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CRUISE
TABLE OF CONTENTS
SUBJECT PAGE
CRUISE FLIGHT ..................................................................................................3
Overview .................................................................................................................................................... 3
CRUISE FLIGHT
Overview: Correct planning for cruise flight normal passenger service equipment
is extremely important for the safe and normally carried on board.
timely operation of any aircraft. This
becomes particularly true when operating Payload: Weight of all passengers, bags or
the 747-400. The tremendous range and cargo to be carried aboard the aircraft during
endurance capabilities of the aircraft allow flight
for transition through many different flight
environments during a single operation and Zero Fuel Weight: The weight of the un-
it is not uncommon for flight planning to fueled aircraft after all passengers, bags and
occur fifteen to twenty hours prior to cargo have been loaded. (BOW + Payload
scheduled arrival at a destination airport. = ZFW) This number yields the weight of
The time involved in long range flying may the aircraft prior to any useable fuel being
allow for significant changes in weather or loaded.
ATC conditions during the course of a flight,
so to ensure safe and consistent results, it is Maximum Zero Fuel Weight: This is the
important that crews thoroughly understand heaviest weight allowed for the airplane
the inter-relation of the variables involved in before adding fuel weight. MZFW for this
cruise flight planning. airplane as modeled is: 535,000lbs.
The three variables most directly affecting Minimum Landing Fuel: This is the
the aircrafts cruise flight performance are: absolute minimum amount of fuel that will
Planned Landing Weight, Cruise Altitude remain on the aircraft at the time the
and Cruise Speed. Increasing or decreasing airplane lands. Specifically, this number
any one of these variables may have a represents the weight of usable fuel still
significant impact on fuel consumption and remaining on board the aircraft in the worst
range capability of the aircraft. Proper case scenario. (E.g. the crew is forced to
determination of aircraft load weights hold enroute, flies an approach to the
combined with well thought out selection of destination followed by a missed approach,
flight level and Mach cruise speeds are more holding, diverts to the alternate airport
integral to accurate performance planning. and lands.) The Minimum Landing Fuel for
the 747-400 is normally 24,000lbs. If for any
Definitions: Following are a number of reason you expect to land with less than this
definitions used in flight planning. amount of fuel, it should be considered an
emergency condition.
Destination: The airport of intended
landing for the flight. Alternate Fuel: The amount of fuel required
to the aircraft from the Destination after a
Alternate: The airport which has been missed approach to the alternate airport.
selected by the crew as an alternate landing
airport in case the Destination airport is Contingency Fuel: Fuel boarded to allow
unusable due to weather conditions, ATC or for airborne holding, off optimum altitude
other factors. flying, off optimum speed flying, or changes
in the route of flight that might increase the
Basic Operating Weight: The weight of the fuel burn enroute.
aircraft minus any passengers, baggage,
cargo or usable fuel. This weight figure Flight Plan Fuel: This figure represents the
includes items such as the weight of the fuel load which is required to fly the aircraft
aircraft structure, hydraulic fluid, air form the airport of origin to the airport of
conditioning fluids, residual fuel, residual oil, destination. This figure should be corrected
crew, crew luggage, potable water, for winds along the route (see later in this
passenger accommodation fluids, and chapter) but does not account for holding,
missed approaches or other inefficiencies.
Planned Landing Weight: This figure Maximum Gross Landing Weight: This
represents the weight of the aircraft upon figure denotes the maximum weight at which
touchdown at the destination airport. the aircraft may be allowed to land. This
(Theoretically, this is the weight of the figure is a structural limit weight designed to
airplane in a perfect scenario, where the prevent over-stressing of structural
crew lands at the destination immediately members within the aircraft. This airplane is
without holding, missed approaches, etc. modeled with a 630,000lb MGLW.
Thus it represents the highest potential
weight of the aircraft upon landing.) Maximum Planned Takeoff Weight: Unlike
Max Gross Takeoff Weight, this figure is a
This weight figure is a critical limitation that variable figure and changes with each flight.
should be carefully examined to ensure that This weight limit can be caused by
it does not exceed 630,000lbs. insufficient runway length at the departure
airport, for example but most commonly is
This weight is determined by adding: experienced on short flights when the
airplane is carrying a large payload over a
Minimum Landing Fuel shorter range.
+ Alternate Fuel
Contingency Fuel For example, we know that the MGLW for
Zero Fuel Weight the airplane can never be more than
============= 630,000lbs. We also know that the
Planned Landing Weight maximum weight of the airplane before any
fuel is loaded must not exceed 535,000lbs.
This figure is one of the most important
figures in your flight plan, as it will be used If we are planning a flight with the MZFW at
to determine nearly all other aspects of your 535,000lbs, we must take care to ensure
cruise altitude, range and fuel load. (See that we will land with 95,000lbs of fuel, or
examples later in the chapter!) less. (535,000lbs + 95,000lbs = 630,000lbs)
Cruise Speed: The Mach speed selected More information on how to determine
for use during cruise. Mach cruise speed Maximum Allowable Takeoff Weight is
setting can have a significant impact on the provided later in this chapter.
fuel flow encountered during flight. Mach
.80 is generally used for Long Range Cruise Maximum Planned Landing Weight: This
flight, while Mach .86 is considered a High figure is a variable figure specific to each
Speed Cruise. Fuel increases dramatically flight. This weight could be a limit factor
with an increase in mach speed. caused by insufficient runway length at the
destination airport, or high density altitude at
Maximum Gross Taxi Weight: The the destination airport.
maximum weight at which the aircraft may
be dispatched for taxi. This is a structural Weight Restrictions: During flight planning,
limit weight which is determined by the it is important that the aircraft weight is
manufacturer to prevent over-stressing maintained within the parameters of
structural members within the aircraft. This Maximum Gross Landing Weight,
airplane is modeled with an 877,000lb Maximum Gross Takeoff Weight, and
MGTW. Maximum Taxi Weight. As the fuel
planning schematic is being filled in, crews
Maximum Gross Takeoff Weight: This should verify weight compliance. If a
figure denotes the maximum weight at which maximum structural weight or maximum
the aircraft may be allowed to commence operational weight is exceeded, the crew
the takeoff roll. This figure is a structural should either consider reducing aircraft
limit weight designed to prevent over- weight by removal of passengers or cargo.
stressing of structural members within the If passengers or cargo cannot be removed,
aircraft. This airplane is modeled with an a reduced fuel load should be boarded, with
875,000lb MTOW. plans made for an en-route fuel stop.
Payload: ____________
Payload: ____________
DISTANCE: When Trip Length in Nautical Air Miles falls between levels on mileage scale,
interpolate time and fuel required for trip. Example: 5400 NAM @ FL410 equals
11:15 and 230,000.
CLIMB: 250 KIAS to 10,000 feet; 300 KIAS to FL310; Mach .80 above FL310
CRUISE: M.86 at Optimum Altitude for aircraft weight (or step climb procedure)
DESCENT: Mach .80 to FL340; 300 KIAS between FL340 and 10,000;
250KIAS below 10,000ft
Example: For 4800 NAM @ FL410 and 505,000lbs planned landing weight, fuel
required would equal 198,000lbs + [(700lbs/hr x 3) x 10:00hrs] = 198,000lbs +
21,000lbs = 219,000lbs total fuel required.
Table Represents M.86 Cruise at Optimum Altitude (or use of Step Climb Procedures)
DISTANCE: When Trip Length in Nautical Air Miles falls between levels on mileage scale,
interpolate time and fuel required for trip. Example: 5400 NAM @ FL410 equals
11:15 and 104,100kgs fuel.
CLIMB: 250 KIAS to 10,000 feet; 300 KIAS to FL310; Mach .80 above FL310
CRUISE: M.86 at Optimum Altitude for aircraft weight (or step climb procedure)
DESCENT: Mach .80 to FL340; 300 KIAS between FL340 and 10,000;
250KIAS below 10,000ft
Example: For 4800 NAM @ FL410 and 230,400kgs planned landing weight, fuel
required would equal 89,800kgs + [(317Kg/hr x 3) x 10:00hrs] = 89,800kgs +
9,510kgs = 99,310kgs total fuel required.
Table Represents M.86 Cruise at Optimum Altitude (or use of Step Climb Procedures)
Contingency Fuel
Contingency Fuel: In cases where the flight crew or dispatcher feels that they may encounter
airborne holding while en-route, or may be required to fly at other than optimal speeds or
altitudes, it may be beneficial to add contingency fuel to the desired fuel load. The amount of fuel
boarded should reflect expectations in terms of total time to be spent in airborne holding both
while en-route and during the approach phase of flight, and the amount of excess fuel burn that
may be required by ATC forcing the aircraft off optimum altitudes and speeds..
For purposes of flight planning, crews should plan to follow ICAO step climb procedures in order
to most closely mimic a constant optimum altitude climb profile. This will provide for the most
efficient fuel burn possible while working within the constraints of the ATC system.
Time to Burn Fuel Wt Explained: The Time to Burn Fuel Weight column provides an estimate
of how long it will take to burn into the next highest optimum flight level, given performance
according to the Four Engine Mach .86 Cruise table. This information will allow crews to plan the
time to be spent at each altitude, but can also be used to help estimate the highest altitude that
can be reached during cruise flight of a known time duration. [Example: Takeoff at 770,000lbs for
a six hour flight will yield an initial cruise altitude of FL320. After six hours of cruise flight, the
optimum cruise altitude would be FL360.]
Adjustments:
Increase/decrease N1 required by 1% per 5C above/below standard TAT.
Increase/decrease fuel flow by 3% per 10C above/below standard TAT.
Increase/decrease KTAS by 1 knot per 1C above/below standard TAT.
Adjustments:
Increase/decrease N1 required by 1% per 5C above/below standard TAT.
Increase/decrease fuel flow by 3% per 10C above/below standard TAT.
Increase/decrease KTAS by 1 knot per 1C above/below standard TAT.
Adjustments:
Increase/decrease N1 required by 1% per 5C above/below standard TAT.
Increase/decrease fuel flow by 3% per 10C above/below standard TAT.
Increase/decrease KTAS by 1 knot per 1C above/below standard TAT.
Adjustments:
Increase/decrease N1 required by 1% per 5C above/below standard TAT.
Increase/decrease fuel flow by 3% per 10C above/below standard TAT.
Increase/decrease KTAS by 1 knot per 1C above/below standard TAT.
Adjustments:
Increase/decrease N1 required by 1% per 5C above/below standard TAT.
Increase/decrease fuel flow by 3% per 10C above/below standard TAT.
Increase/decrease KTAS by 1 knot per 1C above/below standard TAT.
Adjustments:
Increase/decrease N1 required by 1% per 5C above/below standard TAT.
Increase/decrease fuel flow by 3% per 10C above/below standard TAT.
Increase/decrease KTAS by 1 knot per 1C above/below standard TAT.
Adjustments:
Increase/decrease N1 required by 1% per 5C above/below standard TAT.
Increase/decrease fuel flow by 3% per 10C above/below standard TAT.
Increase/decrease KTAS by 1 knot per 1C above/below standard TAT.
Adjustments:
Increase/decrease N1 required by 1% per 5C above/below standard TAT.
Increase/decrease fuel flow by 3% per 10C above/below standard TAT.
Increase/decrease KTAS by 1 knot per 1C above/below standard TAT.
Adjustments:
Increase/decrease N1 required by 1% per 5C above/below standard TAT.
Increase/decrease fuel flow by 3% per 10C above/below standard TAT.
Increase/decrease KTAS by 1 knot per 1C above/below standard TAT.
Adjustments:
Increase/decrease N1 required by 1% per 5C above/below standard TAT.
Increase/decrease fuel flow by 3% per 10C above/below standard TAT.
Increase/decrease KTAS by 1 knot per 1C above/below standard TAT.
Adjustments:
Increase/decrease N1 required by 1% per 5C above/below standard TAT.
Increase/decrease fuel flow by 3% per 10C above/below standard TAT.
Increase/decrease KTAS by 1 knot per 1C above/below standard TAT.
Adjustments:
Increase/decrease N1 required by 1% per 5C above/below standard TAT.
Increase/decrease fuel flow by 3% per 10C above/below standard TAT.
Increase/decrease KTAS by 1 knot per 1C above/below standard TAT.
Adjustments:
Increase/decrease fuel flow by 3% per 10C above/below standard TAT.
Increase/decrease KTAS by 1 knot per 1C above/below standard TAT.
Adjustments:
Increase/decrease fuel flow by 3% per 10C above/below standard TAT.
Increase/decrease KTAS by 1 knot per 1C above/below standard TAT.
Adjustments:
Increase/decrease fuel flow by 3% per 10C above/below standard TAT.
Increase/decrease KTAS by 1 knot per 1C above/below standard TAT.
Adjustments:
Increase/decrease fuel flow by 3% per 10C above/below standard TAT.
Increase/decrease KTAS by 1 knot per 1C above/below standard TAT.
Adjustments:
Increase/decrease fuel flow by 3% per 10C above/below standard TAT.
Increase/decrease KTAS by 1 knot per 1C above/below standard TAT.
Adjustments:
Increase/decrease fuel flow by 3% per 10C above/below standard TAT.
Increase/decrease KTAS by 1 knot per 1C above/below standard TAT.
Adjustments:
Increase/decrease fuel flow by 3% per 10C above/below standard TAT.
Increase/decrease KTAS by 1 knot per 1C above/below standard TAT.
Adjustments:
Increase/decrease fuel flow by 3% per 10C above/below standard TAT.
Increase/decrease KTAS by 1 knot per 1C above/below standard TAT.
Adjustments:
Increase/decrease fuel flow by 3% per 10C above/below standard TAT.
Increase/decrease KTAS by 1 knot per 1C above/below standard TAT.
Adjustments:
Increase/decrease fuel flow by 3% per 10C above/below standard TAT.
Increase/decrease KTAS by 1 knot per 1C above/below standard TAT.
Adjustments:
Increase/decrease fuel flow by 3% per 10C above/below standard TAT.
Increase/decrease KTAS by 1 knot per 1C above/below standard TAT.
Adjustments:
Increase/decrease fuel flow by 3% per 10C above/below standard TAT.
Increase/decrease KTAS by 1 knot per 1C above/below standard TAT.
Adjustments:
Increase/decrease fuel flow by 3% per 10C above/below standard TAT.
Increase/decrease KTAS by 1 knot per 1C above/below standard TAT.
Adjustments:
Increase/decrease fuel flow by 3% per 10C above/below standard TAT.
Increase/decrease KTAS by 1 knot per 1C above/below standard TAT.
Adjustments:
Increase/decrease fuel flow by 3% per 10C above/below standard TAT.
Increase/decrease KTAS by 1 knot per 1C above/below standard TAT.
Adjustments:
Increase/decrease fuel flow by 3% per 10C above/below standard TAT.
Increase/decrease KTAS by 1 knot per 1C above/below standard TAT.
Adjustments:
Increase/decrease fuel flow by 3% per 10C above/below standard TAT.
Increase/decrease KTAS by 1 knot per 1C above/below standard TAT.
Adjustments:
Increase/decrease fuel flow by 3% per 10C above/below standard TAT.
Increase/decrease KTAS by 1 knot per 1C above/below standard TAT.
Adjustments:
Increase/decrease fuel flow by 3% per 10C above/below standard TAT.
Increase/decrease KTAS by 1 knot per 1C above/below standard TAT.
Adjustments:
Increase/decrease fuel flow by 3% per 10C above/below standard TAT.
Increase/decrease KTAS by 1 knot per 1C above/below standard TAT.
Enter chart using trip distance. Adjust along arcs for effect of wind along route of flight. Proceed
vertically until intersecting planned cruising altitude. Horizontal movement will provide fuel required for
trip when adjusted for landing weight.
Enter chart using trip distance. Adjust along arcs for effect of wind along route of flight. Proceed
vertically until intersecting planned cruising altitude. Horizontal movement will provide fuel required for
trip when adjusted for landing weight.
Enter chart using trip distance. Adjust along arcs for effect of wind along route of flight. Proceed
vertically until intersecting planned cruising altitude. Horizontal movement will provide fuel required for
trip when adjusted for landing weight.
Enter chart using trip distance. Adjust along arcs for effect of wind along route of flight. Proceed
vertically until intersecting planned cruising altitude. Horizontal movement will provide fuel required for
trip when adjusted for landing weight.
Enter chart using trip distance. Adjust along arcs for effect of wind along route of flight. Proceed
vertically until intersecting planned cruising altitude. Horizontal movement will provide fuel required for
trip when adjusted for landing weight.
Enter chart using trip distance. Adjust along arcs for effect of wind along route of flight. Proceed
vertically until intersecting planned cruising altitude. Horizontal movement will provide fuel required for
trip when adjusted for landing weight.
Enter chart using trip distance. Adjust along arcs for effect of wind along route of flight. Proceed
vertically until intersecting planned cruising altitude. Horizontal movement will provide fuel required for
trip when adjusted for landing weight.
Enter chart using trip distance. Adjust along arcs for effect of wind along route of flight. Proceed
vertically until intersecting planned cruising altitude. Horizontal movement will provide fuel required for
trip when adjusted for landing weight.
Enter chart using trip distance. Adjust along arcs for effect of wind along route of flight. Proceed
vertically until intersecting planned cruising altitude. Horizontal movement will provide fuel required for
trip when adjusted for landing weight.
Enter chart using trip distance. Adjust along arcs for effect of wind along route of flight. Proceed
vertically until intersecting planned cruising altitude. Horizontal movement will provide fuel required for
trip when adjusted for landing weight.
Enter chart using trip distance. Adjust along arcs for effect of wind along route of flight. Proceed
vertically until intersecting planned cruising altitude. Horizontal movement will provide fuel required for
trip when adjusted for landing weight.
Enter chart using trip distance. Adjust along arcs for effect of wind along route of flight. Proceed
vertically until intersecting planned cruising altitude. Horizontal movement will provide fuel required for
trip when adjusted for landing weight.
Overview: Accurate fuel planning is not a Determining the effect of these winds is a
difficult process, but does require some two step process:
understanding of the charts and terms
described earlier in this chapter. Step One: Use the Fuel Planning table
(page 2-7) and find 2,400nm on the Trip
This section of the chapter will walk you Length column. Moving horizontally to the
through a typical fuel planning exercise to right, determine the approximate time it will
help you understand how the process works, take to fly the route. In this case, a 2,400
and what factors should be considered. NM trip will take approximately 5:00 hours.
(You can approximate the time by looking at
Follow each of the steps below in order, and your desired altitude, or by averaging all the
refer to the definitions at the beginning of time figures in your row.)
this chapter if you need a refresher!
Step Two: Multiply the wind component by
For the purpose of this exercise, a flight is the estimated time-in-flight. We have
being planned using the following conditions already assumed that the wind along this
and parameters: route is 75knots from behind the airplane.
Thus, to determine its effect, we multiply:
Origin: KSFO
Destination: KIAD Time Enroute x Wind Component
Alternate: KJFK 5:00hrs -75knots
For the purpose of this planning exercise, When we originally estimated the fuel
we are assuming that the weather at KIAD is required to fly KSFO KIAD, we determined
poor enough to require the use of an that 87,600lbs was required to complete the
alternate airport in our flight planning, so we flight using FL390 as our final cruising
will also assume that we are planning to altitude.
land at 4:15PM during the peak of the
afternoon arrivals. This estimation was made based on the
table on page 2.7, but it requires further
As such, we will elect to add an extra :45 of refinement in order to complete the fuel load
fuel to ensure we have enough fuel to calculation.
account for possible holding, slow-downs
and lengthy vectors to final approach. The notation at the top of the fuel planning
table indicates that the table is valid for a
A good rule of thumb for loading planned landing weight of 475,000lbs. In
contingency fuel is to expect holding fuel order to compute your total required fuel
burn at a rate of 18,000lbs / hour. load for the trip, you must note the
ADJUST figure at the bottom of the table
This being the case, we will elect to add :45 based upon your cruising altitude.
minutes of fuel, or: 13,500lbs.
In our case, FL390 is the correct column,
At this point, we have boarded all of the fuel and this ADJUST figure is 880lbs of fuel /
required for any unusual events such as hour of flight time for each 10,000lbs above
holding, diversion and landing at an 475,000lbs of landing weight.
alternate airport.
In our case:
Our fuel required thus far is:
Planned Landing Weight: 544,100
19,000 + 11,600 + 13,500 = 44,100lbs. Table Description Weight 475,000
======
Incidentally, if we depart KSFO and are able Difference from Table: 69,100
to land at KIAD without holding or diverting
to our alternate, we should have all To calculate our fuel adjustment, it is safe to
44,000lbs of fuel still in the tanks upon round the number UP to 70,000lbs.
landing at KIAD.
Thus, 70,000lbs / 10,000lbs = 7.
If you are filling in the Fuel Planning Sheet
from page 2-3, you will notice that: Our final fuel adjustment for the cruise
Zero Fuel Weight 500,000 portion of flight is now calculated as:
Minimum Landing Fuel 19,000
Alternate Fuel 11,600 7 x 880lbs = 6,160lbs (round this to 6200 lbs
Contingency Fuel 13,500 for simplicity!)
======
Planned Landing Weight 544,100 Our Flight Plan fuel is now:
Our total cruise fuel requirement indicates Using our Planned Takeoff Weight of
that you must adjust the fuel load by reading 637,900lbs, move down the Optimum
the Altitude column until finding 630,000lbs.
As such, our total fuel requirement from (Rounding numbers when using this table is
takeoff in KSFO is:: satisfactory.)
Minimum Landing Fuel 19,000 From the Altitude column, we can see that
Alternate Fuel 11,600+ our initial Most Optimum cruise altitude will
Contingency Fuel 13,500+ be 36,000feet.
Flight Plan Fuel 93,800+
======
137,900 We can now calculate how high we should
climb during the course of our flight to KIAD
Step 5: Takeoff Weight: Calculating the in order to continue flying at the Most
takeoff weight is a simple matter, given the Optimum altitudes for the airplanes weight.
information we have already determined:
To do this, observe the times written in the
Zero Fuel Weight 500,000 far right column of the table. According to
Minimum Landing Fuel 19,000 these figures, it will take 1:24 to burn
Alternate Fuel 11,600 enough fuel for us to consider moving to a
Contingency Fuel 13,500 higher altitude in order to maintain the
====== optimum altitude during flight.
Planned Landing Weight 544,100
Flight Plan Fuel 93,800+ Repeating this exercise a few times, we
====== know that our flight is supposed to take
Planned Takeoff Weight 637,900 approximately 4:13, so we can continue
moving up this column as follows:
There is one hitch, however!
1:24 + 1:22 + 1:02 = 3:48.
Use the Takeoff Runway Weight Limit tables
beginning on page 1-19 to determine what In other words, 1:24 into our flight, we
the maximum takeoff weight can be for your should climb from FL360 to FL 370. Then,
runway of choice. If your planned takeoff 1:22 later, we should expect to climb to FL
weight is greater than your runway limit 380, and 1:02 later expect a climb to FL390.
weight, it is time to start reducing your
passenger/freight load! This is known as a For this flight we would expect then, to climb
takeoff weight restriction. initially to FL360, then climb progressively to
FL390 before commencing our descent into
Step 6: Determine Initial Cruise Altitude: KIAD.
The 747-400 is a large airplane with a broad
range of capabilities. When lightly loaded, We have one more factor to consider,
the airplane can fly easily at altitudes up to however!
41,000 feet. When heavily loaded, the
airplane will begin the trip by leveling off at Eastbound flights are required to operate at
31,000 feet until some fuel weight is odd altitudes, while westbound flights are
consumed. operated at even altitudes. Thus, FL360 is
not available to us when headed eastbound,
It is not difficult to determine the proper so we must limit our climb to FL350 initially,
initial cruising altitude once the Planned until we have burned enough fuel to reach
Takeoff Weight is known. FL370. (1:24 into our flight!)
Use the Maximum and Optimum Cruise The process of finding an optimum altitude
Altitudes table (page 2-9) to determine the is made far easier by the Step Climb
initial cruising altitude for the flight. calculations within the FMC-CDU, and these
are explained in detail in the chapter
detailing use of the FMC.