

SXC 27057M11 27078P057 35 26138P111 37 26130P101 39 26119P090

LAX 27057M13 27083M005 35 26137M004 37 26125M007 39 26110M007

KLAX 27057M13 27083 35 26136 37 26125 39 26110

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