Cpl. Flight Planning 96

CPL FLIGHT PLANNING
INDEX
CPL FLIGHT PLANNING
1. Terminology 01
2. Aerodromes 06
3. Graphs 17
4. Flight Graphs 19
5. Weight & Balance 45
6. CP/PET & PNR 63
Annex A Sample Exams 70

Annex B Load Sheets 76
Annex C Answers to Questions 91
CHAPTER 1
TERMINOLOGY
Airspeed terminology
Va Design manoeuvre speed. The maximum speed at which full

application of controls can be made.
Vf Design flap speed. The highest speed at which flaps may be

activated.
Vfe Maximum flap extended speed.
Vle Maximum landing gear extended speed.
Vlo Maximum landing gear operating speed.
Vlof Lift off speed.
Vmca Minimum control speed - air.
Vmcg Minimum control speed - ground.
VR Rotation speed
Vref: Landing reference speed (1.3 x Vso)
Vs Stall speed.
Vso Stall speed in the landing configuration.
Vsse Minimum intentional one-engine inoperative speed.
Vx Best angle of climb speed.
Vy Best rate of climb speed.
V1 Take-off decision speed.
V2 Take-off safety speed.
Vmo Maximum operating limit speed is the speed limit that may not
deliberately be exceeded in normal flight (in KNOTS)
1
Mmo Maximum operating Mach number, the highest mach number at
which an aircraft may be intentionally flown
Temperature terminology
IOAT Indicated Outside Air Temperature as read from the indicator (not
corrected).
OAT Outside Air Temperature (corrected)
TAT Total Air Temperature. Measured by a Rosemount Probe.
SAT Static Air Temperature. The correct temperature of the ambient air.
RAT Ram Air Temperature.
Temp Dev. The difference between the actual OAT and the temperature of
that level in the ISA atmosphere. The ISA lapse rate is 1.98°c per
1000ft. For the purpose of calculations, a lapse rate of 2°c per
1000’ can be used.
Pressure Alt Height above the 1013.25 hPa level
Density Alt. The higher the density altitude, the lower the air density and
performance of the aircraft's engines. Runway length requirements
increase with a potential corresponding reduction in the take-off
weight. Most performance graphs contain positioning for pressure
altitude and temperature; a calculation to determine density
altitude is not required.
To calculate density altitude, convert airfield elevation to pressure

altitude, then compute using a nav. computer.
Pressure Altitude 2915 feet QNE 1013 hPa

360 feet 30 ft x 12 hPa
Airfield Elevation 3275 feet QNH 1025 hPa
OAT +32°C DA 5489 feet.
Aerodrome Pressure QFE, The pressure setting used to indicate the height
above the aerodrome in use. The use of QFE is rare
in South Africa.
Conversion factors Use the pathfinder, whiz wheel or a calculator.
1 Imperial Gallon = 1.201 US Gallons

1 Imperial Gallon = 4.5461 Litres
2
1 US Gallon = 3.7854
Litres
1 Kilogram = 2.2046 Pounds
1 Foot = 0.3048
Metres
1 Metre = 3.2808
Feet
Question 1: 382 Kgs of fuel at SG 0.79 are loaded. The number of US Gallons
is?
Question 2: The weight in kilograms of 450 Imperial Gallons of fuel (SG 0.82)
is?
Question 3: The weight in kilograms of 375 US Gallons of fuel (SG 0.81) is?
SEMI-CIRCULAR FLIGHT LEVELS
BASED ON MAGNETIC TRACKS
3
NOTE: In South Africa no VFR flights above FL 200
QUESTIONS
1. Airfield Elevation 5327 Feet,

Temperature +27°C,
QNH 1025 hPa.
The Density Altitude is :-
a) 7876 ft
b) 8305 ft
c) 7607 ft
2. Airfield Elevation 1075 feet,

Temperature +16°C,
QNH 995 hPa.
The Density Altitude is :-
a) 2130 ft
b) 1444 ft
c) 771 ft
3. At 0600 Z the temperature at an airfield (Pressure Altitude 3575 feet)

was +12°C.
At 1400 Z the temperature rose to +27°C.
The increase in Density Altitude was :-
a) 1210 ft
4
b) 1407 ft
c) 1807 ft
4. At an airfield where the Relative Humidity is high the :-
(a) Take-Off performance of an aircraft will be enhanced,

(b) The climb performance of an aircraft will be degraded,
(c) The landing performance of an aircraft will be improved.
There are two methods to determine the Density Altitude of an airfield

elevation.
Method 1 Using the Electronic Flight Computer
Method 2 Calculate the temperature deviation between the actual

temperature at the airfield pressure altitude and the ISA temperature for the
airfield pressure altitude. Multiply this figure by 120 and add or subtract to or
from the pressure altitude to give density altitude. This conversion allows 120ft
per °C of temperature deviation between reported outside temperature and
ISA.
Beware; airfields cooler than ISA will have a lower density altitude than airfields
warmer than ISA.
CONVERSION OF hPa TO INCHES OF MERCURY (“Hg)
There is no complex formula involved; it is simply by linear interpolation . You

will already know that 1013.25 hPa = 29.92”Hg.
Given a QNH of 998 hPa what is the corresponding pressure setting in “Hg?
5
CHAPTER 2
AERODROMES
AIRFIELD DETAILS
The physical dimensions of the runway, stopway and clearway may affect an
aircraft's maximum take-off weight.
STOPWAY
The stopway is an extension to the end of the runway, which may be used to
stop the aircraft in the event of a rejected take-off. The stopway must be at
least as wide as the runway, able to support the aircraft without incurring
structural damage, but is not intended for normal use.
CLEARWAY
Clearway may be used for the initial climb from lift-off to 50 feet above the
ground. The clearway is an area beyond the end of the runway, which complies
with the following criteria:
 It must be at least 300 ft wide on either side of the extended centre-line;

 It must be under airport control;
 It must be clear of obstacles;
 The elevation of the clearway may not be higher than the end of the
runway;
 The clearway includes the stopway (if available);
DECLARED RUNWAY DISTANCES as specified by ICAO
TAKE-OFF RUN AVAILABLE (TORA)
The length of runway, which is declared available and suitable for, the ground
run of an aeroplane taking off.
ACCELERATE STOP DISTANCE AVAILABLE (ASDA)
The length of the take-off run available plus the length of stopway available (if
stopway is provided).
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TAKE-OFF DISTANCE AVAILABLE (TODA)
The length of the take-off run available plus the length of clearway available (if
clearway is provided).
REFERENCE ZERO
The point at the end of the take-off run at which the airplane is 35 feet above
the runway surface. Laterally it is located at the end of the Take-Off Distance
Required (TODR) and is the point from which horizontal distances to obstacles
are measured.
LANDING DISTANCE AVAILABLE (LDA)
The length of runway which is declared available and suitable for the ground
run of an aeroplane landing. The landing distance available commences at the
threshold and extends for the length of runway after the threshold. However,
the threshold may be displaced from the extremity of the runway when it is
considered necessary to make a corresponding displacement of the approach
surface by reason of obstacles in the approach path to the runway.
North
RUNWA TORA ASDA TODA LDA

Y
feet feet feet feet
09 2000 2300 2580 1850
27 2000 2350 2350 2000
RUNWAY SURFACE CONDITIONS
If the runway surface is contaminated by, for example, water or snow, the
aircraft will require more runway length to reach takeoff speed. If this extra
7
runway length is not available, the aircraft's take-off weight will have to be
reduced.
RUNWAY SLOPE
An uphill slope requires a longer take-off run, and therefore, a possible

reduction of the take-off weight. A runway with a downhill slope would have the
opposite effect.
A point worth bearing in mind is that an uphill slope would mean less distance
required to bring the aircraft to a stop in the event of an aborted take-off and
vice versa for a downhill slope. A definitive answer on the effect of slope on an
aircraft's take-off weight would, of course, be extracted from the appropriate
performance graphs.
LANSERIA RWY 06L Threshold Elevation 4517 feet

RWY 24R Threshold Elevation 4393 feet
Runway Length 3048 metres
To calculate runway slope: ×

× 100 = 1.24 %
8
TAKE - OFF WIND COMPONENT
A tailwind component at take-off increases the amount of runway required for

take-off, and therefore, possibly a reduction of the take-off weight. A headwind
component at take-off would have the opposite effect.
CLIMB LIMITATIONS
CLIMB or WAT (Weight Altitude Temperature) LIMIT
The combination of weight and air density (altitude and temperature) affects
the performance of the aircraft, and even if the aircraft can get off the ground
with an engine failure at V1, its rate of climb would be too low to satisfy the
required climb gradients during the Take-Off Flight Path. Obstacles within the
airfield boundaries and close than 200' to the flight path must be cleared by at
least 50' vertically. Obstacles outside the airfield boundaries and closer than
300' to the flight path must be cleared by at least 50' vertically.
PERFORMANCE CLASSIFICATION NUMBER (PCN) and

AIRCRAFT CLASSIFICATION NUMBER (ACN)
The performance classification number for a runway is an expression of its

bearing strength. The aircraft classification number is derived graphically using
its single isolated wheel loading (SIWL) and tyre pressure. ACN can also
prove to have a limiting effect on the maximum take-off weight of an aircraft.
BRAKE ENERGY LIMIT
In the process of bringing an aircraft to a stop, its brakes convert kinetic energy
into heat energy. The amount of heat energy that the brakes can absorb
certainly has limits. In airspeed terminology the speed at which this limit occurs
is known as Vmbe. The greater the take-off weight of an aircraft, the higher its
take-off speed will be and the more energy the brakes will have to absorb in
the event of an aborted take-off. Although the brake energy limit may not
directly limit the take-off weight, many aircraft have a minimum turn around
time between landing and subsequent take-off, which will ensure adequate
braking in the event of an aborted take-off. This minimum turn around time is
directly proportional to the weight at which the aircraft landed and the weight
for the next take-off.
TYRE SPEED LIMIT
Much like the aircraft's brakes, the tyres also have certain limitations to ensure
their structural integrity. The limit is the maximum true ground speed that the
tyres can absorb. The higher the take-off weight of the aircraft, the higher the
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take-off speeds will be, and this may prove to be a limiting factor requiring a
reduction in the maximum take-off weight.
10
Reference
TAKE OFF FLIGHT PATH zero point
is here.
TODA 175ft
3000 ft
Select the correct take-off flight path graph to find the climb gradient required
to clear the above 175ft high tree if the tree is located 3000ft beyond reference
zero. The aerodrome elevation is 1000’ Pressure height and the temperature is
+25 c.
Graph on page 5-28 (Smaller graph on the right of the page).
Enter with the horizontal distance from Reference Zero figure.
In this case its: 3000ft
Enter with 3000 feet along the bottom of the expanded graph and then
intersect the 175ft (obstacle height) to get the answer of 4.8%
Now use the graph titled Net gradient of Climb to find the maximum weight for
this climb with 0% of flap…
Use the graphs on pages 5-37 and 5-41.
Enter the graph with the Temperature and intersect the Pressure altitude, then
across to intersect the gradient and a vertical line down to reveal the weight.
Answers: 0% flap = 40% flap =
Example 2 ( 5-28, 5-37)
An aircraft has a TODR of 1250m, and there is a hill located 2130m from the
start of the runway, and its highest point is located 200’ agl. The aerodrome
elevation is 2860’ amsl, the QNH is 998 hPa, and the temperature is +18 c.
Find the Climb gradient required, and the max weight for the climb with 0%
flap…
Example 3 (5-28, 5-37)
11
An aircraft has a reference zero figure of 1990m, there is a temporary crane
operating 1990m from the end of the clearway (i.e. TODA) along the extended
centreline, the cranes maximum height is 480’ agl, the aerodrome is 5550’
amsl, QNH 1010 hPa and the temperature is +35 c.
Find the Climb gradient required, and the max weight for the climb with 0%
flap.
WIND CALCULATIONS
Using the graph on page 5-33 or your electronic flight computer find the
following:
Example 1
On a runway with directions 18/36, with a wind of 030/35 find the crosswind
and headwind.
Prior to entering the graph work out the most into wind runway, in this case its
runway 36, then work out the difference in degrees from the runway direction
to wind direction. Here it’s the difference between 360 and 030, so its 30
degrees.
Enter the graph at the point of intersection of 30° and 35 kts, the read off the
answers of31kts hw and 18 kt x-wind.
Example 2
An aircraft has the following TAF, what will be the headwind and crosswind for
a take off on runway 16/34?
PARIS/CHARLES DE GAULLE LFPG 03/09-18Z 02033KT CAVOK TEMPO

1013 SCT033 T20/12Z T21/15Z
Example 3
Using the following TAF find the tailwind component for a take off on runway
03/21
STAVANGER ENZV 03/09-18Z 33015G25KT 9999 FEW015 SCT040
AVERAGE WIND CALCULATIONS
12
An unusual method must be employed when working out the average wind for
the exam questions. BEWARE there is only one way to get the correct answer,
AND ITS DIFFERENT TO THE METHOD USED IN NAVIGATION…
The following figures relate to a Flight Plan
SECTOR TAS WC GS DIST TIME

A to TOC 300 -112 188 110 0 : 35
TOC to B 495 +109 604 318 0 : 44
B to C 488 -39 449 561 1 : 15
C to TOD 476 -51 425 672 1 : 35
TOD to D 300 -114 186 90 0 : 29
1751 4 : 38
WORKING

A to TOC 300 -112 188 110 0 : 35
TOC to B 495 +109 604 318 0 : 44
B to C 488 -39 449 561 1 : 15
C to TOD 476 -51 425 672 1 : 35
TOD to D 300 -114 186 90 0 : 29
1751 4 : 38
Step 1
Add up the TAS column to get 2059 kts total TAS’s
Step 2
Add up the DIST column to get 1751nm total
Step 3
Now divide the total TAS column by the total time 4hr 38min, 444kts, and do
the same for the DIST column, so you get then 378kts.
Step 4
13
Now you have an average TAS of 444kts, and an average DIST of 378kt, so
subtract one from the other to get the answer of 66kts average headwind
component.
REVISION QUESTIONS
At an airfield the runway details are :-
RWY 06 RWY 24
Runway length 4000 feet 4000 feet
Stopway 350 feet 450 feet
Clearway 600 feet 700 feet
Displaced Threshold 200 feet
Using this information answer questions 1to 4.
1 The Take-Off Distance (TODA) for RWY 06 is :-
a) 4150 ft
b) 4350 ft
c) 4600 ft
2 The Accelerate Stop Distance (ASDA) for RWY 24 is :-
a) 4000 ft
b) 4450 ft
b) 4700 ft
3 The Landing Distance Available (LDA) for RWY 06 is :-
a) 3800 ft
b) 4000 ft
c) 4350 ft
4 The Take-Off Run Available (TORA) for RWY 24 is :-
a) 4000 ft
b) 4350 ft
c) 4700 ft
5. Runway 08/26 at Port Elizabeth is 1980 metres in length.
The threshold elevation of RWY 08 is 225 feet.

The slope of RWY 26 is :-
14
a) 0.62 % UP
b) 0.74 % UP
c) 0.81 % UP
6. Runway 10/28 at East London is 1935 metres in length.

The slope of RWY 10 is :-
(a) 0.69 % DN
(b) 0.76 % DN
(c) 0.84 % DN
7. An aerodrome has been surveyed and the following figures have been
relayed to you prior to departure. Find the amount Stopway , Strip length
and Clearway length for all runways…(all figures given are in metres)
RUNWAY TORA ASDA TODA LDA

01 890 890 1124 800
19 890 890 1090 890
15 3450 4700 6200 3450
33 3450 4850 5350 3450
8. An aircraft is to depart from the following runway what is the crosswind

component on runway 25?
BERGEN ENBR 03/09-18Z 33020KT 9999 FEW025=
(a) 4kt from right

(b) nil
(c) 20kt from right
9. Runway 06 W/V 100/27The wind Component for Take-Off is :-
(a) 14 Kts Hw
(b) 17 Kts Hw
(c) 21 Kts Hw
10. In order to Take-Off an aircraft requires a Runway Headwind Component

of at least 15 Kts. The maximum permitted Cross Wind Component is
30 Kts. The Runway in use is 09 and the Wind Direction is 130°. The
maximum and minimum wind speeds that will allow take-off are :-
(a) 20 and 46 Kts

(b) 20 and 40 Kts
15
(c) 25 and 46 Kts
11. An aerodrome has just been surveyed and the surveyor has come with
the following figures. Utilise these figures to find:
a- TODA
b- TORA
c- ASDA
d- LDA
Runway direction is 09/27
Obstacle
free area Strip length
1600m fm = 1380m
Obstacle
Clear area free area
of grass 350m
650m
* all distance are from end of runway strip….
16
CHAPTER 3
MISC GRAPHS
GRAPH 5 - 13 AIRSPEED CALIBRATION
Enter with IAS 89 Kts, move vertically to the reference line, then horizontally
and read off CAS 90 Kts.
OR
Enter with CAS 90 Kts, move horizontally to the reference line, then vertically
and read off IAS 89 Kts.
NOTE: CAS (Calibrated Airspeed) is the American version of RAS (Rectified

Airspeed)
GRAPH 5 - 15 ALTIMETER CORRECTION
Flaps 0 % IAS 200 Kts FL 260

= 30 feet ADDED to INDICATED ALTITUDE
25 970 feet INDICATED ALTITUDE + 30 feet

= 26 000 feet ACTUAL ALTITUDE
OR
26 000 feet INDICATED ALTITUDE + 30 feet

= 26 030 feet ACTUAL ALTITUDE
Flaps 100 % IAS 130 Kts 8000 feet

= 15 feet SUBTRACTED from INDICATED ALTITUDE
8000 feet INDICATED ALTITUDE - 15 feet

= 7985 feet ACTUAL ALTITUDE
OR
8015 feet INDICATED ALTITUDE - 15 feet

= 8000 feet ACTUAL ALTITUDE
Further Examples
17
1. With an IAS of 220 kts, FL200 with 0% flap what is the Actual
altitude?
2. With an IAS of 140kts at FL090 with 40% flap, what is the Actual
altitude?
3. With an IAS of 110kts at FL280 with 0% flap what is the Actual
altitude?
INDICATED OUTSIDE AIR TEMPERATURE
Using graph on page 5-18, find the IOAT by subtracting the correction figure
from your OAT. Enter with CAS and Pressure altitude.
Example
The aircraft is slogging along at FL330 at 195kt in ISA, the OAT is?
STALL SPEED
Use the graph on page 5-29, enter with weight, flaps and angle of bank to get
the Vs in either IAS or CAS.
PRESSURISATION CONTROL SETTINGS
Using the graph on page 5-106, you can attain the Cabin
altitude setting for landing (if destination is not at MSL).
Work through the following examples to get used to the
chart.
REMEMBER to convert QNH in hectopascals to Inches of Mercury.
1. An aircraft is landing at and aerodrome that has a

QNH of 1010hpa and an elevation of 5500ft amsl,
what should the cabin pressure controller be set to?
2. An aircraft is planning a descent to arrive at an

aerodrome that is 6400ft amsl, and the tower has
advised that the QFE is 810hPa, what should the
cabin controller be set to?
3. An aircraft is planning to arrive at an aerodrome that

has a pressure height of –500ft, what should the
controller be set to?
18
CHAPTER 4
FLIGHT GRAPHS
TAKE - OFF GRAPHS
Take-Off graphs are entered with PRESSURE ALTITUDE and

TEMPERATURE. If Airfield Elevation is given with QNH, then Pressure
Altitude must be calculated before entering the graph.
TAKE - OFF DISTANCE - FLAPS 0 % GRAPH 5 - 34

TAKE - OFF DISTANCE - FLAPS 40 % GRAPH 5 - 38
If Aircraft Weight is given and the Take-Off Distance or Ground Roll is required
1 Enter with Temperature, move vertically to Pressure Altitude.
2. From this point move horizontally to the Aircraft Weight reference line which
is 12 500 Lbs. If the Aircraft weight is 12 500 Lbs, continue horizontally to
the next reference line. If the Aircraft Weight is less than
12 500 Lbs move down the slope to the Aircraft Weight given in the
question.
3. From this point move horizontally to the Wind Component reference line.
Move down the slope for a Headwind Component, move up the slope for
a Tailwind Component, then horizontally to the next reference line.
4. If the question requires the Take-Off Distance move up the slope to the
end of the graph.
5. If the question requires the Take-Off Ground Roll continue horizontally to

the end of the graph.
If the Runway Length is given and the Maximum Take-Off Weight is required
1. Enter with Temperature, move vertically to Pressure Altitude.
2. From this point move horizontally to the Aircraft Weight reference line
which is 12 500 Lbs. Draw a line down the slope to 9000 Lbs.
3. Enter the right hand side of the graph with Runway Length. Move down
the slope to the reference line. Move horizontally to the Wind
Component, move up the slope to the reference line for a Headwind or
down the slope to the reference line for a Tailwind.
19
4. From the Wind Component reference line move horizontally to intersect
the line previously drawn. From the intersection move vertically and read
off the Aircraft Weight.
EXAMPLES
1. If the aircraft flaps are U/S and the airfield you wish to depart from
has the following actual conditions:
QNH 1010hpa
OAT 16°C
Airfield ht 3030ft amsl
Aircraft weight 10 980lbs
Wind component 350/30
Runway 18/36
What is the Take Off Distance Required, and the speed for the take
off?
2. If the Captain requests you to do a 40% flap takeoff what will be the
Max Take Off Weight under the following conditions:
QNH 998hpa
OAT +2°C
Pressure ht 5000ft
Wind component 5 TW (one way airstrip)
Runway 09/27
Take off dist avail. 765m
3. If the aircraft is to make a 0% flap take off under the following

conditions what will be the Take Off Distance Required?
QNH 998hpa
OAT Air temp gauge U/S
Density height 1450ft
Runway 01/19
Take off weight 11 800 lbs
4. The aircraft is to make a take off from a airfield under the following
conditions, find the Max Take Off Weight?
QFE 900hpa
OAT +20°C
Elevation 3230ft
20
Runway 18/36
Take off dist avail. 1070m
Flap 0%
ACCELERATE - STOP GRAPHS 5 - 35 and 5 - 39
The graphs are similar to the Take-Off graphs.
If a Runway has STOPWAY it may be used with these graphs.
1. Find the Accelerate Stop Distance Required under the following

conditions….
Flaps 40%
QNH 985hpa
OAT +20°C
Elevation 1000ft
Runway 09/27
Aircraft take off wt 10 220lbs
2. Find the Accelerate Stop Distance and V1 speed under the following
conditions….
Flaps U/S
QNH 1012hpa
OAT +2°C
Elevation 2910ft
Runway 15/33
ACCELERATE - GO GRAPHS 5 - 36 and 5 - 40
21
The graphs are similar to the Take-Off graphs.
If a Runway has CLEARWAY it may be used with these graphs. Refer to the
note above the graph:-
Useable CLEARWAY cannot exceed 25 % of the Runway Length.
1. Find the accelerate-go distance and V speeds for a take off under the
following conditions:
Flaps 40%
QNH 1012hpa
OAT +2°C
Density height 2500ft
Runway 16/34
2. Find the accelerate go distance with ice vanes extended and the V
speeds for a take off under the following conditions:
Flaps 0%
QNH 1000hpa
OAT +21°C
Elevation 500ft
Wind component vrb/10
Runway 18/36
Aircraft take off wt 10 800
MINIMUM TAKE OFF POWER
Use graphs on pages 5-31 and 5-32..

CAUTION 2 GRAPHS- one with ice vanes extended and one without.
Example 1
With an aerodrome that has a pressure height of 6500ft and OAT of +15°C
what is the minimum take off power that could be used with ice vanes
retracted?
Example 2
22
With an aerodrome that has a elevation of 2860ft amsl, a QNH of 995hPa and
a temperature of +22°C find the minimum power that could be used for take off
with ice vanes extended?
CLIMB – TIME – FUEL - DISTANCE TO CLIMB GRAPH 5 - 45
Example 1 Climb from Sea Level (OAT +15°C) to FL260 (OAT -10°C)
Aircraft Weight 12 500 Lbs
Time 25 mins Fuel 275 Lbs Distance 80 nm
Example 2 Climb from 5430ft (OAT +28°C) to FL260 (OAT -10°C)

Aircraft Weight 12 500 Lbs
Sea Level to FL260 Time 25 mins Fuel 275 Lbs

Distance 80 nm
Sea Level to 5430 ft Time 3 mins Fuel 45 Lbs
Distance 11 nm
5430 ft to FL260 Time 22 mins Fuel 230 Lbs Distance 69

nm
Mean Climb TAS Time 22 mins Distance 69 nm TAS 188 Kts
Examples
1. Find the fuel, time and distance to climb from a sea level ISA
aerodrome to FL300, where the temperature is –30°C at Max Take
Off Weight.
2. Find the time, fuel, distance and average climb speed to climb from
the following aerodrome to altitude of 23 000ft where the OAT is
predicted to be –15°C
Aircraft config. Ice vanes extended

QNH 995hpa
OAT +21°C
Elevation 1750ft amsl
3. Find the time, fuel and distance to climb to a density height of 25

000ft under the following conditions from the given aerodrome:
Aircraft config. Ice vanes retracted

QNH 1020hpa
23
OAT +15°C
Elevation 3130ft amsl
Wind at aerodrome 045/20
Wind at 25 000ft 075/105
Track 060 M
RATE & ANGLE OF CLIMB
ANGLE OF CLIMB
To work out the aircrafts angle of climb, or climb gradient, use the following
formula:
CLIMB GRADIENT = HEIGHT GAINED

DISTANCE TRAVELLED
Therefore is you have gained 550ft of altitude and distance from takeoff from
your GPS reads 8000ft, use the formula to find your climb gradient…
550
= 8000
= 0.069
To get a % multiply by 100 therefore = 0.069 x 100 = 6.9%
In the cockpit this can be worked out easily by using the following pilots
formula:
Angle of Climb = Rate of Climb (fpm)

Speed (kt)
Example 1
An aircraft climbs out from a sea level aerodrome under ISA conditions with
IAS of 80kts, HWC 20kt and ROC 550ft/min. Estimate the angle of climb.
24
CRUISE
CONSTANT POWER/SPEED CRUISE TABLES
The tables are based on Temperature Deviation from ISA. If OAT is given in a
question calculate the ISA + or ISA - value.
TAS To calculate TAS for a particular question it is often necessary to

interpolate.
Example 1.
Recommended Cruise Power Page 5 – 55

ISA +20°C FL230 Aircraft Weight 11 600 Lbs
12 000 Lbs 11 600 Lbs 11 000 Lbs

FL 220 TAS 267 TAS 271
FL 230 TAS 265.5 TAS 267.1 TAS 269.5
FL 240 TAS 264 TAS 268
At FL230 the difference is 4 Kts per 1000 Lbs
Example 2.
Recommended Cruise Power Pages 5 - 55 and 5 - 56
ISA +23°C FL270 Aircraft Weight 11 000 Lbs
ISA + 20°C ISA + 23°C ISA + 30°C

FL 260 TAS 265 TAS 259
FL 270 TAS 262.5 TAS 261 TAS 257
FL 280 TAS 260 TAS 255
Difference 5.5 Kts ÷ 10° x 3°C = 1.65 Kts decrease for 3°C rise in temperature
25
MAXIMUM EN-ROUTE WEIGHT GRAPH 5 - 24
The graph requires the QNH in Inches of Mercury. If the QNH is given in
hectopascals then convert by ratio.
Given QNH 1023.7 hPa
This graph calculates the maximum weight at which the aircraft can maintain
the MINIMUM EN-ROUTE ALTITUDE in the event of an engine failure.
Enter with the Outside Air Temperature at the Minimum Enroute Altitude and
move vertically to that altitude. Then move horizontally to the reference line
that is standard pressure 29.92 inches of mercury. Move down the slope if
pressure is lower than standard, or up the slope if pressure is higher. Then
move horizontally to read off the MAXIMUM ENROUTE WEIGHT.
Max En-Route Weight In Class Example
1. If the OAT is +2°C the min en-route altitude is 19 600ft and the QNH is
1010hpa what is the max en-route weight to maintain this level on one
engine?
2. If the OAT is ISA +5°C, and the altitude is FL210, the QNH is 995hpa
what is the max en-route weight?
3. If the OAT is –28°C, the altitude is FL150 and the QNH is 996hpa what is
the max
en-route weight?
RANGE PROFILE GRAPH 5 - 96
Enter with Flight Level, move horizontally to the relevant cruise power, extract
TAS, move vertically to the range in Nautical Miles in Zero Wind or SAD (Still
Air Distance).
Example:
The range of the EE-20 aircraft at FL 280 (Recommended Cruise Power) with
a 35 Kt Headwind is :-
26
FL 280 TAS 272 at Recommended Cruise Power Range 1095 nm
in Still Air
TAS 272 Still Air Distance 1095 nm Time 4.0257 Hours
WC 35 Kt Headwind
GS 237 x Time 4.0257 Hours = 954 nm Ground Nautical Miles
ENDURANCE PROFILE GRAPH 5 - 97
The Endurance is expressed in Hours and decimals of an Hour.

4.2 Hours = 4 Hours 12 minutes
RECOMMENDED CRUISE POWER GRAPH 5 – 59 &

FUEL FLOW AT RECOMMENDED CRUISE POWER GRAPH 5 - 60
The graphs are similar and are entered with INDICATED OUTSIDE AIR
TEMPERATURE, that is the temperature as read off the temperature gauge in
the aircraft which is affected by compressibility error, it OVERREADS.
If IOAT (Indicated Outside Air Temperature) is given, enter the graph with the
IOAT, move vertically to the FL, then horizontally to the Torque Setting or the
Fuel Flow.
If OAT (OUTSIDE AIR TEMPERATURE) is given, it is the true temperature

(IOAT corrected for compressibility) and must be converted to a Temperature
Deviation from ISA before the graph can be entered.
Example
At FL 240 the OAT is -21°C, the Temperature Deviation from ISA is :-
ISA at Sea Level +15°C

FL 240 x 2°/1000 ft - 48°C (colder than sea level)
ISA at FL 240 - 33°C
OAT at FL 240 - 21°C
Temperature Deviation ISA +12°C
Enter the graphs with FL and ISA Temperature Deviation (diagonal lines, top
right to bottom left) and move horizontally to Torque Setting or Fuel Flow.
27
DISTANCE FLOWN PER UNIT OF FUEL USED OR
FUEL USED FOR DISTANCE FLOWN
TAS (true airspeed)

TAS 240 Kts
In one hour an aircraft will fly 240 AIR NAUTICAL MILES (ANM)
SAD (still air distance)
TAS 240 Kts
In one hour an aircraft flies a STILL AIR DISTANCE (SAD) of 240
nm
FUEL FLOW (FF) The amount of fuel (Kilograms or Pounds) used in one hour.
Given: TAS 240 Kts Fuel Flow 750 Lbs/Hour
Then aircraft performance is
OR
ANM/LB can be converted to LB/ANM on an electronic calculator by using the

1/X function.
WIND COMPONENT (WC)
Wind component is the difference between TAS and GROUNDSPEED (GS).
TAS 240 Kts WC -30 HW (Headwind) GS 210 Kts
TAS 240 Kts WC +30 TW (Tailwind) GS 270 Kts
GS GS 270 Kts In one hour an aircraft flies 270 GNM
Given: TAS 240 Kts WC +30 Kts TW GS 270 Kts Fuel

Flow 750 Lbs/Hour
Then aircraft performance is

OR
28
When compiling a flight plan the most economical Flight Level should be
selected by comparing LBS/GNM or GNM/LB.
THE MOST EFFICIENT FLIGHT LEVEL IS :
The littlest of the bigger numbers

Or The biggest of the little numbers
Example 1.
FL 180 TAS 276 Kts WC -20 HW FF 716 LB/Hour
The most economical FL is :-
Example 2.
An aircraft at FL 350, TAS 232 Kts, Fuel Flow 545 LBS/Hour has a
performance of 0.355 GNM/LB.
The Wind Component affecting the aircraft is :-
Example 3.
An aircraft flying at FL 310 at TAS 494 Kts obtains a performance of 46.06

ANM/1000 Kgs in Zero Wind conditions. At FL 350 the TAS is 484 Kts and the
performance is 48.36 ANM/1000 Kgs. It will be less economical to cruise at FL
350 if the Head Wind component is greater than:-
Ans. TAS 484kts GS

48.36 anm/1000kg x 46.06gnm/1000kgs = 461kts
GS
Therefore if TAS 484kts, GS 461kts, it’s a 23kt HW
29
If you are confused by the objective of this formula then work backwards
through it by using a headwind of, say, 39kts.In doing so you will derive a
poorer performance figure for FL 350.
From an operational point of view you would then have to revert back to your
original flight level at FL 310. What is the performance figure for FL 350 if the
headwind should increase to the new value of 39kts?
ONE ENGINE INOP TABLES
CLIMBING
Can the aircraft climb under the present weight and atmospheric conditions
should be considered prior to any flight. Use graph 5-46 to find out if you can
climb on one engine.
To Use the graph you need:
1. OAT
2. Pressure altitude
3. Weight
4. Climb gradient required to overcome the obstacles.
Example 1
An aircraft has a weight of 11 500lbs, and is taking off from an airport that has
a pressure height of 4500ft and an OAT of +25°C, what is the rate of climb on
one engine and the climb gradient achieved?
Example 2
An aircraft is at FL200, the OAT is -10°C and the aircraft weight is 12 250lbs,
what is the ROC?
SERVICE CEILING ONE ENGINE
Here you are asking yourself can you maintain altitude to remain whether
airspace restrictions, or to maintain the Lowest Route Altitude. To answer this,
use graph 5-47.
Example 1
30
An aircraft is at FL180 and suffers an engine failure, the weight at the time is
10 500lbs, and the OAT is -22°C. Can the aircraft maintain this FL, if not what
is the Flight Level that the aircraft can maintain at this weight and temperature?
Example 2
An aircraft has a MZW of 11000lbs and the forecast temperature at the Lowest
Sector Altitude is -5°C, and due to forecast icing the ice vanes must be
extended. What is the service ceiling of the aircraft on one engine?
MAX CRUISE POWER ON ONE ENGINE
To make sure you don’t blow up an engine, there is a table on 5-99 onwards to
attain the maximum cruise power setting when on one engine. NOTE the
tables are differentiated by the ISA deviation.
Example 1
An aircraft is cruising on one engine at FL100, the OAT is +15°C the aircraft
weight is
11 000lbs, what is the maximum cruise power setting?
Example 2
An aircraft is at FL140, the OAT is -23°C the aircraft weight is 10 500lbs, the
ice vanes are extended, what is the maximum cruise power setting on the live
engine and the fuel flow?
CRUISE POWER SETTINGS
Power setting in a King Air 200 is not automatic, there are tables to attain the
correct power setting. The graphs to use are located on pages 5-51 onwards
and like all power setting tables differentiate with ISA deviation.
Example 1
An aircraft is to cruise at FL 220, the OAT is –19°C the weight is 11 000lbs,

what is the power setting, fuel flow total and TAS?
Example 2
An aircraft is to cruise at FL180, the EMZW is 10 500lbs, the following sector

forecast is given, what is the power setting, fuel flow total and TAS? (using
graphs 5-52 & 5-53)
31
24 300 60 -24
21 295 60 -25
18 300 55 -24
15 300 55 -12
10 310 50 -1
DESCENT PLANNING
TIME - FUEL - DISTANCE TO DESCEND GRAPH 5 - 109
Similar to the Climb Graph
1. An aircraft is to descend at Mmo, from FL245 to a sea level

aerodrome what is the Time, Distance and Fuel that would be used?
2. An aircraft is planning a descent from FL180 to arrive in the circuit

area 1000ft agl, over its destination aerodrome that is 3560ft amsl,
what will be the time, fuel and distance for this descent?
3. An aircraft is required, due to traffic, to descend overhead

Kathmandu, it is currently at FL280, and is required to descend to
FL145 to maintain separation. How many NM and minutes before
Kathmandu must the descent be started and how much fuel can be
expected to be consumed?
FUEL
Remember the quantities the aircraft can carry:
32
RESERVE FUEL
As per the EE20 manual reserve fuel is calculated as 45 minutes at the cruise
fuel setting calculated at the weight at the end of the cruise, i.e. Top Of
Descent (TOD) weight.
HOLDING FUEL
HOLDING TIME GRAPH 5 - 107
1 Hour Holding at 15 000 ft = 420 Lbs of Fuel
If ICE VANES EXTENDED then holding time reduced by 15 %
Example 1 420 Lbs of Fuel = 60 mins Ice Vanes Retracted

15 % reduction = 9 mins
420 Lbs of Fuel = 51 mins Ice Vanes Extended
Example 2 Fuel for 1 Hour Holding with Ice Vanes Extended ?
1 Hour = 420 Lbs = 85 % Then 100 % =
Check 494 Lbs - 15% (74 Lbs) = 420 Lbs
Further examples
1. An aircraft has the ice vanes retracted and is told it is expected to

hold for 75 minutes for a slot time to land, the hold will be conducted
at FL130, how much fuel will be consumed?
2. An aircraft is in IMC and has the Ice vanes extended and is placed in
a holding pattern at FL200, the aircraft has 420lbs available for
holding, how long can it remains in this holding pattern?
3. An aircraft is expected to hold to await the opening of an airport which

occurs at first light (0320UTC), the aircraft is expected to arrive at the
intersection it will hold at, at 0715 LMT (UTC +6), how much fuel will
be consumed during the hold at 5000ft?
33
LANDING
LANDING DISTANCE FLAPS 100 % GRAPH 5 – 110
LANDING DISTANCE FLAPS 100 % PROPELLER REVERSING

GRAPH 5 - 112
Both graphs give landing performance and are similar to the take-off graphs.
LANDING DISTANCE FLAPS 0 % PROPELLER REVERSING

GRAPH 5 - 113
Landing with full (100 %) flap is normal procedure, but it may be

necessary to land with flaps up (0 %).
To determine the flaps up landing distance, use graph 5-112 the landing
distance with propeller reversing, flaps 100 %, then enter graph 5-113 with this
distance and read of landing distance flaps up
EXAMPLES
1. Find landing distance (both ground roll and over 50ft obstacle) under
the following conditions:
Aerodrome elevation 2600ft amsl

QNH 1010hpa
Temp 22°C
Wind component 5kt HW
Props Reverse engaged
Flaps 100%
2. Find the landing distances for a landing under the following

conditions:
Aerodrome elevation 1220ft amsl

QNH 996hpa
Temp -15°C
Weight ….?
Wind comp 280/35
Runway 15/33
Props Reverse not allowed due runway surface
Flaps 100%
Runway length 1770m
3. Find the landing distance over a 50ft obstacle, and approach speed
under the following conditions:
34
Aerodrome elevation 2000ft
QNH 1013 hpa
Temp 40°C
Weight 11 800lbs
Wind comp 110/20
Runway 09/27
Props Reverse engaged
Flaps U/S
QUESTIONS
1. FL 220 TAS 267 Kts WC -20 Kts HW FF 592 LB/Hour

FL 260 TAS 259 Kts WC -40 Kts HW FF 512 LB/Hour
FL 310 TAS 232 Kts WC -60 Kts HW FF 422 LB/Hour
(a) FL 220
(b) FL 260
(c) FL 310
2. An aircraft flying at FL 350 at TAS 495 Kts obtains a performance of 97.3

ANM/1000 Kgs in Zero Wind conditions.
At FL 390 the TAS is 474 Kts and the performance is 102.9 ANM/1000
kg.
It will be less economical to cruise at FL 390 if the Head Wind

component is greater than :-
(a) 26 Kts HW
(b) 36 Kts HW
(c) 46 Kts HW
3. An aircraft at FL 310 has a TAS of 485 Kts and Fuel Flow of 11 750
Lbs/Hour.
If aircraft performance is 36.59 GNM/1000 Lb the Wind Component
affecting the aircraft is:-
(a) 35 Kts HW
(b) 45 Kts HW
(c) 55 Kts HW
4. The following figures relate to a Flight Plan
35
A to TOC 300 -35 265 110 0 : 25
TOC to B 495 -52 443 318 0 : 43
B to C 488 -67 421 561 1 : 20
C to TOD 476 -88 388 672 1 : 44
TOD to D 300 -30 270 90 0 : 20
1751 4 : 32
The average Wind Component for the flight is :-
(a) 54 Kts HW
(b) 60 Kts HW
(c) 67 Kts HW
5. FL 240 TAS 264 Kts WC +30 Kts TW FF 552 LB/Hour

FL 280 TAS 253 Kts WC +40 Kts TW FF 476 LB/Hour
FL 310 TAS 232 Kts WC +50 Kts TW FF 386 LB/Hour
(a) FL 240
(b) FL 280
(c) FL 310
6. Airfield Pressure Altitude 5700ft, Temperature +30°C. According to

graph 5-23 the Maximum Take-Off Weight is :-
(a) 12 500 Lbs

(b) 12 200 Lbs
(b) 11 900 Lbs
7. Airfield Pressure Altitude 6200ft, Temperature +25°C, According to graph

5-23 the Maximum Take-Off Weight is :-
(a) 12 500 Lbs

(b) 12 300 Lbs
(c) 12 100 Lbs
8. For a flight from A to B the Minimum Enroute Altitude is 20 000ft. The

temperature at FL 200 is -15°C and the area QNH is 30.50 inches. The
fuel used to the high ground is 450 Lbs.
The Maximum Take-Off Weight for the flight according to graph 5-24 is :-
36
(a) 11 950 Lbs
(b) 12 150 Lbs
(c) 12 400 Lbs
9. For a flight from C to D the Minimum Enroute Altitude is 19 000ft. The

temperature at FL 190 is -11°C and the area QNH is 29.20 inches. If the
fuel used to the high ground is 650 Lbs the Maximum Take-Off Weight
for the flight (graph 5-24) is :-
(a) 11 900 Lbs

(b) 12 200 Lbs
(c) 12 500 Lbs
10. An obstacle 1400ft amsl is 5nm from reference zero of a runway whose
elevation is 350ft. According to graph 5-28 the Minimum Climb Gradient
required is :-
(a) 4.6%
(b) 3.8%
(c) 3.2%
11. Airfield Pressure Altitude 5000ft, Temperature 20°C. According to graph
5-31
the Minimum Take-Off Power required is :-
(a) 2060 Ft/Lbs

(b) 2110 Ft/Lbs
(c) 2160 Ft/Lbs

5-31
(a) 2050 Ft/Lbs

(b) 2100 Ft/Lbs
(c) 2150 Ft/Lbs

5-31
(a) 2060 Ft/Lbs

(b) 2110 Ft/Lbs
(c) 2165 Ft/Lbs
37
14. Airfield Pressure Altitude 5000ft, Temperature 15°C, Flaps 0%,.
Take-Off Mass 11 000 Lbs, Wind Component 15 Kts Headwind.
According to graph 5-34 the Take-Off Distance required is :-
(a) 2000 ft
(b) 2850 ft
(c) 3450 ft
15. Airfield Pressure Altitude 2000 ft, Temperature 24°C, Flaps 0%,
Take-Off Weight 11 600 Lbs, Wind Component 5 Kts Tailwind.
According to graph 5-34 the Take-Off Ground Roll is :-
(a) 2000 ft
(b) 2300 ft
(c) 3900 ft
16. A Take-Off is planned from a 4000 ft runway with 1500 ft of clearway

available.
Pressure Altitude 4500 ft, OAT 25°C, Headwind 12 Kts, Flaps 0%.
Using graph 5-36 the Maximum Weight at which this Accelerate-Go

distance can be used is :-
(a) 10 000 Lbs

(b) 10 500 Lbs
(c) 11 000 Lbs
17. Airfield Pressure Altitude 4000ft, OAT 24°C, Aircraft Mass 11 500 Lbs.
According to graph 5-37 the net gradient of climb is :-
(a) 3.4 %
(b) 3.9 %
(c) 4.4 %
18. Airfield Pressure Altitude 5000ft, OAT 26°C, Assuming that there is no
runway limitation but a 3.2 % net gradient of climb is required, using
graph 5-37
the Maximum Take-Off Mass is :-
(a) 11 500 Lbs

(b) 12 100 Lbs
(c) 12 500 Lbs
38
19. Airfield Pressure Altitude 4500ft, OAT 18°C, Flaps 40 %, 10 Kt
Headwind,
Take-Off Mass 11 100 Lbs.
According to graph 5-39 the Accelerate-Stop Distance is :-
(a) 3700 ft
(b) 4000 ft
(c) 4400 ft
20. Airfield Pressure Altitude 3000ft, Temperature 25°C, Wind Component

5Kt Tailwind, Take-Off Mass 11 400 Lbs.
According to graph 5-39 the Accelerate-Stop Distance is :-
(a) 3800 ft
(b) 4000 ft
(c) 4300 ft
21. A Take-Off is planned from a 4500 ft runway with 2000 ft of clearway

available.
Pressure Altitude 5000 ft, OAT 23°C, Headwind 15 Kt, Flaps 40 %.
Using graph 5-40 the Maximum Mass for which this Accelerate-Go
distance can be used is :-
(a) 11 100 Lbs

(b) 11 600 Lbs
(c) 12 100 Lbs
22. Climbing from 4500ft, OAT +30°C to FL 290, OAT -23°C,

According to graph 5-45 the Time, Fuel used and Distance flown are :-
(a) 27 minutes 258 Lbs 90 nm

(b) 24 minutes 285 Lbs 80 nm
(c) 27 minutes 285 Lbs 90 nm
23. Climbing from 5500ft, OAT 24°C to FL 280, OAT -32°C, Take-Off Mass
12 000 Lbs.
According to graph 5-45 the Time, Fuel used and Distance flown are :-
(a) 18 minutes 202 Lbs 59 nm

(b) 19 minutes 230 Lbs 58 nm
(c) 18 minutes 242 Lbs 60 nm
39
24. Climbing from 4000ft, OAT 26°C to FL 260, OAT -24°C,
According to graph 5-45 the mean TAS on the climb is :-
(a) 160 Kts

(b) 190 Kts
(c) 225 Kts
25. The temperature at the Minimum Enroute Altitude is -27°C. If the aircraft
mass is
11 700 Lbs the Service Ceiling according to graph 5-47 is :-
(a) 19 000 ft
(b) 21 000 ft
(c) 23 000 ft
26. Cruising at FL 260, Indicated OAT -25°C, the recommended cruise

power according to graph 5-59 is :-
(a) 1450 Ft/Lbs

(b) 1500 Ft/Lbs
(c) 1550 Ft/Lbs
27. Cruising at FL 270, OAT -24°C, the recommended cruise power

according to graph 5-59 is:-
(a) 1420 Ft/Lbs

(b) 1370 Ft/Lbs
(c) 1320 Ft/Lbs
28. Cruising at FL 230, OAT -23°C, the recommended cruise power

according to graph 5-59 is:-
(a) 1730 Ft/Lbs

(b) 1780 Ft/Lbs
(c) 1675 Ft/Lbs
29. Cruising at FL 210, IOAT -17°C, the Fuel Flow according to graph 5-60
is
(a) 606 Lbs/hour

(b) 630 Lbs/hour
(c) 660 Lbs/hour
40
30. Cruising at FL 250, Temperature ISA +10°C, the Fuel Flow according
to graph 5-60 is :-
(a) 556 Lbs/hour

(b) 565 Lbs/hour
(c) 656 Lbs/hour
31. Cruising at FL 270, OAT -24°C, the Fuel Flow per engine according to
graph 5-60 is:-
(a) 285 Lbs/hour

(b) 258 Lbs/hour
(c) 252 Lbs/hour
32. Enroute from WPT 2 to WPT 3 at FL 190, Temperature ISA +20°C,

Distance 247 nm, 35 Kts Headwind, Aircraft Mass 11 000 Lbs.
The fuel used for the sector according to table 5-55 is :-
(a) 678 Lbs

(b) 694 Lbs
(c) 717 Lbs

Distance 329 nm, 25 Kts Tailwind, Aircraft Mass 11 500 Lbs.
The fuel used on this sector according to table 5-54 is :-
(a) 567 Lbs

(b) 589 Lbs
(c) 615 Lbs

Distance 450 nm, 30 Kts Headwind, Aircraft Mass 11 000 Lbs.
The fuel used on the sector according to tables 5-54 and 5-55 is :-
(a) 1147 Lbs

(b) 1172 Lbs
(c) 1194 Lbs

Distance 212 nm, 25 Kts Tailwind, Aircraft Mass 10 500 Lbs.
The fuel used on the sector according to table 5-90 is :-
41
(a) 358 Lbs
(b) 387 Lbs
(c) 405 Lbs
42
36. The range of the EE-20 aeroplane at FL 240 with a 35 Kt Headwind
flying at the recommended cruise power (graph 5-96) is:-
(a) 852 nm
(b) 909 nm
(c) 975 nm
37. The range of the EE-20 aeroplane at FL 280 with a 40 Kt Tailwind flying
at the recommended cruise power (graph 5-96) is:-
(a) 1090 nm
(b) 1175 nm
(c) 1250 nm
38. The range of the EE-20 aeroplane at FL 260 with a 25 Kt Headwind

flying at the recommended cruise power (graph 5-96) is:-
(a) 942 nm
(b) 985 nm
(c) 1035 nm
39. The endurance of the EE-20 aeroplane at FL 240 flying at the

recommended cruise power (graph 5-97) is:-
(a) 3 hours 39 mins

(b) 3 hours 48 mins
(c) 3 hours 57 mins
40. The endurance of the EE-20 aeroplane at FL 290 flying at maximum

cruise power graph 5-97 is
(a) 4 hours 12 mins

(b) 4 hours 20 mins
(c) 4 hours 29 mins
41. For a landing at an airfield at sea level (QNH 1009.2) the pressurization
controller setting for landing (graph 5-106) is:-
(a) 0ft
(b) 300ft
(c) 600ft
42. For a landing at an airfield (elevation 4000ft, QNH 1020 hPa) the
pressurization controller setting for landing (graph 5-106) is :-
(a) 3800ft
43
(b) 4200ft
(c) 500ft
43. 400 Lbs of fuel is available for holding at FL 150. If the ice vanes are
extended the holding time according to graph 5-107 is:-
(a) 0.52 mins

(b) 31 mins
(c) 52 mins
44. The fuel required for 45 minutes holding at FL 150 with the ice vanes
extended (graph 5-107) is
(a) 305 Lbs

(b) 335 Lbs
(c) 365 Lbs
45. Pressure Altitude 3000ft, OAT 25°C, Aircraft mass 10 200 Lbs.
The landing distance with a 14 Kt Headwind (graph 5-112) is :-
(a) 1050ft
(b) 1450t
(c) 1900ft
(d)
46. Pressure Altitude 5500ft, OAT 29°C, Aircraft mass 10 200 Lbs.
The landing ground roll with a 5 Kt Tailwind and 100% flap (graph 5-112)
is:-
(a) 1200ft
(b) 1400ft
(c) 1600t
47. Pressure Altitude 5500ft, OAT 29°C, Aircraft mass 10 200 Lbs. The
landing distance with zero flap, propeller reversing and a 5 Kt Tailwind
(graphs 5-112 and 5-113) is:-
(a) 1900ft
(b) 2600ft
(c) 3200ft
48. An obstacle 1200 ft amsl is 3nm from reference zero of a runway whose
elevation is 600ft. According to graph 5-28 the Minimum Climb Gradient
required is:-
(a) 3.1%
(b) 4.7%
(c) 6.4%
44
49. An obstacle 240 ft above runway elevation is 1700 metres from
reference zero.
According to graph 5-28 the minimum Climb gradient required is:-
(a) 2.9%
(b) 3.7%
(c) 4.6%
45
CHAPTER 5
WEIGHT AND BALANCE
AIRCRAFT WEIGHT SCHEDULE
In the process of compiling a flight plan for an aircraft, the weight schedule
must be consulted to ensure that certain weight limitations are not exceeded.
In later chapters, balance limitations (location of the C of G) will also be
considered. The weight schedule given below is the ideal and complete one,
although certain operators may elect to combine items in order to abbreviate
the process.
AIRCRAFT EMPTY WEIGHT (AEW)
+ OIL AND UNUSABLE FUEL
= BASIC EMPTY WEIGHT (BEW)
+ CREW AND CATERING
= OPERATING EMPTY WEIGHT (OEW)
+ PAYLOAD
= ZERO FUEL WEIGHT (ZFW)
+ TOTAL FUEL
= RAMP OR TAXI WEIGHT
- TAXI FUEL
= TAKE OFF WEIGHT
- TRIP FUEL OR BURN OFF
= LANDING WEIGHT
46
AIRCRAFT EMPTY WEIGHT (AEW)
Consists of the airframe, engines, and all items of operating equipment that
have fixed locations and are permanently installed in the aircraft.
OIL AND UNUSABLE FUEL
This includes engine oil, hydraulic fluid and undrainable fuel (Piper Cherokee 2
Galls, B-747 1600 Kg)
BASIC EMPTY WEIGHT (BEW)
The Empty Weight of the aircraft plus oil, hydraulic fluid and unusable fuel.
CREW AND CATERING
Operating crew, cabin staff and catering.
OPERATING EMPTY WEIGHT (OEW)
The weight of the aircraft, including the crew, ready for flight but without
payload and fuel.
MAXIMUM ZERO FUEL WEIGHT (MZFW)
The maximum weight authorized for the aircraft not including the fuel load.
Zero fuel weight is the operating empty weight (OEW) plus the payload.
MAXIMUM RAMP WEIGHT
The maximum structural take-off weight plus the fuel to be burned during taxi
and run-up.
MAXIMUM TAKE-OFF WEIGHT (MTOW)
The maximum structural weight at the start of the take-off run. The take-off
weight for a particular flight may be limited to a lesser weight when runway
length, atmospheric conditions, or other variables are adverse.
TRIP FUEL OR BURN OFF
The fuel used from the point of departure to the destination. Reserve fuel is not
included in the trip fuel and the entire fuel reserves are expected to be on
board the aircraft at the point of first intended landing.
47
MAXIMUM LANDING WEIGHT
The maximum structural weight at which an aircraft may normally be landed.

The landing weight may be limited to a lesser weight when runway length or
atmospheric conditions are adverse.
CALCULATION OF MAXIMUM PAYLOAD
Assuming that there are no airfield restrictions, the maximum payload that may
be carried on a flight will be limited by :-
MAXIMUM TAKE-OFF WEIGHT

MAXIMUM LANDING WEIGHT
MAXIMUM ZERO FUEL WEIGHT
Example:
Max Ramp weight 89 700kg
Basic Weight 47 000kg
Max Brakes release weight 89 350kg
Max Landing weight 72 600kg
Max Zero Fuel weight 63 500kg
Trip fuel 12 462kg
Reserve fuel 4 680kg
The Maximum Payload is:-
Least of 3 method
Find the least of: Max Take off weight

Max Landing weight + Flight Fuel
Max Zero Fuel Weight +Fuel on board
Step 1
Calculate fuel at Brakes release….
Trip fuel 12 462kg

Reserve fuel 4680kg
FUEL ON BOARD 17 142kg
Step 2
Calculate the 3 limitations…..
MTOW 89 350kg
MLW+trip fuel 85 062kg (72600+12462)
MZFW+fob 80 642kg (63500+17142)

48
Step 3
In this case the payload would be:
MZFW 63 500kg
- Basic weight 47 000
PAYLOAD 16 500kg
NOW….
If it was the TOW that was found to be the lowest you would:
Max Take off weight

- Fuel on board
- Basic weight
PAYLOAD
If it was the LW that was the limiting factor then:
Landing weight
- Reserve fuel
- Basic weight
PAYLOAD
HUMIDITY
Humidity and air density are inversely proportional. The greater the humidity,
the less the air density. Piston engine aircraft performance is adversely
affected by humidity to the extent where maximum take-off weight may be
limited. The effect of humidity on jet engine performance, however, is
negligible.
FLAPS
The effect of flaps on maximum take-off weight varies from aircraft to aircraft
and from flap setting to flap setting. Factors to be considered are not only the
effect of flaps on the take-off run, but also on the initial climb performance after
take-off. A definitive answer on the effect of flaps on an aircraft's maximum
take-off weight would be extracted from the appropriate performance graphs.
In conclusion, all of the above mentioned factors may limit an aircraft's

maximum take-off weight and it is the most limiting case, which will determine
the aircraft's actual take-off weight.
MAXIMUM FLOOR LOAD
49
Maximum floor load is an indication of the physical bearing strength of the
aircraft's floor, normally in the cargo or baggage area. It is an expression of
the maximum weight that can be borne per surface area. Because maximum
floor load is derived by weight per area, the height of any object to be loaded is
of no consequence. In most load calculations, the maximum floor load of the
aircraft is given. The pilot must calculate the area of the object to be loaded
and its weight, to check whether it may be loaded. To calculate the area of a
rectangular or square object, use the formula:
AREA = LENGTH x BREADTH
To calculate the area of a circular object, for example a barrel, use the formula:
AREA = π r ² Where r = the radius of the circular

object.
SPECIFIC GRAVITY (SG)
Specific gravity is a method of converting a volume of liquid to a weight of

liquid
or vice versa.
The formula for specific gravity is: VOLUME x SG = WEIGHT
The standard used for specific gravity is water (SG 1)
1 litre of water has a weight of 1 Kg.

1 Imperial Gallon of water has a weight of 10 lbs.
If the SG of fuel is 0.82 then:-
1 litre of fuel has a weight of 0.82 Kg

1 Imperial Gallon of fuel has a weight of 8.2 Lbs
Specific Gravity cannot be applied directly to US Gallons.
NOTE: US Gallons must be converted to Litres or Imperial Gallons before

Specific Gravity can be applied.
SPECIFIC WEIGHT
Specific weight serves much the same function as specific gravity but applies
to US Gallons only. It is a statement (Specific Weight 6.6 Lbs) and means that
1 US Gallon of fuel weighs 6.6 Lbs
50
EXAMPLE :
The specific weight of fuel is 6.6 Lbs per US gallon. How much does 450 US
gallons of fuel weigh?
450 US gal x 6.6 = 2970 Lbs
BALANCE, CENTRE OF GRAVITY
Balance refers to the location of the CG (Centre of Gravity) of an aircraft. It is

of primary importance to aircraft stability and safety in flight. Pilots should
never fly an aircraft if they are not satisfied with its loading and the resulting
weight and balance conditions. The CG is the point about which an aircraft
would balance if it were possible to support the aircraft at that point. It is the
mass centre of the aircraft, or the theoretical point at which the entire weight of
the aircraft is assumed to be concentrated. The CG must be within specific
limits for safe flight.
The CG is not necessarily a fixed point; its location depends on the distribution
of items loaded in the aircraft. As variable load items are shifted there is a
resultant shift in CG location. If the CG is displaced too far forward on the
longitudinal axis, a nose heavy condition will result. Conversely, if the CG is
displaced too far aft on the longitudinal axis, a tail-heavy condition will result. It
is possible that an unfavourable location of the CG could produce such an
unstable condition that the aircraft becomes very difficult to control.
40 inches 40 inches
15 Lbs 15 Lbs
Fulcrum (CG)
In the above sketch two weights of 15 Lbs each are 40 inches from the
fulcrum. The weights are balanced. Mathematically 15 Lbs x 40 inches =
600 inch/Lbs on each side.
WEIGHT x ARM = MOMENT

15 Lbs x 40 inches = 600 inch/Lbs
REFERENCE DATUM
51
Every aircraft has a reference datum and it varies from aircraft type to aircraft
type. Usually it is at or near the nose of the aircraft. It is the datum from which
all horizontal distances are measured.
ARM
Arm is the horizontal distance (usually in inches) from the reference datum to
the location of an object or position in the aircraft. Other terms are STATION
(STA), FLIGHT STATION (FS) or CENTROID, e.g. Forward Hold at FS 220
means the Forward Hold is 220 inches aft of the datum.
MOMENT
Moment is the product of the weight of an item multiplied by its arm.
MOMENT INDEX or REDUCTION FACTOR
Moment Index or Reduction Factor is a moment divided by a constant such as

100, 1 000 or 10 000. The purpose of using a moment index or reduction factor
is to simplify weight and balance computations of large aircraft where heavy
items and long arms result in large, unmanageable numbers
In class example using the graphs at the end of the EE-20 manual.
EXAMPLE 1
Aircraft load:
EW 8087lbs 15041.00 IU
Pilot + Co-pilot 165kg
Passenger weights 65,86,95,112,45kg
Baggage weight 89kg
Catering on board 45kg in foyer cabinet
Fuel on board at s/up 300usg (6.6SW)
Flight fuel 185usg
Find
a. TOW and position of CoG
b. ZFW and position of CoG
STEP 1
Complete the table, loading front to rear…UNTIL you get to ZFW, then check it
is in balance.
52
ITEM Weight Arm Index Units/100
EW 8087 15041.00
CREW 363 129.0 468.27
ROW 1 455 176.0 800.80
ROW 2 332 215.0 713.8
ROW 3 99 259.0 256.41
LAV SEAT 292
AFT CABIN 196 325 637.00
CABINET (Foyer) 99 284 281.16
ZFW(10400 MAX) 9631 18198.44
FUEL
TOW(12500 MAX)
STEP 2
Now add the fuel to check the weight and CoG at TOW…
ITEM Weight Arm Index

Units/100
EW 8087 15041.00
CREW 363 129.0 468.27
ROW 1 455 176.0 800.80
ROW 2 332 215.0 713.8
ROW 3 99 259.0 256.41
LAV SEAT 292
AFT CABIN 196 325 637.00
CABINET (Foyer) 99 284 281.16
ZFW(10400 MAX) 9631 18198.44
FUEL 1980 3631
TOW(12500 MAX) 11611 21829.44
53
IN CLASS EXERCISES
Basic loading problems
1. Complete the load sheet ignoring CoG limitations for the following load
find the CoG position for take off, and zero fuel weight (ignoring any
limits):
EW 7900lbs Moment 14950

Pilots 155kg
Pax 88,45,75,77kg
Baggage 132kg
Catering 15kg (aft)
FOB 335usg (6.7 SW)
2. Complete the load sheet and determine if the aircraft is in CoG at Take
off..
EW 8122lbs Moment 15950

Pilots 175kg
Pax 99,65,55,88,45,75,77kg
Baggage 185kg
FOB 435usg (6.4 SW)
This can also be done graphically

CALCULATION OF LANDING CG
The moment of the TRIP FUEL or BURN OFF cannot be read from the table
directly as the arm of the fuel varies as the amount of the fuel in the tanks. The
moment of the Trip Fuel can be calculated by subtracting the moment of the
Landing Fuel from the moment of the Take-Off Fuel. A Load Sheet is not
available in the exam and it is suggested that the following method be used.
NOTE: The moment of the fuel is given as MOMENT 100 which means
the figure must be multiplied by 100 to give the full figure.
1. Start with the Take-Off condition of the aircraft.

2. Subtract the Take-Off Fuel weight and moment.
3. Add the Landing Fuel weight and moment.
4. Calculate the Landing CG.
Example:
54
Take-Off Weight 12 500 Lbs,Take-Off Fuel 530 US Gallons (SW 6.6 Lbs/US G)
Take-Off CG 191.3 inches Trip Fuel 300 US Gallons
WEIGHT ARM MOMENT

Take-Off 12 500 191.3 2 391 250
Take-Off Fuel (530 Gallons) -3 498 -
664 300
Landing Fuel (530 - 300 Gallons) +1 518 +
277 000
Landing 10 520 190.5 2 003 950
Further examples
1. Find the landing CoG position from the following:
Take off weight 12 223 lbs

CoG arm at take off 193.2 inches
Fuel on board at T/off 544usg
Flight fuel 201usg
Fuel SW 6.7
2. Find the landing CoG position from the following:
Take off weight 9800lbs

Moment index at t/off 15550
Fuel on board at take off 350usg
Flight fuel 85usg
Fuel SW 6.7
MOVING CG
IF the CG is too far aft the pilot can…
1. Redistribute the load forward of the current CG by moving pax, or

shifting baggage
2. Add ballast forward
3. Remove weight aft
IF the CG is too far forward, the pilot can….
1. Redistribute the load toward the rear

2. Add ballast aft
3. Remove weight forward
55
Weight to be shifted formula
Weight to be shifted = GW x (difference between desired CG & original CG)

Distance between the 2 stations
Adding ballast formula
Ballast to add = Original GW x (difference between desired CG & actual

CG)
Distance between loading station and desired CG
CALCULATING CG POSITION AS A PERCENTAGE MAC
To find the position that the Cg is acting in reference to the Mean Aerodynamic
Chord we use the following formula to calculate % MAC….
CG position as a % MAC = distance aft of MAC leading edge x 100

MAC 1
REFER PAGE 6-5 of the EE-20 manual for MAC figures.
Example 1
The Cg from the load sheet is found to be 192 inches aft of the datum (24000 x
100 ÷12500)
Step 1.
192 inches = (192 – 171.23”) 20.77” aft of the MAC leading edge
The position expressed as a % MAC is:
% MAC = 20.77” x 100
56
70.41
% MAC = 29.49% MAC
Example 2
The aircraft is found to be at 12 000lbs and the moment is 23100units, find the
CG position as a % MAC.
Example 3
An aircraft is loaded so that its weight is 10 200lbs and the moment is 22222
units, find the CG position as a % MAC..
57
QUESTION SET ONE
1. Maximum Take-Off Mass 151 500 Kg
Maximum Landing Mass 112 000 Kg
Maximum Zero Fuel Mass 101 200 Kg
Operational Empty Mass 69 700 Kg
Trip Fuel 40 150 Kg
Reserve Fuel 8 200 Kg
The maximum payload that may be carried is :-
(a) 31 500 Kg
(b) 33 450 Kg
(c) 35 250 Kg

Trip Fuel 44 500 Kg
If the maximum payload is carried the Take-Off Weight is :-
(a) 142 000 Kg

(b) 140 050 Kg
(c) 151 000 Kg

Distance A to B 2 850 nm
Groundspeed 490 Kts
Fuel Flow 7 350 Kg/hour
Reserve Fuel 15% of Trip Fuel
The maximum payload that may be carried on this flight is :-
(a) 44 500 Kg
(b) 36 337 Kg
(c) 32 050 Kg

58
Trip Fuel 45 300 Kg
The maximum payload that may be carried is :-
(a) 18 390 Kg
(b) 17 280 Kg
(c) 16 920 Kg
5. The mass of 729 US Gallons of fuel at SG 0.78 is :-
(a) 2153 Kg
(b) 2579 Kg
(c) 3095 Kg
6. If 1250 Lbs of fuel at SG 0.812 are on board an aircraft, the amount of

fuel in US Gallons is:-
(a) 128 US Gallons

(b) 185 US Gallons
(c) 122 US Gallons
7. The weight of 867 US Gallons of fuel (SG 0.78) is :-
(a) 8122 Lbs

(b) 6253 Lbs
(c) 5631 Lbs
8. The weight of 1292 Litres of fuel (SG 0.812) is :-
(a) 2313 Lbs

(b) 2846 Lbs
(c) 3508 Lbs
9. If 567 Kgs of fuel at SG 0.812 are on board an aircraft, the amount of

fuel
in US gallons is :-
(a) 161 US Gallons

(b) 184 US Gallons
(c) 201 US Gallons
10. An IFR flight is to be made from A to C with a stop at B.

There is no fuel available at B.
A to B B to C
Trip Fuel 2670 Kg 2295 Kg
Alternate Fuel 1040 Kg 995 Kg
59
Holding Fuel 620 Kg 620 Kg
The minimum fuel required at Take-Off from A is:-
(a) 6580 Kg
(b) 7620 Kg
(c) 8240 Kg
QUESTION SET TWO
1. The weights measured at the landing gear of an aircraft are as follows:-
Nose wheel (55 inches aft of datum) 475 Lbs

Right main wheel (121 inches aft of datum 1046 Lbs
Left main wheel (121 inches aft of datum) 1040 Lbs
The C of G of the aircraft is :-
(a) 104.6 inches

(b) 106.4 inches
(c) 108.8 inches
2. The C of G of an aircraft is 980 inches aft of datum at an all up mass of

170 500 Lbs. If 800 Lbs of baggage is moved from FS 1130 to FS 430
the new C of G will be :-
(a) 975.99 inches

(b) 976.72 inches
(c) 977.62 inches
3. Aircraft Mass 12 000 Lbs

C of G 193 inches aft of datum
Aft C of G limit 196.3 inches aft of datum
The maximum mass that can be loaded at FS 325 without exceeding the
aft C of G limit is :-
(a) 307 Lbs

(b) 342 Lbs
(c) 386 Lbs
4. A pallet 83 inches by 95 inches is to be loaded in a cargo aircraft.

The floor load limit of the aircraft is 169 Lbs per square foot.
If the pallet mass is 88 Lbs and the tie down equipment is 37 Lbs the
amount of freight that may be loaded on the pallet is :-
60
(a) 9128 Lbs
(b) 9156 Lbs
(c) 9244 Lbs
5. A pallet 76 inches by 76 inches is to be loaded in a cargo aircraft. The

floor load limit of the aircraft is 184 Lbs per square foot. If the pallet mass
is 85 Lbs and the tie down equipment is 36 Lbs the amount of freight that
may be loaded on the pallet is :-
(a) 7499 Lbs

(b) 7378 Lbs
(c) 7259 Lbs
6. The C of G of an aircraft is 1000 inches aft of datum at an all up mass of

155 000 Lbs If 1000 Lbs of baggage is moved from FS 1166 to FS 670 the new
C of G will be :-
(a) 996.8 inches

(b) 997.5 inches
(c) 998.3 inches
7. Aircraft Basic Empty Mass 8000 Lbs

Standard adult mass 170 Lbs
2 Pilots FS 129
2 Adult Pax FS 176
2 Adult Pax FS 215
1 Adult Pax FS 259
Baggage 250 Lbs FS 320
Fuel 440 US Gallons (SW 6.5 Lbs) Mom x 100 5337
Ignore Fuel for start and taxi
The C of G of the aircraft at Take-Off is :-
(a) 186.7 inches

(b) 188.2 inches
(c) 189.6 inches
8. Aircraft Basic Empty Mass 8000 Lbs

C of G 176 inches aft of
datum
2 Pilots FS 129
2 Adult Pax FS 259
61
Baggage 340 Lbs FS 346.5
Ignore Fuel for start and taxi
The C of G of the aircraft at Take-Off is :-
(a) 183.78 inches

(b) 184.88 inches
(c) 185.96 inches
9. Operational Empty Mass 66 600 Kg

CG 480 Inches
Standard Passenger Weight 75 Kg
Zone A FS 290 28 Passengers
Zone B FS 480 42 Passengers
Zone C FS 680 46 Passengers
Hold 1 FS 200 1500 Kg
Hold 2 FS 750 500 Kg
Wing Tanks FS 490 41020 Kg
Centre Tank FS 480 9080 Kg
The CG of the aircraft at Take-Off is :-
(a) 483.27 inches

(b) 484.68 inches
(c) 485.73 inches
10. Operational Empty Mass 71 600 Kg

CG 480 Inches
Standard Passenger Weight 165lb
Zone A FS 290 25 Passengers
Zone B FS 480 44 Passengers
Zone C FS 680 49 Passengers
Hold 1 FS 200 1750 Kg
Hold 2 FS 750 800 Kg
Wing Tanks FS 490 45820 Kg
Centre Tank FS 480 9550 Kg
The CG of the aircraft at Take-Off is :-
(a) 483.55 inches

(b) 484.07 inches
(c) 485.32 inches
62
11. Shortly before Take-Off, an extra passenger is given permission to board
an aircraft. Before boarding aircraft weight was 11 200 Lbs, and the CG
was 191 Inches. The passenger weight is 170 Lbs and is allocated a
seat at FS 259.
The revised CG of the aircraft is :-
(a) 192 inches

(b) 193 inches
(c) 194 inches
63
CHAPTER 6
CRITICAL POINT (CP) or

POINT OF EQUAL TIME (PET) &
POINT OF NO RETURN (PNR)
PET / CP DEFINITION
The PET / CP is defined as being the point on track from which it would take
equal of time to either return to the point of departure or continue to the
destination. The PET / CP is not a function of fuel but of distance and aircraft
groundspeeds. Long haul jet transport aircraft usually carry three PET / CP,s.
A 4 Engine PET / CP, a one engine inoperative PET / CP
(1 ENG INOP) and a 14 000 feet PET / CP in case of pressurization failure.
The three cases each have a different TAS and Groundspeed thus the PET /
CP will be at a different point. The ETA at the PET / CP is calculated and in the
event of a major aircraft malfunction or a passenger becomes critically ill an
instant decision can be made whether to continue to the destination or to return
to the point of departure.
PET WITH NO WIND

On a flight from A - B, with still air conditions prevailing, it is clear that the PET
would lie at the halfway point along track.
A B
500 nm PET 500 nm
PET WITH WIND
FORMULA
Distance to CP(PET) = GSH x Distance
GSH + GSO
Where GS H = GS Home GS O = GS Out
CP = H x D
H+O
64
65
Example 1
A to B Distance 630 nm Track 048°(T) TAS 245 Kts W/V 145/45

If an aircraft departed A at 0900 Z the ETA at the PET would be :-
GS out 246 Kts GS home 235 Kts
GSH x DISTANCE 235 X 630 = pet of 308nms at GS 246 = 1 hr

15 mins
GSH + GSO 235 + 246
Example 2
The Wind Component from A to the PET is 35 Kts Headwind and the Wind
Component from the PET to B is 55 Kts Headwind. The distance A to B is 545
nm and TAS 300 Kts.
The Distance of the PET from A is :-
GSH 335 x DIST 545 = PET 315 nms

GSH 335 + GSO 245
Note: The halfway point from A to B is 272.5 nm but the PET is 315 nm from A.
The PET has moved into wind.
MULTIPLE TRACK CP/PET
A flight is planned from A to C via B. The distance of the PET from A is :-
A to B Distance 412 nm GS On 245 Kts GS Ret 215 Kts

B to C Distance 237 nm GS On 268 Kts GS Ret 192 Kts
222 nm
237 nm
at GS 268 190 nm at GS 215
A X 53 mins
C
53 mins
66
Method:
1. Calculate the time on the shorter leg B to C. 237 nm GS 268 Kts

Time 53 mins
2. Calculate the distance that would take 53 mins to return to A GS 215
for 53 mins = 190 nm
3. It will take the same time to fly from X to A as it will take to fly from B to
C.
Solve for the PET between X and B.
GSH 215 x DIST 222 = PET 104NMS

GSH 215 + GSO 245
The PET is 294 nm from A (190 nm + 104 nm)
Proof PET to A 294 nm at GS 215 = 1 Hour 22 mins

PET to B 118 nm at GS 245 = 29 mins + B to C 53
mins=1hr22min
PET or CRITICAL POINT (1 ENGINE INOPERATIVE)
To calculate the 1 ENG INOP PET or CP reduced groundspeeds are used,

otherwise the calculation is the same.
Example 3
A twin engine aircraft is to fly from X to Y, Track 130°(T), Distance 727 nm,
W/V 270/40, 2 engine TAS 260 Kts, 1 engine TAS 195 Kts.
If the ETD is 0800 Z the ETA at the 1 ENG INOP PET (CP) is :-
2 Engine TAS 260 Kts GS On 289 Kts

1 Engine TAS 195 Kts Reduced GS On 224 Kts
1 Engine TAS 195 Kts Reduced GS Ret 163 Kts
R GSH 163 x 727 NMS = PET 306NMS

R GSH 163 + R GSO 224
To calculate the ETA at the PET the 2 engine GS must be used.
PET 306 nm GS 289 Time 1 Hour 04 mins ETA 0904 Z
67
PET/CP QUESTIONS
1. A to B, Track 060°(T), TAS 185 Kts, Distance 905 nm, W/V

090/30.
The distance to the PET is :-
(a) 388 nm
(b) 452 nm
(c) 516 nm
2. C to D, Track 125°(T), TAS 245 Kts, Distance 1547 nm, W/V

225/45.
If an aircraft departs C at 0915 Z the ETA at the PET is :-
(a) 1200 Z
(b) 1215 Z
(c) 1230 Z
3. The Wind Component from A to the PET is 45 Kts Headwind and the
Wind Component from the PET to B is 60 Kts Headwind. The distance A
to B is 750 nm and TAS 300 Kts.
The Distance of the PET from A is :-
(a) 412 nm
(b) 442 nm
(c) 482 nm
4. A flight is planned from A to C via B. TAS 275 Kts
A to B Distance 412 nm WC 35 Kts Headwind

B to C Distance 239 nm WC 55 Kts Headwind
The distance of the PET from A is :-
(a) 330 nm
(b) 380 nm
(c) 430 nm
5. A twin engine aircraft is to fly from A to B, Track 245°(T), Distance

830 nm, W/V 310/40, 2 engine TAS 280 Kts, 1 engine TAS 220
Kts.
68
(a) 0943 Z
(b) 1003 Z
(c) 1023 Z
6. A twin engine aircraft is to fly from C to D, Track 035°(T), Distance 884

nm, W/V 135/45, 2 engine TAS 220 Kts, 1 engine TAS 185 Kts.
(a) 1254 Z
(b) 1314 Z
(c) 1334 Z
POINT OF NO RETURN (PNR)
The PNR is defined as the furthest point along track to which the aircraft can fly
and return to the point of departure within the safe endurance of the aircraft
(fuel reserves will remain intact).
PNR WITH ZERO WIND
If the safe endurance of an aircraft is 6 Hours the PNR will be 3 Hours.

If the TAS is 240 Kts then the PNR is 720 nm.
PNR WITH WIND
Gs Home x Safe Endurance

Gs Home + Gs Out
Or
FLIGHT FUEL or ENDURANCE

SGR out + SGR home
Example 1.
Track 220°(T), W/V 300/35, TAS 240 Kts, Endurance 6 Hours (excluding
reserves).
GS Out 231Kts GS Return 244Kts
Answer:
244 x 6hr
231 + 244 = 3hrs 5min
69
WITH ANY W/V THE PNR ALWAYS MOVES TOWARDS THE POINT OF
DEPARTURE
MULTI TRACK PNR (for demonstration purposes only)
A B
1. Calculate the time from A to B and the time from B back to A.

2. Subtract this time from the safe endurance.
3. Use the endurance remaining to calculate the PNR from B
enroute to C.
PNR BASED ON FUEL CONSUMPTION
On a flight from A to B aircraft performance Outbound is 0.312 GNM/KG and

aircraft performance returning to B is 0.421 GNM/KG Total Fuel on board is
9000 KG which includes a 15% reserve.
The distance to the PNR keeping the reserve fuel intact is :-
Method: Find the amount of fuel that can be used to the PNR and return.
Assuming the fuel on board is 115% (100%+15% reserve) = 9000KG

Then fuel to the PNR and return is 100% = 7826KG
15% of 7826 KG reserve fuel = 1174KG
Fuel on board 9000KG
Calculate the amount of fuel required to fly 1 nm Out and Return
1 nm Outbound 0.312 GNM/KG l/X = 3.2051 KG/GNM

1 nm Return 0.421 GNM/KG 1/X = 2.3753 KG/GNM
1 nm Out + Return 5.5804 KG/GNM
7826kg = PNR 1402 nm

5.5804
KG/GNM
70
PNR QUESTIONS
1. A to B TAS 245Kts, Track 315° (T), W/V 105/35,

Endurance excluding reserves is 4 Hours 15 mins.
The distance of the PNR from A is :-
(a) 465nm
(b) 487nm
(c) 511nm
2. C to D TAS 315Kts, Track 225° (T), W/V055/60, Endurance 6 Hours.
In the event of the aircraft returning to C reserve fuel of 1 Hour 30 mins
is required.
The distance to the PNR keeping reserve fuel intact is :-
(a) 657nm
(b) 684nm
(c) 705nm
3. On a flight from A to B aircraft performance Outbound is 0.423 GNM/KG

and aircraft performance returning to B is 0.527 GNM/KG. Total Fuel on
board is 9000 KG which includes a 1500 KG reserve.
The distance to the PNR keeping the reserve fuel intact is :-
(a) 1760nm
(b) 1860nm
(c) 1960nm
4. A flight is planned from A to E at TAS315Kts. Endurance excluding reserves

6 hr
A to B Distance 234 nm WC 35 Kts Headwind

B to C Distance 289 nm WC 45 Kts Headwind
C to D Distance 324 nm WC 55 Kts Headwind
D to E Distance 455 nm WC 65 Kts Headwind
The distance to the PNR in :-
(a) 882nm
(b) 922nm
(c) 962nm
71
ANNEX A SAMPLE EXAM
Sample exam
1. Maximum Take-off Mass 151 500 Kg

Optional Empty Mass 64 250 Kg
Distance A to B 2 850 nm
Groundspeed 490 Kts
Fuel Flow 7 350 Kg
Reserve Fuel 15 %
The maximum payload that may be carried from A to B is:
a) 36 337 kg;
b) 38 087 kg;
c) 32 050 kg.
2. The mass of 817 US Gallons of fuel at SG 0.78 is:
a) 2 412 kg;
b) 2 897 kg;
c) 3 965 kg.
3. The following figures apply to a runway:
Runway total length 4500 ft

Stopway 520 ft
Clearway 740 ft
Displaced threshold 220 ft.
The Landing Distance Available (LDA) is:
a) 4 280 ft;
b) 4 500 ft;
c) 5 240 ft.
4. The following figures apply to a runway:
Runway total length 4500 ft

Stopway 520 ft
Clearway 740 ft
Displaced threshold 220 ft.
The Take-Off Distance Available (TODA) is:
72
a) 4 500 ft;
b) 5 020 ft;
c) 5 240 ft.
5. Runway 06 at LANSERIA is 3048 metres in length.
The elevation of RWY 06L is 4517 ft.

The elevation of RWY 24R is 4393 ft.
The slope of RWY 24R is:
a) 2.15 %;
b) 1.63 %;
c) 1.24 %.
6. The weight measured at the landing gear of an aircraft are as follows:
Nose wheel (55 inches aft of datum) 475 Lbs.

Right main wheel (121 inches aft of datum)1046 Lbs.
Left main wheel (121 inches aft of datum)1040 Lbs.
The C of G of the aircraft is:
a) 104.6 inches;
b) 106.4 inches;
c) 108.8 inches.
7. The C of G of an aircraft is 196 inches aft of datum at an all up mass on

12 500 lbs. If 200 lbs. of baggage is moved from FS 325 to FS 120, the
new C of G will be:
a) 191 67 inches;
b) 192.72 inches;
c) 193.58 inches.
8. Aircraft Mass 12 000 Lbs.

Aft C of G limit 196.3 inches aft of datum.
The maximum mass that can be loaded at FS 325 without exceeding the
aft C of G limit is:
a) 307 Lbs.;
b) 342 Lbs.;
c) 386 Lbs.
73
9. A pallet 83 inches by 95 inches is to be loaded in a cargo aircraft. The
floor load limit of the aircraft is 169 Lbs. per square foot. If the pallet
mass is 88 Lbs. and the tie down equipment is 37 Lbs. the amount of
freight that may be loaded on the pallet is:
a) 9 128 Lbs.;
b) 9 156 Lbs.;
c) 9 244 Lbs.
10. FL 180 TAS 276 Kts WC -20 Kts Fuel Flow 716 Lbs/Hour
FL 220 TAS 271 Kts WC -15 Kts Fuel Flow 622 Lbs/Hour
FL 260 TAS 262 Kts WC -60 Kts Fuel Flow 534 Lbs/Hour
The most economical FL is:
a) FL 180;
b) FL 220;
c) FL 260.
11. An aircraft flying at FL 310, TAS 232 Kts, Fuel Flow 545 Lbs/Hour has a
performance of 0.355 GNM per LB.
a) 34 Kts Headwind;
b) 39 Kts Headwind;
c) 45 Kts Headwind.
12. An aeroplane flying at FL 310 at TAS 493 Kts obtains a performance of

46.06 ANM/1000 Kgs in zero wind conditions.
At FL 350 the TAS and performance is 48.6 ANM/1000Kgs.
It would be less economical to cruise at FL 350 against a headwind

component greater than:
a) 10 Kts;
b) 17 Kts;
c) 23 Kts.
13. Aircraft basic Empty Mass 8000 Lbs.

2 Pilots FS 129
2 Adult Pax FS 176
2 Adult Pax FS 215
1 Adult Pax FS 259
74
Baggage 250 Lbs. FS 320
Ignore fuel for start up and taxi
The C of G of the aircraft at Take-Off is:
a) 186.7 inches;
b) 188.2 inches;
c) 189.6 inches.
14. The wind component from A to PET is 35 Kts Headwind. The wind
component from the PET to B is 55 Kts Headwind. Distance A to B is
545 nm, TAS 300 Kts.
The distance of the PET from A is:
a) 272 nm;
b) 315 nm;
c) 347 nm.
15. The term VI means:
a) Take-Off Safety Speed;

b) Take-Off Decision Speed;
c) Take-Off Refusal Speed.
16. Airfield Pressure Altitude 5500 feet, temperature +19ºC, Aircraft Weight
10 800 Lbs. Headwind 13 Kts, Flaps 40%
According to graph 5-38 the Take-Off Ground Roll is:
a) 2 100 feet;
b) 2 500 feet;
c) 2 900 feet.
17. Airfield Pressure Altitude 5250 feet, temperature +23ºC, Field Length
4000 feet, Stopway 400 feet, Clearway 700 feet, Tailwind 5 Kts, Flaps
40%.
According to graph 5-39 the maximum take-off weight which satisfies the
accelerate –stop distance available for the conditions is:
a) 12 500 Lbs.;
b) 11 300 Lbs.;
c) 9 700 Lbs.
75
18. Climbing from 6000 feet pressure Altitude, OAT + 25ºC, to FL 270, OAT
–31ºC at initial climb weight of 11 500 Lbs.
Using graph 5-45 the Time, Fuel and Distance for the climb is:
a) 18 mins 190 Lbs. 44 nm;

b) 15 mins 180 Lbs. 45 nm;
c) 14 mins 200 Lbs. 57 nm.
19. Cruising at FL 210, OAT –12ºc, the recommended cruise power

according to graph 5-59 is:
a) 1855 FT/LBS.;
b) 1805 FT/LBS.;
c) 1745 FT/LBS.
20. The range of the EE-20 aeroplane cruising at FL 280 with a headwind
component of 35 Kts flying at recommended cruise power (graph 5-96)
a) 954 nm;
b) 863 nm;
c) 782 nm.
21. Enroute from WPT 6 to WPT 7 at FL 270, Temperature ISA +15ºC,

Distance 387 nm, Wind Component 35 Kts headwind, Aircraft Weight 11
500 Lbs., Recommended Cruise Power.
The fuel used for the sector according to tables 5-54 and 5-55 is:
a) 787 Lbs.,
b) 824 Lbs.,
c) 863 Lbs.
22.An EE-20 aeroplane, Take-Off weight 12 175 Lbs., CG 188.7 inches, with
490 US Gallons of fuel in tanks, SW 6.7 Lbs/US Gallons flies from X to Y.
If the trip fuel is 320 US Gallons the CG on landing at Y (table 6-14) is
a) 187.96 inches;
b) 188.37 inches;
c) 188.84 inches.
23. For a flight from A to B the Minimum Enroute Altitude is 19 500 feet
where the OAT is –12º and the area QNH is 995.6 hPa.
76
If the fuel used to the high ground 300 Lbs. the Maximum Take-Off
Weight from A according to graph 5-24 is:
a) 11 600 Lbs.;
b) 12 000 Lbs.;
c) 12 400 Lbs.
24. An obstacle 625 metres AMSL is 4 nm from zero of a runway whose

elevation is 1050 feet. According to graph 5-28 the Minimum Climb
Gradient required is:
a) 3.5%;
b) 4.0%;
c) 4.5%.
25. For and ILS approach to a runway at sea level, the altitude of an aircraft
on the glide slope overhead the Outer marker inbound is published as
1300 feet.
If the IAS is 90 Kts with 40 % Flaps the altimeter reading over the
Outer marker inbound on the glide slope should be. Use graph 5-
15.
a) 1263 feet;
b) 1278 feet;
c) 1337 feet.
26. According to graph 5-29, the indicated stall speed on the EE-20
aeroplane at 11 250 Lbs., Flaps Up and a 25º angle of bank:
a) 99 Kts;
b) 103 Kts;
c) 107 Kts.
77
ANNEX B
LOAD SHEETS
LOAD SHEET
ITEM Weight Arm Index Units
78
LOAD SHEET
79
LOAD SHEET
80
LOAD SHEET
81
LOAD SHEET
82
LOAD SHEET
83
LOAD SHEET
84
LOAD SHEET
85
LOAD SHEET
86
LOAD SHEET
87
LOAD SHEET
88
LOAD SHEET
89
LOAD SHEET
90
LOAD SHEET
91
LOAD SHEET
92
ANNEX C
ANSWERS TO QUESTIONS
Chapter 1
1 C
2 A
3 C
4 B
1. QNH 1025 5327 ft

11.8 x 30 = 354 ft
QNE 1013.2 4973 ft OAT +27°C DA 7446 ft by
calculator
2. QNH 995 1075 ft

18.2 x 30 = 546 ft
QNE 1013.2 1621 ft OAT +16°C DA 2116 ft by
calculator
3. 0600 Z DA 4055 ft
1400 Z DA 5748 ft DA increased by 1693 ft
Chapter 2
1 C
2 B
3 A
4 A
5 A
RWY 08 225 ft
RWY 26 185 ft ×
40 ft
6 B
RWY 10 431 ft ×
RWY 28 383 ft
48 ft
7 01 90,800,324
19 90,800,290
15 3450,1250,2750
33 3450,1400,1900
93
8 19kts
9 C
10 A
11 09
a. 1730
b. 1380
c. 1380
d. 1380
27
a. 2980
b. 1380
c. 2030
d. 1380
Chapter 4
1 B 25 B
2 A 26 B
3 C 27 B
4 C 28 C
5 C 29 C
6 B 30 A
7 B 31 C
8 C 32 A
9 C 33 B
10 C 34 C
11 A 35 B
12 B 36 A
13 C 37 C
14 C 38 A
15 B 39 A
16 A 40 A
17 C 41 C
18 B 42 B
19 A 43 B
20 C 44 C
21 B 45 C
22 C 46 B
23 A 47 C
24 B 48 A
49 B
Chapter 5 Set 1
1. A
2. B
94
3. C
4. A
5. A
6. B
7. C
8. A
9. B
10. A
Chapter 5 Set 2
1. C
2. B
3. A
4. A
5. C
6. A
7. B
8. B
9. A
10.B
11.A
Chapter 6
PET Q’s
1. C
2. B
3. B
4. B
5. A
6. A
1. GS O 158 Kts GSH 210 x 905 = PET 516nm

GS H 210 Kts GSH210 + GSO158
2. GS O 249 Kts GSH 233 x 1547 = PET 748 nm at GS

249
GS H 233 Kts GSH 233+ GSO 249 PET 3 hours
ETA 1215z
3. WC 45 HW GS 255 WC 60 HW GS
ON 240
95
WC 45 TW GS R 345 PET TAS 300
GSH 345 x 750 = PET 442nm

GSH 345+ DSO 240
4. B
412 nm
75 nm 239
nm
X
337 nm
A C
A to B GS O 240 GS H 310
B to C GS O 220 GS H 330
As A to B is the longer leg, the PET should occur before B.
B to C Dist 239 nm GS O 220 Time 1.0864 Hours

X to A GS H 310 Time 1.0864 Hours Dist
337 nm
GSH 310 x 75 = PET 42nm from X PET 379 from A

GSH 310 + GSO 240
Proof PET to A 379 nm GS R 310 Time 1.2226 Hours 1:13:21

sec
PET to B 33 nm GS O 240 Time 0.1375 Hours

B to C 239 nm GS O 220 Time 1.0864 Hours
1.2239 Hours 1:13:26
sec
96
5. 2 ENG TAS 280 GS O 261
1 ENG TAS 220 GS O 200 GS H 234
GS H 234 x 830 = PET 447.5 GS O 261

GS H 234 + GS O 200 Time 1 hr 43
mins
ETA 0943 Z
6. 2 ENG TAS 220 GS O 223

1 ENG TAS 185 GS O 187 GS R 172
GS H 172 x 884 =PET 423.5 Time 1 hr 54

GS O 223 mins
GS H 172 + GS O 187 ETA 1254Z
PNR QUESTIONS
1. C
2. B
3. A
4. B
1. GS O 275 GS H 214 x 4.25 HRS = PNR 1.8599 HRS GS O

275
GS H 214 GS H 214 + GS O 275 PNR = 512 nms
2. GS O 374 GS H 256 x 4.5 HRS = PNR 1.8286 HRS GS O

374
GS H 256 GS H 256 + GS O 374 PNR = 684 nms
3. .527 GNM/KG = 1.8975

.423 GNM/KG = 2.3641
1GNM O +H = 4.2616
7500KG = PNR 1760 nm
97
4.
A–B Distance 234 GS O 280 T 0.8357 Hours

B–A Distance 234 GS H 350 T 0.6686 Hours
______________
T 1.5043 Hours
B–C Distance 289 GS O 270 T 1.0704 Hours
C–B Distance 289 GS H 360 T 0.8028 Hours
______________
T 3.3775 Hours
C–D Distance 324 GS O 260 T 1.2462 Hours
D–C Distance 324 GS H 370 T 0.8757 Hours
______________
T 5.4994 Hours
Endurance T 0.5006 Hours
remaining
D–E GS O 250 GS H 380

GS H 380 _____________ X 0.5006 Hours = PNR
__ 0.3019 Hours
GS O 250 GS O 250
+ GS H 380 PNR
75nm
A – B 244nm + B – C 289nm + C – D 324nm + 75nm = PNR 922nm
Sample Exam
1. C
2. A
3. A
4. C
5. C
6. C
7. B
8. A
9. A
10. B
11. B
12. C
13. B
14. B
15. B
16. A
17. C
98
18. B
19. C
20. A
21. C
22. A
23. B
24. B
25. A
26. A
99

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Cpl. Flight Planning 96

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CPL FLIGHT PLANNING

CPL FLIGHT PLANNING

Annex A Sample Exams 70

Va Design manoeuvre speed. The maximum speed at which full

Vf Design flap speed. The highest speed at which flaps may be

Vfe Maximum flap extended speed.

Vle Maximum landing gear extended speed.

Vlo Maximum landing gear operating speed.

Vlof Lift off speed.

Vmca Minimum control speed - air.

Vmcg Minimum control speed - ground.

Vref: Landing reference speed (1.3 x Vso)

Vso Stall speed in the landing configuration.

Vsse Minimum intentional one-engine inoperative speed.

Vx Best angle of climb speed.

Vy Best rate of climb speed.

V1 Take-off decision speed.

V2 Take-off safety speed.

OAT Outside Air Temperature (corrected)

TAT Total Air Temperature. Measured by a Rosemount Probe.

RAT Ram Air Temperature.

Pressure Alt Height above the 1013.25 hPa level

To calculate density altitude, convert airfield elevation to pressure

Pressure Altitude 2915 feet QNE 1013 hPa

Conversion factors Use the pathfinder, whiz wheel or a calculator.

1 Imperial Gallon = 1.201 US Gallons

SEMI-CIRCULAR FLIGHT LEVELS

BASED ON MAGNETIC TRACKS

1. Airfield Elevation 5327 Feet,

2. Airfield Elevation 1075 feet,

3. At 0600 Z the temperature at an airfield (Pressure Altitude 3575 feet)

4. At an airfield where the Relative Humidity is high the :-

(a) Take-Off performance of an aircraft will be enhanced,

There are two methods to determine the Density Altitude of an airfield

Method 1 Using the Electronic Flight Computer

Method 2 Calculate the temperature deviation between the actual

CONVERSION OF hPa TO INCHES OF MERCURY (“Hg)

There is no complex formula involved; it is simply by linear interpolation . You

 It must be at least 300 ft wide on either side of the extended centre-line;

DECLARED RUNWAY DISTANCES as specified by ICAO

TAKE-OFF RUN AVAILABLE (TORA)

ACCELERATE STOP DISTANCE AVAILABLE (ASDA)

LANDING DISTANCE AVAILABLE (LDA)

RUNWA TORA ASDA TODA LDA

RUNWAY SURFACE CONDITIONS

An uphill slope requires a longer take-off run, and therefore, a possible

LANSERIA RWY 06L Threshold Elevation 4517 feet

To calculate runway slope: ×

A tailwind component at take-off increases the amount of runway required for

CLIMB or WAT (Weight Altitude Temperature) LIMIT

PERFORMANCE CLASSIFICATION NUMBER (PCN) and

The performance classification number for a runway is an expression of its

BRAKE ENERGY LIMIT

TYRE SPEED LIMIT

Graph on page 5-28 (Smaller graph on the right of the page).

Enter with the horizontal distance from Reference Zero figure.

In this case its: 3000ft

Use the graphs on pages 5-37 and 5-41.

Answers: 0% flap = 40% flap =

Example 2 ( 5-28, 5-37)

Example 3 (5-28, 5-37)

PARIS/CHARLES DE GAULLE LFPG 03/09-18Z 02033KT CAVOK TEMPO

STAVANGER ENZV 03/09-18Z 33015G25KT 9999 FEW015 SCT040