Flight Planning - asd-sda.ca › pdf › C550_PTM › C550Chapter16 - Flight... · 16.4 Citation II Pilot Training Manual | April 2011 FLIGHT PLANNING 16 T r anspor t Canada T r anspor

Citation II Pilot Training Manual | April 2011 16.1

Flight planning is one of the most important activities that occurs prior to each flight. This chapter instructs you in flight planning and parallels groundschool instruction.

A sample flight planning problem for the Citation II, with appropriate charts, is depicted in this chapter. Italics are used to present data drawn from charts for this example.

This chapter proceeds with weight and balance calculations, fuel planning and performance data.

Flight Planning16

16.2 Citation II Pilot Training Manual | April 2011

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ContentsGeneral Information 16.5

Trip Planning Data 16.7

Weight and Balance 16.8Computerized Weight and Balance 16.9CG Envelope 16.10Seating Arrangement 16.11

Universal Flight Plan 16.12

Sample Flight Plan Explanations And Abreviations 16.13Flight Plan Format Abbreviations 16.14Reading The Flight Plan 16.15Explanation Of The Preflight Planning Section 16.17Explanation Of The Main Body Of The Flight Plan 16.19Explanation Of Alternate & ICAO Profile Information 16.21

Summary Flight Planning 16.24

Detailed Flight Planning 16.26Climb Time, Distance and Fuel 16.26Descent Time, Distance and Fuel 16.28Cruise Distance, Thrust and Fuel Consumption 16.30True Airspeed, Fuel Flow, Groundspeed, Time 16.32Cruise Fuel, Total Time, Fuel Required 16.34Alternate Leg Computations 16.36Total Fuel 16.41

Take Off, Landing and Climb Performance 16.42Definitions 16.42TOLD Card 16.45Airport Information 16.47Wind Component at Take Off 16.47Take Off Thrust Setting 16.49Flap Setting 16.49MCT Thrust Setting 16.49W.A.T Limit and Take Off Weights 16.51V Speeds 16.53Available vs. Required Field Length 16.53Emergency Return 16.53


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Take Off Field Corrections Factors 16.56Performance For Contaminated Runways 16.58Single Engine Take Off Profile 16.59Obstacle Clearance 16.60Net Take Off Flight Path Considerations 16.62Turbo-Jet On Demand Operations 16.64Take Off Performance Simplified Criteria 16.65Crosswind Limits for CRFI Readings 16.66Airport Information 16.67Gross Weight at Destination 16.67Crosswind Component at Destination 16.67Maximum Allowable Landing Weight 16.68Approach Speeds 16.70Landing Distance 16.71Go-Around /Thrust Setting 16.72Landing Distance Correction Factors 16.73Landing On Contaminated Runways 16.75


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General InformationA preflight briefing may be obtained from Dispatch or a Flight Service Station by telephone, radio, personal visit or online. The briefing should consist of weather, airport, enroute NAVAID information and NOTAMS.

Normally, the trip is planned and the weight and balance computations are determined first. However, when conditions at the departure airport are near the maximum operating limits of the aircraft, take off performance data should be determined first. This prevents planning a trip and then discovering that take off is impossible with the planned passenger and fuel load.

The performance tables require that the planned altitude and approximate aircraft weight be known. Aircraft weight decreases as fuel is consumed and can be estimated by scheduling 1,200 lbs for the first hour, 1,000 lbs for the second, and 800 lbs for each subsequent hour.

In real world situations, the estimated fuel required must be modified for known delays (e.g., weather, diversions, air traffic flow).

If fuel conservation is more important than time to destination, consult the specific range vs. cruise wind tables in the Citation II Operating Manual for long range cruise information.

In most cases UV Flight Planner creates a flight plan based on 98% cruise, which is a balance between long range cruise and maximum cruise. For the exercises contained here, this chapter uses the Citation II maximum thrust setting of 104% N1 for the cruise legs to the primary and alternate destinations.


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Trip Planning DataThe example depicted in this chapter is based on the following data.

DepartureRunway Length 6,000 FeetRunway Gradient 0%Runway Heading 310˚Ramp Weight 14,237 LBSAnti-Ice OFFAnti-Skid ONTake Off Flaps 15˚OAT 15˚CAerodrome Pressure Altitude 1,000 FeetRunway Winds 340˚/12 KTS

EnrouteCruising Altitude 37,000 FeetTemperature ISAHeadwind Component 50 KTSDistance to Destination 600 NM

ArrivalRunway Length 6,500 FeetRunway Gradient 0%Runway Heading 130˚Anti-Ice OFFAnti-Skid ONOAT 15˚CAerodrome Pressure Altitude 2,000 FeetRunway Winds 130˚/12 KTS

AlternateCruising Altitude 17,000 FeetTemperature 15˚CHeadwind Component 0 KTSDistance From Destination 80 NM


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Weight and BalancePrecise weight and balance computations are essential elements of flight planning. Accuracy of these computations is required to ensure a safe flight. This section reviews the procedures for computing weight and balance data.

Aircraft Services uses a computer generated excel spreadsheet, W+B. The data is entered by the pilot or a dispatcher.

1. Enter departure and destination identifiers.

2. Type in the last 3 letters of the aircraft registration. This will define the basic weight data to be used on item 4.

3. Call sign corresponding to registration (item 2).

4. Basic dry weight data for airplane used.

5. Occupants: indicate actual occupant weight for each seat used for the flight.

6. Baggage: indicate actual baggage loading in each area.

7. Payload: sum of occupants and baggage.

8. Zero Fuel Weight : calculated automatically.

9. Ramp Fuel: Fuel load prior to engine start.

10. Ramp weight: calculated automatically.

11. Take Off Fuel: Ramp Fuel less 200 LBS.

12. Take Off Weight: calculated automatically.

13. Fuel burn for the flight.

14. Fuel remaining at landing.

15. Landing weight: calculated automatically.

16. Maximum weight limitations for these items.

17. Journey log entries: used to fill log book.

18. Pilot in command signature.

Note 1: If any weight or CG is exceeded a message will indicate the problem. Ex:”too much fuel” or “overweight”

Note 2: The CG position is indicated for the Take Off, Landing and ZFW.


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Computerized Weight and Balance

CAPTAIN

1st OFFICER

Captain1st Officer

Seat 1/Cabinet

Tailcone FWD

Tailcone AFT

Sharon

Sharon

11 - Apr - 11

Pinsonneault

29344.00

27117.00

2034.00

41580.70

25216.60

0.00

0.00

67968.00

57312.00

18352.00

51675.00

49680.00

39780.00

0.00

410059.30

224

207

12

191

118

0

0

236

199

248

159

120

90

0

1804

10237

14237

3800

14037.19

1000

2800

13037.19

6

1175 629 3800 14037

280.06

285.85

285.85

281.63

285.85

281.30

2867003.22

1143402.67

4010405.89

1086232.53

3953235.75

800381.87

3667385.09

SIC

Ramp Weight


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Centre Of Gravity Envelope

274,0 286,0284,0282,0280,0278,0276,0 288,0

8000

15000

14000

13000

12000

10000

9000

11000

FWD LIMIT

AFT LIMIT

ZFW

LGD

T/O


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Seating Arrangement

STA 249.70

STA 414.00 & 442.70


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Universal Flight PlanNormal fuel planning is provided by a computer program that uses the C550 performance data to generate a flight plan.

The following pages describe the Universal Flight Plan (www.uvflightplanner.com).

When a computerized flight plan is not available, use the detailed flight planning methods described later in the chapter.here.


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Sample Flight PlanExplanations And Abbreviations26 MAY 2005

Sample Flight Plan Origin : CYUL (Montreal/Trudeau) Destination : CYQM (Moncton) Alternate : CYFC (Fredericton)


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Flight Plan Format AbbreviationsA/C = AIRCRAFT REGISTRY M = MACH ALT = ALTERNATE M/C = MAGNETIC COURSE ALTN = ALTERNATE MC = MAGNETIC COURSE AVG W/C = AVERAGE WIND COMPONENT MCS = MAGNETIC COURSE AV PLD = AVAILABLE PAYLOAD MF = MINIMUM FUEL AW = AIRWAY M/H = MAGNETIC HEADING AWY = AIRWAY MH = MAGNETIC HEADING MAG = MAGNETIC BOW = BASIC OPERATING WEIGHT MAX = MAXIMUM CRUISE SPEED BRK WX = BRACKNELL WEATHER MSC = MAXIMUM CRUISE SPEED MRC = MAXIMUM RANGE CRUISE CD = CUMULATIVE DISTANCE MT = MINIMUM TIME CF = CUMULATIVE FUEL MXSH = MAXIMUM WINDSHEAR CHKPNT = CHECK POINT M021 = MINUS 21 (WIND COMPONENT) CKPT = CHECK POINT CPT = CHECKPOINT NMC WX = SUITLAND WEATHER CLB = CLIMB CONT = CONTINGENCY FUEL OPNLWT = OPERATIONAL WEIGHT CORR = CORRECTION CRS = COURSE PLD = PAYLOAD CT = CUMULATIVE TIME PN = PLANE NUMBER POA = POINT OF ARRIVAL DEST = DESTINATION P021 = PLUS 21 (WIND COMPONENT) DIST = DISTANCE DST = DISTANCE RC = RECALL NUMBER(FLT PLAN) DSC = DESCENT REMN = REMAINING (FUEL) DSRM = DISTANCE REMAINING REQ = REQUIRED (FUEL) DSTR = DISTANCE REMAINING REQD = REQUIRED (FUEL) RES = RESERVE (FUEL) ELAP = ELAPSED RESV = RESERVE (FUEL) ENGS = ENGINES RTE = ROUTE (NUMBER OR TYPE) ETA = ESTIMATED TIME OF ARRIVAL ETD = ESTIMATED TIME OF DEPART S = WIND SHEAR COMPONENT ETR = ESTIMATED TIME REMAINING SR = WIND SHEAR COMPONENT EXTRA = EXTRA (FUEL) TAS = TRUE AIRSPEED FF/E = FUEL FLOW ENGINE PER HOUR T = TEMPERATURE (CELCIUS) FF/H = FUEL FLOW PER HOUR TEMP = TEMPERATURE (CELCIUS) F/L = FLIGHT LEVEL TMP = TEMPERATURE (CELCIUS) FL = FLIGHT LEVEL TOGWT = TAKE OFF GROSS WEIGHT FLT = FLIGHT TROP = TROPOPAUSE LEVEL FR = FUEL REMAINING TRP = TROPOPAUSE LEVEL FRMG = FUEL REMAINING TOC = TOP OF CLIMB FREQ = FREQUENCY (VOR) TOD = TOP OF DESCENT FU = FUEL USED TOT = TOTAL AT Take Off TTL AT TO = TOTAL AT TAKE OFF G/S = GROUND SPEED TTL AT BO = TOTAL AT BLOCKS OFF GS = GROUND SPEED T/C = TRUE COURSE GRS = GROUND SPEED T/H = TRUE HEADING HDG = HEADING W/C = WIND COMPONENT HLD = HOLDING (FUEL) WIND = WIND VECTOR HOLD = HOLDING (FUEL) HSC = HIGH SPEED CRUISE XTR = EXTRA (FUEL) LAND = LANDING WEIGHT ZD = ZONE DISTANCE (NAUTICAL) LDGWT = LANDING WEIGHT ZND = ZONE NAUTICAL DISTANCE LAT = LATITUDE ZF = ZONE FUEL LBS = POUNDS ZFW = ZERO FUEL WEIGHT LONG = LONGITUDE ZNBO = ZONE BURN OFF (FUEL) LRC = LONG RANGE CRUISE ZNT = ZONE TIME


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Reading The Flight Plan --- START-OF-PLAN 1 RC 271213 2 PLNR 3 FMT ID 06

4 FLT PLAN: 2477 CYUL/CYQM MACH:LRC A/C: CFJXN /C550 RC 271213 5 ETD: 30/17.00Z 6 ORG CYUL DEST CYQM 7 DEPARTURE DATE/TIME ARRIVAL DATE/TIME - INCLUDES TAXI TIMES 30/17.00 (ZULU) 30/18.38 (ZULU) 30/13.00 (LOCAL) 30/15.38 (LOCAL)

FUEL TIME CORR TOGWT LDGWT AVG WIND DIR/WC 8 DEST CYQM 001580 01.25 ------ 014100 012720 181/P001 9 RESV 000600 00.51 ------ 10 ALTN 000340 00.19 ------ ALTN CYFC IST 0078 W/C P001 11 HOLD 000210 00.15 ------ 12 REQD 002730 02.50 ------ BOW 008455 PAYLOAD 001230 13 EXTRA 001885 02.40 - ----- 14 TAXI 000200 15 TTL AT BO 004615 05.40 ------ RTE MAN DIST 0400

16 CYUL DCT YJN J500 YQM DCT CYQM

17 CYUL/ 0370 18 MAXSHR 04 / YJN 19 SUMMARY 01.27 FL 35 B/O 001567 PL 001230 TOW 014100 CRZ LRC RT MAN SUMMARY 01.30 FL 33 B/O 001582 PL 001230 TOW 014100 CRZ LRC RT MAN

20 21 22 23 24 25 26 27 CHKPNT LAT LONG TEMP TROP LEG ELAP

------ -------- --------- ---- ---- DIST DIST FUEL

28 29 30 31 MAG SR ---- ----- USED FLOW

32 33 34 35 36 37 38 39 40 41 42 43 FREQ FL WIND CRS HDG AIRWAY TAS GS TIME TIME REMN /ENGS

------ --- ----- --- --- ------ --- --- ---- ----- ------ -----

CHKPNT NAME ---------- CYUL N45 28.1 W073 44.5 0400 000200 . . . 004415

ST-JEAN YJN N45 15.4 W073 19.3 CLB CLB 04 022 0022 000420 115.80 CLB 23006 141 143 DCT 248 249 0.06 00.06 004195 02119

SHERBROOKE YSC N45 19.0 W071 47.3 CLB CLB 02 065 0087 000761 113.20 CLB 15060 103 113 J500 287 256 0.16 00.22 003854 01339


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YSC099049 YSC49 N45 25.3 W070 38.4 CLB CLB 04 048 0135 000957 CLB 16061 100 111 J500 279 259 0.11 00.33 003658 01049

TOC CLB CLB 03 011 0146 000997 CLB 17052 102 113 J500 278 270 0.02 00.35 003618 01050

MILLINOCKET MLT N45 35.2 W068 30.9 M54 36 02 079 0225 001198 117.90 370 17051 104 113 J500 301 295 0.16 00.51 003417 00744

DANOL N45 41.9 W067 47.3 M57 36 02 032 0257 001274 370 18049 097 106 J500 299 303 0.06 00.57 003341 00739

FREDERICTON YFC N45 53.7 W066 25.1 M58 36 02 058 0315 001411 113.00 370 18046 098 107 J500 299 308 0.12 01.09 003204 00727

TOD M59 36 03 019 0334 001454 370 19043 099 107 J500 291 308 0.03 01.12 003161 00705

MONCTON YQM N46 11.3 W064 34.3 DSC DSC 03 060 0394 001564 117.30 DSC 16038 099 107 J500 277 272 0.11 01.23 003051 00602

CYQM N4 14031 245 237 DCT 227 220 0.02 01.25 003034 00602

44 ALTERNATE (MACH LRC)

TOC CLB CLB 01 029 0029 000228 CLB 15038 280 271 DCT 262 270 0.07 00.07 002807 01860

TOD M25 36 01 014 0043 000268 220 16037 279 269 DCT 199 203 0.05 00.12 002767 00581

FRENN N45 56.0 W066 11.2 DSC DSC 01 021 0064 000306 DSC 16040 279 271 DCT 282 287 0.03 00.1 002729 00601

CYFC N45 52.1 W066 32.2 DSC DSC 00 015 0079 000341 DSC 15038 274 265 DCT 239 247 0.04 00.19 002694 00602

45 CODED ICAO FLIGHT PLAN 46 (FPL-CFJXN-IG 47 -C550/M-SWG/C 48 -CYUL1700 49 -N0301F370 DCT YJN J500 YQM DCT 50 -CYQM0125 CYFC 51 -EET/KZBW0030 CZQM0057 52 REG/CFJXN SEL/ DOF/050430 53 E/0525 P/TBN A/WHITE RED) 54 CZULZQZX KZBWZQZX CZQMZQZX CZQXZQZX

--- END-OF-PLAN RC271213


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Explanation Of The Preflight Planning Section1 RC 271213

This is the computer identification number for the flight plan. The COMPUTER RECALL ( RC ) number for this particular flight plan is RC 271213. This is normally based on date and time (27 of the month at 1213 UTC).

2 PLNR Name of the FLIGHT PLANNER and the billing code used for this trip. (Not used by ASD)

3 FMT ID 06 The FORMAT IDENTIFICATION NUMBER of the flight plan layout. Format 06F is a modified 06 format layout with added lines to write down ATIS and CLEARANCE informations.

4 FLT PLAN Displays the FLIGHT PLAN number (not the recall number), aircraft registry, departure and arrival airports, cruise speed, type of aircraft and RECALL NUMBER (RC) (MAX for Maximum Cruise, LRC for Long Range Cruise).

5 ETD ESTIMATED TIME OF DEPARTURE shown in UTC (Z).

6 ORG DEST… ORIGIN AND DESTINATION ICAO identifiers.

7 DEPARTURE… Scheduled departure and arrival DATES/TIMES in local and UTC (Z)

8 DEST CYQM DESTINATION AIRPORT. Shows the fuel burn, time enroute, take off weight, landing weight and the average wind component (p=plus, m=minus) for the route of flight. This fuel includes 200 lbs for taxi allowance.

9 RESV The RESERVE FUEL burn and time. ASD standard reserve is 600 lbs.

10 ALTN The ALTERNATE FUEL burn, enroute time, ICAO four letter airport identifier, distance and average wind component.

11 HOLD The HOLDING fuel and hold time indicated. ASD standard Hold Time is 15 minutes.

12 REQD The FUEL AND TIME REQUIRED (adding up, all the figures shown above). BOW is the Basic Operating Weight PAYLOAD is the planned payload.


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13 EXTRA The EXTRA FUEL available above the fuel required for the flight. (Miscellaneous tab of UV flight plan editor).

14 TAXI This indicates the TAXI FUEL included in the route calculation at line 8.

15 TTL AT BO Here is the TOTAL fuel, time at BLOCKS OFF. MAN indicates that the routing was manually entered. DIST is the distance for this flight plan route.

16 CYUL DCT YJN J500 YQM DCT CYQM This is the ROUTING USED on this flight plan.

17 CYUL/0370 Planned CRUISE FLIGHT LEVEL(S). If different flight levels are planned, they will be indicated with associated waypoints.(Eg: CYUL/370/MLT/410)

18 MAXSHR 04 / YJN MAXIMUM WINDSHEAR is 04 knots / 1,000 feet and it will occur over the YJN VOR. Above 3 knots / 1,000 feet there is a possibility of Clear Air Turbulence.

19 SUMMARY The summary COMPARES the time enroute, flight level, fuel burn, take off weight at different speeds/altitude. (Miscellaneous tab of UV flight plan editor).


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Explanation Of The Main Body Of The Flight PlanUSING CHECKPOINT SHERBROOKE AS A REFERENCE

20 CHKPNT CHECKPOINT (WAYPOINT) name or identier. In this exemple - SHERBROOKE TOC = top of climb - TOD = top of descent Could also be given in radial/distance (YSC099049 indicates the Radial & distance of the Boston FIR boundary).

21 LAT LATITUDE of the waypoint. YSC N45 19.0 reads: North 45 degrees, 19.0 minutes. Note use of 1/10 of minutes instead of seconds (19.0 minutes = 19 minutes and 0 seconds, 19.2 minutes would be 19 minutes 12 seconds)

22 LONG LONGITUDE of the waypoint. YSC W071 47.3 reads: West 71 degrees 47.3 minutes. Note use of 1/10 of minutes instead of seconds (47.3 minutes = 47 minutes and 18 seconds)

23 TEMP STATIC AIR TEMPERATURE at the altitude for that leg. CLB indicated during climb because of the changing temperature. M54 = minus 54 degrees celsius SAT.

24 TROP TROPOPAUSE HEIGHT 36 = tropopause is at 36,000 feet.

25 LEG DIST LEG DISTANCE between the 2 waypoints. 65 = distance for that leg is 65 NM.

26 ELAP DIST ELAPSED DISTANCE Accumulated distance flown from take off. 87 = the distance flown from take off is 87 NM.

27 FUEL FUEL COLUMNS

28 MAG Indicates that Courses and Headings are MAGNETIC.

29 SR SHEAR RATIO 02 = shear ratio. Indicates that the wind velocity changes 2 knots per 1000 ft above and below the cruising altitude.


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30 USED LEG FUEL USED 0761 = fuel used from YJN to YSC is 761 pounds. Note that at the departure airport waypoint line (CYUL) 200 lbs taxi fuel is indicated.

31 FLOW TOTAL ENGINE FUEL FLOW 1339 = Total (Both engines) fuel flow is 1339 PPH.

32 FREQ VOR and DME FREQUENCIES YSC 113.2 = Sherbrooke VOR frequency is 113.2

33 FL ALTITUDE / FLIGHT LEVEL CLB = climb - DSC = descent 370 = 37,000 feet

34 WIND WIND VECTOR FOR EACH LEG 15060 = wind for the 150 degrees True at 60 knots

35 CRS MAGNETIC COURSE 103 = magnetic course is 103 degrees from YJN to YSC

36 HDG MAGNETIC HEADING 113 = magnetic heading is 113 degrees on that leg

37 AIRWAY AIRWAY IDENTIFICATION DCT = direct. J500 = JET 500 - V300 = VICTOR 300

38 TAS TRUE AIRSPEED 287 = true air speed on this leg is 287 knots

39 GS GROUND SPEED. 256 = ground speed on this leg is 256 knots

40 TIME LEG TIME 0.16 = time for this leg is 0 hours, 16 minutes

41 TIME ELAPSED TIME. 00.22 = total time from departure is 00 hours, 22 minutes


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42 REMN FUEL REMAINING 003854 = According to plan the fuel remaining on board should be 3,854 pounds.

43 /ENGS 2 ENGINES FUEL FLOW 1339 = Total (both engines) fuel flow is 1339 PPH. In this example, the fuel flows corresponds to Long Range Cruise.

Explanation Of Alternate & ICAO Prefile Information44 ALTERNATE

FLIGHT PLAN ROUTE to the alternate airport. Planned at Long Range Cruise.

45 CODED ICAO FLIGHT PLAN Filed information transmitted to ATC.

46 (FPL = Flight plan. CFJXN = Registry or call sign of aircraft. IG = Flight rule indicators.

47 C550 = Type of aircraft. /M-SWG/C = Turbulence category, navigation and communication equipment on board.

48 CYUL1700 = Departure airport and ETD.

49 N0301F370 = Cruise TAS and FLIGHT LEVEL. DCT YJN J500 YQM DCT = Flight planned route.

50 CYQM0125 = Arrival airport and the time enroute. CYFC = Alternate airport.

51 EET/KZBW0030 CZQM0057 = Estimated elapsed time from departure to FIR’s crossing.

52 REG/CFJXN = Registry of aircraft. SEL/ = SELCAL number. DOF/050430 = DATE OF FLIGHT (year, month and day).

53 E/0525 P/TBN A/WHITE RED) = Endurance time, persons on board/to be notified, colour.

54 CZULZQZX KZBWZQZX CZQMZQZX CZQXZQZX FIR’s addressees to be advised


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RECALL UWX 271213 FLT=2477 DT=26 ORG=CYUL DST=CYQM ACFT=CFJXN

--- START-OF-PLAN RC 271213 PLNR FMT ID 06

FLT PLAN: 2477 CYUL/CYQM MACH: LRC A/C: CFJXN /C550 RC 271213 ETD: 30/17.00Z ORG CYUL DEST CYQM

DEPARTURE DATE/TIME ARRIVAL DATE/TIME - INCLUDES TAXI TIMES 30/17.00 (ZULU) 30/18.38 (ZULU) 30/13.00 (LOCAL) 30/15.38 (LOCAL)

FUEL TIME CORR TOGWT LDGWT AVG WIND DIR/WCDEST CYQM 001580 01.25 ------ 014100 012720 181/P001 RESV 000600 00.51 ------ ALTN 000340 00.19 ------ ALTN CYFC DIST 0078W/C P001 HOLD 000210 00.15 ------ REQD 002730 02.50 ------ BOW 008455 PAYLOAD 001230 EXTRA 001885 02.40 ------ TAXI 000200 TTL AT BO 004615 05.40 ------ RTE MAN DIST 0400

CYUL DCT YJN J500 YQM DCT CYQM

CYUL/0370

MAXSHR 04 / YJN

SUMMARY 01.27 FL 35 B/O 001567 PL 001230 TOW 014100 CRZ LRC RT MAN SUMMARY 01.30 FL 33 B/O 001582 PL 001230 TOW 014100 CRZ LRC RT MAN

CHKPNT LAT LONG TEMP TROP LEG ELAP ------ -------- --------- ---- ---- DIST DIST FUEL MAG SR ---- ----- USED FLOW

FREQ FL WIND CRS HDG AIRWAY TAS GS TIME TIME REMN /ENGS ------ --- ----- --- --- ------ --- --- ---- ----- ------ -----

CHKPNT NAME -----------

CYUL N45 28.1 W073 44.5 0400 000200 . . . 004415

ST-JEAN YJN N45 15.4 W073 19.3 CLB CLB 04 022 0022 000420 115.80 CLB 23006 141 143 DCT 248 249 0.06 00.06 004195 02119

SHERBROOKE YSC N45 19.0 W071 47.3 CLB CLB 02 065 0087 000761 113.20 CLB 15060 103 113 J500 287 256 0.16 00.22 003854 01339

YSC099049 YSC49 N45 25.3 W070 38.4 CLB CLB 04 048 0135 000957 CLB 16061 100 111 J500 279 259 0.11 00.33 003658 01049

TOC CLB CLB 03 011 0146 000997 CLB 17052 102 113 J500 278 270 0.02 00.35 003618 01050


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MILLINOCKET MLT N45 35.2 W068 30.9 M54 36 02 079 0225 001198 117.90 370 17051 104 113 J500 301 295 0.16 00.51 003417 00744

DANOL N45 41.9 W067 47.3 M57 36 02 032 0257 001274 370 18049 097 106 J500 299 303 0.06 00.57 003341 00739

FREDERICTON YFC N45 53.7 W066 25.1 M58 36 02 058 0315 001411 113.00 370 18046 098 107 J500 299 308 0.12 01.09 003204 00727

TOD M59 36 03 019 0334 001454 370 19043 099 107 J500 291 308 0.03 01.12 003161 00705

MONCTON YQM N46 11.3 W064 34.3 DSC DSC 03 060 0394 001564 117.30 DSC 16038 099 107 J500 277 272 0.11 01.23 003051 00602

CYQM N46 06.7 W064 40.7 DSC DSC 01 006 0400 001581 DSC 14031 245 237 DCT 227 220 0.02 01.25 003034 00602

ALTERNATE (MACH LRC)

TOC CLB CLB 01 029 0029 000228 CLB 15038 280 271 DCT 262 270 0.07 00.07 002807 01860

TOD M25 36 01 014 0043 000268 220 16037 279 269 DCT 199 203 0.05 00.12 002767 00581

FRENN N45 56.0 W066 11.2 DSC DSC 01 021 0064 000306 DSC 16040 279 271 DCT 282 287 0.03 00.15 002729 00601

CYFC N45 52.1 W066 32.2 DSC DSC 00 015 0079 000341 DSC 15038 274 265 DCT 239 247 0.04 00.19 002694 00602

CODED ICAO FLIGHT PLAN (FPL-CFJXN-IG

-C550/M-SWG/C -CYUL1700 -N0301F370 DCT YJN J500 YQM DCT -CYQM0125 CYFC -EET/KZBW0030 CZQM0057 REG/CFJXN SEL/ DOF/050430 E/0525 P/TBN A/WHITE RED) CZULZQZX KZBWZQZX CZQMZQZX CZQXZQZX

--- END-OF-PLAN RC271213Summary


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Summary Flight PlanningThe sample begins with a Summary Flight Planning estimate of trip time and fuel consumption. Using this estimate, the approximate time, distance and fuel can be computed.

Determine estimated trip time and fuel consumption, including the alternate leg, by using the applicable Maximum Cruise Thrust chart (Figure 16-1).

For this example, use the chart for 104% N1 at 37,000 feet.

1. Enter the chart from the bottom left at the correct cruise wind (50 kts Headwind).

2. Move to the right to the correct total stage length arc, including alternate.

For this example, the distance is 680 NM (600 NM to destination plus 80 NM to alternate).

3. Move up to the time and fuel angled reference lines to an approximate take off weight.

For conservatism, use the 14,100 lbs reference lines on each pair of lines.

4. Move to the left from the fuel line to the edge of the chart to determine the fuel requirement (2,750 lbs).

5. Move to the right from the time line to the edge of the chart to determine the duration of the flight (2:33), which includes a diversion to the alternate.

6. Add the minimum landing fuel quantity of 600 LBS to the trip fuel for the fuel requirement. This fuel is available to use, if required.

Adding the Aircraft Services minimum landing fuel quantity (Table16-1) to the 2,750 lbs estimate derives the fuel requirement, or 3,350 lbs. The take off and approach fuel quantities need not be considered because they are included in the manufacturer’s chart.

Take Off 200 LBS Approach 200 LBS Minimum Landing 600 LBS (for flight planning)


FLIG

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16

Maximum Cruise Thrust

Cruise (104.0% N1) - Standard DayCruise Altitude 37,000 FeetOPERATING MANUAL, FIGURE 7-10, PAGE 7-24

5000

4500

4000

3500

3000

2500

2000

1500

1000

500

0

100

50

0

500

100STAGE LENGTH - NAUTICAL MILES

TOTA

L FU

EL U

SED

- PO

UN

DS

CR

UIS

E W

IND

KN

OTS

TAIL

WIN

D H

EAD

WIN

D

2000180016001400

1200200 400 800 10000:00

0:30

1:00

1:30

2:00

2:30

3:00

3:30

4:00

4:30

5:00

5:30

TIM

E - H

OU

RS

: MIN

UTE

S

T.O. WEIGHT - 1

0,000 POUND

T.O. WEIGHT - 1

4,100 POUND

T.O. W

EIGHT -

10,00

0 POUND

T.O. W

EIGHT -

14,10

0 POUND

600

16-1


FLIG

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TransportCanada

TransportsCanada

Detailed Flight PlanningWhenever a computerized flight plan is not available, proper detailed planning is required to ensure safe performance. This section reviews the computations necessary to plan a trip.

After establishing the approximate fuel and time requirements for the trip, determine the approximate gross take off weight.

In this example, there are no unusual conditions (e.g., distance, elevation, climb gradient requirements, airport ambient temperatures, runway lengths). A take off weight of 14,100 lbs is desired; the additional weight above the basic empty weight, payload, and minimum fuel requirement is composed of tankered fuel.

Climb Time, Distance, and FuelUse the appropriate Cruise Climb table (Figure 16-2) to determine time, distance, and fuel required for the climb to cruising altitude. To determine the effect of winds aloft on climb distance, see the Wind Effect on Climb Distance table at the bottom and use the 60/40 rule; that is, apply 60% of the cruise wind to determine climb distance.

1. Enter the appropriate altitude block (37,000 feet) at the correct ISA value (ISA).

2. Look up for the appropriate take off weight column (14,100 lbs). Read the necessary time, distance, fuel requirement, and rate of climb, (35 minutes, 169 NM, 797 lbs, and 178 fpm, respectively).

3. To determine the effect of wind on climb distance, perform the following.

a. Enter the Wind Effect on Climb Distance table as closely as possible to the previously determined climb time (30 minutes).

b. Move right to the appropriate wind column. Interpolate as required.

Sixty percent of the cruise headwind is 30 kts; the inter-polated correction factor is 15 NM.

3. Subtract the headwind correction factor (15 NM) from the previously determined climb distance (169 NM).

The corrected climb distance is 154 NM.


FLIG

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16

Cruise Climb

220 KIAS at Sea Level Pressure AltitudeTime, Distance, Fuel, and Rate of Climb - Anti-Ice Systems OffOPERATING MANUAL, FIGURE 7-19, PAGE 7-88

16-2

51015202530

T.O.WEIGHT

PRESSUREALTITUDE

5000 FEETISA = 5°C = 41°F

10000 FEETISA = -5°C = 23°F

15000 FEETISA = -15°C = 6°F

17000 FEETISA = -19°C = -2°F

ISA+10°C

26

672694

26

602987

414

1332405

413

1202676

727

2231868

724

2022082

621

1822329

831

2551753

828

2301959

725

2072197

PRESSUREALTITUDE

19000 FEETISA -23°C = -9°F

21000 FEETISA = -27°C = -16°F

23000 FEETISA = -31°C = -23°F

25000 FEETISA = -34°C = -30°F

14100 13000 12000 11000 10000 14100 13000 12000 11000 10000 14100 13000 12000 11000 10000 14100 13000 12000 11000 10000

MINNMLB

R/C

38

812203

27

742443

25

543335

518

1631948

516

1472171

411

1082997

830

2491663

519

1622621

935

2841555

623

1852478

ISA MINNMLB

R/C

26

712754

25

643041

25

593343

24

533696

24

484115

414

1422433

412

1292698

411

1172976

310

1063301

39

953685

623

2162127

621

1952372

519

1772629

517

1602928

415

1433281

727

2461976

724

2222211

622

2012457

620

1822742

518

1633078

ISA-10°C

MINNMLB

R/C

25

653315

24

593651

24

544005

24

494419

23

444911

411

1292990

310

1173303

39

1073633

38

974019

37

874476

519

1952504

517

1772782

515

1613075

414

1463415

412

1313818

622

2232306

620

2022570

518

1832848

516

1663170

415

1493550

ISA+10°C

MINNMLB

R/C

1141

3201439

1037

2871630

933

2591828

830

2322057

726

2072326

1248

3581316

1143

3201499

1038

2881689

934

2591908

830

2302165

1456

3981189

1249

3551364

1144

3191546

1039

2861754

935

2541999

1664

4401068

1457

3911236

1251

3511410

1145

3141610

1040

2791842

PRESSUREALTITUDE

27000 FEETISA -38°C = -37°F

29000 FEETISA = -42°C = -44°F

31000 FEETISA = -46°C = -51°F

33000 FEETISA = -50°C = -58°F

ISA+10°C

MINNMLB

R/C

1874

486896

1666

4311053

1458

3851215

1352

3441400

1146

3051614

2087

539718

1876

475864

1668

4231013

1460

3761183

1353

3331379

23104602551

2090

527686

1879

467824

1670

413980

1461

3641160

28128683389

24109590514

2194

518641

1882

455784

1671

399948

PRESSUREALTITUDE

35000 FEETISA -54°C = -66°F

37000 FEETISA = -57°C = -70°F

39000 FEETISA = -57°C = -70°F

41000 FEETISA = -57°C = -70°F

ISA+10°C

MINNMLB

R/C

35167804220

29136675334

25115583449

2199

507579

1985

441726

PRESSUREALTITUDE

43000 FEETISA -57°C = -70°F

ISA+10°C

MINNMLB

R/C

--------

--------

--------

--------

--------

ISA MINNMLB

R/C

--------

--------

•26815783979

105

•20211872979

105

•133770

1979105

ISA- 10°C

MINNMLB

R/C

•27816054404

103

•21012083304

103

•146834

2304103

•78435

1304103

30154597146

•83455

1604104

39190826142

31151683245

26124579360

22104496489

•21312433615

101

•148853

2515101

•85479

1515101

36180720127

28140720127

--------

•29417484583

103

•23213743583

103

•168987

2583103

•99574

1583103

ISA MINNMLB

R/C

27124662369

23104570499

2090

500632

1778

439781

1568

385952

35169797178

28134659296

27112567415

2195

491549

1882

427702

•116655

2112100

•51265

1012100

32155681186

26124569304

22103484437

•25014594092

104

•18510692992

104

•120689

1992104

•55298992104

29146586186

ISA-10•C

MINNMLB

R/C

2297

573547

1984

501696

1773

444848

1564

3931019

1356

3471217

27123657341

23103563477

2088

493616

1776

433771

1566

380949

37179818124

29136661246

24112563371

2095

486509

1880

421667

•148835

2550104

•80437

1450104

33165697139

26127570261

22104481399

ISA MINNMLB

R/C

1459

4211074

1352

3751248

1147

3381428

1041

3021635

937

2691875

1669

466886

1561

4141048

1354

3711215

1248

3311406

1042

2941627

1982

518710

1772

457862

1563

4081017

1356

3631193

1249

3211397

2299

580543

1986

507684

1775

450828

1566

398991

1357

3511179

ISA- 10°C

MINNMLB

R/C

1249

3801276

1144

3411470

1039

3071670

935

2761901

831

2462170

1457

4191079

1251

3741260

1145

3361447

1040

3011661

936

2691910

1667

463899

1459

4111069

1353

3681244

1147

3291444

1041

2921675

1980

513729

1670

452889

1562

4041052

1355

3591238

1148

3181453

ISA MINNMLB

R/C

932

2771823

829

2502048

726

2262282

623

2042554

621

1822874

1037

3101654

933

2781868

830

2522090

727

2272347

624

2032650

1143

3441458

1039

3081658

935

2791866

831

2502105

728

2242386

1350

3801253

1145

3411439

1040

3071632

936

2761854

832

2462113

ISA-10°C

MINNMLB

R/C

726

2512092

724

2272341

621

2062601

619

1862904

517

1673260

831

2801882

828

2532117

725

2302362

622

2072645

620

1862979

936

3111677

932

2811898

829

2542128

726

2292393

623

2052704

1142

3441464

1037

3101670

934

2801884

830

2522130

727

2252419

• INDICATES STEP CLIMB REQUIRED

NOTE: STEP CLIMB DATA INCLUDES TIME, DISTANCE AND FUEL USED IN

CRUISE PORTION, BASED ON MAXIMUM CRUISE THRUST.

NOTE: FOR CLIMB CONDITIONS REQUIRING A STEP

CLIMB, THE FOLLOWING TABLE GIVES THE WEIGHT

AT THE END OF STEP CRUISE AT THE STEP ALTITUDE,

REQUIRED TO CONTINUE CLIMB.

0

220

5000

215

10000

210

15000

205

20000

200

25000

195

30000

190

35000

185

40000

180

43000

177

CRUISE CLIMB SPEED - KIAS

PRESSURE ALTITUDE - FEET

2468

1012

48

12162025

81625334150

CLIMB TIME(MIN)

WIND25 KTS 50 KTS 100 KTS

35000370003900041000

----

117119841

STEP CLIMBALT IN FEET

TEMPERATURE

1SA -10°C

--12161101598153

ISA

12683106488557

–

1SA +10°C


FLIG

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TransportCanada

TransportsCanada

Descent Time, Distance and FuelUse the appropriate Normal Descent table (Figure 16-3) to determine time, distance, and fuel in descent. Again, apply the 60/40 rule; that is, apply 40% of the cruise wind to determine descent distance.

1. Enter the table from the left at the appropriate altitude (37,000 feet).

2. Move to the right to obtain the time and fuel used in the descent (18.5 minutes and 185 lbs, respectively).

3. Continue right to adjust for wind component.

Interpolation for 20 kts (i.e., 40% of the cruise headwind of 50 kts) yields 84.8 NM. Round this up to 85 NM.


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16

Descent - Normal - 2,000 Feet Per MinuteAnti-Ice Systems OffOPERATING MANUAL, FIGURE 7-22, PAGE 7-120

SPEED BRAKES RETRACTED GEAR AND FLAPS UP

600 POUNDS PER HOUR (300 POUNDS PER HOUR PER ENGINE) WHEN THE ANTI-ICE SYSTEMS ARE ON,

DECREASE THE DISTANCE 4%.

.

PRESSURE ALTITUDE

(FEET)TIME(MIN)

100 KTHEADWIND

50 KT HEADWIND

25 KTHEADWIND

ZEROWIND

25 KTTAILWIND

50 KTTAILWIND

100 KTTAILWIND

43,00041,00039,00037,00035,00033,00031,00029,00027,00025,00023,00021,00019,00017,00015,00010,000

5,0000

74.69.63.58.54.49.45.41.37.33.30.26.23.20.17.10.

5.0.

92.86.80.74.68.63.58.53.48.44.39.35.31.27.23.15.

7.0

102.94.88.82.76.70.64.59.54.49.44.39.35.31.26.17.

8.0.

111.103.

96.89.83.77.71.65.60.54.49.44.39.34.30.19.

9.0.

120.112.104.

97.90.84.77.71.65.59.54.48.43.38.33.21.10.

0.

129.120.112.105.

97.91.84.77.71.65.58.53.47.41.36.23.11.

0

147.137.128.120.112.104.

97.89.82.75.68.61.55.48.42.27.13.

0.

21.920.719.518.517.516.515.514.513.512.511.510.5

9.58.57.55.02.50.0

219.207.195.185.175.165.155.145.135.125.115.105.

95.85.75.50.25.

0.

DISTANCE - NAUTICAL MILESFUELUSED (LBS)

16-3

TIME AND FUEL USED REMAIN THE SAME


FLIG

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TransportCanada

TransportsCanada

Cruise DistanceDetermine the distance covered at cruising altitude by subtracting the climb and descent distances from the total distance.

The climb distance previously determined is 154 NM. The descent distance previously determined is 85 NM. Thus, the cruise distance is 361 NM (600 minus (154 plus 85) equals 361).

Cruise Thrust and Fuel ConsumptionIf Long Range cruise is preferred to higher true airspeed, use the appropriate Specific Range vs. Cruise Wind chart (Figure 16-4).

Assume for a moment that thrust is not 104% N1, but that you wish to determine thrust for long range cruise.

1. Enter the table at the top of the figure from the left at the planned altitude (37,000 feet).

2. Move right to the forecast cruise wind column (50 kts headwind) and read the thrust setting (97.6%).

3. To determine specific fuel consumption at the long range cruise thrust setting, perform the following.

a. Enter the graph at the bottom of the figure from the bottom at the headwind component (50 kts headwind).

b. Follow the line up to its intersection with the desired cruise altitude (37,000 feet).

c. Move to the left to the edge of the chart to read the specific fuel consumption.

The specific fuel consumption is 35 NM/lbs.

NOTE:

T - (L + D) = C

where:

T = Total Distance

L = Climb Distance

D = Descent Distance

C = Cruise Distance


FLIG

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16

Specific Range vs Cruise Wind

Long Range CruiseOPERATING MANUAL, FIGURE 7-9, PAGE 7-17

STANDARD DAY 12,000 POUNDS AVERAGE CRUISE WEIGHT

77.479.181.783.985.988.691.795.098.5

102.0

78.880.582.884.786.889.292.595.899.2

102.3

25,00027,00029,00031,00033,00035,00037,00039,00041,00043,000

ALTITUDEFEET 150 100 50 0 50 100 150

80.681.384.286.088.090.393.596.799.9

102.6

82.884.586.287.989.992.195.097.9

100.8103.0

85.987.789.290.993.095.297.699.5

101.7103.3

90.692.493.695.497.399.0

100.4101.5102.8103.7

102.5102.7102.9103.1103.3103.5103.7103.9104.0104.0

FAN SETTING FOR LONG RANGE CRUISE

TAILWIND HEADWIND

16-4


FLIG

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TransportCanada

TransportsCanada

True Airspeed and Fuel FlowUse the Normal Cruise table (Figure16-5) to determine the cruise true airspeed and fuel flow. Use the highest listed value closest to the weight of the aircraft at the start of the cruise segment.

1. Enter the table from the left with the appropriate weight, fan RPM, and OAT.

Use 14,000 lbs (14,100 minus 797 equals 13,303 lbs, rounded up to 14,000) for weight. Recall that the temperature is ISA and the cruise thrust is 104% N1. In this example, use an OAT value of -56˚C.

2. Move right and interpolate the figures for fuel flow and true airspeed. The fuel flow is 979 lbs/hr, and the true airspeed is 359 kts.

Cruise GroundspeedDetermine the groundspeed by adding to or subtracting the forecast cruise wind from the true airspeed.

Because a 50 knot headwind is forecast, the groundspeed is 309 kts.

Time at CruiseFind the time at cruise by dividing cruise distance by the computed groundspeed.

The cruise distance was previously determined to be 361 NM, and the groundspeed is 309. Thus, the time at cruise is 1.16 hours (1 hour, 9.6 minutes; round this up to 1 hour, 10 minutes).

T - L = C

where:

T = Take off Weight

L = Climb Fuel

C=Weight at Start of Cruise

T ± C = G

where:

T = True Airspeed

C = Cruise Wind

G = Groundspeed

where:

C = Cruise Distance

G = Groundspeed

T = Time At Cruise

C G

=T


FLIG

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16

Cruise - 37,000 Feet

Anti-Ice Systems Off - Two EnginesOPERATING MANUAL, FIGURE 7-20, PAGE 7-105

.56

.58

.61

.52

.55

.58

.47

.50

.53

.64

.65

.67

.60

.62

.64

.56

.58

.61

.51

.54

.57

.45

.48

.51

.64

.66

.67

.60

.62

.64

.55

.57

.59

.49

.52

.54

.43

.46

.49

-46•C100.7

WT.LBS

FANPERCENT

RPM

TEMPDEG.

C

RATDEG.

C

FUELFLOWLB/HR KIAS

IND.MACH KTAS 100KT

HEADWIND50KT

HEADWINDZEROWIND

50KTTAILWIND

100KTTAILWIND

104.0(1) 104.0

104.0

14000.

13000.

12000.

11000.

10000.

-46-56-66

-32-41-51

922979

1041

192201207

.61

.63

.65

352359360

27.326.425.0

32.731.529.8

38.136.634.6

43.641.739.4

49.016.844.2

102.0102.0102.0

-46-56-66

-33-42-52

859911969

183192201

.58

.61

.63

335344350

27.426.825.8

33.232.331.0

39.037.836.2

44.843.341.3

50.648.746.5

101.0101.0101.0

-46-56-66

-34-43-52

828877936

177187198

.56

.59

.62

325335346

27.126.826.2

33.232.531.6

39.238.236.9

45.343.942.3

51.349.647.6

99.099.099.0

-46-56-66

-36-45-54

767813865

164176186

.52

.56

.59

302315326

26.326.526.2

32.832.631.9

39.438.837.7

45.944.943.5

52.451.149.3

98.0(2) 98.0

98.0

-46-56-66

-36-45-54

738783833

156169181

.50

.54

.57

288305318

25.526.226.2

32.332.632.2

39.138.938.2

45.945.344.2

52.651.750.2

104.0(1) 104.0

104.0

-46-56-66

-31-41-51

931983

1046

197203209

.62

.64

.66

361363364

28.026.825.2

33.431.830.0

38.736.934.8

44.142.039.6

49.547.144.0

102.0102.0102.0

-46-56-66

-32-42-52

868920973

188198203

.60

.62

.64

345354354

28.327.626.1

34.033.031.3

39.838.536.4

45.643.941.6

51.349.346.7

100.0100.0100.0

-46-56-66

-34-43-52

807854907

178187197

.57

.59

.62

327336344

28.227.626.9

34.433.532.4

40.639.437.9

46.845.243.4

52.951.148.9

97.097.097.0

-46-56-66

-36-45-54

723764810

161172182

.51

.55

.58

297309319

27.327.427.0

34.233.933.2

41.140.439.4

48.047.045.5

54.953.551.7

95.0(2) 95.0

95.0

-46-56-66

-38-47-56

670710751

147160171

.47

.51

.54

272289301

25.726.726.7

33.133.733.4

40.640.840.0

48.147.846.7

55.554.953.3

104.0(1) 104.0

104.0

-46-56-66

-31-40-51

936989

1046

200206210

.63

.65

.66

366368366

28.427.125.4

33.732.130.2

39.137.235.0

44.442.239.8

49.847.344.6

101.0101.0101.0

-46-56-66

-32-42-52

845893944

189197203

.60

.62

.66

346352354

29.128.326.9

35.033.932.2

40.939.537.5

46.945.142.8

52.850.748.1

98.098.098.0

96.096.096.0

93.0(2) 93.0

93.0

104.0(1) 104.0

104.0

100.0100.0100.0

97.097.097.0

94.094.094.0

90.0(2) 90.0

90.0

104.0(1) 104.0

104.0

99.099.099.0

95.095.095.0

91.091.091.0

87.0(2) 87.0

87.0

-46-56-66

-46-56-66

-46-56-66

-46-56-66

-46-56-66

-46-56-66

-46-56-66

-46-56-66

-46-56-66

-46-56-66

-46-56-66

-46-56-66

-46-56-66

760801849

707745788

634668705

938991

1050

822867916

740779824

666700739

579607639

945994

1051

799842888

697732771

607636668

528552580

175183192

164173183

147158168

202208212

189197202

175183192

161170178

141150159

205209214

188196202

172179187

155162170

135144152

321328336

303312320

272285295

369370369

346352353

322328335

297305313

261271280

374372371

345350352

316322327

285292298

250260269

29.128.527.8

28.628.427.9

27.127.727.6

28.727.225.6

29.929.027.6

30.029.328.6

29.629.328.8

27.728.228.2

29.027.425.8

30.729.728.3

31.030.329.5

30.530.129.6

28.429.029.1

35.734.833.7

35.735.134.3

34.935.134.7

34.032.330.4

36.034.833.1

36.835.834.6

37.136.535.6

36.436.436.1

34.332.430.5

36.935.734.0

38.237.135.9

38.838.037.1

37.938.037.7

42.341.039.6

42.841.840.6

42.842.641.8

39.337.335.1

42.140.638.5

43.542.240.7

44.643.642.3

45.044.743.9

39.637.535.3

43.241.639.6

45.344.042.4

47.045.944.6

47.447.146.3

48.947.245.5

49.948.647.0

50.750.148.9

44.742.439.9

48.246.344.0

50.348.646.8

52.150.849.1

53.752.951.7

44.842.540.0

49.447.545.2

52.550.848.9

55.253.752.1

56.956.155.0

55.553.551.4

56.955.353.3

58.657.656.0

50.047.444.6

54.252.149.5

57.155.052.8

59.657.955.9

62.361.259.6

50.147.544.8

55.753.550.9

59.757.655.4

63.561.659.6

66.365.263.6

-56•C101.3

MAX. FAN % RPM

INCREASE FUEL FLOWS AND DECREASE SPECIFIC RANGES BY 8%

ANTI-ICE SYSTEMS ON

-66•C102.0

(1) MAXIMUM CRUISE THRUST

(2) THRUST FOR MAXIMUM

RANGE (APPROXIMATE)

16-5

-34-44-53

-36-45-54

-38-47-56

-30-40-50

-32-42-52

-34-44-53

-36-45-54

-38-48-57

-30-40-50

-32-42-52

-35-44-54

-37-46-56

-39-48-58


FLIG

HT P

LANN

ING



TransportCanada

TransportsCanada

Cruise FuelThe amount of fuel required for cruise is the sum of the fuel flow rates determined for each hour or part of an hour at cruise. Use the Cruise table (Figure 16-6).

Time at cruise was computed previously as 1.16 hours (1 hour, 10 minutes). Fuel flow for the first hour is 979 lbs/hr at an aircraft weight of 13,303 lbs (rounded up to 14,000 lbs).

The cruising weight for the second hour is obtained by subtracting the fuel used during the first hour from the first hour airplane weight.

Thus, an aircraft weight of 14,000 lbs minus 979 lbs fuel is 13,021 lbs.

To determine second hour fuel consumption, perform the following.

1. Enter the table at the weight closest to the second hour aircraft weight (13,000 lbs).

2. Move right to read fuel flow (983 lbs/hr), fan RPM (104.0), and temperature (-56˚C).

3. Calculate second hour fuel consumption.

When 0.2 hour (i.e., 10 minutes) is multiplied by 983, the result is 196.6 lbs (rounded to 197).

4. Add the fuel values to determine fuel required at cruise.

Adding the 979 lbs for the first hour to the 197 lbs for the final 10 minutes yields a total cruise fuel consumption of 1,176 lbs.

Total Time EnrouteThe total time enroute is determined by adding the times for climb, cruise, and descent.

Climb 0:35.0 hours : minutes

Cruise 1:10.0

Descent 0:08.5

TOTAL 2:03.5 (rounded to 2:04)

Fuel Required EnrouteThe total fuel required enroute is the sum of the fuel needed for climb, cruise, and descent.

Climb 797 lbs

Cruise 1,176

Descent 185

TOTAL 2,158


FLIG

HT P

LANN

ING

16



-46•C100.7

16-6

WT.LBS

FANPERCENT

RPM

TEMPDEG.

C

RATDEG.

C

FUELFLOWLB/HR KIAS

IND.MACH KTAS 100KT

HEADWIND50KT

HEADWINDZEROWIND

50KTTAILWIND

100KTTAILWIND

104.0(1) 104.0

104.0

14000.

13000.

12000.

11000.

10000.

-46-56-66

-32-41-51

922979

1041

192201207

.61

.63

.65

352359360

27.326.425.0

32.731.529.8

38.136.634.6

43.641.739.4

49.016.844.2

102.0102.0102.0

-46-56-66

-33-42-52

859911969

183192201

.58

.61

.63

335344350

27.426.825.8

33.232.331.0

39.037.836.2

44.843.341.3

50.648.746.5

101.0101.0101.0

-46-56-66

-34-43-52

828877936

177187198

.56

.59

.62

325335346

27.126.826.2

33.232.531.6

39.238.236.9

45.343.942.3

51.349.647.6

99.099.099.0

-46-56-66

-36-45-54

767813865

164176186

.52

.56

.59

302315326

26.326.526.2

32.832.631.9

39.438.837.7

45.944.943.5

52.451.149.3

98.0(2) 98.0

98.0

-46-56-66

-36-45-54

738783833

156169181

.50

.54

.57

288305318

25.526.226.2

32.332.632.2

39.138.938.2

45.945.344.2

52.651.750.2

104.0(1) 104.0

104.0

-46-56-66

-31-41-51

931983

1046

197203209

.62

.64

.66

361363364

28.026.825.2

33.431.830.0

38.736.934.8

44.142.039.6

49.547.144.0

102.0102.0102.0

-46-56-66

-32-42-52

868920973

188198203

.60

.62

.64

345354354

28.327.626.1

34.033.031.3

39.838.536.4

45.643.941.6

51.349.346.7

100.0100.0100.0

-46-56-66

-34-43-52

807854907

178187197

.57

.59

.62

327336344

28.227.626.9

34.433.532.4

40.639.437.9

46.845.243.4

52.951.148.9

97.097.097.0

-46-56-66

-36-45-54

723764810

161172182

.51

.55

.58

297309319

27.327.427.0

34.233.933.2

41.140.439.4

48.047.045.5

54.953.551.7

95.0(2) 95.0

95.0

-46-56-66

-38-47-56

670710751

147160171

.47

.51

.54

272289301

25.726.726.7

33.133.733.4

40.640.840.0

48.147.846.7

55.554.953.3

104.0(1) 104.0

104.0

-46-56-66

-31-40-51

936989

1046

200206210

.63

.65

.66

366368366

28.427.125.4

33.732.130.2

39.137.235.0

44.442.239.8

49.847.344.6

101.0101.0101.0

-46-56-66

-32-42-52

845893944

189197203

.60

.62

.66

346352354

29.128.326.9

35.033.932.2

40.939.537.5

46.945.142.8

52.850.748.1

98.098.098.0

96.096.096.0

93.0(2) 93.0

93.0

104.0(1) 104.0

104.0

100.0100.0100.0

97.097.097.0

94.094.094.0

90.0(2) 90.0

90.0

104.0(1) 104.0

104.0

99.099.099.0

95.095.095.0

91.091.091.0

87.0(2) 87.0

87.0

-46-56-66

-46-56-66

-46-56-66

-46-56-66

-46-56-66

-46-56-66

-46-56-66

-46-56-66

-46-56-66

-46-56-66

-46-56-66

-46-56-66

-46-56-66

760801849

707745788

634668705

938991

1050

822867916

740779824

666700739

579607639

945994

1051

799842888

697732771

607636668

528552580

175183192

164173183

147158168

202208212

189197202

175183192

161170178

141150159

205209214

188196202

172179187

155162170

135144152

.56

.58

.61

.52

.55

.58

.47

.50

.53

.64

.65

.67

.60

.62

.64

.56

.58

.61

.51

.54

.57

.45

.48

.51

.64

.66

.67

.60

.62

.64

.55

.57

.59

.49

.52

.54

.43

.46

.49

321328336

303312320

272285295

369370369

346352353

322328335

297305313

261271280

374372371

345350352

316322327

285292298

250260269

29.128.527.8

28.628.427.9

27.127.727.6

28.727.225.6

29.929.027.6

30.029.328.6

29.629.328.8

27.728.228.2

29.027.425.8

30.729.728.3

31.030.329.5

30.530.129.6

28.429.029.1

35.734.833.7

35.735.134.3

34.935.134.7

34.032.330.4

36.034.833.1

36.835.834.6

37.136.535.6

36.436.436.1

34.332.430.5

36.935.734.0

38.237.135.9

38.838.037.1

37.938.037.7

42.341.039.6

42.841.840.6

42.842.641.8

39.337.335.1

42.140.638.5

43.542.240.7

44.643.642.3

45.044.743.9

39.637.535.3

43.241.639.6

45.344.042.4

47.045.944.6

47.447.146.3

48.947.245.5

49.948.647.0

50.750.148.9

44.742.439.9

48.246.344.0

50.348.646.8

52.150.849.1

53.752.951.7

44.842.540.0

49.447.545.2

52.550.848.9

55.253.752.1

56.956.155.0

55.553.551.4

56.955.353.3

58.657.656.0

50.047.444.6

54.252.149.5

57.155.052.8

59.657.955.9

62.361.259.6

50.147.544.8

55.753.550.9

59.757.655.4

63.561.659.6

66.365.263.6



RANGE (APPROXIMATE)

-56•C101.3

MAX. FAN % RPM


ANTI-ICE SYSTEMS ON

-66•C102.0

-34-44-53

-36-45-54

-38-47-56

-30-40-50

-32-42-52

-34-44-53

-36-45-54

-38-48-57

-30-40-50

-32-42-52

-35-44-54

-37-46-56

-39-48-58


FLIG

HT P

LANN

ING



TransportCanada

TransportsCanada

Alternate Leg ComputationsUse the appropriate Normal Descent, Cruise Climb, and 17,000 Feet Cruise tables to determine the fuel required to the alternate airport.

Assume a zero headwind.

Descent distance is the key to establishing the altitude for cruise and for beginning the descent to the alternate. Compute the climb and cruise segments of the alternate leg after determining the altitude from which the descent begins.

When an alternate is 100 NM or less from the primary destination, use a 60/40 ratio to determine climb and descent segments enroute to the alternate. That is, 40% of the distance to the alternate is in the descent.

The fuel required to the alternate airport is the sum of the fuel requirements for the climb, cruise, and descent segments enroute to the alternate.

First, refer to the Normal Descent table (Figure 16-7).

1. Using the 60/40 ratio, enter the table in the appropriate wind column (zero). Read down to the number closest to 40% of the distance to the alternate. Interpolate as required.

Because the distance to the alternate is 80 NM, 40% of this number is 32 NM.

2. Move to the left to the edge of the table to determine the altitude at which to begin the descent, the descent time, and the descent fuel.

Because 32 does not appear on the chart and an odd altitude is appropriate for the leg, 34 NM and 17,000 feet are chosen. The time required is 8.5 minutes, and the fuel used is 85 lbs.

Next, use the Cruise Climb table (Figure 16-8) to determine the time, distance, and fuel required for the climb to the alternate leg cruise altitude (17,000 feet).

1. Enter the table at the appropriate weight for the alternate leg altitude (17,000 feet) and move down to the data block opposite the correct ISA value (ISA).

Because the 14,100 lbs take off weight minus the 2,158 lbs enroute fuel weight is 11,942 lbs, use the 12,000 lbs column.

2. Read the data block.

The figures for the alternate climb are 6 minutes, 22 NM, and 201 lbs of fuel.


FLIG

HT P

LANN

ING

16

Descent - Normal - 2,000 Feet Per Minute

Anti-Ice Systems OffOPERATING MANUAL, FIGURE 7-22, PAGE 7-120

SPEED BRAKES RETRACTED GEAR AND FLAPS UP

600 POUNDS PER HOUR (300 POUNDS PER HOUR PER ENGINE)

PRESSURE ALTITUDE

(FEET)TIME(MIN)

100 KTHEADWIND

50 KT HEADWIND

25 KTHEADWIND

ZEROWIND

25 KTTAILWIND

50 KTTAILWIND

100 KTTAILWIND

FUELUSED(LBS)

43,00041,00039,00037,00035,00033,00031,00029,00027,00025,00023,00021,00019,00017,00015,00010,000

5,0000

74.69.63.58.54.49.45.41.37.33.30.26.23.20.17.10.

5.0.

92.86.80.74.68.63.58.53.48.44.39.35.31.27.23.15.

7.0

102.94.88.82.76.70.64.59.54.49.44.39.35.31.26.17.

8.0.

111.103.

96.89.83.77.71.65.60.54.49.44.39.34.30.19.

9.0.

120.112.104.

97.90.84.77.71.65.59.54.48.43.38.33.21.10.

0.

129.120.112.105.

97.91.84.77.71.65.58.53.47.41.36.23.11.

0

147.137.128.120.112.104.

97.89.82.75.68.61.55.48.42.27.13.

0.

21.920.719.518.517.516.515.514.513.512.511.510.5

9.58.57.55.02.50.0

219.207.195.185.175.165.155.145.135.125.115.105.

95.85.75.50.25.

0.

DISTANCE - NAUTICAL MILES

16-7

WHEN THE ANTI-ICE SYSTEMS ARE ON, DECREASE THE DISTANCE 4%.

TIME AND FUEL USED REMAIN THE SAME.


FLIG

HT P

LANN

ING



TransportCanada

TransportsCanada

Cruise Climb220 KIAS at Sea Level Pressure AltitudeTime, Distance, Fuel, and Rate of Climb - Anti-Ice Systems OffOPERATING MANUAL, FIGURE 7-19, PAGE 7-88

T.O.WEIGHT

PRESSUREALTITUDE

5000 FEETISA = 5°C = 41°F

10000 FEETISA = -5°C = 23°F

15000 FEETISA = -15°C = 6°F

17000 FEETISA = -19°C = -2°F

ISA+10°C

26

672694

26

602987

414

1332405

413

1202676

727

2231868

724

2022082

621

1822329

831

2551753

828

2301959

725

2072197

PRESSUREALTITUDE

19000 FEETISA -23°C = -9°F

21000 FEETISA = -27°C = -16°F

23000 FEETISA = -31°C = -23°F

25000 FEETISA = -34°C = -30°F

14100 13000 12000 11000 10000 14100 13000 12000 11000 10000 14100 13000 12000 11000 10000 14100 13000 12000 11000 10000

MINNMLB

R/C

38

812203

27

742443

25

543335

518

1631948

516

1472171

411

1082997

830

2491663

519

1622621

935

2841555

623

1852478

ISA MINNMLB

R/C

26

712754

25

643041

25

593343

24

533696

24

484115

414

1422433

412

1292698

411

1172976

310

1063301

39

953685

623

2162127

621

1952372

519

1772629

517

1602928

415

1433281

727

2461976

724

2222211

622

2012457

620

1822742

518

1633078

ISA-10°C

MINNMLB

R/C

25

653315

24

593651

24

544005

24

494419

23

444911

411

1292990

310

1173303

39

1073633

38

974019

37

874476

519

1952504

517

1772782

515

1613075

414

1463415

412

1313818

622

2232306

620

2022570

518

1832848

516

1663170

415

1493550

ISA+10°C

MINNMLB

R/C

1141

3201439

1037

2871630

933

2591828

830

2322057

726

2072326

1248

3581316

1143

3201499

1038

2881689

934

2591908

830

2302165

1456

3981189

1249

3551364

1144

3191546

1039

2861754

935

2541999

1664

4401068

1457

3911236

1251

3511410

1145

3141610

1040

2791842

PRESSUREALTITUDE

27000 FEETISA -38°C = -37°F

29000 FEETISA = -42°C = -44°F

31000 FEETISA = -46°C = -51°F

33000 FEETISA = -50°C = -58°F

ISA+10°C

MINNMLB

R/C

1874

486896

1666

4311053

1458

3851215

1352

3441400

1146

3051614

2087

539718

1876

475864

1668

4231013

1460

3761183

1353

3331379

23104602551

2090

527686

1879

467824

1670

413980

1461

3641160

28128683389

24109590514

2194

518641

1882

455784

1671

399948

PRESSUREALTITUDE

35000 FEETISA -54°C = -66°F

37000 FEETISA = -57°C = -70°F

39000 FEETISA = -57°C = -70°F

41000 FEETISA = -57°C = -70°F

ISA+10°C

MINNMLB

R/C

35167804220

29136675334

25115583449

2199

507579

1985

441726

PRESSUREALTITUDE

43000 FEETISA -57°C = -70°F

ISA+10°C

MINNMLB

R/C

--------

--------

--------

--------

--------

ISA MINNMLB

R/C

--------

--------

•26815783979

105

•20211872979

105

•133770

1979105

ISA- 10°C

MINNMLB

R/C

•27816054404

103

•21012083304

103

•146834

2304103

•78435

1304103

30154597146

•83455

1604104

39190826142

31151683245

26124579360

22104496489

•21312433615

101

•148853

2515101

•85479

1515101

36180720127

28140720127

--------

•29417484583

103

•23213743583

103

•168987

2583103

•99574

1583103

ISA MINNMLB

R/C

27124662369

23104570499

2090

500632

1778

439781

1568

385952

35169797178

28134659296

27112567415

2195

491549

1882

427702

•116655

2112100

•51265

1012100

32155681186

26124569304

22103484437

•25014594092

104

•18510692992

104

•120689

1992104

•55298992104

29146586186

ISA-10•C

MINNMLB

R/C

2297

573547

1984

501696

1773

444848

1564

3931019

1356

3471217

27123657341

23103563477

2088

493616

1776

433771

1566

380949

37179818124

29136661246

24112563371

2095

486509

1880

421667

•148835

2550104

•80437

1450104

33165697139

26127570261

22104481399

ISA MINNMLB

R/C

1459

4211074

1352

3751248

1147

3381428

1041

3021635

937

2691875

1669

466886

1561

4141048

1354

3711215

1248

3311406

1042

2941627

1982

518710

1772

457862

1563

4081017

1356

3631193

1249

3211397

2299

580543

1986

507684

1775

450828

1566

398991

1357

3511179

ISA- 10°C

MINNMLB

R/C

1249

3801276

1144

3411470

1039

3071670

935

2761901

831

2462170

1457

4191079

1251

3741260

1145

3361447

1040

3011661

936

2691910

1667

463899

1459

4111069

1353

3681244

1147

3291444

1041

2921675

1980

513729

1670

452889

1562

4041052

1355

3591238

1148

3181453

ISA MINNMLB

R/C

932

2771823

829

2502048

726

2262282

623

2042554

621

1822874

1037

3101654

933

2781868

830

2522090

727

2272347

624

2032650

1143

3441458

1039

3081658

935

2791866

831

2502105

728

2242386

1350

3801253

1145

3411439

1040

3071632

936

2761854

832

2462113

ISA-10°C

MINNMLB

R/C

726

2512092

724

2272341

621

2062601

619

1862904

517

1673260

831

2801882

828

2532117

725

2302362

622

2072645

620

1862979

936

3111677

932

2811898

829

2542128

726

2292393

623

2052704

1142

3441464

1037

3101670

934

2801884

830

2522130

727

2252419

• INDICATES STEP CLIMB REQUIRED

NOTE: STEP CLIMB DATA INCLUDES TIME, DISTANCE AND FUEL USED IN

CRUISE PORTION, BASED ON MAXIMUM CRUISE THRUST.

NOTE: FOR CLIMB CONDITIONS REQUIRING

A STEP CLIMB, THE FOLLOWING TABLE GIVES

THE WEIGHT AT THE END OF STEP CRUISE AT

THE STEP ALTITUDE, REQUIRED TO

CONTINUE CLIMB.

0

220

5000

215

10000

210

15000

205

20000

200

25000

195

30000

190

35000

185

40000

180

43000

177

CRUISE CLIMB SPEED - KIAS


51015202530

2468

1012

48

12162025

81625334150

CLIMB TIME(MIN)

WIND25 KTS 50 KTS 100 KTS

35000370003900041000

----

117119841

STEP CLIMBALT IN FEET

TEMPERATURE

1SA -10°C

--12161101598153

ISA

12683106488557

–

1SA +10°C

16-8


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T - (L + D) = C

where:

T = Total Distance

L = Cimb Distance

D = Descent Distance

C = Cruise Distance

where:

C = Cruise Distance

G = Groundspeed

T = Time At Cruise

C G =T

Alternate Leg Computations (continued)Next, compute the cruise distance to the alternate as you did for the destination cruise segment: subtract the sum of climb distance and descent distance from the total distance.

Cruise distance equals 80 NM minus (22 NM plus 32 NM), or 26 NM.

Now, use the appropriate Cruise table (17,000 feet) (Figure 16-9) to compute cruise time and fuel to the alternate.

1. Enter the table from the left with the appropriate aircraft weight (12,000 lbs) and fan speed (94.9% N1 RPM, the maximum cruise thrust).

2. Read the true airspeed (333 KTAS).

3. Compute time at cruise by dividing the cruise distance by the groundspeed.

The 26 NM cruise distance divided by 333 equals a cruise time of 0.08 hrs, or 5 minutes.

4. Read the fuel flow (1,539 lbs/hr).

5. Compute fuel consumption for the cruise time.

The cruise time is 0.08 hours, thus 0.08 times 1,539 is 124 lbs.

6. Add fuel and time values for all alternate segments.

Flight Segment Time (minutes) Fuel (lbs)

Climb 6.0 201

Cruise 5.0 124

Descent 8.5 85

TOTAL 19.5 410


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WT.LBS

FANPERCENT

RPM

TEMPDEG.

C

RATDEG.

C

FUELFLOWLB/HR KIAS

IND.MACH KTAS 100KT

HEADWIND50KT

HEADWINDZEROWIND

50KTTAILWIND

100KTTAILWIND

96.9(1) 95.4

93.9

89.089.089.0

85.085.085.0

80.080.080.0

76.0(2) 76.0

76.0

96.6(1) 95.1

93.6

88.088.088.0

83.083.083.0

78.078.078.0

73.0(2) 73.0

73.0

96.3(1) 94.9

93.3

87.087.087.0

82.082.082.0

76.076.076.0

71.0(2) 71.0

71.0

96.1(1) 94.6

93.0

87.087.087.0

80.080.080.0

74.074.074.0

68.0(2) 68.0

68.0

95.8(1) 94.4

92.8

86.086.086.0

79.079.079.0

72.072.072.0

65.0(2) 65.0

65.0

14000.

13000.

12000.

11000.

10000.

-9-19-29

-9-19-29

-9-19-29

-9-19-29

-9-19-29

-9-19-29

-9-19-29

-9-19-29

-9-19-29

-9-19-29

-9-19-29

-9-19-29

-9-19-29

-9-19-29

-9-19-29

-9-19-29

-9-19-29

-9-19-29

-9-19-29

-9-19-29

-9-19-29

-9-19-29

-9-19-29

-9-19-29

-9-19-29

5-5

-16

2-8

-18

0-10-20

-2-12-21

-3-13-23

5-5

-16

1-8

-18

0-10-20

-2-12-22

-4-14-24

5-5

-16

1-9

-18

-1-10-20

-3-12-22

-4-14-24

5-5

-16

1-8

-18

-1-11-21

-3-13-23

-5-15-24

5-5

-16

1-9

-19

-1-11-21

-3-13-23

-5-15-25

157915631546

123512771323

108611221162

923951983

807831857

156615501534

119912401283

102110531089

867893921

735754776

155515391522

116412031245

99110211056

814838863

693710729

154515291512

116512041246

931959990

766786809

633647663

153515201502

113111681208

903930959

722739758

581592604

262262262

228234240

208215222

184190197

161169176

262262262

225232237

202208214

178184191

151157164

262262262

223229234

200206212

172178185

148154160

262262262

224230236

194199205

168173178

140146151

262262262

222227233

193198203

164169173

130137143

.54

.54

.54

.47

.49

.50

.43

.45

.46

.39

.40

.40

.34

.35

.37

.54

.54

.54

.47

.48

.49

.42

.43

.45

.37

.39

.40

.32

.33

.34

.54

.54

.54

.46

.48

.49

.42

.43

.44

.36

.37

.39

.31

.32

.34

.54

.54

.54

.47

.48

.49

.41

.42

.43

.35

.36

.37

.29

.31

.32

.54

.54

.54

.46

.47

.48

.40

.41

.42

.35

.35

.36

.27

.29

.30

15.214.914.6

15.915.515.1

15.715.515.2

15.115.014.9

13.613.914.1

15.315.014.8

16.115.715.3

15.915.715.4

15.215.215.1

13.113.413.6

15.415.114.9

16.315.915.5

16.215.915.6

15.315.315.2

13.413.713.7

15.515.215.0

16.416.015.6

16.416.115.8

15.515.315.2

12.913.313.5

15.615.315.1

16.616.215.8

16.716.416.0

15.815.615.3

12.012.613.0

339333326

296298299

271274277

240243247

209216221

339333326

293295296

263265268

232235239

196201205

339333326

289291293

261262265

224228231

193197200

339333326

291293294

253255256

219220223

182186190

339333326

288290291

251253254

214215216

170175178

18.318.117.9

19.919.418.9

20.420.019.5

20.620.320.0

19.819.919.9

18.518.318.0

20.219.819.2

20.820.420.0

21.020.820.5

19.920.020.0

18.618.418.2

20.620.119.5

21.320.820.3

21.421.221.0

20.620.720.6

18.718.518.3

20.720.219.6

21.821.320.8

22.021.721.4

20.821.021.1

18.918.618.4

21.020.519.9

22.221.821.2

22.822.421.9

20.621.121.3

21.521.321.1

24.023.322.6

25.024.423.8

26.025.625.1

26.025.925.7

21.721.521.3

24.423.823.1

25.725.224.6

26.826.425.9

26.726.626.5

21.821.621.4

24.924.223.5

26.325.725.1

27.527.226.8

27.827.727.4

22.021.821.6

25.024.323.6

27.226.525.9

28.528.027.6

28.728.828.6

22.121.921.7

25.524.824.1

27.827.126.4

29.829.128.5

29.229.529.6

24.724.524.3

28.027.226.4

29.628.928.1

31.430.830.2

32.232.031.6

24.924.724.5

28.627.827.0

30.629.929.2

32.532.031.4

33.533.232.9

25.024.924.7

29.128.427.5

31.430.629.8

33.733.232.5

35.134.834.3

25.225.024.9

29.328.527.6

32.531.830.9

35.134.433.8

36.636.536.2

25.425.225.1

29.929.128.2

33.332.531.7

36.635.935.1

37.838.037.8

27.827.727.6

32.031.130.2

34.233.332.5

36.836.135.3

38.338.037.4

28.127.927.8

32.731.930.9

35.534.733.8

38.337.636.8

40.339.939.3

28.328.128.0

33.432.531.5

36.435.534.5

39.839.138.3

42.341.841.2

28.428.328.2

33.632.631.6

37.937.036.0

41.640.839.9

44.544.243.7

28.628.528.4

34.333.432.3

38.837.936.9

43.542.741.7

46.446.446.1



RANGE (APPROXIMATE)

-9ºC96.0

-19ºC94.5

MAX. FAN % RPM


ANTI-ICE SYSTEMS ON

-29ºC93.0

NAUTICAL MILES/100LBS FUEL

16-9


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Total FuelThe Operations Manual (O.M.) requires the following fuel to be carried on the Citation aircraft:

• fuel to fly and execute an approach to the primary destination, then to the alternate, execute a missed approach and fly to the alternate.

• fuel for 15 minutes at holding speed at 1,500 feet above the alternate under standard temperature conditions.

• execute and approach to the alternate.

• minimum landing fuel (600 lbs) as required by the O.M. This is for flight planning purposes and can be used, if required.

• contingency fuel based on consideration of the factors listed below.

Contingency fuel considers the following:

• forecast meteorological conditions.

• anticipated routing and traffic delays.

• the possibility of pressurization loss or an engine failure enroute.

• any other condition that could delay landing.

Taxi and take off fuel is normally planned at 200 lbs. Minimum landing fuel is planned at 600 lbs; this amount also satisfies holding requirements. Approach fuel normally is planned at 200 lbs.

For this example, the following figures apply.

Segment Fuel (lbs)

Taxi/Take Off 200

Primary Destination 2,158

Approach 200

Alternate Destination 410

Contingency 200

Minimum Landing Fuel 600

MINIMUM FUEL REQUIRED 3,768

In this case, because of the traffic delays expected at the destination, 200 lbs contingency fuel has been decided upon.


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TransportCanada

TransportsCanada

Take Off, Landingand Climb PerformanceTo understand performance, it is necessary to be thoroughly familiar with the terms used in describing an aircraft’s performance data. This section reviews the definitions and terms used while determining performance data, and presents computations required to fill out the TOLD card. In addition, you are taken through the steps necessary for determining take off and landing data and V speeds.

DefinitionsBefore performance can be discussed, certain terms must be clearly understood. To that end, the following definitions are provided.

Accelerate-stop distance – The distance required to accelerate to V1 and reject the take off due to a failed engine (at V1).

Altitude – All altitudes used in this textbook are pressure altitudes unless otherwise stated.

Climb gradient – The ratio of the change in height during a portion of a climb to the horizontal distance transversed in the same time interval.

Engine out accelerate-go distance – On a take off during which an engine fails at V1 and the take off is continued, the horizontal distance from brake release to the point at which the aircraft attains a height of 35 feet above the runway surface.

Gross climb gradient – The climb gradient that the airplane can actually achieve with ideal conditions.

Landing distance – The distance from a point 50 feet above the runway surface to the point at which the aircraft would come to a full stop on the runway.

Net climb gradient – The gross climb gradient reduced by 0.8% during the take off phase and 1.1% during enroute. This conservatism is required by FAR 25 for terrain clearance determination to account for variables encountered in service.

OAT – Outside Air Temperature or Ambient Air Temperature. The free air static temperature, obtained either from ground meteorological sources or from inflight temperature indications and adjusted for instrument error and compressibility effects.


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RAT – Ram Air Temperature. The indicated outside air temperature as read from the pilot’s panel.

Reference zero – The point in the take off flight path at which the aircraft is 35 feet above the take off surface and at the end of the take off distance required.

Take Off field length – The take off field length given for each combination of gross weight, ambient temperature, altitude, wind, and runway gradients is the greatest of the following:

• 115% of the two-engine horizontal take off distance from start to a height of 35 feet above runway surface

• accelerate-stop distance

• engine-out accelerate-go distance.

No specific identification is made on the charts as to which of these distances governs a specific case. In all cases considered by the charts, the field length is governed by either the second or the third condition because the Citation two-engine take off distance is always shorter.

TOCA - Is defined as the ”take off obstacle clearance altitude” or as the altitude, expressed in feet above sea level, at which the aircraft will clear an obstacle by 35 feet., and is the altitude at which the aircraft is accelerated in third segment. TOCA will be included in all take off briefings. TOCA will normally not be less than 1500 feet.

VAPP – The landing approach airspeed (1.3 VS1) with T.O. & APPR flaps and landing gear up.

VENR– Single engine enroute climb speed. VENR is also the best rate of climb speed single engine and may be used as the single engine driftdown speed.

Visible Moisture - Visible moisture includes, but is not limited to the following conditions: fog or clouds with visibility less than 1 mile, wet snow and rain.

VR – Rotation speed. The speed at which rotation is initiated during take off to attain the V2 climb speed at or before a height of 35 feet above runway surface is reached.

VREF – The airspeed equal to the landing 50-foot point speed (1.3 VSO) with full flaps and landing gear extended. VREF is adjusted for wind gusts by adding the gust to a maximum of 10 kts.


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TransportCanada

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V1 – Critical engine failure recognition speed. The speed at which the pilot observes an engine failure or other condition for which a decision to stop or continue the take off to 35 feet does not exceed the scheduled take off field length if recognition occurs at V1 (accelerate-go). The distance to bring the aircraft to a full stop (accelerate-stop) does not exceed the scheduled take off field length if the brakes are applied at V1.

V2 – Take off safety speed. This climb speed is the actual speed at 35 feet above the runway surface as demonstrated in flight during take off with one engine inoperative.

VT – Target speed. A general speed for flight which is pilot selectable on the primary flight display, this speed is VENR on take off and VREF +20 kts for approach and landing.

W.A.T. – Weight, Altitude, Temperature. This is the weight limit required to meet the FAR 25 requirement of a Positive climb in segment #1 and 2.4 % gradient in segment #2 up to 1500 feet above the take off surface

Wind – The wind velocities recorded as variables on the charts of this section are to be understood as the headwind or tailwind components of the actual winds at 30 feet above the runway surface (tower winds).


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ZFW

T/O Fuel- Carburant au décollage

T/O GW-Masse brute au décollage

1500’

TOCA

RWY Req’d- Longueur de piste nécessaire

(10/09)

V1

VR

V2

VT

VREFFrom - De To - À

T/O Pwr-Poussé de décollage

Flap- Volet

MCT / PMC

TOLD CardA Take Off and Landing Data (TOLD) card is used to record take off and landing data. It is mandatory for each take off and serves as a convenient reference aid in the cockpit.

Take Off Side

The TAKE OFF SIDE of the card provides spaces for the following information:

• T/O PWR – N1 Take Off Power Setting. Grey box for Anti-ice (A/I) power setting.

• FLAP – Take Off Flap Setting

• MCT PWR – N1 Maximum Continuous Power Setting

. 1500 - TOCA (ASL)

. TOCA - A TOCA reference other than 1500 ft (ASL)

• V1 – Take Off Decision Speed

• VR – Rotation Speed

• V2 – Take Off Safety Speed

• VT – Single-Engine Enroute Climb Speed (VENR)

• VREF-Emergency return landing VREF

. ZFW – Zero Fuel Weight

. T/O FUEL – Take Off Fuel Load

. T/O GW – Take Off Gross Weight

. RWY REQ’D – Computed Take Off Field Length plus any penalties

• FROM / To – Origination of Flight/Destination of flight


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TransportsCanada

VT VENR

(10/09)

Landing DistanceDistance d’attérissage

Go-around power -Poussée de remise de gaz

Minimum

MISS APP - Remontée

ATIS VREF

Landing Side

The LANDING DATA SIDE of the card provides spaces for the following information:

• ATIS INFO

• VREF – Landing Configuration 50-Foot Point Speed

• VT – VREF + 20 KTS

. VENR - single engine climb speed

• Minimum – DH/DA or MDA + temperature correction

• Missed approach – missed appraoch altitude + temperature correction

• Landing Distance – Computed Unfactored Landing Distance from QRH or AFM plus any penalties

• GO AROUND POWER – N1 Take Off Power Setting. Grey box for A/I power setting.


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Takeoff Airport Information ATISAirport information is obtained from the standard sources. The UV Flight Plan has space to write the ATIS information.

In this case, use the trip planning data provided (pg 16.7) and assume a forecast runway wind of 340/12.

Wind Component at Take OffUse the Cross Wind Component chart (Figure 16-10) to determine the wind component at take off.

1. First, determine the angle between the runway heading and the forecast wind direction.

With a runway heading of 310˚ and a forecast wind from 340˚, the resultant angle is 30˚.

2. Plot the point at which the forecast wind velocity (12 kts) intersects the angular difference between the runway heading and the forecast wind direction (30˚).

3. Move left to the edge of the chart to obtain the headwind/tailwind component (10 kts).

Although the headwind component lies between 10 and 11 kts, conservatism dictates the use of the lower number.

4. Move down from the intersection to the bottom of the chart to obtain the crosswind component (6 kts).

5. Copy this information to the ATIS portion of the universal flight plan.

Take off weight is limited by

the most restrictive of:

• maxcertifiedtakeoff

weight (14, 100 LBS)

• maxtakeoffweight

permitted by climb

requirements (WAT)

• takeofffieldlength.


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Cross Wind ComponentAIRPLANE FLIGHT MANUAL, FIGURE 4-10, PAGE 4-25

When Filling out the Told Card, use the Citation Checklist or Quick Reference Handbook (QRH) whenever possible, if unable, refer to the AFM.

50 40 30 20 10 0 -10

0

10

20

30

30˚

40

50

CROSSWIND COMPONENT - KNOTS

WIN

D C

OM

PON

ENT

P AR

ALLE

L TO

RU

NW

AY -

KNO

TS

A N G

LE B

E T W

E E N

W IN

D D I

R E C T

IO N

A N D

R U N W

A Y D

E G R E

E S

WIND VELOCITY -

KNOT S

160 140

1 2 0 100

80

60

40

20

90

7 0

5 0

10

5

15

2 0

2 5

30

3 5 40

4 5

5 0

60

5 5

30

1 0

16-10

6 KTS

12 KTS


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T/O PWR (1)Consult the Take Off/Go Around Thrust N1 % RPM (QRH or AFM) to determine the correct Take Off thrust setting (See opposite page)

1. Enter the chart from the left at the ambient temperature (15˚C) and move right to the appropriate pressure altitude column (1000 feet).

2. Use the value for anti-ice off (99.3%).

3. Interpolate as required.

Flap (2)Indicate flap setting to be used on take off. Flaps 15° is the preferred setting unless flaps 0° is required for performance (climb) considerations.

MCT Power (3)Use the Maximum Continuous Thrust Setting chart (QRH or AFM) to determine the single-engine maximum continuous thrust setting. This is our initial climb thrust.

1. Enter the chart from the left at the pressure altitude (2000 feet) and move right to the appropriate anti-ice/on or off line for the temperature to be used.

2. Interpolate to find the initial “climb” thrust setting. In this sample, at 2000 feet Temp of +10, No Anti-Ice use 98.8% N1

This is the initial climb power set after take off. It is actually MCT and readily available in case of an engine failure. After the SID and/or noise abatement (usually 3000 feet AAE), use the normal climb power schedule (located on control column or in the QRH).

Normal Climb Power

Use normal climb power setting.(control column, QRH or AFM). Proceed in a similar way as for the MCT Power. In this case using our trip planning data: 5000 feet/+10˚C No Anti-Ice=98.9% N1 (Figure 16-11).

ZFW



1500’

TOCA


(10/09)

V1

VR

V2

VT



Flap- Volet

MCT / PMC

99.3

15

98.8

1

2

3

ZFW



1500’

TOCA


(10/09)

V1

VR

V2

VT



Flap- Volet

MCT / PMC

99.31

15


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TransportCanada

TransportsCanada Normal Climb Power

°F

50 10 100.095.5 95.5 95.595.5 95.5 95.5

100.3 100.3 100.3 100.3 100.3

59 99.3- - -- - -

99.3 99.3 99.3 99.3 99.3

68 20 98.3- - -- - -

98.3 98.3 98.3 98.3 98.3

77 25 97.4- - -- - -

97.4 97.4 97.4 97.4 97.4

86 30 96.4- - -- - -

96.4 96.4 96.4 96.4 96.4

95 35 95.4- - -- - -

95.4 95.4 95.4 95.4 95.4

104 40 94.4- - -- - -

94.4 94.4 94.4 94.4 94.4

41 5 99.3

96.4 96.4 96.496.4 96.4 96.4

101.3 101.3 101.3 101.3 101.3

32 0 98.597.3 97.3 97.397.3 97.3 97.3

100.5 102.3 102.3 102.3 102.3

23 -5 97.797.7 98.2 98.298.2 98.2 98.2

99.7 101.9 103.0 103.0 103.0

14 -10 97.097.0 98.9 99.199.1 99.1 99.1

99.0 101.0 102.9 103.5 103.5

5 -15 96.296.2 98.0 100.0100.0 100.0 100.0

98.2 100.1 101.9 103.8 103.8

-4 -20 95.495.4 97.3 100.999.3 100.9 100.9

97.4 99.3 101.1 102.8 104.0

-13 -25 94.7

94.7 96.5 101.898.4 100.2 101.8

96.5 98.4 100.2 101.9 103.8

-22 -30 93.993.9 95.8 102.797.6 99.3 101.0

95.8 97.6 99.3 101.0 103.0

-31 -35 93.193.1 94.9 102.096.7 98.5 100.1

94.9 96.7 98.5 100.1 102.0

-40 -40 92.492.4 94.2 101.195.9 97.6 99.3

94.2 95.9 97.6 99.3 101.1

-49 -45 91.691.6 93.4 100.295.0 96.8 98.4

93.4 95.0 96.8 98.4 100.2

-58 -50 90.890.8 92.6 99.394.2 96.0 97.5

92.6 94.2 96.0 97.5 99.3

-65 -54 90.390.3 92.1 98.693.6 95.4 96.9

92.1 93.6 95.4 96.9 98.6

°CSL 1000 2000 3000 4000 5000


TAKEOFF / GO-AROUND THRUST - N1% RPMANTI-ICE ONANTI-ICE OFF

15


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W.A.T. Limit and Take Off Weights (4)

Use W.A.T. Limits table (QRH or AFM) to determine the maximum weight permitted by climb requirements.

1. Enter the W.A.T table from the left at the ambient pressure altitude (1,000 feet).

2. Read the maximum take off temperature permitted by climb requirements for the specific flap setting (15˚).

In this case, the maximum allowable temperature is 43˚C. Note: W.A.T. charts DO NOT consider obstacles

WAT LIMITS

Altitude Flap Weight Maximum Temperature

Flap Weight Maximum Temperature

Sea Level 15 14100 46 0 14100 54

1000 15 14100 43 0 14100 52

2000 15 14100 39 0 14100 49

3000 15 14100 36 0 14100 45

4000 15 14100 32 0 14100 41

Enter the zero fuel weight, the anticipated take off fuel load weight, and gross take off weight determined by weight and balance in the ZFW, T/O FUEL, and T/O GW blocks of the Take off side of the TOLD card.

The weights determined during weight and balance calculations are shown below.

Zero Fuel Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,237 LBS

Fuel Load at Take Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,800 LBS

Gross Take Off Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . 14,037 LBS

ZFW



1500’

TOCA


(10/09)

V1

VR

V2

VT



Flap- Volet

MCT / PMC

99.3 10 237

3 80015

98.8 14 037

1

2 4

3{


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TransportCanada

TransportsCanada

Maximum Continuous Thrust Setting - N1% RPMSINGLE ENGINE ENROUTE CLIMB (TOLD CARD CLIMB POWER)

PA1000

FT

S.L.

2

4

8

10 &Above

RAM AIR TEMPERATURE - °C

3545 25 15 10 5 0 -5 -10 -15 -25 -35 -45

NOTE: Upper value for Anti-ice - OFF

Lower value for Anti-ice - ON

6

95.8--

98.894.0

97.8--

99.995.0

102.697.6

103.999.5

91.3--

93.6--

95.8--

97.8--

98.694.0

97.895.0

97.196.0

96.496.4

95.695.6

94.994.9

93.493.4

91.991.9

90.490.4

91.3--

93.6--

97.8--

99.995.0

100.996.0

101.896.8

102.697.6

102.098.3

100.399.5

98.698.6

96.996.9

91.3--

93.6--

95.8--

98.894.0

100.996.0

101.896.8

103.298.3

103.6101.1

104.0100.4

91.3--

93.6--

95.8--

97.8--

98.894.0

99.995.0

100.996.0

101.896.8

102.697.6

103.298.3

103.999.5

104.0100.4

104.0101.1

91.3--

93.6--

95.8--

97.8--

98.894.0

99.995.0

100.996.0

100.296.8

99.497.6

98.698.6

97097.0

95.495.4

93.893.8

91.3--

93.6--

95.8--

97.8--

98.894.0

99.995.0

100.996.0

101.896.8

102.697.6

103.298.3

103.899.5

100.2100.2

102.0100.4

Normal Climb / Maximum Cruise Thrust Setting - N1% RPM

PA1000

FT

S.L.

5

10

15

20 &Above

RAM AIR TEMPERATURE - °C

2030

94.3--

96.6--

98.995.1

101.296.9

102.397.7

103.598.4

104.099.0

104.099.6

103.7100.0

102.8100.5

101.8100.9

100.9100.9

99.999.9

94.3--

96.6--

98.995.1

101.296.9

102.397.7

103.598.4

104.099.0

104.099.6

104.0100.0

104.0100.5

104.0100.9

103.4101.6

104.0101.2

94.3--

96.6--

98.995.1

101.296.9

102.397.7

103.598.4

104.099.0

104.099.6

104.0100.0

104.0100.5

104.0100.9

104.0101.2

104.0101.6

94.3--

96.6--

98.995.1

101.296.9

102.397.7

102.298.4

101.499.0

100.599.6

99.799.7

98.998.9

98.098.0

97.297.2

96.496.4

10 0 -5 -10 -15 -20 -25 -30 -35 -40 -45

NOTE: Upper value for Anti-ice - OFF

Lower value for Anti-ice - ON

94.3--

96.6--

96.695.1

95.195.1

94.594.5

93.793.7

93.093.0

92.392.3

91.691.6

90.990.9

89.589.5

88.888.8

90.290.2

16-11


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V Speeds (5)Use the Take Off Field Length table (QRH or AFM) to determine take off field length V1, VR, V2, and VENR.

1. Enter the table at the correct Flap Setting (15°) and pressure altitude (1000 feet)

2. From the left column temperature move right to the weight column. Read the required V1, VR,V2, VENR and VREF (respectively). 109, 110, 117, 152, 114. Note: the take off field length is beside the V1 value. In this case 3770 feet. If an emergency return to the departure airport becomes necessary, VREF has been calculated

3. Enter the correct V speeds on the TOLD card.

4. Check the Take Off Correction Factors table (next page) for any needed adjustments.

In this case, no adjustments are required

Take Off Field Length (6)Use the values previously computed to determine if the required runway length is within the length of the available runway.

The available runway length is 6,000 feet. This distance exceeds the required runway length of 3,770 feet .

ZFW



1500’

TOCA


(10/09)

V1

VR

V2

VT



Flap- Volet

MCT / PMC { {99.3 109 10 237

1

2 4

5

6

3

15 110 3 800

98.8 117 14 037

152 3 770

114


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Take Off Field Length

45404120377035503380

110117152

114

1000 FEET

WEIGHT - POUNDS

12000

V1 V1FEET FEET FEET

13000 14100

°F °C

PA

T/OPOWER

N1%

92RETURN VREF 97 101

1221131049586

5045403530

8786858382

9292929189

31402850261024502280

24402280213020001870

92.493.494.495.496.4

252015105

8180787777

8887868584

21302010189018101740

17501650156014901440

97.498.399.3

100.3101.3

0-5

-10-15-20-25

767676767676

848484848484

169016601630160015801550

140013701350133013101280

100.599.799.098.297.496.6

8695

144

91100145

77685950413223145-4

-13VR

V2

VENR

106 110

1221131049586

5045403530

92.493.494.495.496.4

252015105

97.498.399.3

100.3101.3

0-5

-10-15-20-25

326031903130307030202970

100.599.799.098.297.496.6

101109148

105113150

77685950413223145-4

-13VR

V2

VENR

ANTI-ICEOFF

1000 FEET

WEIGHT - POUNDS

9000

V1 V1 V1FEET FEET FEET

1100010000

°F °C

PA

T/OPOWER

N1%

ANTI-ICEOFF

9797979696

39903600328030002740

...110110110110

...7260637056805050

101101101101101

106105105105105

64105650505045504080

50504520408037103350

NOTE 1: All takeoff distances predicated on zero wind and zero runway gradient.

For extreme cold use data (except N1) for coldest temperature given.

FLAPS - 15°

9594929291

25602400226021602070201019801940191018801840

91919191919196

104147

RETURN VREF

V1

110110109109109

101100999897

30602840267025402440

979797979791

236023202280224022102170

105105105104103103103103103103103

37003380311029602840

109109109109109109

275027102660261025702520


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16-12

Take Off Field Length (QRH or AFM) Flow Chart

V1 Values from Take Off Field Length Chart

Required Parameters (A/C Weight) (Temperature) (Pressure Altitude)

Take Off Field Length

(ft)

RUNWAY GRADIENT CORRECTION

V1 Correction FLAP 15˚ FLAP 0˚

Distance Factor FLAP 15˚ FLAP 0˚

Add 4 KIAS Add 2 KIAS 2% UPHILL x 1.30 1.40

Add 2 KIAS Add 1 KIAS 1% UPHILL x 1.12 1.15

Subtract 3 KIAS Subtract 3 KIAS 1% DOWNHILL x 1.05 1.05

Subtract 6 KIAS Subtract 8 KIAS 2% DOWNHILL x 1.05 1.05

Corrected V1 Corrected Take Off Field Length

ENGINE ANTI-ICE ON CORRECTION

V1 NO Correction Take Off Distance x 1.3

Corrected Take Off Field Length

For adverse runway conditions refer to charts on pages 82 (Flaps 15˚) or 83 (Flaps 0˚)

as appropriate

Corrected V1 Corrected Take Off Field Length

NOTE: For inoperative Anti Skid system multiply the take off field length by 1.6 (MEL Item)


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TransportCanada

TransportsCanada

Take Off Field Corrections FactorsThe take off field length required may have to be adjusted for:

• Runway gradient

• Use of engine anti ice

• Runway contamination

The Flow Chart (on previous page) is used to guide you through the correction factors.

Start at the top with V1 and Take off field length and move down to apply the appropriate corrections factors.

The bottom gives the final numbers to be used.

Take Off Field Length - Flaps 15˚


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Take Off Field Length - Flaps 0˚


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Performance for Contaminated RunwaysTAKE OFF

Use the Flow Chart to identify changes in take off performance when operating on contaminated runways. Observe the following AFM notes.

1. Takeoffs should not be attempted in any precipitation depth greater than presented on the charts. Do not exceed the contaminants, altitude, temperature, gross weight, wind limits at the bottom of the charts.

Single Engine Take Off ProfileFlaps 15˚The data presented in QRH or AFM Supplement 37 contains information to determine the net climb gradient in the second segment.

Note: Reference Zero=35 Feet above Take Off Surface at the end of the Takeoff Distance.

ConditionsSINGLE-ENGINE FLIGHT PATH CONDITIONS:

ANTI-ICE OFF OR ON

FIRST SEGMENT

SECOND SEGMENT

THIRD SEGMENT

LANDING GEAR

WING FLAP DEGREES

SPEED BRAKES

INOPERATIVE ENGINE

OPERATIVE ENGINE

AIRSPEED

DOWN TRANSITION TO UP

15

RETRACT

WINDMILLING

T.O. THRUST

V2

UP

15

RETRACT

WINDMILLING

T.O THRUST

V2

UP

15 TRANSITIONING TO 0

RETRACT

WINDMILLING

T.O THRUST

V2 TRANSITIONING TO VENR

* Take Off thrust is limited to five minutes maximum and thereafter use maximum continuous thrust.


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Obstacle Clearance (7)The second segment climb gradient is calculated to determine if we can clear obstacles on the departure path.

CAP departures require a minimum climb gradient of 200 Feet/NM. This equates to a 3.3% climb gradient.

The tables in the QRH or AFM Supplement 37 provide quick reference for the second segment climb gradient calculation. It includes tables for converting FT/NM to percent (%) climb gradient and second segment take off net climb gradient for a flaps 15˚ or flap 0˚.

1.Convert FT/NM to % climb gradient to determine the required climb gradient from the SID chart.

2.Enter the table for the proper flap setting (In this case flap 15˚).

3.Add 1500 feet, which is our TOCA altitude, to the departure aerodrome pressure altitude. In our sample the aerodrome pressure altitude is 1,000 feet +1,500 feet=2,500 feet

4.Use the 3000 feet altitude column on the left.

5.Take the temperature at that altitude (use 3,000 feet) (15˚-5˚=10˚)

6.Using the proper weight and wind column choose the gradient here no wind = 4.6%

7.Interpolate as required.

8.When anti-ice is used reduce that number by 3%. (note on bottom of the net climb gradient page)

ZFW



1500’

TOCA


(10/09)

V1

VR

V2

VT



Flap- Volet

MCT / PMC { {99.3 109 10 2371

2 4

5

6

3

7

15 110 3 800

98.8

4.6% 1500 (2500)

117 14 037

152 3 770

114


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Second Segment Take Off Net Climb Gradient - Flaps 15°CONDITIONS: ANTI-ICE SYSTEMS - OFF*

LANDING GEAR - UP

AIRSPEED - V2

SPEEDBRAKES-RETRACT

INOPERATIVE ENGINE-WINDMILLING

OPERATIVE ENGINE-TAKE OFF THRUST


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Net Take Off Flight Path ConsiderationsAll take offs require net takeoff flight path and obstacle clearance calculations however, we have an Operations Specification (OPS SPEC) that allows us to takeoff visually by employing Turbo-jet on Demand Operations. The pilot may opt to depart under the conditions listed in CARS 724.47 (Turbo-jet on demand operations) (on the following pages), which waives the obstacle clearance requirements however, extreme caution should be exercised in the use of this waiver in the presence of obstacles. Our intention is to use this for “see to takeoff” conditions.

When calculating net take off flight, path, many variables are involved that must be approached with common sense and good airmanship.

• Where no obstacles exist and a standard climb gradient is permissible (200 feet/nm).

• The pilot may determine that the prevailing weather allows obstacles to be avoided. If so, the take off may be made. It must be noted that visual maneuvering is not permitted if it requires the aircraft being turned towards another obstacle. Where a climb gradient greater than 200 feet/nm is required, or an obstacle exists, the pilot must refer to the second segment net climb gradient chart.

• All instrument flight condition take offs must achieve a climb gradient of at least 200 feet/nm to remain above the obstacle clearance surface. However, some airport departure instructions will specify a higher climb gradient to clear known obstacles, and in other cases, the pilot must survey the planned flight path to determine the precise location of an obstacle that may affect the departure.

TOCA is defined as the “Take Off Obstacle Clearance Altitude” or as the altitude, expressed in feet above sea level, at which the aircraft will clear an obstacle by 35 feet, and is the altitude at which the aircraft is accelerated in third segment to retract flaps, and accelerate to single engine climb speed (Venr). TOCA will be included in all take off briefings and will normally not be less than 1500 feet.

To eliminate complex and error-prone calculations, a selection of options has been developed for ease of flight planning in the form of a logic flow chart (Opposite page and QRH).

* FOR ANTI-ICE SYSTEMS ON, SUBTRACT 3 FROM ABOVE CLIMB GRADIENTS. Reference: AFM 4-158, Figure 4-26


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Net Take Off Flight Path - Logic Flow Chart

TAKE OFF If not satisfactory consider reducing

weight, chang-ing flap setting,

waiting for cooler temperature

Recalculate

TAKE OFF

NOYES

NOYES

Determined from CAP if you meet the required climb gradient (200 feet/nm - 3.3% or above).

Check the Weather. Can you see the terrain and obstacles you need to avoid and meet the turbo jet on

demand operation?


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Turbo-Jet On Demand Operations The standard for conducting a take off during an on demand operation using a turbo-jet powered aeroplane without demonstrating that the Net Take Off Flight Path provides obstacle clearance is as follows:

a) the air operator shall comply with all take off weight limitations set out in the aircraft flight manual;

b) the airport elevation shall not exceed 4000 feet ASL;c) the Take Off Run Available (TORA) shall be greater than or equal to

1.5 times the Take Off Distance calculated on the TOLD card; andd) ceiling and visibility shall be at or above the landing minima for the

runway in use.

Pilots are reminded that in some cases, obstacle clearance or climb gradient performance may be marginal or inadequate for the planned take off. If this occurs, the pilot should consider available options, such as reducing take off weight, delaying until temperatures are cooler, or an alternate flap configuration. Changing any or all of these may result in the required performance being met, thus permitting the flight to depart. When considering an alternate flap configuration for take off, it must be remembered that a zero flap take off requires a longer take off run, but gives better 2nd segment climb performance. Conversely, a 15° flap take off permits a shorter take off run, but results in a degraded 2nd segment climb performance.


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Take Off Performance Simplified CriteriaA simplified criteria is provided which is intended to cover the majority of situations where runway length is appreciably longer than required for this airplane. The other tabulated data gives more exact performance criteria through a range of conditions which include all but the most extreme cases.

The majority of take off situations results in field length margins that permit using a single set of values for speeds and power settings for take off. If the following conditions are met, the simplified procedures may be used.

1. No obstacle in flight path. 2. Anti-Ice systems off. 3. Take Off and approach flaps (15°). 4. Take Off field length available = 5000 feet or longer. 5. No tail wind. 6. No runway gradient. 7. No runway contamination

THE VALUES TO BE USED ARE AS FOLLOWS:

WEIGHT

ALTITUDE OF AIRPORT

AMBIENTTEMPERATUREBETWEEN

V1

VR

V2

SINGLE-ENGINECLIMB SPEED

TAKEOFF FAN

SINGLE-ENGINECLIMB FAN

14100 POUNDSOR LESS

13500 POUNDSOR LESS

12500 POUNDSOR LESS

2000 FEETOR BELOW

3000 FEETOR BELOW

5000 FEETOR BELOW

-7°C AND25°C

-7°CAND25°C

-7°CAND25°C

110 KIAS110 KIAS117 KIAS151 KIAS

97.3% RPM

95.1% RPM


97.3% RPM

95.1% RPM


97.3% RPM

95.1% RPM

Vref 114 KIAS 112 KIAS 108 KIAS

Do not interpolate for weights not contained in the columns, use the next hgihest value instead. When conditions are other than those specified in the simplified criteria, the appropriate tabulated data shall be used.


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Crosswind Limits for CRFI ReadingsThis chart provides information for calculating headwind and crosswind components and the vertical lines indicate the recommended maximum crosswind component for reported CRFI.

Example: CYOW CRFI RWY 07/25 - 4 .3 1200 Tower Wind 110° 20 KIAS

The wind is 40° off the runway heading and produces a headwind component of 15 KIAS and a crosswind component of 13 KIAS. The recommended minimum CRFI for a 13 KIAS crosswind component is .36. A take off or landing with a CRFI of .36 or less may result in uncontrollable drifting and yawing.

Crosswind Limits for Canadian Runway Friction Index (CRFI)

NOTE: Crosswind limitation 23KTS


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VT VENR

(10/09)



Minimum


ATIS VREF98

10

12

11

13

14

15

110130 149

2 500

Landing Airport Information (ATIS) (8)

Listen to the ATIS and write on the TOLD card, in the space provided.

Crosswind Component at DestinationUse the Crosswind Component chart (QRH) to determine the wind component.

1. Determine the angle between the runway heading and the forecast wind direction.

With a runway heading of 130˚ and a forecast wind from 128˚, the resultant angle is 2˚.

2. Plot the point at which the forecast wind velocity (12 kts) intersects the difference between the runway heading and the forecast wind direction (2˚).

3. Move left to the edge of the chart to obtain the headwind/tailwind component (12 kts).

4. Move down to the bottom of the chart from the intersection to obtain the crosswind component.

The crosswind component is less than 1 kt; therefore, use 0 kts.


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Maximum Allowable Landing WeightUsing the Maximum Landing Weight Permitted by Climb Requirements or Brake Energy Limits table (Figure 16-13 from the AFM) to determine the maximum allowable landing weight under these conditions is not normally calculated. If conditions of high temperature at a high pressure altitude exist at the destination then, this would be a consideration.

1. Enter the appropriate altitude block (2,000 feet) from the left at the correct ambient temperature (15˚C).

2. Move to the right to the appropriate wind component block and, within the block, to the appropriate runway gradient column. Read the maximum landing weight permitted.

Because maximum landing weight under these conditions with a 10 kt headwind is the same as for a 20 kt headwind (i.e., 13, 500 lbs), the maximum landing weight permitted by climb requirements or brake energy is also 13,500 lbs for an 11 kt headwind.

The landing weight for this example, 13,037 lbs is well below the 13,500 lbs limit.

Landing weight is limited

by the most restrictive of:

• maxcertifiedlanding

weight (13,500 Ibs)

• maxlandingweight

permitted by climb

requirements or brake

energy limit

• landingdistance.


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Maximum Landing Weight Permitted by Climb Requirements or Brake Energy Limits - PoundsFlaps 15°AIRPLANE FLIGHT MANUAL, FIGURE 4-29, PAGE 4-171

CONDITIONS: LANDING GEAR - UP SPEEDBRAKES - RETRACT

ANTI-ICE SYSTEMS - OFF

16-13


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VREF, VREF + 20 or VT and VENR (9, 10, 11)Consult the flight Plan or the FMS to obtain the landing weight of the aircraft at the destination airport (13,037 lbs), then calculate your Vref using the QRH, Citation Checklist or the AFM. Find the appropriate VREF Speed. Interpolate as required.

Landing weight of 13037 Ibs the VREF will be 110 (11), VT is always VREF + 20 KTS (12), in this case VT is 130 KTS. VENR 149 KTS (13). From the same chart where you found VREF, enter the VENR value for the landing weight. Interpolate as required.

WEIGHT

9000 11,000 12,000 13,00010,000

VREF

VREF FLAPS LAND 13,500 14,100

92 97 101 106 110 112 114

VENR 143 145 146 147 149 150 151

Minimums (12)

From the approach chart enter the barometric minimums for the approach to be flown. Correct for temperature.

Missed Approach (13)

From the approach chart enter the missed approach altitude. Correct for temperature.

Extreme Cold Temperature

NOTE: Should ambient air temperature or altitude be below the lowest temperature or altitude shown on the performance charts, use the performance at the lowest value shown.

VT VENR

(10/09)



Minimum


ATIS VREF109

11

13

12

14

15

16

110130 149


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Landing Distance (14)Normally, calculating landing distance from the Citation Checklist, which uses a 4000 foot pressure altitude for reference, is sufficient. If landing runway length or runway surface conditions are a factor then the Landing Distance

-Feet tables from the QRH or AFM are to be used. Enter the tables at the pressure altitude of the landing airport and the aircraft landing weight to determine Landing Distance required by weight and ambient conditions.

1. Enter the block for the appropriate altitude (2,000 feet) and weight (13,000 lbs) column then from the left at the correct ambient temperature (15˚C).

2. Move to the right until the applicable distance is reached.

3. Read the landing distance. 2,500 feet in the grey block. Interpolate as required. Enter this information on the TOLD card.

4. To meet FAR 25, divide the runway length by 0.6. This is the required runway length. This is the factored distance in the white block. 2500 / 0.6 = 4.167 feet

Landing Distance - Feet Flaps - LandLanding Distance

FACTORED DISTANCE

4000 FEETPA

9000 10,000 11,000 12,000 13,000 13,500

WEIGHT - POUNDS°C

2130 3,550 2250 3,750 2370 3,950 2560 4,267 3020 5,033 3330 5,55035

UNFACTORED DISTANCE

Landing Distance Correction FactorsThe Landing Distance required may have to be adjusted for

• Adverse Runway Conditions.• Runway Gradient.• Airframe Considerations.

The Flow Chart from the QRH is used to guide you through the correction factors.

Start at the top with the unfactored and factored distances and move down to apply the appropriate correction factors.

The bottom line gives the final landing field length data.

The highest of the unfactored/factored distance determines the limiting data for flight planning purposes.

= R

where:

L = Landing Distance

0.6=FAR25Factor

R = Required Landing

Distance.

L 0.6

VT VENR

(10/09)



Minimum


ATIS VREF109

11

13

12

14

15

16

110130 149

2 500


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FACTORED DISTANCE

2000 FEETPA

9000

2100

10,000 11,000 12,000 13,000 13,500

WEIGHT - POUNDS°C

50

45

2090 3,483 2210 3,683 2330 3,883 2480 4,133 2890 4,817 0 0

2080 3,467 2190 3,650 2310 3,850 2440 4,067 2830 4,717 3100 5167

2060 3,433 2170 3,617 2290 3,817 2400 4,000 2770 4,617 3020 5,033

2040 3,400 2160 3,600 2270 3,783 2380 3,967 2710 4,517 2950 4,917

2030 3,383 2140 3,567 2250 3,750 2360 3,933 2650 4,417 2880 4,800

2010 3,350 2120 3,533 2230 3,717 2340 3,900 2600 4,333 2810 4,683

2000 3,333 2110 3,517 2210 3,683 2320 3,867 2550 4,250 2740 4,567

1980 3,300 2090 3,483 2190 3,650 2300 3,833 2500 4,167 2680 4,467

1970 3,283 2070 3,450 2170 3,617 2270 3,783 2450 4,083 2620 4,367

1950 3,250 2050 3,417 2150 3,583 2250 3,750 2400 4,000 2560 4,267

1940 3,233 2030 3,383 2130 3,550 2230 3,717 2350 3,917 2510 4,183

40

35

30

25

20

15

10

5

0

-5

-10

1920 3,200 2020 3,367 2110 3,517 2210 3,683 2310 3,850 2450 4,083

1900 3,167 2000 3,333 2100 3,500 2190 3,650 2280 3,800 2400 4,000

1890 3,150 1980 3,300 2080 3,467 2170 3,617 2260 3,767 2350 3,917

1870 3,117 1970 3,283 2060 3,433 2150 3,583 2240 3,733 2300 3,833

-15

-20

1860 3,100 1950 3,250 2040 3,400 2130 3,550 2210 3,683 2260 3,766-25

UNFACTORED DISTANCE


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LANDING DISTANCE - FEET FLAPS - LAND

Landing Distance from ChartRequired Parameters

(A/C Weight) (Temperature) (Pressure Altitude)

UNFACTORED FACTORED

1% Down

2% Down

Uphill

RUNWAY GRADIENT FACTOR

NO FLAPS

NO ANTISKID

NO POWER BRAKES AND ANTISKID

LANDING FIELD REQUIRED LENGTH IS LARGER OF TWO:

1.10 X distance

1.25 X distance

no factor

Multiply Landing Distance X 1.8



FOR ADVERSE RUNWAY CONDITIONS, REFER TO CHARTS IN QRH


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Landing On Contaminated RunwaysThe published limiting maximum tailwind component is 10 kts; however, Cessna does not recommend landings on precipitation-covered runways with any tailwind component. Determine normal landing distances from QRH or AFM Section IV.

The corrections shown in the adverse runway conditions table apply only to unfactored distances (i.e., those not divided by 0.6).

The landing field required length is the greater of the factored landing distance or the unfactored distance corrected by the variables shown in (QRH or AFM).

LAND

NOTE: The additional 10 KTS is required for residual ice accumulation on the aircraft or wind gust conditions.


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Go-Around Power (15)Consult the take off/Go-Around thrust N1 % RPM chart (QRH or AFM) to determine the correct Go-Around thrust setting.

1. Enter the chart from the left at ambient temperature 15°C and move right to the appropriate pressure altitude column (2000 feet).

2. Use the value for N1 with or without engine anti-ice (99.3).

3. Interpolate as required.

VT VENR

(10/09)



Minimum


ATIS VREF109

11

13

12

14

15

16

110130 149

2 50099.3


FLIG

HT P

LANN

ING

16

TAKEOFF / GO-AROUND THRUST - N1% RPM

°F

50 10 100.095.5 95.5 95.595.5 95.5 95.5

100.3 100.3 100.3 100.3 100.3

59 15 99.3- - -- - -

99.3 99.3 99.3 99.3 99.3

68 20 98.3- - -- - -

98.3 98.3 98.3 98.3 98.3

77 25 97.4- - -- - -

97.4 97.4 97.4 97.4 97.4

86 30 96.4- - -- - -

96.4 96.4 96.4 96.4 96.4

95 35 95.4- - -- - -

95.4 95.4 95.4 95.4 95.4

104 40 94.4- - -- - -

94.4 94.4 94.4 94.4 94.4

41 5 99.3

96.4 96.4 96.496.4 96.4 96.4

101.3 101.3 101.3 101.3 101.3

32 0 98.597.3 97.3 97.397.3 97.3 97.3

100.5 102.3 102.3 102.3 102.3

23 -5 97.7

97.7 98.2 98.298.2 98.2 98.299.7 101.9 103.0 103.0 103.0

14 -10 97.097.0 98.9 99.199.1 99.1 99.1

99.0 101.0 102.9 103.5 103.5

5 -15 96.296.2 98.0 100.0100.0 100.0 100.0

98.2 100.1 101.9 103.8 103.8

-4 -20 95.495.4 97.3 100.999.3 100.9 100.9

97.4 99.3 101.1 102.8 104.0

-13 -25 94.7

94.7 96.5 101.898.4 100.2 101.8

96.5 98.4 100.2 101.9 103.8

-22 -30 93.993.9 95.8 102.797.6 99.3 101.0

95.8 97.6 99.3 101.0 103.0

-31 -35 93.193.1 94.9 102.096.7 98.5 100.1

94.9 96.7 98.5 100.1 102.0

-40 -40 92.492.4 94.2 101.094.9 97.6 99.3

94.2 95.9 97.6 99.3 101.0

-49 -45 91.691.6 93.4 100.295.0 96.8 98.4

93.4 95.0 96.8 98.4 100.2

-58 -50 90.890.8 92.6 99.394.2 96.0 97.5

92.6 94.2 96.0 97.5 99.3

-65 -54 90.390.3 92.1 98.693.6 95.4 96.9

92.1 93.6 95.4 96.9 98.6

°CSL 1000 2000 3000 4000 5000


ANTI-ICE OFF ANTI-ICE ON


FLIG

HT P

LANN

ING



TransportCanada

TransportsCanada


Flight Planning - asd-sda.ca › pdf › C550_PTM › C550Chapter16 - Flight... · 16.4 Citation II Pilot Training Manual | April 2011 FLIGHT PLANNING 16 T r anspor t Canada T r anspor

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