erj-170 aircraft performance manual - … erj-170 performance manual page ror-1 ror.2 record of...

ERJ-170AIRCRAFT

PERFORMANCEMANUAL

OPS-07C

This Page Intentionally Left Blank

ERJ-170 PERFORMANCE MANUAL

PAGE HGH-1

HGH.1 HIGHLIGHTS

Revision 5 Highlights

Chapter 1 has been revised to adapt the policies of the Corporate Organization Manual, Revision 1.

3.2.2.1 - 3.2.2.14 - New Graphics with ACARS Sections Included

3.3.1.1 - Updated Dates and Sequence Number for new ACARS TLR Example.

3.3.1.2 D - Updated Graphic. Replaced NOTE in graphic with aWARNING BOX

3.3.3 B - Removed T/O-2 reference as it is not utilized currently.

3.3.3 C - Removed T/O-2 reference as it is not utilized currently.

3.3.3 F - Removed T/O-2 reference as it is not utilized currently.

3.3.4 E - New statement on current policy.

3.3.5 - Removed all references to Engine Anti-Ice only.

3.3.6 - New Section. ACARS Runways Section

3.3.7 - New Section. ACARS Takeoff Performance Section.

3.3.8 - Updated with current guidance. Added procedure to use lower

V-Speeds than in single section data.

OPS-07C Revision 05 01SEP2008

PAGE HGH-2 ERJ-170 PERFORMANCE MANUAL


OPS-07CRevision 03 01MAR2007


PAGE ROR-1

ROR.2 RECORD OF REVISIONS

Insert and remove pages as indicated on the revision cover letter.Follow the guidance in Chapter 1 for the insertion and recording of manual and bulletin revisions.For missing pages, contact the Manager of Technical Publications.

Rev. No. Effective Date Initials Rev. No. Effective Date Initials

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02 15FEB2007 KC/LS 27

03 01MAR2007 KC/LS 28

04 15MAR2008 AB 29

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OPS-07COriginal 29AUG2005


PAGE BUL-1

BUL.4 RECORD OF BULLETINS

Insert Bulletins in chronological orderFollow the guidance in Chapter 1 for the insertion and deletion of bulletin.For missing Bulletins contact the Manager of Technical Publication

BulletinNumber

Effective Date Initials Subject

(Remarks)Date

Removed

08-01 09-01-08 BAC Optimum V2

OPS-07C Revision 04 15MAR2008

PAGE BUL-2 ERJ-170 PERFORMANCE MANUAL

BulletinNumber

Effective Date Initials Subject

(Remarks)Date

Removed



PAGE CMT-1

CMT.3 COMMENT REPORT

Please complete this form to transmit your comments, questions, or suggestions concerning all Republic Air-lines', vendors’ or manufacturers’ manuals or documentation. Attach any reference pages, marking area where changes or questions apply. Send to the Manager of Technical Publications for distribution to the appropriate responsible Director.

Name

Base Emp ID # Position Department

Box # Email address Date submitted

Material Unclear: Chapter Page

Suggestions for improvement

Material Incorrect Chapter Page

Correction:

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Subject

Additional comments (attach additional sheets or resources as necessary)

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___ Approved for consideration via RAF-102 Technical Publication Change Request Form.

___ No action warranted. Proposal is rejected.

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PAGE CMT-2 ERJ-170 PERFORMANCE MANUAL

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Technical PublicationsRepublic Airlines

2825 W. Perimeter Road, Box 115Indianapolis, IN 46241

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


OPS-07C

INX-1ERJ-170 PERFORMANCEMANUAL

INX.6 INDEX

Numerics121.173(b) ........................................... 2-2121.189 ............................................... 2-8121.189(d) ........................................... 2-3121.191(a) ........................................... 2-4121.191(a)(1) ....................................... 2-4121.191(a)(2) ....................................... 2-4121.197 ............................................... 2-5

AAeroData Aircraft Performance ........... 3-1Aircraft Performance Data Compute Server System .....................................3-1

CCruise - Flight Level .......................... 5-10

DDemonstrated Crosswind .................... 4-1Departure Procedures .........................3-2Driftdown ......................................... 10-17Driftdown Table ................................... 4-5

EEngine Failure Takeoff Path ................ 3-2

FFinal Segment Speed .......................... 4-4Flight Planning .....................................5-1

GGeneral ................................................3-1

HHolding ............................................10-21

IIntroduction .......................................... 3-1

LLanding Distance ............................... 4-14Landing Speed Charts .........................4-8Long Range Cruise .............................5-2

MMinimum V-Speeds .............................4-3

NNet Ceiling ...........................................4-7

OObstacle Departure Procedure ............3-4One Engine Inoperative .....................10-1

QQuick Turn Around .............................4-17

SSID .......................................................3-3Standard Instrument Departures .........3-3

TTakeoff and Landing Report ................3-5the Internal Evaluation Program ..........1-7

UUsing the TLR for Takeoff ..................3-10

WWeight Charts ....................................4-12Wind Component Chart .......................4-1

Revision 05 01SEP2008

OPS-07C

INX-2

ERJ-170 PERFORMANCEMANUAL




PAGE TOC-1

TOC.7 TABLE OF CONTENTS

HGH.1 Highlights ...................................................................................... HGH-1ROR.2 Record of Revisions ........................................................................ROR-1BUL.4 Record of Bulletins .........................................................................BUL-1CMT.3 Comment Report ........................................................................... CMT-1LEP.5 List of Effective Pages ......................................................................LEP-1INX.6 Index .................................................................................................INX-1TOC.7 Table of Contents ............................................................................TOC-1

Chapter 1: Manual Administration1.1 Flight Crewmember User Manual ..............................................................1-11.2 Management Controls .................................................................................1-11.3 Availability of This Manual ........................................................................1-21.4 Compliance with This Manual ....................................................................1-21.5 Maintenance and Ownership of Manual .....................................................1-21.6 Posting Revisions to This Manual ..............................................................1-3

1.6.1 Insertion of Revisions ..............................................................................1-31.6.2 Insertion of List of Effective Pages [LEP] ..............................................1-31.6.3 Identifying Revisions ...............................................................................1-31.6.4 Recording Revision Insertion ..................................................................1-31.6.5 Disposal of Pages ....................................................................................1-31.6.6 Proposing Revisions ................................................................................1-4

1.7 Posting of Bulletins to This Manual ...........................................................1-41.8 Rules of Construction .................................................................................1-41.9 Positioning of Manual Content ...................................................................1-41.10 Use of Notes, Cautions and Warnings ......................................................1-4

1.10.1 Notes ........................................................................................................1-51.10.2 Imperative Emphasis Note ......................................................................1-51.10.3 Cautions ...................................................................................................1-51.10.4 Warnings ..................................................................................................1-5

1.11 If-Then Boxes ..........................................................................................1-61.12 Overall Quality and Content of Manual ...................................................1-6

1.12.1 Responsibility ..........................................................................................1-61.12.2 Delegated Authority ................................................................................1-61.12.3 Interfaces for Manual Consistency ..........................................................1-61.12.4 Process Measurement ..............................................................................1-7

Chapter 2: Aircraft Performance - General2.1 Overview .....................................................................................................2-12.2 General Performance ..................................................................................2-22.3 Regulatory Requirements ...........................................................................2-32.4 Aircraft Performance ..................................................................................2-6


PAGE TOC-2 ERJ-170 PERFORMANCE MANUAL

2.5 AeroData Introduction ................................................................................ 2-62.6 Takeoff - General ........................................................................................ 2-82.7 Procedures for Determining Maximum Allowable Takeoff Weight .......... 2-9

2.7.2 Limiting Weights ...................................................................................2-102.7.4 Performance Considerations Prior to Departure ....................................2-112.7.5 Method One: Max Power Takeoff .........................................................2-122.7.6 Method Two: Reduced Power Takeoff (Flex) .......................................2-12

2.8 En-route Performance - Net Ceiling ......................................................... 2-122.8.1 Net Ceiling Procedures ..........................................................................2-12

2.9 Driftdown & Performance ........................................................................ 2-132.9.1 Pilot Flying Procedures .........................................................................2-142.9.2 Pilot Monitoring Procedures ..................................................................2-14

2.10 Landing Performance ............................................................................. 2-142.10.1 Landing Weight Procedures ..................................................................2-15

2.11 Performance Definitions ......................................................................... 2-15

Chapter 3: AeroData Aircraft Performance3.1 Introduction ................................................................................................ 3-1

3.1.1 General .....................................................................................................3-13.1.2 Aircraft Performance Data Compute Server System ...............................3-13.1.3 Departure Procedures ...............................................................................3-2

3.2 Takeoff and Landing Report ...................................................................... 3-53.2.1 Overview ..................................................................................................3-5

3.3 Using the TLR for Takeoff ....................................................................... 3-103.3.1 TLR Applicability ..................................................................................3-103.3.2 Determining Maximum Allowable Takeoff Weight .............................3-173.3.3 Determining Takeoff Power Settings ....................................................3-183.3.4 Determining V Speeds ...........................................................................3-203.3.5 Anti-Ice Corrections ..............................................................................3-213.3.6 ACARS Runways Section .....................................................................3-213.3.7 ACARS Takeoff Performance Section ..................................................3-223.3.8 Contaminated Runway Data ..................................................................3-25

3.4 Using the TLR for Landing ...................................................................... 3-293.4.1 Landing Data .........................................................................................3-293.4.2 Anti-Ice Corrections ..............................................................................3-32

3.5 Driftdown Performance ............................................................................ 3-333.5.1 Method 1 ................................................................................................3-333.5.2 Method 2 ................................................................................................3-34

Chapter 4: Data Cards4.1 Crosswind Performance .............................................................................. 4-1

4.1.1 Demonstrated Crosswind .........................................................................4-14.1.2 Using the Wind Component Chart ..........................................................4-14.1.3 Wind Component Chart ...........................................................................4-2

OPS-07CRevision 05 01SEP2008


PAGE TOC-3

4.2 ERJ-170 Aircraft .........................................................................................4-34.2.1 Speed Charts ............................................................................................4-34.2.2 Driftdown Tables .....................................................................................4-54.2.3 Net Ceiling ...............................................................................................4-74.2.4 Landing Speed Charts ..............................................................................4-84.2.5 Weight Charts ........................................................................................4-124.2.6 Landing Distance ...................................................................................4-144.2.7 Quick Turn Around Weight Table ........................................................4-17

4.3 ERJ-175 Aircraft .......................................................................................4-224.3.1 Speed Charts ..........................................................................................4-224.3.2 Driftdown Tables ...................................................................................4-244.3.3 Net Ceiling .............................................................................................4-264.3.4 Landing Speed Charts ............................................................................4-274.3.5 Weight Charts ........................................................................................4-324.3.6 Landing Distance ...................................................................................4-34

Chapter 5: Flight Planning5.1 General ........................................................................................................5-1

5.1.1 170 Trip Fuel — Long Range Cruise .....................................................5-25.1.2 170 Trip Time — Long Range Cruise ....................................................5-35.1.3 170 Trip Fuel — Mach 0.78 Cruise ........................................................5-45.1.4 170 Trip Time — Mach 0.78 Cruise ......................................................5-55.1.5 175 Trip Fuel — Long Range Cruise ......................................................5-65.1.6 175 Trip Time — Long Range Cruise .....................................................5-75.1.7 175 Trip Fuel — Mach 0.78 Cruise .........................................................5-85.1.8 175 Trip Time — Mach 0.78 Cruise .......................................................5-9

5.2 Cruise - Flight Level Table .......................................................................5-105.2.1 170 Flight Level - Long Range Cruise ..................................................5-115.2.2 170 Flight Level - Mach 0.78 Cruise .....................................................5-125.2.3 175 Flight Level - Long Range Cruise ..................................................5-135.2.4 175 Flight Level - Mach 0.78 Cruise .....................................................5-14

5.3 Cruise - Altitude Capability Table ............................................................5-155.3.1 170 Cruise Altitude Capability - Long Range Cruise ...........................5-155.3.2 170 Cruise Altitude Capability - Mach 0.78 Cruise ..............................5-165.3.3 175 Cruise Altitude Capability - Long Range Cruise ...........................5-175.3.4 175 Cruise Altitude Capability - Mach 0.78 Cruise ..............................5-18

5.4 Engine Fuel Consumption ........................................................................5-19

Chapter 6: Climb Planning6.1 Climb ..........................................................................................................6-1

6.1.1 170 Climb Planning - All Engines Oerating ............................................6-26.1.2 175 Climb Planning – All Engines Operating .......................................6-39


PAGE TOC-4 ERJ-170 PERFORMANCE MANUAL

Chapter 7: Cruise Planning7.1 Cruise - LRC and Mach .78 ........................................................................ 7-1

7.1.1 170 Long Range Cruise ...........................................................................7-27.1.2 170 Mach 0.78 .......................................................................................7-187.1.3 175 Long Range Cruise .........................................................................7-247.1.4 175 Mach 0.78 .......................................................................................7-40

Chapter 8: Descent Planning

8.1 Descent ....................................................................................................... 8-18.1.1 170 Descent - All Engines Operating ......................................................8-28.1.2 175 Descent - All Engines Operating ......................................................8-4

Chapter 9: Holding

9.1 Holding ....................................................................................................... 9-19.1.1 ERJ-170 - Holding - All Engines Operating ............................................9-29.1.2 ERJ -175 - Holding - All Engines Operating .........................................9-11

Chapter 10: One Engine Inop Performance

10.1 One Engine Inoperative Performance ..................................................... 10-110.2 Cruise Tables .......................................................................................... 10-1

10.2.1 ERJ-170 - Long Range Cruise - One Engine Inoperative .....................10-210.2.1 ERJ-175 - Long Range Cruise - One Engine Inoperative .................10-10

10.3 Driftdown Table ................................................................................... 10-1710.3.1 170 Driftdown Tables ..........................................................................10-1710.3.2 175 Driftdown Tables ..........................................................................10-19

10.4 Holding ................................................................................................. 10-2110.4.1 ERJ-170 - Holding - One Engine Inoperative ...................................10-2210.4.2 ERJ-175 - Holding - One Engine Inoperative ...................................10-31



PAGE 1-1

121.137(a)(2)

Chapter 1Manual Administration

The purpose of this Chapter is to provide guidance for the—

Availability of this manual.Compliance with this manual.Revision of this manual.Understanding of the manual formatting.Application of standard symbols or methods.

1.1 FLIGHT CREWMEMBER USER MANUAL

A. The ERJ-170 Performance Manual is a user manual for flight crewmembers.

B. This manual contains the performance information that is to be used for the operation of Republic Airlines’ ERJ-170 aircraft. All references to the ERJ-170 include the ERJ-175 unless specifically identified as ERJ-170 or ERJ-175 specific.

C. This manual is distributed and assigned to all flight crewmembers.

1.2 MANAGEMENT CONTROLS

A. A management control is defined as a task or procedural step specifically identified by management as requiring a special action on the part of the employee to ensure that the work product meets the required/identified standards of completion.

B. The points within the policies and procedures designated as “controls” by management are identified by the symbol ⌦. All employees (whether directly employed by Republic Airlines or by contract) are expected to exercise special care to ensure that the work product meets Republic Airlines’ standards.

NO

TE

The ERJ-170 Performance Manual is accepted by the FAA. Where a FAR is referenced in this manual, compliance with the written procedures will be in compliance with the FAR.

NO

TE

A user manual is supplementary to a primary user manual. It is defined as a manual that contains policies, procedures, information and instructions for specialized functions or series of tasks in the conduct of that person’s assigned duties.


2 ERJ-170 PERFORMANCE MANUAL

.137(b)

.137(b)

C. To further emphasize the need for the employee to exercise special care, the words “confirm” or “verify” will be used in conjunction with this symbol.

1.3 AVAILABILITY OF THIS MANUAL

A. This manual must be available and immediately accessible to the flight crewmembers when performing their assigned duties for Republic Airlines’ aircraft.

B. To comply with this policy, each flight crewmember must carry this manual with them in their flight kit.

1.4 COMPLIANCE WITH THIS MANUAL

A. Each assigned user will comply with the policies and procedures provided in this manual. New or updated standards, policies and procedures will be communicated by published bulletins. These changes should be adhered to until permanently placed in the manual by revision.

B. ⌦ Should the user identify any policy or procedure that might not consistent with the FARs, that information should be communicated to their supervisor and the Manager of Technical Publications.

1.5 MAINTENANCE AND OWNERSHIP OF MANUAL

Reference: Reference: FAR 135.137

A. This manual must be maintained in a current status by the assigned user in accordance with the policies and procedures specified in this Chapter.

B. This manual is considered the property of the company and must be relinquished to Republic Airlines in the event of the user’s retirement, termination, transfer or contract termination.

C. The content of this manual, as in every Republic Airlines manual, is managed and updated by the Manager of Technical Publications and is the express property of Republic Airlines, Inc.

121

NO

TE Following the policies and proce-

dures of this manual will ensure compliance with the Federal Avia-tion Regulations.

NO

TE Persons performing company

duties without this manual in cur-rent status will be subject to com-pany disciplinary and/or FAA enforcement action.

121



PAGE 1-3

2.1.1[1-5]

1.6 POSTING REVISIONS TO THIS MANUAL

1.6.1 INSERTION OF REVISIONS

A. The most current revision of the ERJ-170 Performance Manual is posted at www.flyrw.com.

B. Revisions will be forwarded to all persons and organizations on the Technical Publications distribution list for this manual.

C. ⌦ Regardless of personal schedules, the user of this manual is required to confirm to Technical Publications his receipt of manual updating materials and his review and insertion of those materials in his manual on or before the revision’seffective date.

D. Users must insert all revisions prior to starting their first duty period and prior to attending any associated briefings.

E. A revision may be inserted and recorded as soon as it is received.

1.6.2 INSERTION OF LIST OF EFFECTIVE PAGES [LEP]A. An LEP will be issued for the original and all revisions to this

manual.

B. The LEP is required by the Federal Aviation Administration as a controlling reference for the page currency of the manual.

C. ⌦Use the LEP to verify that all pages of the manual are current.

D. Only the most current LEP should be retained in the manual.

1.6.3 IDENTIFYING REVISIONS

See Chapter 1 of the Corporate Organization Manual.

1.6.4 RECORDING REVISION INSERTION

To indicate review and insertion of a revision, the user must record the revision’s effective date and their initials after the appropriate revision number on the Record of Revisions page located in the front of the manual.

1.6.5 DISPOSAL OF PAGES

A. The manual holder must destroy and discard out-of-date pages and the new revision summary pages/revisions checklist.

B. ⌦Verify that all out-of-date pages are irretrievably destroyed by shredding, cutting, tearing or some other form of destruction, such that the information cannot be successfully pieced together.

NO

TE The manual holder must not dis-

card pages in hotel, airport or other public area trash recepta-cles.



1.6.6 PROPOSING REVISIONS

See Chapter 1 of the Corporate Orgganization Manual

1.7 POSTING OF BULLETINS TO THIS MANUAL

A. Should circumstances require that a special revision be accomplished on a time-critical basis, a bulletin may be issued to this manual. To indicate review and insertion of such a bulletin, the assigned user must record the bulletin effective date and their initials after the appropriate bulletin number on the Record of Bulletins page.

Bulletins will be printed on yellow paper and will include detailed instructions for insertion at the appropriate place in the manual.

B. When the information contained in a bulletin is incorporated into the normal text of the manual, the assigned users are instructed on a revision summary to remove the bulletin pages.

C. To indicate removal, users must record the date the bulletin is removed on the Record of Bulletins page.

D. Users must insert all bulletins prior to starting their first duty period and prior to attending any associated briefings.

1.8 RULES OF CONSTRUCTION


1.9 POSITIONING OF MANUAL CONTENT


1.10 USE OF NOTES, CAUTIONS AND WARNINGS

These additions to the text are used to highlight or emphasize important points when necessary. They call attention of the user about safety and precautionary or additional information to make the job safe, easier and efficient.

NO

TE The disposal procedures specified

for the manual revisions also apply to outdated bulletins.



PAGE 1-5

1.10.1 NOTES

A. Notes provide amplified information, instruction, or emphasis (see example).

B. Notes call attention to methods that enable a user to perform a job easier or wiser.

C. If a Note applies to consecutive procedural steps, it is placed under the topic heading for those steps.

1.10.2 IMPERATIVE EMPHASIS NOTE

A. Imperative Emphasis Notes are used to emphasize the necessity to comply with the text provided (see example).

B. This display is used when the text is important, but does not meet the criteria for a caution or warning.

1.10.3 CAUTIONS

A. Cautions are instructions about hazards that, if ignored, could result in damage to an aircraft component or system (see example).

B. Cautions specify methods and procedures that must be followed to avoid damage to equipment.

C. If the caution applies to consecutive subtasks/steps, it is placed before the first subtask/step.

D. If the caution applies to several, non-consecutive subtasks/steps, it is placed before the applicable subtask/step.

1.10.4 WARNINGSWarnings are instructions about hazards that, if ignored, could result in injury, loss of aircraft control or loss of life (see example).

NO

TE

A “NOTE” is identified and dis-played in this type of box.

An “IMPERATIVE NOTE” is identified and displayed in this type of box.

A “CAUTION” is identified and displayed in this type of box.

A “WARNING” is identified and displayed in this type of box.



1.11 IF-THEN BOXES

See Chapter 1 of the Corporate Organization Manual

1.12 OVERALL QUALITY AND CONTENT OF MANUAL

1.12.1 RESPONSIBILITY The Director of Operations (DO) is responsible and answerable for the content and quality of the ERJ-170 Aircraft Performance Manual.

1.12.2 DELEGATED AUTHORITY

A. The Director of Operations has delegated to the ERJ-170 Program Manager the authority to authorize revisions to this manual provided that these revisions are acceptable to the FAA Principal Operations Inspector prior to use for Republic operations.

B. The Director of Operations has delegated to the ERJ-170 Program Manager the authority to propose, in draft, revisions to the policies and procedures of this manual. Such proposals must have been coordinated with the Manager of Technical Publications, and Manager of Training prior to the final draft of that proposal.

C. The Director of Operations has delegated to the ERJ-170 Program Manager the authority to implement, train and audit the procedures in this program.

1.12.3 INTERFACES FOR MANUAL CONSISTENCY

A. This manual contains the policies and procedures for the conduct of activities performed or supervised by Republic or contractor personnel.

B. ERJ-170 Program Manager is responsible for ensuring that this manual has been interfaced properly with policy and procedures for parallel tasks that are performed by other specialities and included in other manuals.



PAGE 1-7

C. The appropriate manual and/or document reference for use by the identified technical persons involved in processes that interface with this manual are listed below—

1.12.4 PROCESS MEASUREMENT

The following overall process measurement actions will be taken with respect to the ERJ-170 Performance Manual policies and procedures.

A. Republic Airlines has established the Internal Evaluation Program (IEP) to monitor and analyze the performance and effectiveness of its Flight Operations programs.

1) The Director of Safety will ensure that Republic Airlines and the companies that it contracts with to conduct IEP audits will conduct their evaluations in accordance with the IEP Manual on a regularly scheduled basis.

2) IEP audits will evaluate the performance and effectiveness of Flight Operations programs in producing the desired results, including those functions performed by other contracted companies.

3) The Internal Evaluation Program does not relieve each department of its own responsibility to conduct ongoing evaluations of their own procedures to ensure compliance with Republic Airlines’ Policy, the Code of Federal Regulations and other external requirements.

B. The Flight Operations IEP Audit focuses on process measurements in the following categories—

1) Flight Operations Audit Checklist

(a) Director of Operations

(b) Chief Pilot

(c) Passenger Handling

(d) Flight Attendant Duties/Cabin Procedures

Flight Crewmembers ERJ-170 Performance Manual, OPS-07CERJ-170 Standard Operating Procedures, OPS-07A

Ground Instructors ERJ-170 Performance Manual, OPS-07CERJ-170 Standard Operating Procedures, OPS-07A

Flight Instructors ERJ-170 Performance Manual, OPS-07CERJ-170 Standard Operating Procedures, OPS-07A

Check AirmenERJ-170 Performance Manual, OPS-07CERJ-170 Standard Operating Procedures, OPS-07A, OPS-07A

Operations TrainingFlight Ops Training Manual, OPS-06AFlight Crew Training Manual, OPS-06BERJ-170 Standard Operating Procedures, OPS-07A

Director of Safety Internal Evaluation Program, APM-08



(e) Airman Duties/Flight Deck Procedures

(f) Operational Control

(g) Carry-On Baggage

(h) De-icing

(i) Carriage of Cargo

(j) Aircraft Performance Operating Limitations

(k) Lower Landing Minimums

(l) Computer Based Record Keeping System

(m) Hazardous Materials/Dangerous Goods Program

(n) Other Personnel with Operational Control

(o) Dispatch or Flight Release

(p) Flight/Load Manifest/Weight and Balance Control

(q) MEL/CDL Procedures

End of Chapter



PAGE 2-1

Chapter 2Aircraft Performance - General

2.1 OVERVIEW

2.1.1 RESPONSIBILITY

A. The Director of Operations is responsible and answerable for the content and quality of the ERJ-170 performance data provided by AeroData.

B. The Captain is responsible for ensuring the airplane is operated in accordance with all of the applicable requirements and limitations derived from this manual.

2.1.2 AUTHORITY

A. The Director of Operations has delegated to the Manager of SOC and the Chief Pilot the authority to propose, in draft, revisions to the policies and procedures of the performance vendor.

B. The Director of Operations has delegated to the Manager of SOC, the Chief Pilot, and The Manager of Flight Training the authority to implement, train and audit the performance vendor’s data.

C. The Chief Pilot will advise the Director of Operations in writing of the changes to the system to improve the quality and content.

2.1.3 CONTROLS

The management controls are identified within the procedures by the symbol ⌦ beneath the number of the procedural step. All technical personnel must understand that this assigns the responsibility for verifying that the previous person in the overall procedures has accomplished their duties in accordance with company standards and guidelines.

2.1.4 INTERFACES

A. This Chapter contains the source procedures for ground personnel in the accomplishment of their duties. They are interfaced with the flight crew procedures in Chapter 6.

B. There are technical chapter references in this Chapter which involve the following persons in our company. The appropriate manual and/or document reference (containing the applicable procedure) for use



by the identified technical persons involved in the process are cited here.

2.2 GENERAL PERFORMANCE

Reference: 121.173, 121.197

A. Performance data for the ERJ-170 is provided by AeroData and information derived from the FAA approved Embraer Airplane Flight Manual.

B. All takeoff weights are predicated upon compliance with the FAR 121.189 and the Embraer manufacturer’s Airplane Flight Manual.

C. Republic Airlines requires that all turbine-engine powered airplanes operate in accordance with FAR 121.189-121.197;FAR 121.173(b).

D. For purposes of this section, "effective length of the runway" for landing means the distance from the point at which the obstruction clearance plane associated with the approach end of the runway intersects the centerline of the runway to the far end thereof.

E. For the purposes of this section, "obstruction clearance plane" means a plane sloping upward from the runway at a slope of 1:20 to the horizontal, and tangent to or clearing all obstructions within a specified area surrounding the runway as shown in a profile view of that area. In the plan view, the centerline of the specified area coincides with the centerline of the runway, beginning at the point where the obstruction clearance plane intersects the centerline of the runway and proceeding to a point at least 1,500 feet from the beginning point. Thereafter the centerline coincides with the takeoff path over the ground for the runway (in the case of takeoffs) or with the instrument approach counterpart (for landings), or, where the applicable one of these paths has not been established, it proceeds consistent with turns of at least 4,000 foot radius until a point is reached beyond which the obstruction clearance plane clears all obstructions. This area extends laterally 200 feet on each side of the centerline at the point where the obstruction clearance plane intersects the runway and continues at this width to the end of the runway; then it increases uniformly to 500 feet on each side of the

Pilot In Command Flight Operations Manual

Aircraft Dispatcher Dispatch Procedures Manual

Chief Pilot Flight Operations Manual

Manager of SOC Dispatch Procedures Manual

Manager of Flight Training Flight Operations Training Manual



PAGE 2-3

121.189(d)]

121.189(e)]

centerline at a point 1,500 feet from the intersection of the obstruction clearance plane with the runway; thereafter it extends laterally 500 feet on each side of the centerline.

2.3 REGULATORY REQUIREMENTS

Reference: 121.189, 121.191

2.3.1 TAKEOFF LIMITATIONS

A. No person operating a turbine-engine powered airplane may takeoff that airplane at a weight greater than that listed in the Airplane Flight Manual for the elevation of the airport and ambient temperature existing at takeoff.

B. For aircraft certificated after September 30, 1958, the takeoff distance may include a clearway distance, but the clearway distance included may not be greater than one-half of the takeoff run.

C. No person operating a turbine-engine powered aircraft certificated after August 29, 1959, may takeoff that aircraft at a weight greater than that listed in the Airplane Flight Manual at which compliance with the following may be shown—

1) The accelerated-stop distance must not exceed the length of the runway plus the length of any stopway.

2) The takeoff distance must not exceed the length of the runway plus the length of any clearway, except that the length of any clearway included must not be greater than one-half the length of the runway.

3) The takeoff run must not be greater than the length of the runway.

D. No person operating a turbine-engine powered transport category aircraft may takeoff at a weight greater than that listed in the Airplane Flight Manual.

1) Aircraft certificated after September 30, 1958, allow a net takeoff flight path that clears all obstacles either by a height of at least 35 feet vertically, or by at least 200 feet horizontally within the airport boundaries and by at least 300 feet horizontally after passing the boundaries.

E. In determining maximum weights, minimum distances, and flight paths, correction must be made for the runway to be used, the elevation of the airport, the effective runway gradient, the ambient temperature and wind component at the time of takeoff, and, if operating limitations exist for the minimum distances required for takeoff from wet runways, the runway surface condition (dry or wet).

1) Wet runway distances associated with grooved or porous friction course runways, if provided in the Airplane Flight Manual, may



.189(f)

.189(g)

.191(a)

.191(b)

be used only for runways that are grooved or treated with a porous friction course (PFC) overlay, and that the operator determines are designed, constructed, and maintained in a manner acceptable to the Administrator.

F. For the purposes of this section, it is assumed that the airplane is not banked before reaching a height of 50 feet, as shown by the takeoff path or net takeoff flight path data (as appropriate) in the Airplane Flight Manual, and thereafter that the maximum bank is not more than 15 degrees.

G. For the purposes of this section the terms, takeoff distance, takeoff run, net takeoff flight path and takeoff path have the same meanings as set forth in the rules under which the airplane was certificated.

2.3.2 EN-ROUTE LIMITATIONS: ONE ENGINE INOPERATIVE Reference: FAR 121.191

A. No person operating a turbine-engine powered airplane may takeoff at a weight that is greater than that which will maintain a positive slope at an altitude of at least 1,000 feet above all terrain and obstructions within 5 statute miles of the intended track. The pilot will determine this from the information contained in this section.

or

B. No person operating a turbine-engine powered airplane may takeoff at a weight that is greater than that which allows the airplane to continue flight from the cruising altitude to an airport where a landing can be made at an alternate airport, clearing all terrain and obstructions within five statute miles of the intended track by at least 2,000 feet vertically and with a positive slope at 1,000 feet above the airport where the airplane lands after an engine fails, or, with a positive slope at 1,500 feet above the airport where the airplane lands after an engine fails. For the purposes of this paragraph, it is assumed that—

1) The engine fails at the most critical point en-route;

2) The airplane passes over the critical obstruction, after engine failure at a point that is no closer to the obstruction than the nearest approved radio navigation fix, unless the Administrator authorizes a different procedure based on adequate operational safeguards;

3) An approved method is used to allow for adverse winds;

4) The alternate airport is specified in the dispatch or flight release and meets the prescribed weather minimums; and

5) The consumption of fuel and oil after engine failure is the same as the consumption that is allowed for in the approved net flight path data in the Airplane Flight Manual.

121]

121]

121]

121]



PAGE 2-5

121.195(a)]

121.195(b)]

121.195(d)]

121.195(e)]

121.195(b)]

2.3.3 LANDING LIMITATIONS DESTINATION AIRPORTS Reference: FAR 121.195

A. No person operating a turbine-engine powered aircraft may takeoff that aircraft at such a weight that the weight of the aircraft on arrival would exceed the landing weight set forth in the Airplane Flight Manual for the elevation of the destination or alternate airport and the ambient temperature anticipated at the time of landing.

B. No person operating a turbine-engine powered aircraft may takeoff that aircraft unless its weight on arrival would allow a full stop landing at the destination airport within 60 percent of the effective length of each runway described below from a point 50 feet above the intersection of the obstruction clearance plane and the runway. For determining the allowable landing weight at the destination airport the following is assumed—

The aircraft is landed on the most favorable runway and in the most favorable direction, still air.The aircraft is landed on the most suitable runway considering the probable wind velocity and direction.

C. No person may takeoff a turbo-engine powered aircraft when the appropriate weather reports and forecasts, or combination thereof, indicate that the runways at the destination airport may be wet or slippery at the estimated time of arrival unless the effective runway length at the destination airport is at least 115 percent of the runway length required of paragraph 2.3.3B above.

D. A turbojet powered aircraft that would be prohibited from taking off because it could not meet the requirements of paragraph 2.3.3.B. above may takeoff if an alternate airport is specified that meets the requirements of paragraph 2.3.3.B. above.

2.3.4 LANDING LIMITATIONS ALTERNATE AIRPORT Reference: FAR 121.195

No person may list an airport as an alternate airport in a dispatch or flight release for a turbine-engine powered airplane unless (based on the assumptions in FAR 121.195 (b)) that airplane, at the weight anticipated at the time of arrival, can be brought to a full stop landing within 60 percent of the effective length of the runway from a point 50 feet above the intersection of the obstruction clearance plane and the runway. In the case of an alternate airport for departure, as provided in FAR 121.617, allowance may be made for fuel jettisoning in addition to normal consumption of fuel and oil when determining the weight anticipated at the time of arrival.



.161

2.3.5 AIRCRAFT LIMITATIONS: TYPE OF ROUTE Reference: FAR 121.161

A. Requires that the route of flight must be within one hour’s flying time of an adequate airport in still air at normal cruising speed with one engine inoperative.

B. Within the current route structure of Republic Airlines, all flights are within one hour’s flying time, single engine from an adequate airport and are in compliance with FAR 121.161.

2.4 AIRCRAFT PERFORMANCE

2.4.1 GENERAL

Republic Airlines uses AeroData for calculating the performance for the ERJ-170.

A. The AeroData system will calculate maximum allowable takeoff weights, landing gross weights, and adjusted V speeds, based upon specific aircraft/engine combinations, aircraft configurations, airport/runway characteristics, and operating rules.

B. Flight crewmembers are required to ensure all structural aircraft weight limitations, en-route weight limitations, and emergency landing runway lengths are complied with.

C. The normal means of distributing the AeroData performance will be as an attachment to the release.

D. As part of the required crew briefing, a review of the AeroData performance information is required.

E. Crewmembers must confirm the data presented in the AeroData performance package matches actual conditions.

EXAMPLE: Aircraft engine type and model, airport city pairs, runways in use, temperature range, inoperative items and other conditions.

2.5 AERODATA INTRODUCTION

2.5.1 INTRODUCTION

A. AeroData performance provides the means to determine maximum allowable takeoff and landing weights based upon—

Airport characteristics consisting of airport elevation, runway gradient and length, runway contaminants, and the obstructions within the takeoff flight path.Airport/environmental conditions consisting of temperature, wind, and pressure altitude.Aircraft configurations consisting of power settings, flap settings, bleed configurations, and Minimum Equipment List (MEL) inoperative components.

121]

OPS-07CRevision 02 15FEB2007


PAGE 2-7

B. The performance and limitations are as outlined in the approved Airplane Flight Manual (AFM) for the specific aircraft considered.

2.5.2 TAKEOFF

The maximum allowable takeoff weight is obtained by selecting the most limiting of the following—

A. Structural and runway limited weight – the maximum weight based on structural limits, climb certification standards and runway length.

Maximum certified takeoff structural weight.Climb limited weight – the maximum weight at which the appropriate airworthiness climb gradients, for each takeoff segment, are attained for airport elevation and temperature.Runway field length limit weight – the maximum weight at which the aircraft complies with the appropriate airworthiness rules governing runway length, runway gradient (slope), airport elevation, temperature, wind, pressure altitude, and runway contamination.

B. Obstruction limited weight – the maximum weight at which obstruction clearance required by the appropriate airworthiness rules can be attained.

The obstruction limit weight is a function of aircraft configuration, obstacle height and distance, airport elevation, temperature, and wind. Unless otherwise stated, all takeoffs assume a straight out takeoff flight path along the extended runway center line. Some runways/airports require a “Special Departure Procedure” in order to optimize takeoff weight in terrain sensitive areas. The specific description of the “Special Departure Procedure” is outlined in the AeroDate performance package. These procedures describe the non-standard, one engine inoperative, departure flight path. The maximum allowable takeoff weights, presented in the AeroDate performance package, are based upon the specific procedure(s) outlined. The FAA criteria for defining the obstacle corridor is used to determine which obstacles are to be considered.

C. Brake energy – the maximum weight at which the aircraft brakes can absorb the amount of energy required to stop the aircraft.

D. Tire speed – the maximum weight so as not to exceed the maximum tire speed limitations.

2.5.3 LANDING

The maximum allowable landing weight is obtained by selecting the most limiting of the following—

A. Maximum certified landing structural weight.

B. Climb limited weight – the maximum weight at which the appropriate airworthiness climb gradients, in the approach and landing configuration, are attained for airport elevation and temperature.

OPS-07C Revision 02 15FEB2007


C. Runway field length limit weight – the maximum weight at which the aircraft complies with the appropriate airworthiness rules governing runway length, runway gradient (slope), airport elevation, wind, pressure altitude, and runway contamination.

2.6 TAKEOFF - GENERAL

This section provides general policy, information, and procedures for those involved with aircraft performance to perform the duties.

2.6.1 TAKEOFF LIMITATIONSReference: FAR 121.189

A. The PIC will not takeoff an airplane at a weight greater than that listed in the Airplane Flight Manual for the elevation of the airport and for the ambient temperature existing at takeoff.

The PIC is responsible for using the AeroData performance package to ensure the Airplane does not takeoff at a weight greater than that list in the performance for airport elevation and ambient temperature at the time of takeoff.

The PIC or SIC can determine if the aircraft is within the weight limitation for takeoff.The dispatcher will check the AeroData performance package for any potential limitations for departing the airport due to temperature and/or elevation.The PIC should determine prior to boarding any potential weight restrictions to avoid passengers being removed from the aircraft for overweight conditions.AeroData performance instructions are located in Chapter 3.

B. No pilot will takeoff an aircraft at a weight greater than that listed in the Airplane Flight Manual performance unless in compliance with the following—

The accelerated-stop distance must not exceed the length of the runway plus the length of any stopway.The takeoff distance must not exceed the length of the runway plus the length of any clearway, except that the length of any clearway included must not be greater than one-half the length of the runway.No person may takeoff an airplane at a weight greater than that listed in the Airplane Flight Manual.The net takeoff flight path must clear all obstacles by a height of at least 35 feet vertically, or by at least 200 feet horizontally within the airport boundaries and by at least 300 feet horizontally after passing the airport boundary.

NO

TE The takeoff distance may include a

clearway distance. This distance can not be greater than one-half of the takeoff run.



PAGE 2-9

C. When determining max takeoff weight, distances and flight path corrections must be made for the runway being used, considering—

Airport elevation.Effective runway gradient.Ambient temperature.Wind component at the time of takeoff.Wet runways.

D. Instructions for the use of AeroData performance are contained in Chapter 3.

2.6.2 DIVERSIONS TO AIRPORTS A. When departing from an airport without the available performance

data, call Dispatch to obtain the required takeoff performance data from AeroData.

B. Provide Dispatch with a fax number where they can fax the charts. If no fax is available, Dispatch will provide the performance data over the phone.

2.7 PROCEDURES FOR DETERMINING MAXIMUM ALLOWABLE TAKEOFF WEIGHT

2.7.1 GENERAL

A. Normal takeoff procedures are defined in the following two (2) methods—

Method One can always be accomplished for every takeoff and delivers maximum thrust for the given conditions.Method Two will only be considered when the conditions allow and results in a reduced thrust power setting.

B. The Captain is responsible for ensuring the aircraft is within aircraft weight limits for takeoff.

C. Either pilot may accomplish the performance calculations, but the performance must be agreed upon by both pilots.

D. A tail wind component must always be factored into takeoff performance.

E. Ramp Weight, which is more conservative, may be used when computing takeoff performance. When required for takeoff performance, the actual taxi burn can be used.

F. Instructions for the use of AeroData performance are located in Chapter 3.

NO

TE The AeroData performance takes

this information into account when computing takeoff performance.

NO

TE Refer to Method Two (Flex takeoff)

section in this chapter for further guidance.



G. Crosswind information is located in Section 4.2 of this manual.

H. Speed Charts are located in the Data Cards and Section 4.3 of this manual.

2.7.2 LIMITING WEIGHTS

To accurately determine the Maximum Allowable Takeoff Weight (MTOW), the most limiting weight of the following must be determined—

2.7.2.1 Structural Weights

Ramp Structural Limit (RAMP WT)Takeoff Structural Limit (STRUCT TOW)Landing Structural Limit (STRUCT LDG)Maximum Zero Fuel Weight (MAX ZFW)

2.7.2.2 Takeoff Weights

A. The takeoff weight (weight at the start of the takeoff roll) is limited by the most restrictive of the maximum takeoff weights for—

Altitude and ambient temperature. Takeoff field length requirements. Brake energy requirements.Obstacle clearance.

B. AeroData performance will provide the following limiting weights for takeoff—

Accelerate Stop Distance (Runway)Takeoff Distance (Runway)Obstacle Clearance (Runway)Takeoff Climb

2.7.2.3 Landing Weights

A. The landing weight is limited by the most restrictive of—

Landing field length requirements; orMaximum approach climb weight for the current altitude and temperature.

B. AeroData performance will provide the following limiting weights for landing—

Landing DistanceApproach ClimbLanding Climb (Not a factor, approach climb is limiting)

2.7.2.4 Enroute Weight Limits

The Maximum Enroute Takeoff Weight (METW) limits are determined by the route to be flown and single engine driftdown performance.

NO

TE These limits are determined from

the AeroData performance, en-route weight limits, or landing weight lim-its.



PAGE 2-11

OPS-07C

2.7.3 CONTAMINATED RUNWAY DATA

A. Contaminated Runway Data will be provided in the AeroData performance package.

B. Based on airport conditions, Dispatch will supply the correct data with the dispatch release.

Contact Dispatch if contaminated runway data is needed but not provided.

C. The following equivalency chart may be used to determine the values to utilize for other types and depths of contaminants.

2.7.4 PERFORMANCE CONSIDERATIONS PRIOR TO DEPARTURE

A. If takeoff alternate is required, does it meet the requirement of FAR 121.617?

B. Is a landing alternate required?

C. Proper fuel load on the aircraft?

D. Complete load manifest?

E. Does the route of flight meet FAR 121.191 requirements?

F. Compliance with FAR 121.161.

G. Compute takeoff performance data.

CONTAMINANT LEVELS

Contaminant Water Slush Wet Snow Dry Snow

LEVEL 1 Heavy Rain up to 1/8” or 3mm

flooding

1/8”or

3mm

1/4"or

6mm

1”or

25mm

LEVEL 2 >1/8” to 1/4"

Or3mm to 6mm

>1/8” to 1/4" Or

3mm to 6mm

>1/4” to 1/2" Or

7mm to 13mm

>1” to 2" Or

26mm to 51mm

LEVEL 3 >1/4" to 1/2"

Or7mm to 13 mm

>1/4" to 1/2" Or

7mm to 13 mm

>1/2" to 1" Or

14mm to 25 mm

>2" to 4" Or

52mm to 102 mm

Takeoff is prohibited if the reported runway contamina-tion exceeds the value listed in the table above.

All of the following perfor-mance requirements must be considered prior to depar-ture.

NO

TE The current route structure of

Republic Airlines provides for an adequate airport within one hour’s flying time single engine.

Revision 02 15FEB2007


H. V-Speeds are calculated from the AeroData performance package and Data Cards.

2.7.5 METHOD ONE: MAX POWER TAKEOFF

A. Method One provides max thrust and must be utilized when —

Runway is contaminated (CONTAM 1, CONTAM 2 or COMTAM 3);Windshear advisories are in effect;The runway performance does not allow for “Flex Power”.

B. Method One is not the preferred method and is only to be used when required.

2.7.6 METHOD TWO: REDUCED POWER TAKEOFF (FLEX)A. Flex takeoff utilizes a reduced takeoff thrust based on an assumed

temperature.

The assumed temperature is set on the MCDU takeoff page. The FADEC reduces the takeoff thrust based on the assumed temperature set on the FMS. The indication FLEX TO-1 will be displayed on the EICAS. The Flex takeoff reduction will not be less than climb thrust. Deselecting the ATTCS on the MCDU does not change the Flex reduction limit.

B. Method Two: Reduced Power Takeoff (FLEX) is the normal method for takeoff.

C. Method Two (2) provides reduced thrust (FLEX) and can be utilized only when the runway is not contaminated.

2.8 EN-ROUTE PERFORMANCE - NET CEILING

Net Ceiling is the highest altitude at a given weight and temperature that provides a positive rate of climb.

Net Ceiling performance is used in determining adequate en-route and arrival terrain clearance. Under Republic Airlines present route structure net ceiling is not a factor. If a supplemental route is to be flown, the flight crew and dispatcher must consider Net Ceiling requirements.

2.8.1 NET CEILING PROCEDURESThe Net Ceiling charts give both the net level-off altitude and gross level-off altitude.

NO

TE The FLEX takeoff is key to maximiz-

ing engine life/operational efficiency and should be performed whenever feasible.

Method Two (FLEX) can not be used if runway is contami-nated or aircraft is above weight limits for Flex.



PAGE 2-13

The Net Ceiling Charts are for planning purposes to determine if the airplane may fly over a route. If an engine failure would occur, consulting the driftdown charts would still be required.The Net Ceiling charts provide for both anti-ice on or off conditions.

If the flight crew determines the net level-off is not sufficient, contact the dispatcher.The Net Ceiling of the airplane must maintain a positive slope at an altitude of at least 1,000 feet above the terrain.The Net Ceiling charts are located in Section 4.5 of this manual.

2.9 DRIFTDOWN & PERFORMANCE

A. In the event of an engine failure during cruise, it will generally be necessary to reduce speed and descend to a lower altitude.

Immediately after engine failure, set maximum continuous N1 and allow the aircraft to decelerate from the cruise speed to the initial driftdown speed shown in the driftdown table. When this speed is achieved, start the descent profile. The net flight path allows the airplane to continue flight from the cruising altitude to an airport where a landing can be made clearing all terrain and obstructions within five statute miles of the intended track by at least 2,000 feet vertically. The aircraft should level-off at the gross altitude and weight shown in the driftdown table.

B. Net Level-off Altitude

Federal regulations require terrain clearance flight planning based on net performance which is the gross (or real) gradient performance degraded by 1.1%.To determine the net level-off pressure altitude, enter with the gross weight, then proceed to the ISA deviation and find the value within the bracket. This is the net level-off pressure altitude. The net level-off pressure altitude must clear all en-route obstacles by at least 1000 feet.

Step Dispatcher and Flight Crew

Flight over non-normal route of flight...

1 Determine estimated weight at highest en-route MEA.

2 Will anti-ice be required or not?

3 Determine temperature ISA +/-.

4 Determine Net Level of Altitude.

If.... Then....

Net level-off is above MEA.

Aircraft may depart and fly the planned route.

Net level-off is below MEA. New route must be selected.



C. AeroData driftdown data instructions are located in Chapter 3 of this manual.

2.9.1 PILOT FLYING PROCEDURES

The procedures are to determine the expected gross level-off altitude.It is imperative the pilot flying continues to FLY the Airplane.

2.9.2 PILOT MONITORING PROCEDURES

There are two driftdown charts, one for wing Anti-ice off and the other for wing Anti-ice on.These charts are located in Section 4.4 of this manual.

2.10 LANDING PERFORMANCE

A. Republic Airlines will not takeoff an airplane at a weight that upon arrival, will exceed the landing weight limitations for elevation and ambient temperature at the time of arrival.

This includes both destination and alternate airport if required.Landing weight limitations are set forth in the manufacturer’s AFM.

B. Upon arrival at the destination and alternate airports, a full stop landing can be accomplished within 60% of the available runway

Step Pilot Flying

Engine Failure En-route...

1 Follow normal QRH procedures.

2 Set Max continuous N1.

3 Maintain Altitude.

4 Have pilot monitoring compute initial driftdown speed and gross level-off altitude.

5 Have pilot monitoring contact ATC and Dispatch.

6 When aircraft reaches initial driftdown speed, start descent.

Step Pilot Monitoring

Engine Failure En-route...

1 Follow normal QRH procedures.

2 Determine aircraft weight.

3 Determine initial driftdown airspeed and give to pilot flying.

4 Determine gross level-off altitude and give to pilot flying.

5 Contact ATC and Dispatch.

6 Notify flight attendant.



PAGE 2-15

length, from a point 50 feet above the intersection of the obstruction and the runway.

The aircraft is landed in the most favorable direction.The aircraft is landed on the most suitable runway considering the probable wind velocity and direction.

C. Wet runways and/or low visibility operations require that a full stop landing can be accomplished within 115% of the available runway length.

AeroData performance takes into account both dry and wet runways.

2.10.1 LANDING WEIGHT PROCEDURES

A. Republic Airlines utilizes an approved performance vendor for providing landing data to ensure landing is within manufactures AFM limitations.

B. The landing data provides for elevations, temperature, wet and dry runway conditions and landing flap configuration.

C. The landing charts take into account landing runway distance as well as missed approach and go around weight.

D. AeroData landing information is attached to the flight release.

E. Landing speed cards are located in Chapter 4 of this manual.

F. AeroData landing data instructions are located in Chapter 3 of this manual.

2.11 PERFORMANCE DEFINITIONS

2.11.1 AIRSPEEDS

A. INDICATED AIRSPEED - KIAS

The reading on the airspeed indicator in knots, as installed in the aircraft, uncorrected for static source position error. Zero instrument error is assumed.

B. CALIBRATED AIRSPEED – KCAS

The indicated airspeed in knots, corrected for static source position error.

NO

TE Landing when the visibility is less

than 3/4 mile or 4000 RVR are con-sidered “low visibility” operations.

NO

TE The approved performance vendor is

listed in the Operations Specifica-tions paragraph A009.

It is the flight crewmembers’ responsibility to ensure des-tination landing and alter-nate landing airport information is readily avail-able in the AeroData perfor-mance package.



C. TRUE AIRSPEED – TAS

The equivalent airspeed corrected for atmospheric density effects.

D. CRITICAL ENGINE FAILURE SPEED – VEF

The speed at which, if one engine fails, the failure is recognized at V1.

E. TAKEOFF DECISION SPEED – V1

The speed at which, following a failure of one engine at VEF, the decision to continue the takeoff distance to a height of 35 feet at V2 speed, will not exceed the available takeoff distance; or the distance to bring the aircraft to a full stop will not exceed the accelerate stop distance available.

F. ROTATION SPEED – VR

The speed at which rotation is initiated during the takeoff, to attain the takeoff safety V2 climb speed at or before a height of 35 feet above the runway surface.

G. TAKEOFF SAFETY SPEED – V2

The target speed to be attained at a 35 foot height during a takeoff with an engine failure.

H. AIR MINIMUM CONTROL SPEED – VMCA

The minimum flight speed at which the aircraft is controllable with a maximum 5 degree bank, when one engine suddenly becomes inoperative and the remaining engine is operating at takeoff power. The value presented represents the most critical combination of power, weight, and center of gravity.

I. GROUND MINIMUM CONTROL SPEED – VMCG

The minimum speed on the ground at which the takeoff can be continued, utilizing aerodynamic controls alone, when one engine suddenly becomes inoperative and the remaining engine is operating at takeoff power. The value presented represents the most critical combination of power, weight, and center of gravity.

J. LANDING REFERENCE SPEED – VREF X

The speed at a 50 foot height in a normal landing. This speed is equal to 1.3 VS in the landing configuration (gear down and specific landing flaps X).

K. MANEUVERING SPEED – VA

The maximum speed at which application of full available aileron, rudder, or elevator will not overstress the aircraft. Maneuvers involving pitching control must not exceed the limit load factor of the aircraft.

NO

TE

V1 must not be greater than the rotation speed (VR).



PAGE 2-17

L. APPROACH CLIMB SPEED - VAC

The approach climb speed is used for the single engine/go around climb speed.

M. MINIMUM CONTROL SPEEDS DURING LANDING AND APPROACH – VMCL AND VMCL-1

VMCL is the minimum control speed during landing and approach with all engines operating.VMCL-1 is the minimum control speed during landing and approach with one engine inoperative.

N. FINAL TAKEOFF SEGMENT SPEED – VFS

The speed to be achieved during the final segment, with the landing gear up and the flaps retracted.

End of Chapter



PAGE 3-1

Chapter 3AeroData Aircraft Performance

3.1 INTRODUCTION

3.1.1 GENERAL

A. The AeroData Performance package produces Takeoff and Landing Reports (TLR’s) which are appended to the Flight Release for each flight operated. In addition, enroute performance and driftdown information is included on the flight release. The driftdown information uses Method 1 or Method 2, whichever is more restrictive and lists enroute alternates which meet the driftdown requirements. The dispatcher creates the TLR/driftdown report based upon planned assumptions which provides information for a window of temperatures and weights either side of the planned conditions.

B. This chapter is divided into five sections.

Section I is the introduction and provides background information on the TLR and the assumptions it is based on. Section II details the structure of the TLR and provides a reference for decoding the information contained in each report. Sections III and IV use a sample TLR to determine the information in an operational order that crew members will perform for each flight. Section V describes the driftdown information.

3.1.2 AIRCRAFT PERFORMANCE DATA COMPUTE SERVER SYSTEM

A. The TLR is generated upon request by the AeroData Aircraft performance program (Compute Server System) which is an advanced client-server computer system designed for providing comprehensive real-time aircraft performance data to ensure compliance with takeoff, enroute (if applicable), and landing regulations.

B. The heart of the system is the Compute Server. A Compute Server takes requests from the controlling dispatcher for aircraft performance data. Once the requested data is calculated, it is returned to the dispatch software system. Republic Airlines appends each specific Takeoff and Landing Report to the end of the Flight Release.

C. Two or more Compute Servers are installed for redundancy and speed. Since the Compute Server System fulfills all requests for



aircraft performance data, all performance data output is consistent. Additionally, all performance data is simultaneously updated when aeronautical data changes occur. This eliminates paper runway analysis manuals and the overhead associated with the maintenance of these manuals.

D. The most important advantage of the Compute Server System is that all performance calculations are computed real-time using the fewest possible conservatisms and generalizations. As a result, the highest possible performance values are provided to the airline.

3.1.3 DEPARTURE PROCEDURES

The TLR information is based on the departure procedures as outlined in this section.

3.1.3.1 Engine Failure Takeoff Path

A. All of the takeoff performance is based on a “worst case” situation. That is, rejecting or continuing the takeoff at V1. In the event of continuing, the climb is predicated on single-engine climb performance.

B. The flight path on which the takeoff performance is based on is flown in the descending priority order listed below. If the departure is unavailable, refer to the next procedure in the order listed.

C. The Acceleration Altitude, depicted as Flap Retraction Altitude (FRA), for all takeoffs is 1,000' AFE unless a Special Departure Procedure prescribes otherwise.

3.1.3.2 Special Departure Procedures

A. If a special departure procedure has been established, it must be flown as depicted in the TLR. A special departure procedure is indicated by the word “SPECIAL” immediately below the runway length and will replace the initial heading which is depicted on all other takeoff data by the following text “DT Hxxx”. (‘DT’ is an abbreviation for direct turn and ‘xxx’ indicates the initial heading in degrees).

The Remainder Of This Page Intentionally Left Blank



PAGE 3-3

B. An example of a special departure is shown below for the KDCA Runway 01.

C. There are two special departures for Runway 01 at KDCA. One is coded 01 and the other 01V. The 01 procedure is outlined with the following code—

1) RWY – Which runway the special departure applies to. Multiple departures for the same runway are listed in order and have an appendix added to the runway number.

2) CLB – Describes the speed to be flown during the procedure. V2 in this case.

3) REACHING – This describes a fix to be reached before a turn may be commenced. In this case, 0.4 DME miles from the DCA VOR or 0.4 DME from the IDCA localizer.

4) TURN – This indicates the heading to turn to after reaching the initial fix. In this case a left turn to a heading of 310 degrees.

5) FRA – The flap retraction altitude in feet MSL is the equivalent of acceleration altitude in the ERJ-170 SOP.

6) HOLD – If a climb in a holding pattern is required to clear obstacles prior to continuing, the instructions will appear under this heading.

D. Additional instructions may be depicted after the initial climb instructions.

3.1.3.3 Standard Instrument Departures (SID’s)

A. When the aircraft is assigned to a Standard Instrument Departure (SID) that is published in the Jeppesen Airway Manual that has no minimum climb chart associated with the SID (e.g. meets standard TERPS requirements of 200 feet per nautical mile for one engine inoperative climb), the pilot will commence the initial turn at 400 feet AFE and will accelerate to flap retraction speed (VFS) at 1,000 feet AFE.

B. When the aircraft is assigned to a Standard Instrument Departure (SID) that is published in the Jeppesen Airway Manual that has a minimum climb chart associated with the SID (e.g. exceeds the standard TERPS requirements of 200 feet per nautical mile for one engine inoperative climb) AeroData will be responsible to ensure



that the maximum published takeoff weight of the aircraft will be limited so as to ensure that the aircraft will meet the published climb rate located on the SID. In this case, the Pilot Flying (PF) will commence the initial turn at 400 feet AFE and will accelerate to flap retraction speed (VFS) at 1,000 feet AFE.

3.1.3.4 Obstacle Departure Procedure

When no special procedure exists or a SID is not assigned to the aircraft for departure, the PIC will ensure compliance with the Take-Off and Obstacle Departure Procedure as published in the Jeppesen Airway Manual (normally located on the back of the airport diagram page 10-9) or radar vectors.

3.1.3.5 No Specified Procedure

In the event that no special procedure exists or a SID is not assigned and there is no Take-Off and Obstacle Departure Procedure published in the Jeppesen Airway Manual, then NO turns shall be commenced below 1,000' above field elevation (AFE) when takeoff weather is less than 1,000’ ceiling and 3 sm visibility (VFR conditions).




PAGE 3-5

3.2 TAKEOFF AND LANDING REPORT

3.2.1 OVERVIEW

A. The Takeoff and Landing Report (TLR) report is part of the flight release package. Each TLR is generated based on specific parameters entered by the dispatcher. AeroData has developed the TLR format specifically for the needs of Republic Airlines and the Embraer 170/175.

B. Every time a new release is generated, a new TLR is generated. This would be indicated by an increment on the TLR version number. A TLR may be amended without generating a new release by changing the planning parameters. This would also result in an increment of the TLR version number. (See Header Section for an explanation of the TLR version number.)

C. An entire TLR is included here for reference. The sample TLR below has been divided into the separate sections for reference and arranged in the order in which it should appear with the flight release package.

3.2.1.1 Header Section

3.2.1.2 Takeoff Planned Section

3.2.1.3 Takeoff Remarks/Revision Section

3.2.1.4 Takeoff Revision Section

NO

TE

All weight data are displayed as weight / 10. Adjustment information is provided for all but the Single Sec-tions. For example in the sample TLR the planned landing weight (depicted by the ‘/’) is 64,000 lbs. but printed as 6400 in the landing data.

TAKEOFF AND LANDING REPORT RPA 3333 LGA-IND 02JUL08

TLR-1 SEQ-19743895 02JUL08 1925Z

A/C 605 EMB-170 CF34-8E5

/// TAKEOFF DATA ///

APT PRWY POAT PWIND PQNH PMRTW FL V1 VR V2 PTOW MFPTW

LGA 04 17.0 000/00 29.90 8586 4 18 23 27 7850 7900

RMKS FLAPS OPTIMIZED BETWEEN 2 AND 4

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

RWY OAT WIND QNH MRTW FLP V1 VR V2 PWR CNFG/COND



3.2.1.5 Maximum Temp Data Section

3.2.1.6 Maximum Weight Section

----------------- T/O 1 - DRY RWY - A/I OFF -----------------

FLAT TEMP 31

04 04 SHIPS 13 13 SHIPS

7000 FT 7000 FT 7000 FT 7000 FT

DT H044 DT H044 SPECIAL SPECIAL

WT MT FLAP 4 MT FLAP 2 MT FLAP 2 MT FLAP 4

7900 35 19-24-27 31 39-44-47 32 38-44-47 29M 20-23-27

/7850 35 19-24-27 32 39-43-47 33 39-43-47 30M 22-23-27

7800 36 19-24-26 33 39-43-46 34 39-43-46 31 22-23-26

7700 37 18-23-25 34 38-42-45 35 37-42-45 32 21-22-25

7600 38 17-22-25 35 36-41-44 36 37-41-44 33 20-21-25

10KT HW 0 0 2 2 2 2 1 0

5KT TW 0 0 -3 -3 -4 -4 -2 0

10KT TW-1 4 -- --- -- --- -- ---

22 31 31 SHIPS

7000 FT 7000 FT 7000 FT

DT H224 SPECIAL SPECIAL

WT MT FLAP 4 MT FLAP 2 MT FLAP 2

7900 31 21-24-27 34 36-44-47 31 40-44-47

/7850 31 18-23-27 35 36-44-47 31 39-43-47

7800 32 20-23-26 36 36-43-46 32 39-43-46

7700 33 20-22-25 38 36-43-45 33 37-42-45

7600 34 16-21-25 39 35-42-44 35 38-41-44

10KT HW 1 2 2 1 2 1

5KT TW -1 4 -5 -3 -4 -4

10KT TW-3 2 -- --- -- ---

---------------- MAX WT - DRY RWY - A/I OFF -----------------

04 SHIPS 13 13 SHIPS

OAT FLAP 2 FLAP 2 FLAP 4

23 8100/42-46-49 8159/41-46-50 7967/24-24-27

21 8124/42-46-49 8185/42-46-50 7984/24-24-28

19 8148/43-46-50 8211/42-47-50 8000/24-24-28

/ 17 8173/43-46-50 8238/42-47-50 8017/24-24-28

15 8198/43-47-50 8263/43-47-51 8034/25-25-28

13 8222/44-47-50 8290/43-48-51 8051/25-25-28

HW/10KT 173 3 2 2 181 3 2 2 119 1 1 1

TW/10KT -510 -9 -6 -5 -505 -9 -5 -5 -369 -4 -4 -3

22 31 31 SHIPS


23 8094/25-25-28 8375/28-28-31 8058/42-45-49

21 8106/26-26-29 8385/28-28-31 8081/42-46-49

19 8118/26-26-29 8395/28-28-31 8105/43-46-49

/ 17 8130/26-26-29 8406/28-28-31 8129/43-46-49

15 8142/26-26-29 8416/28-28-31 8153/43-46-50

13 8154/26-26-29 8426/29-29-31 8177/44-46-50

HW/10KT 90 1 1 1 76 1 1 1 171 3 2 2

TW/10KT -271 -3 -3 -2 -224 -2 -2 -2 -506 -9 -6 -5

OPS-07C


PAGE 3-7

3.2.1.7 ACARS Runways Section

3.2.1.8 Special Departure Procedures

3.2.1.9 ACARS Takeoff Performance Section

----------------------- ACARS RUNWAYS -----------------------

RWY ACARS LENGTH PMTOW EFP NOTES

04 7000 7900 DT H044

04 SHIPS 04/BHB 7000 7900 DT H044 USE WHEN SHIPS ARE

WITHIN 1000F OF

XTND CL FOR VMC OR

IF RPRTD BY

ATC/ATIS FOR IMC

13 7000 7900 SPECIAL EARLY ALL ENG

OPERATING TURN

ABOVE 400 FT AFE OK

13 SHIPS 13/BHB 7000 7900 SPECIAL USE WHEN SHIPS ARE

WITHIN 1000F OF

XTND CL FOR VMC OR

IF RPRTD BY

ATC/ATIS FOR IMC

22 7000 7900 DT H224


OPERATING TURN

ABOVE 400 FT AFE OK


WITHIN 1000F OF

XTND CL FOR VMC OR

IF RPRTD BY

ATC/ATIS FOR IMC

31/W 6770 7900 SPECIAL EARLY ALL ENG

OPERATING TURN

ABOVE 400 FT AFE OK

/ -ENGINE FAILURE

AFTER 400 FT RT

H040

------------ SPECIAL ENG FAIL TAKEOFF PROCEDURES ------------

RWY CLB VIA REACHING OR TURN AALT HOLD

13 1021 -DT H134 1021

/ -ENGINE FAILURE AFTER 400 FT FOLLOW SID TRACK

31 1021 -RT H360 1021

/ -ENGINE FAILURE AFTER 400 FT RT H040

--------------- DRY RWY - PTOW - ENG A/I OFF ----------------

RWY MTOW MT CONFIG FLP V1 VR V2

04 7850 33 FLEX - T/O-1 - ECS ON 2 136 143 147

04 SHIPS 7850 32 FLEX - T/O-1 - ECS ON 2 139 143 147

13 7850 33 FLEX - T/O-1 - ECS ON 2 139 143 147


22 7850 31 FLEX - T/O-1 - ECS ON 2 140 143 147

31 7850 35 FLEX - T/O-1 - ECS ON 2 136 144 147


----------- DRY RWY - PTOW PLUS 500 - ENG A/I OFF -----------


04 7900 33 FLEX - T/O-1 - ECS ON 2 138 144 147


13 7900 32 FLEX - T/O-1 - ECS ON 2 138 144 147

13 SHIPS 7900 21 T/O-1 - ECS ON 2 143 143 147

22 7900 30 FLEX - T/O-1 - ECS ON 2 141 144 147

31 7900 34 FLEX - T/O-1 - ECS ON 2 137 144 147


------ DRY RWY - PTOW PLUS 500 - ENG A/I OFF - 10KT TW ------


04 7900 34 FLEX - T/O-1 - ECS ON 4 123 124 127

04 SHIPS ---- -- -- --- --- ---

13 7900 26 T/O-1 - ECS OFF 4 120 123 127

13 SHIPS ---- -- -- --- --- ---

22 7900 28 T/O-1 - ECS OFF 4 118 123 127

31 7900 32 FLEX - T/O-1 - ECS ON 4 123 124 127

31 SHIPS ---- -- -- --- --- ---

OPS-07C


3.2.1.10 Landing Planned Section

3.2.1.11 Landing Remarks Section

3.2.1.12 Landing Revision Section

3.2.1.13 Landing Weights Section

/// LANDING DATA ///

APT PRWY POAT PWIND PQNH PMRLW FLP PLDW

IND 05L 17.0 000/00 29.90 9039 5 6400

RMKS NONE

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

RWY OAT WIND QNH MRLW FLP VREF PWR CONFIG/CONDITION

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

RWY OAT WIND QNH MRLW FLP VREF PWR CONFIG/CONDITION

----------- DRY RWY - A/I OFF - NO ICE ACCRETION ------------

FLAP 5 / FLAP FULL

05L 05R 14 23L

OAT 11200 FT 10000 FT 7280 FT 10000 FT

23 9039F/9039F 9039F/9039F 9039F/9039F 9039F/9039F

21 9039F/9039F 9039F/9039F 9039F/9039F 9039F/9039F

19 9039F/9039F 9039F/9039F 9039F/9039F 9039F/9039F

/ 17 9039F/9039F 9039F/9039F 9039F/9039F 9039F/9039F

15 9039F/9039F 9039F/9039F 9039F/9039F 9039F/9039F

13 9039F/9039F 9039F/9039F 9039F/9039F 9039F/9039F

11 9039F/9039F 9039F/9039F 9039F/9039F 9039F/9039F

HW/10KT 0/ 0 0/ 0 0/ 0 0/ 0

TW/10KT 0/ 0 0/ 0 0/ 0 0/ 0

23R 32

OAT 11200 FT 7280 FT

23 9039F/9039F 9039F/9039F

21 9039F/9039F 9039F/9039F

19 9039F/9039F 9039F/9039F

/ 17 9039F/9039F 9039F/9039F

15 9039F/9039F 9039F/9039F

13 9039F/9039F 9039F/9039F

11 9039F/9039F 9039F/9039F

HW/10KT 0/ 0 0/ 0

TW/10KT 0/ 0 0/ 0

OPS-07C


PAGE 3-9

3.2.1.14 Landing Distances Section


----------------- FACTORED LANDING DISTANCE -----------------

FLAP 5 FLAP FULL

LDW DRY WET/LVIS DRY WET/LVIS

6500 4480 5152 4118 4736

6450 4457 5125 4097 4711

/ 6400 4433 5098 4076 4687

6350 4408 5070 4056 4664

6300 4383 5041 4037 4642

HW/KT -24 -28 -23 -27

TW/KT 78 90 75 86

ICING 477 549 266 306

--------------- DEMONSTRATED LANDING DISTANCE ---------------

FLAP 5 FLAP FULL

LDW DRY WET DRY WET

6500 2688 3091 2471 2842

6450 2674 3075 2458 2827

/ 6400 2660 3059 2445 2812

6350 2645 3042 2434 2799

6300 2630 3024 2422 2785

HW/KT -15 -17 -14 -16

TW/KT 47 54 45 52

ICING 286 329 160 184

END TAKEOFF AND LANDING REPORT RPA 3333 LGA-IND 02JUL08

OPS-07C


3.3 USING THE TLR FOR TAKEOFF

A. The crew will use the TLR to determine the following items—

- Confirm TLR contains valid information for the specific flight- Maximum Allowable Takeoff Weight (MTOW)- Takeoff power setting- V-Speeds- Maximum Allowable Landing Weight.

B. The method for determining each item of information will be outlined in this training document.

3.3.1 TLR APPLICABILITY

In order to confirm the applicability of the TLR, review the Header Section and Planned Section to verify the correct information was used to create the report.

3.3.1.1 Header Section

A. The Header Section confirms the applicability of the TLR by listing the information specific to the takeoff. In addition a revision number is listed to identify the most current TLR should multiple TLR’s be created.

B. This section of the TLR is decoded below:

RPA – Republic Airlines – Airline identifier

3333 – Flight Number

LGA-IND – Departure airport – Destination Airport

02JUL08 – Local Departure Date

TLR-1 – First TLR version. Additional reports (revisions) increment the sequence number.

SEQ-19743895 – Unique identifier given to each TLR for tracking and auditing

02JUL08 1925Z – UTC date and time the Takeoff Report was created

A/C 605 – aircraft identification

ERJ170 – Airframe designation

CF34-8E5 – Engine designation

TAKEOFF AND LANDING REPORT RPA 3333 LGA-IND 02JUL08

TLR-1 SEQ-19743895 02JUL08 1925Z

A/C 605 EMB-170 CF34-8E5

OPS-07C


PAGE 3-11

3.3.1.2 Planned Section

A. The Planned Section, and the optional Remarks Section indicate the parameters that were used by the dispatcher for planning the flight (runway, static air temperature, flaps setting and planned takeoff weight).

B. The planned section data is based on the wind as listed under the PWIND column. No further wind corrections are required.

C. Takeoff data is supplied for a range either side of the conditions specified in the Planning Section and for multiple runways as selected by the dispatcher.

D. This TLR was based on using Runway 04.

E. This section of the TLR is decoded below:

APT – Departure airport identifier – LGA - LA GUARDIA, USA (NEW YORK)

PRWY – Planned takeoff runway - 04.

POAT – Planned outside air temperature – 17.0°C

PWIND – Planned wind direction and speed – 000/00 - Calm

PQNH – Planned QNH (Altimeter setting) – 29.90”

- The entire Takeoff Report is based on this QNH. - The Takeoff Report is

valid when the actual QNH is not less than 0.10” below PQNH.

- For example, if the dispatcher planned for a QNH of 29.82, then the report is valid if the actual QNH is no lower than 29.72. If the actual QNH falls below 29.72, then a new Takeoff Report must be generated, or a radio/ACARS revision may be accepted.

- A new Takeoff Report is never required when the actual QNH exceeds the planned QNH, but additional takeoff weight may be gained by using an actual QNH that is higher than PQNH.

The actual takeoff weight shall not exceed the Maximum Flightplan Takeoff Weight (MFPTW)

NO

TE

Runway naming conventions are ICAO compliant and may include a zero preceding a single digit runway as in the LGA example. In addition, if multiple conditions exist for the same runway, an additional identifier will be appended to the runway identifier. In this case, SHIPS requires better climb performance to account for ships in the harbor off the departure end of the runway.

When the actual altimeter setting (QNH) is more than 0.10 inch below the PQNH, a new TLR is required.

OPS-07C


PMRTW – Planned maximum runway takeoff weight – 82470 lbs.

- This weight is the maximum weight the aircraft can still meet runway and obstacle clearances for the planned runway, wind and temperature. On long runways with no obstacles this number may exceed the maximum flight plan weight. This number does not consider enroute climb restrictions or landing performance. Under no circumstances may the aircraft actual takeoff weight exceed the maximum flight plan weight.

FLP – Takeoff flap setting associated with PMRTW – Flap 2.

- The takeoff flap setting is optimized by the performance program to provide the highest takeoff weight for the planned conditions. The dispatcher can select a range between Flaps 1 and Flaps 4 for the program to consider. The flap range may appear in the remarks section (see the example below). The Max Weight and Max Temp sections may provide alternate flaps settings for consideration.

- O2 – Optimum V2 indicator for PMRTW- “Y” = Yes, PMRTW is based on the use of Optimum V2. - “N” = No, PMRTW is not based on the use of Minimum V2.- Republic Airlines does not use optimized V2 at this time.

V1 VR V2 – The takeoff speeds associated with the planned conditions (including remarks) based on the lower of the PMRTW or MFPTW

- 138 / 143 / 147 - Add 100 to each number shown that is less than 80.

PTOW – Planned takeoff weight

- In this example: 78,500 pounds- Multiply weights by 10

MFPTW – Maximum flight plan takeoff weight

- This is the maximum weight the aircraft can still meet takeoff structural weight limitations, enroute climb requirements and landing structural weight limitations.

- In this example: 79,000 pounds- Multiply weights by 10

This is the maximum takeoff weight for which the flight plan is valid when considering all flight planning limits, except MRTW (maximum runway takeoff weight).

MRTW (maximum runway takeoff weight) for actual conditions may exceed PMRTW, but the actual MTOW (maximum takeoff weight) can never exceed MFPTW.

OPS-07C

csalsman

Rectangle

csalsman

Small Stamp

of 4

ERJ-170 Performance ManualBulletin: APM170-08-01 Date: 01 SEP 2008

Subject: Optimum V2

APM

Recording- This bulletin remains in effect until instructed to remove it in a future revision or bulletin. Be SURE to record the insertion or removal of all bulletins on the Record of Bulletins page. The following bulletins are superseded by this bulletin: None.

Highlights- Adds guidance on Optimum V2.Placement- This is a two part bulletin. This is Part One. Insert this bulletin in

Chapter 3, after Page 3-12.

Instructions- This part removes information in Chapter 3, Section 3.3.1.2 as follows:

FLP – Takeoff flap setting associated with PMRTW – Flap 2.

- The takeoff flap setting is optimized by the performance program to provide the highest takeoff weight for the planned conditions. The dispatcher can select a range between Flaps 1 and Flaps 4 for the program to consider. The flap range may appear in the remarks section (see the example below). The Max Weight and Max Temp sections may provide alternate flaps settings for consideration.

V1 VR V2 – The takeoff speeds associated with the planned conditions (including remarks) based on the lower of the PMRTW or MFPTW

- 138 / 143 / 147 - Add 100 to each number shown that is less than 80.

Bulletin: APM170-08-01Effective Date: 01 SEP 2008

To: All APM HoldersFrom: Kevin Cline, ERJ-170 Program Manager

Subject: Optimum V2

ERJ-170 Performance ManualBulletin: APM170-08-01 Date: 01 SEP 2008Subject: Optimum V2

Page 2 of 4

APM



PAGE 3-13

These limits include:Structural Maximum Takeoff Weight (MTOW)Maximum Enroute Takeoff Weight (METW)Maximum Landing Weight (MLDW + planned fuel burn off)Fuel capacity limited takeoff weight (ZFW + maximum fuel)Structural Maximum taxi Weight (MTXW - taxi fuel)If required, takeoff alternate METW

RMKS – There are no remarks for this TLR.

- The RMKS section indicates non-standard airplane configuration and runway condition listing. The listed configuration changes are applied to the entire report unless specified otherwise in a section title. For example:

If the RMKS indicates that anti-skid is inoperative, the entire Takeoff Report is calculated with the anti-skid inoperative. If the RMKS indicates a wet runway and a section title includes the words “DRY RUNWAY”, the section is still based on a dry runway. In the remarks section the comment, “FLAPS OPTIMIZED BETWEEN 2 AND 4” indicates the dispatcher selected Flaps 2 as the minimum flap setting and Flaps 4 as the maximum flap setting for the program to consider.

3.3.1.3 Revision Section

A. This area is for last minute revisions to takeoff data. There is no revision for this TLR.

B. The revision section can be used in cases where the takeoff report does not contain data for the current conditions or when fine-tuning of the MRTW is required to obtain maximum payload capability. The dispatcher can quickly make a single point calculation for exact conditions that can be relayed to the flight crew.

C. Typical scenarios for its use are—

- Actual OAT exceeding the scale on the report- OAT in decimal degrees- Headwind/tailwind adjustments calculated to provide exact

numbers- Any other additional refinement

OPS-07C


3.3.1.4 Takeoff Performance Section

A. Takeoff Performance Data Sections have several common elements regardless of the section type. Each Takeoff Performance Data Section starts with a Section Title describing the base data and includes an adjustments area, except for the Single Section data.

B. The Takeoff Performance Section provides a MRTW (Maximum Runway Takeoff Weight). Takeoff at this weight under the conditions specified provides accelerate-stop and accelerate-go performance through 4th segment climb. It does not indicate enroute climb requirements. It is possible to takeoff from a runway and not be able to meet enroute climb requirements or be able to land at the destination at or below the maximum landing weight. Therefore actual takeoff weight may be lower than the MRTW and in no case can it be higher that the MFPTW (maximum flight plan takeoff weight. Enroute climb requirements and landing weight requirements are represented by the MFPTW) located in the Planning Section.

C. The title line describes the base conditions and airplane configuration for which the data was calculated. The conditions and configuration listed in the Section Title override any listed in the RMKS Section except MEL/CDL items. If MEL/CDL penalties or inoperative components are listed in the RMKS, the penalties are applied to the entire Performance Data Section, such as Anti-Skid Inoperative.

D. The Takeoff Performance Section contains three sets of information—

1) Maximum Temperature Data

2) Maximum Weight Data

3) Single Data

OPS-07C


PAGE 3-15

3.3.1.5 Maximum Temperature Data

A. The MAX TEMP data is organized by Runway vertically and weight vs. temperature horizontally and provides a simplified method of determining if takeoff requirements are satisfied for current operating conditions. It also provides for quick determination of takeoff speeds, if a flex takeoff is possible, and the associated maximum assumed temperature. This section may not necessarily provide the highest possible takeoff weight. As such, the Max Weight Section may need to be referenced to obtain the highest possible takeoff weight.

B. In the MAX TEMP section, a “/” is shown at the PTOW. A line of takeoff data consists of weight, temperature, and takeoff speeds. Dashes in place of an element indicate that takeoff is not allowed for the specified condition in that section. Adjustment data is in the form of temperature and V1. Dashes in place of an adjustment indicate the adjustment cannot be made for the specified condition for any weight in the scale.

C. Definitions

FLAT TEMP – Indicates the lowest assumed temperature for which reduced thrust operation is allowed. It is also the temperature limit which must be checked after adjustments are applied. This number replaces the Min Flex Temperature Data Card.

WT – Weight range column, where the “/” symbol indicates the PTOW with weight increments above and below PTOW.

MT – Maximum temperature (actual or assumed) for which takeoff is allowed for the specified weight and section conditions. This number will never be higher than the Max Flex Temperature Data Card.

M – An “M” after an MT number indicates that Maximum Takeoff Power is required for the specified conditions. The Flex Temperature number is below the Min Flex Temperature or the weight of the aircraft leaves no margin for reduced power. (No Flex)

OPS-07C


D. In the example above, at the planned takeoff weight of 78,500 pounds, the airplane must use a no-flex takeoff at a temperature of 21C or less with V speeds of 137, 144, 147.

3.3.1.6 Maximum Weight Data

A. The MAX WEIGHT data is organized by Runway vertically and temperature vs. weight horizontally and provides the most accurate temperature vs. weight information available.

B. It also provides for determination of takeoff speeds. This section will always provide the highest possible takeoff weight as it contains a more precise temperature scale with 2 degree increments.

C. Ensure the correct flap setting and runway/departure procedures are referenced. The Maximum Weight Data assumes a full power takeoff (no flex).

D. In the MAX WEIGHT data the look-up is based on the OAT, indicated by OAT. The result is a Maximum Takeoff Weight for that temperature. The weight number needs to be multiplied by 10. (Just add a zero.) A “/” indicates the POAT for easy reference.

OPS-07C


PAGE 3-17

3.3.2 DETERMINING MAXIMUM ALLOWABLE TAKEOFF WEIGHT

A. The next step in performance planning is determining the maximum takeoff weight (MTOW) for takeoff. When the weight and balance calculations are finished, if the actual takeoff weight is equal to or less than the maximum takeoff weight, the flight is legal for departure.

B. All takeoff performance is predicated on the normal takeoff, i.e. stabilize power at 40% N1 prior to beginning the takeoff roll then set takeoff power during the takeoff roll.

C. In determining the MTOW verify the applicability of the TLR and review the Planned Section, the Maximum Temperature data and/or the Maximum Weight data.

D. MTOW (maximum takeoff weight) will be the lesser of the MFPTW (maximum flight plan takeoff weight as listed in the planning section) or the MRTW (maximum runway takeoff weight, as determined from the next sections).

E. Using the sample report, if the actual OAT has increased from the planned temperature of 17C to 20C, reference the 21C line (rounding up to the next higher temperature for a more restrictive number) of the Maximum Weight data for Runway 04 SHIPS to determine the maximum Runway Takeoff Weight (MRTW).

F. In this example, rounding to the next higher temperature yields a resulting MRTW of (8211 x 10) or 82,110 lbs. Since this number is higher than the Maximum structural weight of 82,011 and higher than the MPFTW of 79,000 lbs, the MTOW is limited to 79,000 lbs.

NO

TE The MFPTW considers enroute and

landing performance. The MRTW only considers the runway and take-off through 4th segment.

OPS-07C


3.3.3 DETERMINING TAKEOFF POWER SETTINGS

A. The next step after calculating the weight and balance is to determine the power setting for takeoff. The decision to flex or not flex will affect the V-Speed selection, so power must always be determined prior to the V-Speed.

B. [RESERVED]

C. Flex power can reduce T/O power by up to 25% of maximum but in no case less than the CLB-2 N1 power setting. It follows therefore, that the preferred order of power for takeoff is——

T/O-1 Flex PowerT/O-1

D. Any reductions from full thrust takeoffs benefit the engine life span by reducing wear and tear through reduced ITT temperatures.

E. In this sample, the Max Temp Section provides the flex power options. With our MTOW limited to 79,000 lbs., let’s assume that will be our actual takeoff weight also.

F. Referencing the Max Temp Section, T/O-1 for 79,000 lbs:

G. The number under the MT column is 31C. This is the baseline Flex Temp for takeoff. If an ‘M’ is beside the number as seen under the 13 SHIPS runway at 79,000 lbs., no flex power takeoffs are authorized and Max power must be used.

3.3.3.1 Adjustments

A. At the bottom of the MT column, are headwind and tailwind corrections. If 10 knots of headwind are present, 1C could be added to the MT number of 31C for an adjusted Flex Temp number of 32C. However, with a 5 knot tailwind, 3 degrees must be subtracted from the MT number to create an adjusted Flex Temp number of 28C.

OPS-07C


PAGE 3-19

B. The last number to consider after all adjustments is the FLAT TEMP number located at the top of the Max Temp Section. This is the minimum Flex Power number. After all the adjustments have been factored, if the adjusted Flex Temp number is less than the FLAT TEMP number, a flex power takeoff is not authorized.

C. If the adjusted Flex Temperature is at or above the FLAT TEMP number, this is the maximum flex temperature available. Notice in the sample above as the weights decrease, more flex is available.


OPS-07C


3.3.4 DETERMINING V SPEEDS

A. The next step after determining the takeoff power setting is to calculate the V-speeds. The V Speeds may be determined from the Max Temp Data or Max Weight Data. Use whichever V-Speeds correspond to the temperature and weight used for takeoff planning.

B. In the previous example, with an actual takeoff weight of 79,000 lbs it was determined that a flex power temperature setting of 31C could be used on the 04 SHIPS runway. Reference across from 79,000 lbs to the correct runway column and the V-Speeds are 138/143/147.

C. If flex power is not an option, the Max Weight Data section may provide the V-Speeds adjacent to the OAT line.

If the actual aircraft weight is higher than the Max Temp Data scale and is lower than the Max Weight Data scale, call dispatch for a new TLR.

D. If actual takeoff weight is within the Max Temp scale but a Maximum Thrust takeoff is planned (not flexing), the speeds corresponding to the actual weight on the Max Temp Data may still be used.

E. If the actual takeoff weight is less than the lowest weight shown on the Max Temp scale for the desired runway/flap setting, determine the lowest weight listed for the desired runway/flap setting and use the associated speeds.

F. VFS will always be determined using the Data Cards. Select the speed associated with the actual takeoff weight.

NO

TE

Even if V1, VR and V2 were deter-mined from a weight higher than the actual takeoff weight, the VFS is always based on actual takeoff weight.

OPS-07C


PAGE 3-21

3.3.5 ANTI-ICE CORRECTIONSA. When the temperature range is 10C or below, a row is appended to

the Max Temp and Max Weight Section Data for anti-ice corrections. The row labeled EWAI is used when both engine and wing anti-ice is selected for takeoff

B. In the case illustrated above, if the MCDU TRS page has ALL selected for the anti-ice option, a 260 lb. penalty must be applied by subtracting 260 lbs from 82,640. The resulting runway takeoff weight of 82,380 is definitely above the structural weight of 82,011 lbs which is still limiting unless the MFPTW is more restrictive.

3.3.6 ACARS RUNWAYS SECTIONThe ACARS runways section provides a list of runways available for takeoff data calculations. Listed with each runway is its associated ACARS (and FMC) runway alias, runway length, planned maximum takeoff weight, and runway notes.


08 8065/45-45-49 8223/45-47-50 8519/43-50-53

06 8089/45-45-49 8252/45-47-50 8551/43-50-53

/ 04 8113/46-46-49 8281/45-48-51 8582/44-51-53

02 8137/46-46-49 8310/46-48-51 8613/44-51-54

HW/10KT 159 2 2 2 196 3 2 2 188 3 2 2

TW/10KT -547 -7 -6 -5 -577 -8 -6 -5 -604 -8 -6 -5

EWAI -22 0 0 0 -19 0 0 0 -20 0 0 0

----------------------- ACARS RUNWAYS -----------------------

RWY ACARS LENGTH PMTOW EFP NOTES

04 7000 7900 DT H044

04 SHIPS 04/BHB 7000 7900 DT H044 USE WHEN SHIPS ARE

WITHIN 1000F OF

XTND CL FOR VMC OR

IF RPRTD BY

ATC/ATIS FOR IMC


OPERATING TURN

ABOVE 400 FT AFE OK


WITHIN 1000F OF

XTND CL FOR VMC OR

IF RPRTD BY

ATC/ATIS FOR IMC

22 7000 7900 DT H224


OPERATING TURN

ABOVE 400 FT AFE OK


WITHIN 1000F OF

XTND CL FOR VMC OR

IF RPRTD BY

ATC/ATIS FOR IMC

31/W 6770 7900 SPECIAL EARLY ALL ENG

OPERATING TURN

ABOVE 400 FT AFE OK

/ -ENGINE FAILURE

AFTER 400 FT RT

H040

OPS-07C


In an ACARS runways section, a line of takeoff data consists of:

1) RWY – Runway

2) ACARS – ACARS runway alias. The runway alias may be used for requesting data for the associated runway. The runway alias must be used to retrieve uplinked takeoff data within the FMC.

3) LENGTH – Runway length

4) PMTOW – Planned maximum takeoff weight based on dispatcher planned conditions. The PMTOW is the lower of the MRTW or MFPTW for the planned conditions.

5) EFP – Special Departure Procedure indicated by the word “SPECIAL”.

6) NOTES – Runway notes

3.3.7 ACARS TAKEOFF PERFORMANCE SECTION

A. The ACARS takeoff performance section is provided primarily as a planning/briefing tool and secondarily as a backup for inoperative ACARS situations. This section provides a simplified method of determining if takeoff requirements are satisfied for current operating conditions. It also provides for quick determination of takeoff speeds, if reduced thrust is possible, the associated maximum assumed temperature, power settings, appropriate aircraft configuration, and abbreviated engine failure procedure.

--------------- DRY RWY - PTOW - ENG A/I OFF ----------------


04 7850 33 FLEX - T/O-1 - ECS ON 2 136 143 147


13 7850 33 FLEX - T/O-1 - ECS ON 2 139 143 147


22 7850 31 FLEX - T/O-1 - ECS ON 2 140 143 147

31 7850 35 FLEX - T/O-1 - ECS ON 2 136 144 147


----------- DRY RWY - PTOW PLUS 500 - ENG A/I OFF -----------


04 7900 33 FLEX - T/O-1 - ECS ON 2 138 144 147


13 7900 32 FLEX - T/O-1 - ECS ON 2 138 144 147

13 SHIPS 7900 21 T/O-1 - ECS ON 2 143 143 147

22 7900 30 FLEX - T/O-1 - ECS ON 2 141 144 147

31 7900 34 FLEX - T/O-1 - ECS ON 2 137 144 147


------ DRY RWY - PTOW PLUS 500 - ENG A/I OFF - 10KT TW ------


04 7900 34 FLEX - T/O-1 - ECS ON 4 123 124 127

04 SHIPS ---- -- -- --- --- ---

13 7900 26 T/O-1 - ECS OFF 4 120 123 127

13 SHIPS ---- -- -- --- --- ---

22 7900 28 T/O-1 - ECS OFF 4 118 123 127

31 7900 32 FLEX - T/O-1 - ECS ON 4 123 124 127

31 SHIPS ---- -- -- --- --- ---

OPS-07C


PAGE 3-23

B. In an ACARS takeoff performance section, a line of takeoff data consists of:

1) RWY – Runway

2) MTOW – Maximum takeoff weight

3) MT – Maximum temperature (actual or assumed) for which takeoff is allowed for the specified

4) MTOW, section conditions, and takeoff configuration.

5) CONFIG – Takeoff configuration

6) FLP – Takeoff flap setting for the MTOW

7) V1 VR V2 – Takeoff speeds

C. Dashes in place of an element indicate that takeoff is not allowed for the specified condition in that section.

3.3.7.1 Steps For Using The ACARS Takeoff Performance Section

Step Flight Crewmember

Use the ACARS Takeoff Performance Section

1 Determine the actual takeoff weight.

2 Compare actual takeoff weight to MTOW.

If.... Then....

If actual takeoff weight is greater than MTOW...

proceed to the next takeoff perfor-mance section (if available) or con-tact dispatch, as appropriate.

If actual takeoff weight is less than or equal to MTOW, and reduced thrust is desired:

MT must be greater than the actual OAT.Select FLEX T/O - ON and set the FLEX TEMP to the MT value.Enter the V1, VR, and V2 on the TAKEOFF page.Configure the aircraft as indicated on the TLR in the CONFIG column.

If actual takeoff weight is less than or equal to MTOW, and reduced thrust is NOT permitted or NOT desired:

Actual OAT must be less than or equal to the MT. Select FLEX T/O - OFF.Enter the V1, VR, and V2 on the TAKEOFF page.Configure the aircraft as described for takeoff.

OPS-07C


3.3.7.2 Rules For Reading The ACARS Takeoff Performance Section

A. The actual takeoff weight must be less than or equal to the MTOW displayed.

B. For full power takeoffs, if actual OAT is greater than MT, contact dispatch for a revised TLR.

C. Unless noted in the section title, TLR takeoff performance sections are based on calm winds. Use of this data is NOT allowed for takeoff with a tailwind, unless a section indicates tailwind data. It may be used for headwind conditions. Contact dispatch for revised takeoff performance if a tailwind exists.

3.3.7.3 Release And ACARS Limit Codes

Runway analysis limit codes are included on the release performance summary section. Limit codes are as follows:

1) A – Maximum AFM Chart Weight

2) B – Brakes

3) C – Climb

4) F – Field

5) O – Obstacle

6) T – Tires

7) V – VMCG

NO

TE The ACARS TLR includes the

MFPTW limit in its calculations and therefore the displayed MTOW will never exceed the MFPTW.

NO

TE The performance summary sec-

tion is located on the first page of the flight release immediately below the flight plan.

OPS-07C

csalsman

Rectangle

csalsman

Small Stamp

of 4

ERJ-170 Performance ManualBulletin: APM170-08-01 Date: 01 SEP 2008

Subject: Optimum V2

APM

Placement- This is a two part bulletin. This is Part Two. Insert this part in Chapter 3, after Page 3-24.

Instructions- This adds a new Section 3.3.7.4 to Chapter 3.

3.3.7.4 Optimized V2

If an increased takeoff weight is required by passenger load, an optimized V2 may allow an increase in maximum takeoff weight on runways where the runway length is not a limiting factor.

Otpimized V2 allows the aircraft to accelerate to a higher than normal V2 when runway distance allows. The higher V2 results in a better 2nd segment climb gradient to clear close in obstacles that are in the second segment climb path.

The use of an optimized V2 will be indicated in the RMKS section of the TLR with the notation- “OPTIMUM V2”.

With ACARS the system will automatically employ Optimum V2 as the last option to max out takeoff weight when needed. No crew action will be necessary. The return time for the data uplink will be significantly longer when Optimum V2 is used.

Optimized V2 use will be indicated on the ACARS takeoff performance screen under the RMKS section.

NO

TE

Use of optimized V2 will result in a significant increase in calculation times so it will only be requested by the dispatcher when absolutely necessary.

ERJ-170 Performance ManualBulletin: APM170-08-01 Date: 01 SEP 2008Subject: Optimum V2

Page 4 of 4

APM



PAGE 3-25

3.3.8 CONTAMINATED RUNWAY DATA

A. If contaminated runways are present and the dispatcher creates a TLR that includes contaminated runway data, a new section will replace the MAX WEIGHT DATA. The dispatcher must select the type of contamination when generating the report. Takeoff performance will also be included for un-contaminated conditions. An example might be when the TLR was generated, there was 1” of dry snow on the runway but when the airplane is ready for takeoff, the runway was plowed and no contamination exists. The crew can then reference the uncontaminated data for their takeoff performance.

B. An example of the contaminated data is included below ------- T/O-1 - SLUSH - A/I ON 10C AND BELOW - OAT 5C -------

04 04 SHIPS 13

LEVEL 1 F04 8011/02-24-28 F04 7743/03-22-26 F04 7876/03-23-27

LEVEL 2 F04 7859/05-23-27 F04 7672/05-21-25 F04 7776/05-22-26

LEVEL 3 F04 7442/10-18-23 F04 7406/10-18-23 F04 7431/10-18-23

13 SHIPS 22 31

LEVEL 1 F04 7617/03-20-25 F04 7784/04-22-26 F04 8206/02-26-29

LEVEL 2 F04 7540/06-20-24 F04 7679/06-21-25 F04 7975/05-24-28

LEVEL 3 F04 7298/11-17-22 F04 7349/11-18-22 F04 7421/10-19-23

31 SHIPS

LEVEL 1 F04 7697/04-21-25

LEVEL 2 F04 7628/06-21-25

LEVEL 3 F04 7373/11-18-23

----- T/O-1 - WET SNOW - A/I ON 10C AND BELOW - OAT 5C ------

04 04 SHIPS 13

LEVEL 1 F04 8082/08-25-28 F04 7798/09-22-26 F04 7933/09-24-27

LEVEL 2 F04 7852/11-23-27 F04 7693/11-21-25 F04 7784/11-22-26

LEVEL 3 F04 7201/16-16-21 F04 7201/16-16-21 F04 7200/16-16-21

13 SHIPS 22 31

LEVEL 1 F04 7696/10-21-25 F04 7854/10-23-27 F04 8268/08-27-30

LEVEL 2 F04 7586/12-20-24 F04 7701/12-22-25 F04 7932/11-24-27

LEVEL 3 F04 7200/16-16-21 F04 7200/16-16-21 F04 7199/16-16-21

31 SHIPS

LEVEL 1 F04 7752/10-22-26

LEVEL 2 F04 7653/12-21-25

LEVEL 3 F04 7199/16-16-21

----- T/O-1 - DRY SNOW - A/I ON 10C AND BELOW - OAT 5C ------

04 04 SHIPS 13

LEVEL 1 F04 7857/10-23-27 F04 7692/11-21-25 F04 7785/11-22-26

LEVEL 2 F04 7189/16-16-21 F04 7189/16-16-21 F04 7189/16-16-21

LEVEL 3 F02 4409/01-05-18 F02 4409/01-05-18 F02 4409/01-05-18

13 SHIPS 22 31

LEVEL 1 F04 7582/12-20-24 F04 7701/12-21-25 F04 7940/10-24-27

LEVEL 2 F04 7189/16-16-21 F04 7187/16-16-21 F04 7187/16-16-21

LEVEL 3 F02 4409/01-05-18 F02 4409/01-05-18 F02 4409/01-05-18

31 SHIPS

LEVEL 1 F04 7652/12-21-25

LEVEL 2 F04 7187/16-16-21

LEVEL 3 F02 4409/01-05-18

OPS-07C


C. In the Single Section, the OAT is displayed in the section title. A line of takeoff data consists of the level of contamination, flap setting, MRTW (maximum runway takeoff weight), and takeoff speeds.

D. For contaminated runways, the ice protection system corrections may be automatically applied depending on the OAT, as noted in the section title.

E. Since the data is calculated only for one temperature, the flap setting is displayed before the corresponding MRTW. The flap setting is preceded with the “F” symbol.

F. For a description of the levels of contamination, refer to the following table for an explanation of each level.

NO

TE Like on other sections, dashes in

place of an element indicate that takeoff is not allowed for the speci-fied condition.

------- T/O-1 - SLUSH - A/I ON 10C AND BELOW - OAT 5C -------

04 04 SHIPS 13

LEVEL 1 F04 8011/02-24-28 F04 7743/03-22-26 F04 7876/03-23-27

LEVEL 2 F04 7859/05-23-27 F04 7672/05-21-25 F04 7776/05-22-26

LEVEL 3 F04 7442/10-18-23 F04 7406/10-18-23 F04 7431/10-18-23

CONTAMINANT LEVELS

Contaminant Water Slush Wet Snow Dry Snow

LEVEL 1 Heavy Rain up to 1/8” or 3mm

flooding

1/8”or

3mm

1/4"or

6mm

1”or

25mm

LEVEL 2 >1/8” to 1/4"

Or3mm to 6mm

>1/8” to 1/4" Or

3mm to 6mm

>1/4” to 1/2" Or

7mm to 13mm

>1” to 2" Or

26mm to 51mm

LEVEL 3 >1/4" to 1/2"

Or7mm to 13 mm

>1/4" to 1/2" Or

7mm to 13 mm

>1/2" to 1" Or

14mm to 25 mm

>2" to 4" Or

52mm to 102 mm

OPS-07C


PAGE 3-27

3.3.8.1 Determining Maximum Weight

A. Data is valid for temperatures equal to or colder than the OAT displayed in the section title.

B. Data in this section is only valid for calm or headwind conditions.

C. In the example above, if runway 05L is covered with < 1/4" of WET SNOW, we can use LEVEL 1 and determine a Flaps 2 (F02) takeoff is good up to 85,090 pounds.

D. All takeoffs with contaminated runway data must use maximum power. No flex power takeoffs are approved on contaminated runways.


NO

TE

Data for tailwind conditions must be obtained from Dispatch.

OPS-07C


3.3.8.2 Determining V Speeds

A. For contaminated takeoffs where the actual takeoff weight is less than the MRTW for the selected contamination level, lower takeoff speeds may be realized by using speeds for the actual takeoff weight from the MAX TEMP section.

B. Speeds from either the Dry or Wet runway MAX TEMP section may be used, although Wet runway data may be preferred due to lower V1 speed.

Step Flight Crewmember

Determine V Speeds for Contaminated Runway Performance

1 Verify the actual takeoff weight is less than or equal to the Single Section MRTW for the given contaminated conditions.

If.... Then....

If actual takeoff weight is greater than Single Section MRTW...

Contact dispatch for new TLREnd of procedure.

If actual takeoff weight is less than Single Sec-tion MRTW...

Proceed to next step.

2 Verify that the flap setting for the departure runway in the MAX TEMP section is the same as the flap setting for the departure run-way in the Single Section for the given contaminated conditions.

If.... Then....

If flap settings DO NOT match...

If the flap settings do not match then the takeoff speeds from the Single Section must be used.Enter the V1, VR, and V2 on the TAKEOFF page.End of procedure.

If flap settings MATCH...

Compare the MAX TEMP V1 for the actual takeoff weight to the Single Section V1. Use the lower V1.Compare the MAX TEMP V1 for the actual takeoff weight to the Single Section V1. Use the lower V1.Compare the MAX TEMP Vr for the actual takeoff weight to the Single Section Vr. Use the lower Vr and the associated V2.Use the power setting from the Single Section.

OPS-07C


PAGE 3-29

3.4 USING THE TLR FOR LANDING

3.4.1 LANDING DATA

The landing data includes the following sections—

Planned SectionRemarks SectionRevision SectionMax Weight DataFactored Landing Distance SectionDemonstrated Landing Distance Section

3.4.1.1 Planned Section

The landing planned section, much like the takeoff planned section, displays the conditions specified by the dispatcher when the TLR was created.

PMRLW – The planned maximum runway landing weight. This number is based solely on aircraft performance and may exceed the structural limitations.

FLP – This will either say Flaps 5 or Flaps 6. Flaps 6 is the equivalent of Flaps FULL.

PLDW – The planned landing weight as determined by the flight plan. This number sets the baseline for the Factored Landing distance Data and Demonstrated Distance Data sections and is denoted by the ‘/’ in the left most column.

3.4.1.2 Remarks/Revision Section

In this sample, there are no remarks and no revisions to the landing TLR.

NO

TE All weight data is displayed as

weight / 100. Adjustment infor-mation is provided for all but the Single Sections.

OPS-07C


3.4.1.3 Max Weight Data

A. The Max Weight Data section header shows the conditions of the report. In this case, Dry Runways, Anti-Ice off and No Ice Accretion on the airframe.

B. The data is organized in rows by temperature and columns by runways. Each runway column is further divided by Flaps 5 and Flaps FULL numbers.

C. At the bottom of this section are the corrections for headwind (HW) and tailwinds (TW).

D. When landing at or below the specified weight from this data, aircraft performance will meet the factored landing distance, i.e. landing will be completed within 60% of the available runway. If the header to this section specifies WET RWY, an additional 15% runway allowance will be factored in as required by FAR Part 121 for turbojet aircraft. The aircraft will also meet the missed approach climb criteria.

E. To determine the maximum landing weight, enter the table at the current OAT, go across to the desired runway and use the numbers to the left of the ‘/’ for Flaps 5 and the numbers on the right for Flaps Full.

F. Add or subtract for headwind/tailwind adjustments and the resulting number indicates the maximum landing weight for the selected runway.

G. In the following case, with an OAT of 17C landing on runway 05L, the maximum landing weight for performance is 90,390 lbs. Since this exceeds the maximum structural landing weight of 72,310 lbs., the maximum structural landing weight will be the most restrictive number.

OPS-07C


PAGE 3-31

3.4.1.4 Factored Landing Distance Data

A. The factored landing Distance Data provides the distance required that will allow a landing within 60% of that distance. In addition the WET/LVIS, wet runway or low (3/4 mile) visibility column will allow for an additional 15% distance as required by FAR Part 121 for turbojet aircraft.

B. It is organized in rows by landing weight and by columns of DRY or WET/LVIS. There are two sets of data, one for flaps 5 and the other for flaps full.

C. At the bottom of the table are headwind/tailwind (HW/TW) correction numbers. For each knot of headwind or tailwind add or subtract the number feet.

D. Normally the Factored and Demonstrated Landing distances are based on crossing the threshold at 50 feet AGL and VREF. Since the auto throttles target VAPP, a five knot correction is included the published landing distances to account for crossing the threshold at VREF +5. No additional correction is required.

E. In the example below, the aircraft will land at 64,000 pounds on a wet runway. The runway will need to be 4,851 feet long to complete the landing within 60% of that runway. With 10 knots of tailwind, add an additional 880 feet (88 x 10) for a total of 5,731 feet.

F. If the airplane is landing in icing conditions with the ice speed adjustment, add an additional 522 feet for a grand total of 6,253 feet. The icing speed adjustment is a singular adjustment. It is not multiplied by anything.

3.4.1.5 Demonstrated Landing Distance Data

A. The Demonstrated Landing Distance data is based on maximum braking and no thrust reversers. The use of thrust reversers will shorten the actual landing distance to something less than what is published.

OPS-07C


B. The demonstrated Landing Distance Data is organized identically to the Factored Landing Distance Data. It also is used the same way. The difference is this data removes all margins and represents the actual landing distance to come to a complete stop.

C. In the following example, landing at 64,500 lbs. on a dry runway, flaps 5 with no wind will require 2,544 feet to come to a complete stop.

3.4.2 ANTI-ICE CORRECTIONS

A. When the temperature range is 10C or below, a row is appended to the Maximum Landing Weight Data for anti-ice corrections. The row is labeled EWAI and is used when engine and wing anti-ice is operating for landing.

B. In the case illustrated above, if the wing/engine anti-ice protection will be operating during landing, a 60 lb. penalty must be applied by subtracting 60 lbs from 88,890. The resulting landing weight of 88,830 is definitely above the structural weight of 72,310 lbs which is still limiting.

OPS-07C


PAGE 3-33

3.5 DRIFTDOWN PERFORMANCE

A. Part of the AeroData performance product is the calculation of enroute and driftdown performance, driftdown alternate airports and enroute weight limitations that ensure adequate terrain clearance and/or climb performance for each flight.

B. If driftdown or enroute performance is limiting, the release will contain a new section just below the flight plan which contains the enroute and driftdown information. It will specify either Method 1 or Method 2 driftdown and the associated weight limitations. If driftdown or enroute performance is not a factor, this section will not appear on the release.

3.5.1 METHOD 1A. As a review, Method 1 limits the takeoff gross weight so that,

considering fuel burn, the aircraft will be light enough to ensure the airplane can at least fly level with one engine inoperative at an altitude of at least 1,000 feet above the terrain and 1,500 feet above the destination airport, using net flight path data which is derived by subtracting 1.1% for two-engine airplanes from the actual climb performance the airplane can produce. Thus, the net climb gradient capability remains a performance margin at the weight, altitude, and temperature anticipated at the critical point on the route.

B. The limiting information for method 1 is presented in the section between the dashed lines. This section recaps the TLR report. The only information in this section pertaining to driftdown is the METW (maximum enroute takeoff weight) line. The other lines are restatements of the planning lines in the TLR and are for information only. The actual TLR is to be used for takeoff and landing planning.

C. In this example the Method 1 maximum enroute takeoff weight (METW) limitation is 85,980 pounds. This number must be compared to the takeoff calculations and the most limiting weight used to determine the maximum takeoff weight.

IFR

RPA1320003 FP RPA3631 T/E170/Q 454 DCA P1730 340

DCA..MOL.FLCON1.ATL/0114

--- AERODATA ------------------------------------------------------

MTXW 8236

MTOW 7804/LS PTOW 7459 MRTW 8212/F02/O P08/0000/30.04/01

METW 8598 METHOD 1

MLDW 7231/S PLDW 6887 MRLW 7231/F06/S P06/0000/30.16/09L

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

MEL/CDL ITEMS

ATA DESCRIPTION EXPIRATION

NONE

OPS-07C


3.5.2 METHOD 2A. Takeoff gross weights higher than those obtained by Method 1, may

be achieved by driftdown. When Method 2 is used, the net flight path available after engine failure will permit the airplane to clear all terrain by at least 2,000 feet while cruising, or when drifting down to an alternate airport within range of the fuel remaining.

B. Method 2 information is provided in the same location on the flight release as Method 1 but also includes enroute alternate airports.

C. In this example the maximum enroute takeoff weight (METW) is 76,310 pounds.

D. The enroute alternate airports are listed beneath the weight information. In this example, if the aircraft is between 53 nm south of LOPEC intersection (a point on the filed route) and 23 nm south of LOPEC, and an engine fails, the driftdown alternate airport is ABQ.

End of Chapter

IFR

RPA1050002 FP RPA3625 T/E170/Q 462 ABQ P1500 320

ABQ..LOPEC.LARKS5.DEN/0048

MTXW 8236

MTOW 7631/LS PTOW 7239 MRTW 8549/F01/O P09/0000/30.02/08

METW 7631 METHOD 2

MLDW 7231/S PLDW 6839 MRLW 7231/F05/S P03/0000/29.82/16R

FROM TO DD ALT

ABQ 83 S LOPEC ABQ

83 S LOPEC 53 S LOPEC FMN

53 S LOPEC 23 S LOPEC ABQ

23 S LOPEC 13 S LOPEC FMN

13 S LOPEC DEN DEN

DEN

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

MEL/CDL ITEMS

ATA DESCRIPTION EXPIRATION

NONE

OPS-07C


PAGE 4-1

Chapter 4Data Cards

4.1 CROSSWIND PERFORMANCE

4.1.1 DEMONSTRATED CROSSWIND

A. The maximum demonstrated crosswind component for takeoff and landing is 38 kts measured at tower height of 10 m (32.8 ft.).

B. The demonstration was made with both engines operating on a dry runway and using VREF plus half the maximum gust intensity. This value is not considered to be limiting.

C. Maximum Recommended Crosswind

Dry runway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 ktsWet runway. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 ktsRunway with compacted snow . . . . . . . . . . . . . . . . . . . . 20 ktsRunway with standing water/slush . . . . . . . . . . . . . . . . . 18 ktsRunway with wet ice (no melting). . . . . . . . . . . . . . . . . . 12 kts

4.1.2 USING THE WIND COMPONENT CHART

A. The wind correction grid is factored according to the regulations, and represents the headwind or tailwind components measured at 32.8 feet.

B. Corrections to wind velocity and direction into headwind, tailwind, and crosswind are given in the Wind Component Chart.

C. Chart Use

Enter the chart with the reported wind velocity and the relative angle to the runway, then read the wind component parallel to the runway and the crosswind.

D. Example

1) Given

Wind Velocity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 knotsWind Direction . . . . . . . . . . . . . . . . . . . . . . . . . . . .60 degrees

2) Determine

Wind component parallel to the runway . . . . . . . . . . . 10 knotsCrosswind. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.5 knots



4.1.3 WIND COMPONENT CHART

WIND COMPONENT

-80

-70

-60

-50

-40

-30

-20

-10

0

10

20

30

40

50

60

70

80

0 10 20 30 40 50 60 70 80 90

CROSSWIND

COMPONENT

- KTS

WIND DIRECTION RELATIVE

TO RUNWAY

(STRAIGHT LINES)

10°20°

30°

40°

50°

60°

70°

80°

90°

100°

110°

120°

140°

150°160°

170°

0°

180°

REPORTED WIND

SPEED

(CURVED LINES)

EF

FE

CT

IVE

TA

ILW

IND

CO

MP

ON

EN

T -

KT

S

130°

EF

FE

CT

IVE

HE

AD

WIN

D

CO

MP

ON

EN

T -

KT

S

170C

TA

10 -

OU

T 3

0, 2003



PAGE 4-3

4.2 ERJ-170 AIRCRAFT

4.2.1 SPEED CHARTS

4.2.1.1 Takeoff Speed Charts

The AeroData performance package is provided to determine the appropriate speeds for a given takeoff weight at a specific pressure altitude and temperature.

V1, VR and V2 will be determined from the AeroData performance package. VFS will be determined using the Data Cards.

4.2.1.2 ERJ-170 Minimum V-Speeds


Pressure Altitude V1Min (VMCG) VRMin

SL 94 105

1000 93 102

2000 91 100

3000 90 98

4000 88 95

5000 87 93

6000 85 90

NO

TE If the speed charts are not available

in the aircraft the following charts may be used.



4.2.1.3 Final Segment Speed -- VFS


Wt. (lbs) VFS

48000 154

49000 156

50000 157

51000 159

52000 160

53000 162

54000 163

55000 165

56000 166

57000 168

58000 169

59000 171

60000 172

61000 174

62000 175

63000 177

64000 178

65000 180

66000 181

67000 183

68000 185

69000 186

70000 188

72000 189

74000 191

76000 194

78000 196

80000 199

82000 201

Final Segment Speed -- VFS



PAGE 4-5

4.2.2 DRIFTDOWN TABLES

4.2.2.1 Driftdown Table ERJ-170 Anti-ice Off


DRIFTDOWN TABLE

EMBRAER 170 – CF34-8E5 ENGINES – FAA CERTIFICATION

BLEEDS ON/ENGINE & WING ANTI-ICE OFF

WEIGHT (lb) INITIAL GROSS LEVEL OFF ALTITUDE - FT

DRIFTDOWN (NET LEVEL OFF ALTITUDE - FT)

START SPEED ISA+10°C

DRIFTDOWN LEVEL OFF (KIAS) & BELOW

ISA +15°C ISA+20°C

20000 19600 18600 79000 75400 199

(15100) (14400) (13000)

21300 21000 20200 75000 72000 194

(17000) (16400) (15100)

22700 22400 21900 71000 68400 188

(18600) (18200) (17000)

24100 24000 23400 67000 64600 183

(20100) (19900) (19000)

25700 25600 25000 63000 60900 178

(21700) (21500) (20900)

27300 27200 26700 59000 57100 172

(23300) (23200) (22700)

28900 28900 28400 55000 53300 166

(25100) (25000) (24600)

30700 30700 30300 51000 49500 160

(26900) (26900) (26500)



4.2.2.2 Driftdown Table ERJ-170 Anti-ice On


DRIFTDOWN TABLE

EMBRAER 170 – CF34-8E5 ENGINES – FAA CERTIFICATION

BLEEDS ON/ENGINE & WING ANTI-ICE ON



START SPEED ISA-8°C

DRIFTDOWN LEVEL OFF (KIAS) & BELOW

ISA ISA+10°C

19700 19600 18000 79000 75400 198

(14900) (14700) (12600)

20900 20800 19400 75000 72200 194

(16800) (16600) (14700)

22200 22200 20800 71000 68500 188

(18400) (18200) (16500)

23600 23600 22300 67000 64700 183

(19800) (19700) (18200)

25100 25000 23800 63000 61000 178

(21300) (21300) (19900)

26600 26300 25300 59000 57100 172

(22900) (22900) (21600)

28300 27500 26500 55000 53400 166

(24600) (24600) (23400)

30100 29000 27800 51000 49600 160

(26300) (26100) (25100)



PAGE 4-7

4.2.3 NET CEILING

4.2.3.1 ERJ-170 Net Ceiling


ISA+10°C

& BELOWISA +15°C ISA + 20°C

ISA+10°C


51000 26210 26200 25710 30100 30030 29620

53000 25300 25200 24740 29200 29100 28700

55000 24320 24300 23800 28300 28200 27700

57000 23410 23310 22800 27400 27400 26800

59000 22530 22430 21810 26600 26500 25900

61000 21700 21600 20810 25710 25600 25100

63000 20900 20700 19900 24900 24800 24300

65000 20100 19800 18800 24100 24000 23410

67000 19300 18900 17800 23400 23200 22600

69000 18520 18010 16800 22600 22400 21800

71000 17700 17000 15700 21900 21600 20900

73000 16700 16200 14700 21200 20900 20000

75000 15600 14800 13400 20400 20100 19100

77000 14200 14100 11200 19800 19500 18200

79000 13500 12800 9500 19210 18700 17400

81000 12800 11200 8600 18700 18100 16700

ISA+10°C


ISA+10°C


51000 24500 23400 21720 27210 26600 25100

53000 23520 22310 20720 26650 26100 24510

55000 22640 21320 19800 26130 25300 23900

57000 21700 20400 19000 25440 24500 22900

59000 20800 19500 18200 24700 23600 21900

61000 19910 18600 17300 23900 22700 21100

63000 19020 17720 16400 23100 21800 20300

65000 18100 16800 15400 22300 21000 19500

67000 17200 15820 14300 21500 20200 18800

69000 16300 14900 12400 20700 19400 18110

71000 15300 13600 9600 19920 18600 17300

73000 14300 11300 8500 19200 17900 16400

75000 12900 9400 7500 18400 17100 15500

77000 10900 8500 6500 17700 16300 14700

79000 9500 7600 5620 17000 15500 13700

81000 8700 6800 4900 16300 14800 12000

Weight (lbs.)

EN ROUTE CEILING TABLE - OEI

EMBRAER 170 - CF34-8E5 ENGINES - FAA CERTIFICATION - BLEEDS ON - ENGINE & WING

ANTI-ICE OFF - DRIFTDOWN SPEED

EN ROUTE CEILING TABLE - OEIEMBRAER 170 - CF34-8E5 ENGINES - FAA CERTIFICATION - BLEEDS ON - ENGINE & WING

ANTI-ICE ON - DRIFTDOWN SPEED

Weight (lbs.)

Net Level-Off Gross Level-Off




4.2.4 LANDING SPEED CHARTS

Landing speed cards are provided for the ERJ-170 to determine the appropriate speeds for a given landing weight.

The speeds provided are VREF and VAC.When determining which speed chart to use for the actual weight of the aircraft, round the weight up to the next 2000 lbs or interpolate. If the speed charts are not available in the aircraft, the following charts may be used.

4.2.4.1 ERJ-170 Landing Speeds, Flaps 5

A. FLAPS 5 Landing Speeds: No Ice

Landing Weight VREF Flaps 2--VAC

48,000 107 127

50,000 109 130

52,000 112 133

54,000 114 135

56,000 116 138

58,000 118 140

60,000 120 143

62,000 122 145

64,000 124 147

66,000 126 150

68,000 128 152

70,000 130 154

72,000 131 156

74,000 133 158

76,000 135 161

78,000 137 163

80,000 139 165

82,000 140 167

FLAPS 5 - LANDING SPEED ERJ-170

NO ICE ACCRETION



PAGE 4-9

B. FLAPS 5 Landing Speeds: ICE



48,000 116 127

50,000 118 130

52,000 121 133

54,000 123 135

56,000 125 138

58,000 128 140

60,000 130 143

62,000 132 145

64,000 134 147

66,000 136 150

68,000 138 152

70,000 140 154

72,000 142 156

74,000 144 158

76,000 146 161

78,000 148 163

80,000 150 165

82,000 152 167

7/29/2004

CONFIG: 5 - LANDING SPEED ERJ-170

ICE ICE



4.2.4.2 ERJ-170 Landing Speeds, FLAPS FULL

A. FLAPS FULL Landing Speeds: No Ice


48,000 101 112

50,000 103 115

52,000 105 117

54,000 107 119

56,000 109 121

58,000 111 124

60,000 113 126

62,000 115 128

64,000 116 130

66,000 118 132

68,000 120 134

70,000 122 136

72,000 123 138

74,000 125 140

76,000 126 142

78,000 127 143

80,000 128 145

82,000 129 147

FLAPS FULL - LANDING SPEED ERJ-170

NO ICE ACCRETION



PAGE 4-11

B. FLAPS FULL Landing Speeds: ICE


48,000 107 112

50,000 109 115

52,000 111 117

54,000 113 119

56,000 115 121

58,000 117 124

60,000 119 126

62,000 121 128

64,000 123 130

66,000 125 132

68,000 126 134

70,000 128 136

72,000 130 138

74,000 132 140

76,000 133 142

78,000 134 143

80,000 135 145

82,000 136 147

7/29/2004

FLAPS FULL - LANDING SPEED ERJ-170

ICE ICE



4.2.5 WEIGHT CHARTS

4.2.5.1 Approach Climb Limit Weight

Gross weights are given for temperatures and pressure altitudes. Use pressure altitude and temperature of landing airport to determine weight limit. Interpolation of the weight limit can be made for both intermediate temperatures and pressure altitudes or the higher temperature and higher pressure altitude may be used.

A. ERJ-170 Approach Climb Limit Weight: FULL FLAPS

NO

TE

Approach climb limit charts and fac-tored landing distance charts are used when landing at an airport other than your planned destination. Pilots must use the most restrictive weight limit from the factored land-ing distance and the approach climb limit chart to determine the max landing weight.

Temp (°C)/

Altitude (ft)-1000 SL 2000 4000 6000 8000

10 85980 85980 85980 83787 78529 72578

15 85980 85980 85980 83595 77786 71692

20 85980 85980 85980 83176 76256 70550

25 85980 85980 85980 81117 73919 68063

30 85980 85980 84475 77003 70733 65098

35 85980 85980 79287 72936 67532 -

40 83864 80963 74468 68952 - -

45 78520 76485 70032 - - -

50 73445 72488 - - - -

Temp (°C)/

Altitude (ft)-1000 SL 2000 4000 6000 8000

10 85980 85980 85980 83225 76362 70473

5 85980 85980 85980 83507 77909 71663

0 85980 85980 85980 83712 78403 72448

-5 85980 85980 85980 83857 78668 72834

-10 85980 85980 85980 84001 78881 73222

-15 85980 85980 85980 84012 78974 73341

-20 85980 85980 85980 83833 78910 73407

-25 85980 85980 85980 83745 78888 73473

-30 85980 85980 85980 83789 78889 73540

-35 85980 85980 85980 83833 78930 73606

-40 85980 85980 85980 85980 78961 73672

EMBRAER 170 - CF34-8E5 ENGINES - FAA CERTIFICATION - BLEEDS OFF -

ENGINE & WING ANTI-ICE ON - LANDING FLAPS FULL - APPROACH FLAPS 4

APPROACH CLIMB LIMIT WEIGHT (lbs.)



ENGINE & WING ANTI-ICE OFF - LANDING FLAPS FULL - APPROACH FLAPS 4



PAGE 4-13

B. ERJ-170 Approach Climb Limit Weight: FLAPS 5


Temp (°C)/

Altitude (ft)-1000 SL 2000 4000 6000 8000

10 85980 85980 85980 85980 85980 80050

15 85980 85980 85980 85980 85941 78740

20 85980 85980 85980 85980 84318 77201

25 85980 85980 85980 85980 77036 74038

30 85980 85980 85980 84241 73363 70742

35 85980 85980 85980 79073 73363 -

40 85980 85980 81172 74128 - -

45 85641 83974 76075 - - -

50 80228 79104 - - - -

Temp (°C)/

Altitude (ft)-1000 SL 2000 4000 6000 8000

10 85980 85980 85980 85980 84424 77215

5 85980 85980 85980 85980 85980 78670

0 85980 85980 85980 85980 85980 79940

-5 85980 85980 85980 85980 85980 80442

-10 85980 85980 85980 85980 85980 80837

-15 85980 85980 85980 85980 85980 81095

-20 85980 85980 85980 85980 85980 81331

-25 85980 85980 85980 85980 85980 81335

-30 85980 85980 85980 85980 85980 81335

-35 85980 85980 85980 85980 85980 81432

-40 85980 85980 85980 85980 85980 81551



ENGINE & WING ANTI-ICE OFF - LANDING FLAPS 5 - APPROACH FLAPS 2



ENGINE & WING ANTI-ICE ON - LANDING FLAPS 5 - APPROACH FLAPS 2



4.2.6 LANDING DISTANCE

4.2.6.1 Unfactored Landing Distance & Factored Landing Distance

A. Unfactored Landing Distance is the actual distance to land the airplane on a zero slope, ISA temperature, dry runway, from a point 50 ft. above runway threshold at VREF, using only the brakes and spoilers as deceleration devices (i.e., no engine reverse thrust is used).

B. The Factored Landing Distance for dispatch is the unfactored landing distance increased by 66.7% for dry runway, or 91.7% for wet runway.




PAGE 4-15

C. ERJ-170 Unfactored Landing Distance, FLAPS 5

UNFACTORED LANDING DISTANCE TABLE ALL ENGINE TYPES – FAA – FLAPS 5ISA CONDITIONS – ANTI ICE OFF – AUTO BRAKES OFF

ALTITUDE

0 ft 1000 ft

WIND

Weight(lb)

-10 Kt 0 Kt 10 Kt 20 Kt -10 Kt 0 Kt 10 Kt 20 Kt

52000 2599 2198 2076 1960 2638 2230 2105 1985 56000 2716 2303 2177 2057 2758 2339 2210 2087 60000 2835 2410 2280 2156 2882 2450 2317 2190 64000 2957 2520 2385 2257 3008 2564 2427 2295 68000 3083 2628 2490 2357 3142 2676 2535 2400 72000 3222 2741 2598 2461 3286 2794 2648 2508 76000 3366 2863 2710 2566 3435 2923 2766 2617

ALTITUDE

2000 ft 3000 ft

WIND

Weight(lb)


52000 2685 2275 2150 2030 2728 2311 2183 2077 56000 2809 2387 2258 2134 2856 2428 2296 2169 60000 2936 2502 2368 2241 2988 2547 2410 2280 64000 3066 2619 2481 2349 3124 2668 2527 2393 68000 3207 2735 2593 2457 3272 2789 2644 2505 72000 3357 2860 2709 2569 3427 2920 2765 2621 76000 3517 2998 2839 2688 3605 3074 2912 2756

ALTITUDE

4000 ft 5000 ft

WIND

Weight(lb)


52000 2779 2360 2231 2108 2830 2410 2281 2157 56000 2911 2480 2347 2220 2962 2524 2389 2259 60000 3047 2602 2466 2334 3102 2651 2511 2377 64000 3190 2728 2586 2451 3253 2780 2637 2498 68000 3343 2852 2707 2566 3413 2912 2762 2619 72000 3512 2998 2841 2692 3599 3074 2913 2759 76000 3700 3160 2996 2839 3795 3243 3075 2913

NOTE: Landing distance in ft.



D. ERJ-170 Unfactored Landing Distance, FLAPS FULL

UNFACTORED LANDING DISTANCE TABLE ALL ENGINE TYPES – FAA – FLAPS FULL ISA CONDITIONS – ANTI ICE OFF – AUTO BRAKES OFF

ALTITUDE

0 ft 1000 ft

WIND

Weight(lb)


52000 2429 2041 1923 1812 2463 2068 1947 1832 56000 2529 2131 2009 1893 2567 2161 2037 1918 60000 2632 2222 2097 1977 2674 2257 2129 2021 64000 2734 2313 2183 2060 2783 2360 2230 2106 68000 2838 2405 2272 2145 2891 2455 2321 2193 72000 2943 2498 2361 2229 3001 2550 2413 2280 76000 3055 2593 2454 2320 3113 2640 2498 2362

ALTITUDE

2000 ft 3000 ft

WIND

Weight(lb)


52000 2505 2109 1988 1872 2550 2152 2030 1915 56000 2612 2205 2080 1960 2659 2250 2124 2005 60000 2721 2302 2174 2050 2772 2350 2221 2097 64000 2829 2399 2266 2139 2883 2450 2316 2188 68000 2940 2498 2361 2230 2997 2551 2414 2282 72000 3057 2597 2456 2333 3120 2653 2511 2376 76000 3177 2697 2554 2417 3240 2749 2603 2463

ALTITUDE

4000 ft 5000 ft

WIND

Weight(lb)


52000 2589 2184 2060 1941 2635 2229 2104 1985 56000 2703 2286 2158 2035 2752 2333 2204 2081 60000 2819 2390 2258 2131 2871 2440 2308 2180 64000 2933 2493 2357 2227 2989 2546 2410 2278 68000 3052 2599 2459 2324 3114 2655 2514 2378 72000 3185 2712 2569 2432 3248 2764 2618 2479 76000 3309 2813 2664 2522 3377 2871 2717 2573




PAGE 4-17

4.2.7 QUICK TURN AROUND WEIGHT TABLE

4.2.7.1 Quick Turn Around Weight

A. For normal operation, the brake temperature can be monitored through the brake temperature indication in the MFD.

B. The Quick Turn Around Weight Table must be used only when the brake temperature indication is not working properly (according to the MEL).

In this case, if the landing weight exceeds the Quick Turn Around Weight, a subsequent takeoff must not be performed before 25 minutes after chocks on. At the end of this time interval, check that the wheel thermal plugs have not melted.

4.2.7.2 Quick Turn Around Weight Corrections

Slope correction—

Decrease 1600 lbs. from the Quick Turn Around Weight per each 1% slope down.Increase 1100 lbs. to the Quick Turn Around Weight per each 1% slope up.


NO

TE If the tires are not flat after 25 min-

utes, this is a positive indication that the wheel thermal plugs have not melted.



A. ERJ-170 Quick Turn Around Weight Table: FLAPS 5

QUICK TURN AROUND WEIGHT TABLE ALL ENGINE TYPES – FAA – FLAPS 5 – SLOPE ZERO – AUTO BRAKES OFF

ALTITUDE

0 ft 1000 ft

WIND

Temp.(°C)


-20 82042 85980 85980 85980 80685 85980 85980 85980 -15 81265 85980 85980 85980 79894 85980 85980 85980 -10 80524 85980 85980 85980 79126 85980 85980 85980 -5 79757 85980 85980 85980 78399 85980 85980 85980 0 79023 85980 85980 85980 77691 85297 85980 85980 5 78322 85980 85980 85980 76993 84482 85980 85980

10 77639 85247 85980 85980 76301 83690 85980 85980 15 76965 84459 85980 85980 75632 82951 85526 85980 20 76297 83696 85980 85980 74990 82214 84738 85980 25 75652 82981 85562 85980 74363 81493 83969 85980 30 75030 82249 84800 85980 73749 80804 83246 85797 35 74423 81570 84056 85980 73150 80115 82561 85036 40 73828 80903 83350 85914 72575 79426 81834 84290 45 73246 80239 82673 85175 72001 78779 81167 83574 50 72678 79571 81981 84453 – – – –

ALTITUDE

2000 ft 3000 ft

WIND

Temp.(°C)


-20 79275 85980 85980 85980 77902 85532 85980 85980 -15 78520 85980 85980 85980 77158 84652 85980 85980 -10 77785 85397 85980 85980 76412 83796 85980 85980 -5 77062 84550 85980 85980 75689 83001 85574 85980 0 76344 83728 85980 85980 75001 82210 84731 85980 5 75651 82961 85534 85980 74329 81440 83908 85980

10 74985 82197 84719 85980 73674 80704 83137 85674 15 74336 81453 83923 85980 73034 79963 82392 84861 20 73702 80742 83178 85721 72420 79233 81635 84068 25 73082 80027 82462 84934 71810 78549 80923 83316 30 72488 79316 81722 84165 71231 77880 80217 82617 35 71897 78652 81034 83432 70673 77244 79506 81866 40 71332 78003 80354 82759 70107 76578 78836 81178 45 70789 77388 79664 82024 – – – –

NOTE: Quick Turn Around Weight in lb.



PAGE 4-19

ERJ-170 Quick Turn Around Weight Table: FLAPS 5 (CONT)


QUICK TURN AROUND WEIGHT TABLE ALL ENGINES TYPES – FAA – FLAPS 5 – SLOPE ZERO – AUTO BRAKES OFF

ALTITUDE

4000 ft 5000 ft

WIND

Temp.(°C)


-20 76524 83918 85980 85980 75178 82407 84925 85980 -15 75769 83085 85666 85980 74452 81562 84035 85980 -10 75053 82270 84789 85980 73745 80770 83200 85739 -5 74358 81468 83935 85980 73058 79973 82399 84865 0 73678 80704 83135 85672 72397 79192 81588 84012 5 73016 79936 82362 84830 71743 78460 80826 83236

10 72381 79184 81582 84010 71129 77762 80064 82449 15 71751 78477 80848 83237 70530 77060 79307 81663 20 71157 77806 80114 82504 69922 76344 78601 80931 25 70580 77129 79380 81740 69328 75665 77929 80203 30 69995 76439 78696 81032 68756 75016 77256 79467 35 69420 75777 78049 80333 68196 74381 76570 78780 40 68868 75148 77397 79623 67663 73760 75903 78134




B. ERJ-170 Quick Turn Around Weight Table: FLAPS FULL

QUICK TURN AROUND WEIGHT TABLE ALL ENGINE TYPES – FAA – FLAPS FULL – SLOPE ZERO – AUTO BRAKES OFF

ALTITUDE

0 ft 1000 ft

WIND

Temp.(°C)


-20 82042 85980 85980 85980 80685 85980 85980 85980 -15 81265 85980 85980 85980 79894 85980 85980 85980 -10 80524 85980 85980 85980 79126 85980 85980 85980 -5 79757 85980 85980 85980 78399 85980 85980 85980 0 79023 85980 85980 85980 77691 85297 85980 85980 5 78322 85980 85980 85980 76993 84482 85980 85980

10 77639 85247 85980 85980 76301 83690 85980 85980 15 76965 84459 85980 85980 75632 82951 85526 85980 20 76297 83696 85980 85980 74990 82214 84738 85980 25 75652 82981 85562 85980 74363 81493 83969 85980 30 75030 82249 84800 85980 73749 80804 83246 85797 35 74423 81570 84056 85980 73150 80115 82561 85036 40 73828 80903 83350 85914 72575 79426 81834 84290 45 73246 80239 82673 85175 72001 78779 81167 83574 50 72678 79571 81981 84453 – – – –

ALTITUDE

2000 ft 3000 ft

WIND

Temp.(°C)


-20 79275 85980 85980 85980 77902 85532 85980 85980 -15 78520 85980 85980 85980 77158 84652 85980 85980 -10 77785 85397 85980 85980 76412 83796 85980 85980 -5 77062 84550 85980 85980 75689 83001 85574 85980 0 76344 83728 85980 85980 75001 82210 84731 85980 5 75651 82961 85534 85980 74329 81440 83908 85980

10 74985 82197 84719 85980 73674 80704 83137 85674 15 74336 81453 83923 85980 73034 79963 82392 84861 20 73702 80742 83178 85721 72420 79233 81635 84068 25 73082 80027 82462 84934 71810 78549 80923 83316 30 72488 79316 81722 84165 71231 77880 80217 82617 35 71897 78652 81034 83432 70673 77244 79506 81866 40 71332 78003 80354 82759 70107 76578 78836 81178 45 70789 77388 79664 82024 – – – –




PAGE 4-21

ERJ-170 Quick Turn Around Weight Table: FLAPS FULL (Cont’d.)

QUICK TURN AROUND WEIGHT TABLE ALL ENGINES TYPES – FAA – FLAPS FULL – SLOPE ZERO – AUTO BRAKES OFF

ALTITUDE

4000 ft 5000 ft

WIND

Temp.(°C)


-20 76524 83918 85980 85980 75178 82407 84925 85980 -15 75769 83085 85666 85980 74452 81562 84035 85980 -10 75053 82270 84789 85980 73745 80770 83200 85739 -5 74358 81468 83935 85980 73058 79973 82399 84865 0 73678 80704 83135 85672 72397 79192 81588 84012 5 73016 79936 82362 84830 71743 78460 80826 83236

10 72381 79184 81582 84010 71129 77762 80064 82449 15 71751 78477 80848 83237 70530 77060 79307 81663 20 71157 77806 80114 82504 69922 76344 78601 80931 25 70580 77129 79380 81740 69328 75665 77929 80203 30 69995 76439 78696 81032 68756 75016 77256 79467 35 69420 75777 78049 80333 68196 74381 76570 78780 40 68868 75148 77397 79623 67663 73760 75903 78134




4.3 ERJ-175 AIRCRAFT

4.3.1 SPEED CHARTS

4.3.1.1 Takeoff Speed Charts

The AeroData performance package is provided to determine the appropriate speeds for a given takeoff weight at a specific pressure altitude and temperature.

V1, VR and V2 will be determined from the AeroData performance package. VFS will be determined using the Data Cards.

4.3.1.2 ERJ-175 Minimum V-Speeds


NO

TE If the speed charts are not available

in the aircraft the following charts may be used.

Minimum V- Speeds

Pressure Altitude V1Min (VMCG) VRMin

SL 94 1051000 93 1022000 91 1003000 90 984000 88 955000 87 936000 85 90

OPS-07C
Revision 03 01MAR2007


PAGE 4-23

4.3.1.3 Final Segment Speed -- VFS

ERJ-175FINAL SEGMENT SPEED - VFS

Weight VFS

50,000 157

52,000 160

54,000 164

56,000 167

58,000 169

60,000 172

62,000 175

64,000 178

66,000 181

68,000 183

70,000 186

72,000 189

74,000 191

76,000 194

78,000 197

80,000 199

82,000 201

84,000 204

86,000 206

OPS-07C


4.3.2 DRIFTDOWN TABLES

4.3.2.1 Driftdown Table ERJ-175 Anti-ice Off

DRIFTDOWN TABLE EMBRAER 175 – ALL ENGINE TYPES – FAA CERTIFICATION

BLEEDS ON/ENGINE & WING ANTI ICE OFF



START SPEED ISA+10°C DRIFTDOWN

LEVEL OFF (KIAS) & BELOW ISA +15°C ISA+20°C

17800 17000 15600 85000 80300 215

(12000) (9700) (7600)

19400 18900 17600 80000 75500 208

(13800) (13500) (10800)

21000 20700 19700 75000 72000 201

(16600) (16000) (14500)

22800 22600 22000 70000 67300 193

(18700) (19200) (17100)

24700 24500 24000 65000 62600 186

(20600) (20400) (19600)

26700 26600 26000 60000 58000 178

(22700) (22600) (22000)

28800 28700 28200 55000 53200 170

(24900) (24800) (24300)

31000 31000 30500 50000 48400 162

(27200) (27200) (26700)

OPS-07C


PAGE 4-25

4.3.2.2 Driftdown Table ERJ-175 Anti-ice On


BLEEDS ON/ENGINE & WING ANTI ICE ON



START SPEED ISA -8°C DRIFTDOWN

LEVEL OFF (KIAS) & BELOW ISA ISA+10°C

17600 17300 15300 85000 80700 215

(12000) (11800) (7700)

19200 19000 17100 80000 75500 208

(13800) (13700) (10500)

20700 20600 19000 75000 72000 201

(16400) (16200) (14200)

22400 22300 20900 70000 67400 193

(18500) (18400) (16600)

24200 24200 22800 65000 62700 186

(20300) (20200) (18800)

26100 26000 24700 60000 58000 178

(22200) (22200) (20900)

28100 27400 26300 55000 53200 170

(24400) (24400) (23200)

30400 29300 27800 50000 53400 162

(26600) (26300) (25300)

OPS-07C


4.3.3 NET CEILING

4.3.3.1 ERJ-175 Net Ceiling

ISA+10°C


ISA+10°C


51000 26210 26200 25710 30100 30030 29620

53000 25300 25200 24740 29200 29100 28700

55000 24320 24300 23800 28300 28200 27700

57000 23410 23310 22800 27400 27400 26800

59000 22530 22430 21810 26600 26500 25900

61000 21700 21600 20810 25710 25600 25100

63000 20900 20700 19900 24900 24800 24300

65000 20100 19800 18800 24100 24000 23410

67000 19300 18900 17800 23400 23200 22600

69000 18520 18010 16800 22600 22400 21800

71000 17700 17000 15700 21900 21600 20900

73000 16700 16200 14700 21200 20900 20000

75000 15600 14800 13400 20400 20100 19100

77000 14200 14100 11200 19800 19500 18200

79000 13500 12800 9500 19210 18700 17400

81000 12800 11200 8600 18700 18100 16700

ISA+10°C


ISA+10°C


51000 24500 23400 21720 27210 26600 25100

53000 23520 22310 20720 26650 26100 24510

55000 22640 21320 19800 26130 25300 23900

57000 21700 20400 19000 25440 24500 22900

59000 20800 19500 18200 24700 23600 21900

61000 19910 18600 17300 23900 22700 21100

63000 19020 17720 16400 23100 21800 20300

65000 18100 16800 15400 22300 21000 19500

67000 17200 15820 14300 21500 20200 18800

69000 16300 14900 12400 20700 19400 18110

71000 15300 13600 9600 19920 18600 17300

73000 14300 11300 8500 19200 17900 16400

75000 12900 9400 7500 18400 17100 15500

77000 10900 8500 6500 17700 16300 14700

79000 9500 7600 5620 17000 15500 13700

81000 8700 6800 4900 16300 14800 12000

Weight (lbs.)

EN ROUTE CEILING TABLE - OEI

EMBRAER 170 - CF34-8E5 ENGINES - FAA CERTIFICATION - BLEEDS ON - ENGINE & WING

ANTI-ICE OFF - DRIFTDOWN SPEED

EN ROUTE CEILING TABLE - OEIEMBRAER 170 - CF34-8E5 ENGINES - FAA CERTIFICATION - BLEEDS ON - ENGINE & WING

ANTI-ICE ON - DRIFTDOWN SPEED

Weight (lbs.)



OPS-07C


PAGE 4-27

4.3.4 LANDING SPEED CHARTS

Landing speed cards are provided for the ERJ-170 to determine the appropriate speeds for a given landing weight.

The speeds provided are VREF and VAC.When determining which speed chart to use for the actual weight of the aircraft, round the weight up to the next 2000 lbs or interpolate. If the speed charts are not available in the aircraft, the following charts may be used.


OPS-07C


4.3.4.1 ERJ-175 Landing Speeds, Flaps 5

A. FLAPS 5 Landing Speeds: No Ice

ERJ-175FLAPS 5 - LANDING SPEED

NO ICE ACCRETION

Landing Weight

VREFFLAPS 2

VACVFS

50,000 109 130 157

52,000 112 133 160

54,000 114 135 164

56,000 116 138 167

58,000 118 140 169

60,000 120 143 172

62,000 122 145 175

64,000 124 147 178

66,000 126 150 181

68,000 128 152 183

70,000 130 154 186

72,000 131 156 189

74,000 133 158 191

76,000 135 161 194

78,000 137 163 197

80,000 139 165 199

82,000 140 167 201

84,000 142 169 204

86,000 144 171 206

OPS-07C


PAGE 4-29

B. FLAPS 5 Landing Speeds: ICE

ERJ-175FLAPS 5 - LANDING SPEED

I C E

Landing Weight

VREFFLAPS 2

VACVFS

50,000 118 130 157

52,000 121 133 160

54,000 123 135 164

56,000 125 138 167

58,000 128 140 169

60,000 130 143 172

62,000 132 145 175

64,000 134 147 178

66,000 136 150 181

68,000 138 152 183

70,000 140 154 186

72,000 142 156 189

74,000 144 158 191

76,000 146 161 194

78,000 148 163 197

80,000 150 165 199

82,000 152 167 201

84,000 154 169 204

86,000 156 171 206

OPS-07C


4.3.4.2 ERJ-175 Landing Speeds, Flaps FULL

A. FLAPS FULL Landing Speeds: No Ice

ERJ-175FLAPS FULL - LANDING SPEED

NO ICE ACCRETION

Landing Weight

VREFFLAPS 4

VACVFS

50,000 103 115 157

52,000 105 117 160

54,000 107 119 164

56,000 109 121 167

58,000 111 124 169

60,000 113 126 172

62,000 115 128 175

64,000 116 130 178

66,000 118 132 181

68,000 120 134 183

70,000 122 136 186

72,000 123 138 189

74,000 125 140 191

76,000 126 142 194

78,000 127 143 197

80,000 128 145 199

82,000 129 147 201

84,000 130 149 204

86,000 132 151 206

OPS-07C


PAGE 4-31

B. FLAPS FULL Landing Speeds: ICE

ERJ-175FLAPS FULL - LANDING SPEED

I C E

Landing Weight

VREFFLAPS 4

VACVFS

50,000 109 115 157

52,000 111 117 160

54,000 113 119 164

56,000 115 121 167

58,000 117 124 169

60,000 119 126 172

62,000 121 128 175

64,000 123 130 178

66,000 125 132 181

68,000 126 134 183

70,000 128 136 186

72,000 130 138 189

74,000 132 140 191

76,000 133 142 194

78,000 134 143 197

80,000 135 145 199

82,000 136 147 201

84,000 136 149 204

86,000 137 151 206

OPS-07C


4.3.5 WEIGHT CHARTS

4.3.5.1 Approach Climb Limit Weight

Gross weights are given for temperatures and pressure altitudes. Use pressure altitude and temperature of landing airport to determine weight limit. Interpolation of the weight limit can be made for both intermediate temperatures and pressure altitudes or the higher temperature and higher pressure altitude may be used.

A. ERJ-175 Approach Climb Limit Weight: FULL FLAPS

NO

TE

Approach climb limit charts and fac-tored landing distance charts are used when landing at an airport other than your planned destination. Pilots must use the most restrictive weight limit from the factored land-ing distance and the approach climb limit chart to determine the max landing weight.

Temp (°C)/

Altitude (ft)-1000 SL 2000 4000 6000 8000

10 85980 85980 85980 83787 78529 72578

15 85980 85980 85980 83595 77786 71692

20 85980 85980 85980 83176 76256 70550

25 85980 85980 85980 81117 73919 68063

30 85980 85980 84475 77003 70733 65098

35 85980 85980 79287 72936 67532 -

40 83864 80963 74468 68952 - -

45 78520 76485 70032 - - -

50 73445 72488 - - - -

Temp (°C)/

Altitude (ft)-1000 SL 2000 4000 6000 8000

10 85980 85980 85980 83225 76362 70473

5 85980 85980 85980 83507 77909 71663

0 85980 85980 85980 83712 78403 72448

-5 85980 85980 85980 83857 78668 72834

-10 85980 85980 85980 84001 78881 73222

-15 85980 85980 85980 84012 78974 73341

-20 85980 85980 85980 83833 78910 73407

-25 85980 85980 85980 83745 78888 73473

-30 85980 85980 85980 83789 78889 73540

-35 85980 85980 85980 83833 78930 73606

-40 85980 85980 85980 85980 78961 73672


ENGINE & WING ANTI-ICE ON - LANDING FLAPS FULL - APPROACH FLAPS 4




ENGINE & WING ANTI-ICE OFF - LANDING FLAPS FULL - APPROACH FLAPS 4

OPS-07C


PAGE 4-33

B. ERJ-175 Approach Climb Limit Weight: FLAPS 5


Temp (°C)/

Altitude (ft)-1000 SL 2000 4000 6000 8000

10 85980 85980 85980 85980 85980 80050

15 85980 85980 85980 85980 85941 78740

20 85980 85980 85980 85980 84318 77201

25 85980 85980 85980 85980 77036 74038

30 85980 85980 85980 84241 73363 70742

35 85980 85980 85980 79073 73363 -

40 85980 85980 81172 74128 - -

45 85641 83974 76075 - - -

50 80228 79104 - - - -

Temp (°C)/

Altitude (ft)-1000 SL 2000 4000 6000 8000

10 85980 85980 85980 85980 84424 77215

5 85980 85980 85980 85980 85980 78670

0 85980 85980 85980 85980 85980 79940

-5 85980 85980 85980 85980 85980 80442

-10 85980 85980 85980 85980 85980 80837

-15 85980 85980 85980 85980 85980 81095

-20 85980 85980 85980 85980 85980 81331

-25 85980 85980 85980 85980 85980 81335

-30 85980 85980 85980 85980 85980 81335

-35 85980 85980 85980 85980 85980 81432

-40 85980 85980 85980 85980 85980 81551



ENGINE & WING ANTI-ICE OFF - LANDING FLAPS 5 - APPROACH FLAPS 2



ENGINE & WING ANTI-ICE ON - LANDING FLAPS 5 - APPROACH FLAPS 2

OPS-07C


4.3.6 LANDING DISTANCE

4.3.6.1 Unfactored Landing Distance & Factored Landing Distance

A. Unfactored Landing Distance is the actual distance to land the airplane on a zero slope, ISA temperature, dry runway, from a point 50 ft. above runway threshold at VREF, using only the brakes and spoilers as deceleration devices (i.e., no engine reverse thrust is used).

B. The Factored Landing Distance for dispatch is the unfactored landing distance increased by 66.7% for dry runway, or 91.7% for wet runway.


OPS-07C


PAGE 4-35

C. ERJ-175 Unfactored Landing Distance, FLAPS 5

UNFACTORED LANDING DISTANCE TABLE CF34-8E5 ENGINES – FAA – FLAPS 5 – ISA CONDITIONS – ANTI-ICE OFF – NO ICE ACCRETION – AUTO BRAKES OFF

ALTITUDE 0 ft 1000 ft

WINDWeight

(lb)

-10 kt 0 kt 10 kt 20 kt -10 kt 0 kt 10 kt 20 kt 55000 2667 2239 2106 1976 2713 2282 2147 201659000 2786 2348 2211 2078 2835 2394 2256 212263000 2907 2458 2318 2182 2961 2507 2366 222867000 3031 2569 2425 2285 3091 2621 2476 233571000 3169 2682 2535 2392 3234 2739 2589 244575000 3313 2804 2647 2500 3383 2867 2708 255779000 3460 2931 2768 2612 3545 3007 2841 2682


WINDWeight

(lb)



WINDWeight

(lb)



OPS-07C


D. ERJ-175 Unfactored Landing Distance, FLAPS FULL

End of Chapter

UNFACTORED LANDING DISTANCE TABLE CF34-8E5 ENGINES – FAA – FLAPS FULL – ISA CONDITIONS – ANTI-ICE OFF – NO ICE ACCRETION – AUTO BRAKES OFF


WINDWeight

(lb)

-10 kt 0 kt 10 kt 20 kt -10 kt 0 kt 10 kt 20 kt 55000 2485 2071 1941 1815 2526 2109 1978 1852 59000 2588 2165 2032 1904 2632 2205 2072 1943 63000 2694 2261 2126 1995 2741 2304 2168 2036 67000 2797 2355 2216 2082 2847 2401 2261 2126 71000 2903 2451 2310 2173 2957 2500 2357 2219 75000 3016 2545 2401 2261 3075 2597 2451 2309 79000 3093 2607 2460 2318 3155 2660 2512 2368


WINDWeight

(lb)



WINDWeight

(lb)



OPS-07C


PAGE 5-1

Chapter 5Flight Planning

5.1 GENERAL

A. Simplified flight planning charts allow quick determination of estimated trip fuel and time from brake release to landing. The following phases are included: takeoff, climb, cruise, descent, approach and landing.

B. Charts are provided for Long Range Cruise (LRC).

C. Alternate fuel, holding, reserve fuel and other allowances (APU usage and taxi) should be added to the trip fuel in order to obtain the total fuel required.

D. To determine trip fuel, enter trip ground distance, correct for wind condition and estimated landing weight, move as far as the line indicating cruise pressure altitude, and read the trip fuel.

E. To determine trip time, enter trip ground distance, correct for wind condition, move as far as the referring cruise pressure altitude, and read the trip time.

F. For winds greater than those shown, directly enter in the chart corrected ground distance, and ignore wind correction reference line. To obtain the corrected ground distance, apply the following equation.

Where—CGD: Corrected ground distance.GD: Ground distance.Head wind is negative.Tail wind is positive.

G. The alternate fuel is determined by entering the LRC Simplified Flight Planning chart with the alternate distance and wind.

H. The holding fuel is determined from the holding table in this section. Depending upon national regulations, the holding fuel is normally calculated so that the aircraft can hold for 30 minutes, at 1500 ft. above the alternate airport.



5.1.1 170 TRIP FUEL — LONG RANGE CRUISE

EMBRAER 170 SIMPLIFIED FLIGHT PLANNING

TRIP FUEL

CF34-8E5 ENGINE

LONG RANGE CRUISE

-10000-9600-9200-8800-8400

-8000-7600-7200-6800-6400-6000-5600-5200

-4800-4400-4000-3600-3200-2800-2400-2000-1600-1200-800-400

0400800

120016002000240028003200360040004400

48005200560060006400680072007600

80008400880092009600

100001040010800

11200116001200012400128001320013600140001440014800152001560016000

0 200 400 600 800 1000 1200 1400 1600 1800 2000

REF.

LINE

REF.

LINE

TRIP DISTANCE - NM

ISA CONDITION

BASED ON:

240/290/M0.70 CLIMB

M0.77/290/250 DESCENT

FU

EL

RE

QU

IRE

D -

LB

FL150 FL200 FL250 FL300

FL350

170AOM003 - 27OCT2003

WIN

D -

KT HE

AD

TA

IL

60

30

0

-30

-60

LA

ND

ING

WE

IGH

T -

LB

69000

65000

73000

67000

71000

63000

FL370



PAGE 5-3

5.1.2 170 TRIP TIME — LONG RANGE CRUISE


TRIP TIME

CF34-8E5 ENGINE

LONG RANGE CRUISE

-240

-230

-220

-210

-200

-190

-180

-170

-160

-150

-140

-130

-120

-110

-100

-90

-80

-70

-60

-50

-40

-30

-20

-10

0

10

20

30

40

50

60

70

80

90

100

110

120

130

140

150

160

170

180

190

200

210

220

230

240

250

260

270

280

290

0 200 400 600 800 1000 1200 1400 1600 1800 2000

REF.

LINE

REF.

LINE

TRIP DISTANCE - NM

ISA CONDITION

BASED ON:

240/290/M0.70 CLIMB

M0.77/290/250 DESCENT

FL

IGH

T T

IME

- M

IN

FL370

WIN

D -

KT

60

30

0

-30

-60

LA

ND

ING

WE

IGH

T -

LB

71000

67000

73000

69000

FL350

170AOM004 - 27OCT2003

65000

FL200FL150

FL250 FL300

63000

TA

ILH

EA

D



5.1.3 170 TRIP FUEL — MACH 0.78 CRUISE

EMBRAER SIMPLIFIED FLIGHT PLANNING

TRIP FUEL

CF34-8E5 ENGINE

MACH 0.78 CRUISE

-10000-9600-9200-8800-8400-8000-7600-7200-6800-6400-6000-5600-5200-4800-4400-4000-3600-3200-2800-2400-2000-1600-1200-800-400

0400800

1200160020002400280032003600400044004800520056006000640068007200760080008400880092009600

10000104001080011200116001200012400128001320013600140001440014800152001560016000

0 200 400 600 800 1000 1200 1400 1600 1800 2000

REF.

LINE

REF.

LINE

TRIP DISTANCE - NM

ISA CONDITION

BASED ON:

240/290/M0.70 CLIMB

M0.77/290/250 DESCENT

FU

EL

RE

QU

IRE

D -

LB

FL300

170AOM003 - 27OCT2003

WIN

D -

KT

HE

AD

TA

IL

60

30

0

-30

-60

LA

ND

ING

WE

IGH

T -

LB

69000

65000

73000

67000

71000

63000

FL350



PAGE 5-5

5.1.4 170 TRIP TIME — MACH 0.78 CRUISE


TRIP TIME

CF34-8E5 ENGINE

MACH 0.78 CRUISE

-110-105-100-95-90-85-80-75-70-65-60-55-50-45-40-35-30-25-20-15-10

-505

101520253035404550556065707580859095

100105110115120125130135140145150155160165170175180185190195200205210215220225230235240245250255260

0 200 400 600 800 1000 1200 1400 1600 1800 2000

REF.

LINE

TRIP DISTANCE - NM

ISA CONDITION

BASED ON:

240/290/M0.70 CLIMB

M0.77/290/250 DESCENT

FL

IGH

T T

IME

- M

IN

FL370

FL300

WIN

D -

KT H

EA

DT

AIL

60

30

0

-30

-60

FL350

170AOM008 - 13FEB2004



5.1.5 175 TRIP FUEL — LONG RANGE CRUISE

EMBRAER 175 SIMPLIFIED FLIGHT PLANNINGTRIP FUEL

ALL ENGINE TYPESLONG RANGE CRUISE

-17000

-16000

-15000

-14000

-13000

-12000

-11000

-10000

-9000

-8000

-7000

-6000

-5000

-4000

-3000

-2000

-1000

0

1000

2000

3000

4000

5000

6000

7000

8000

9000

10000

11000

12000

13000

14000

15000

16000

17000

18000

19000

20000

21000

22000

23000

0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600

REF. LINE

REF. LINE

TRIP DISTANCE - NM

ISA CONDITION

BASED ON:250/290/M0.70 CLIMBM0.77/290/250 DESCENT

FU

EL

RE

QU

IRE

D -

LB

FL150 FL200 FL250 FL300

FL350

190AOM001 - 29JUL2005

WIN

D -

KT

HE

AD

TA

IL

60

30

0

30

60

LA

ND

ING

WE

IGH

T -

LB

66000

58000

74000

62000

70000

54000

FL370



PAGE 5-7

5.1.6 175 TRIP TIME — LONG RANGE CRUISE

EMBRAER 175 SIMPLIFIED FLIGHT PLANNINGTRIP TIME

ALL ENGINE TYPESLONG RANGE CRUISE

-280-270-260-250-240-230-220-210-200-190-180-170-160-150-140-130-120-110-100-90-80-70-60-50-40-30-20-10

0102030405060708090

100110120130140150160170180190200210220230240250260270280290300310320330340350360370380390400410420430440450460

0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600

REF. LINE

REF. LINE

TRIP DISTANCE - NM

ISA CONDITION


FL

IGH

T T

IME

- M

IN

FL370

FL200FL150

WIN

D -

KT HE

AD

TA

IL

60

30

0

30

60

LA

ND

ING

WE

IGH

T -

LB

70000

62000

74000

66000

FL250

FL350

170AOM002 - 29JUL2005

58000

FL300

54000



5.1.7 175 TRIP FUEL — MACH 0.78 CRUISE

EMBRAER 175 SIMPLIFIED FLIGHT PLANNINGTRIP FUEL

ALL ENGINE TYPESMACH 0.78 CRUISE

-18000

-17000

-16000

-15000

-14000

-13000

-12000

-11000

-10000

-9000

-8000

-7000

-6000

-5000

-4000

-3000

-2000

-1000

0

1000

2000

3000

4000

5000

6000

7000

8000

9000

10000

11000

12000

13000

14000

15000

16000

17000

18000

19000

20000

21000

22000

23000

0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200

REF. LINE

REF. LINE

TRIP DISTANCE - NM

ISA CONDITION


FU

EL

RE

QU

IRE

D -

LB

FL300

FL350 & 370

175AOM003 - 14NOV2006

WIN

D -

KT HE

AD

TA

IL

60

30

0

30

60

LA

ND

ING

WE

IGH

T -

LB

66000

58000

74000

62000

70000

54000

OPS-07C


PAGE 5-9

5.1.8 175 TRIP TIME — MACH 0.78 CRUISE

EMBRAER 175 SIMPLIFIED FLIGHT PLANNINGTRIP TIME

ALL ENGINE TYPESMACH 0.78 CRUISE

-160

-150

-140

-130

-120

-110

-100

-90

-80

-70

-60

-50

-40

-30

-20

-10

0

10

20

30

40

50

60

70

80

90

100

110

120

130

140

150

160

170

180

190

200

210

220

230

240

250

260

270

280

290

300

310

320

330

340

0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600

REF. LINE

TRIP DISTANCE - NM

ISA CONDITION


FL

IGH

T T

IME

- M

INW

IND

- K

T HE

AD

TA

IL

60

30

0

30

60

FL350 & FL370

175AOM004 - 14NOV2006

FL300

OPS-07C


5.2 CRUISE - FLIGHT LEVEL TABLE

A. The table below permits quick determination of the cruise flight level for minimum fuel consumption, based on the trip distance and takeoff weight. For each takeoff weight two different flight levels are calculated (A or B) based on the following assumptions—

1) Condition (A): The flight level was calculated based only on minimum fuel consumption. It may result in reduced time in leveled flight for short trip distances.

2) Condition (B): The flight level was calculated based on a combination of minimum fuel consumption and at least 40% of the total flight time in cruise.

B. The tables are presented for the following conditions—

CF34-8E5 EnginesISA Conditions.

C. (*) Due to the reduced fuel consumption for these trip distances, the blank spaces are caused by the landing weight going beyond the Maximum Structural Landing Weight (72311 lb).


DESCENTCLIMB

UPA

CRUISE

Short trip distance may result in no leveled flight

B

CLIMBUP DESCENT

CRUISE

At least 40% of total flight time

OPS-07C
Original 29AUG2005


PAGE 5-11

5.2.1 170 FLIGHT LEVEL - LONG RANGE CRUISE

TRIP DISTANCE (NM) TOW (lb) COND

50 75 100 150 200 250 300 350 400 450 500

80000 A - - - - - - - - - - -

(*) B - - - - - - - - - - -

78000 A - - - - - - - - - - 90

(*) B - - - - - - - - - - 90

76000 A - - - - - - - 140 280 360 360

(*) B - - - - - - - 140 280 360 360

74000 A - - - 80 260 320 360 370 370 370 370

(*) B - - - 80 230 260 300 310 310 370 370

72000 A 80 110 160 230 260 320 320 380 380 380 380

B 60 110 130 180 230 270 300 320 360 380 380

70000 A 90 110 160 220 270 320 320 380 380 380 380

B 70 110 140 180 240 280 310 340 370 380 380

68000 A 100 100 170 220 280 320 330 330 390 390 390

B 70 100 130 180 240 280 320 330 390 390 390

66000 A 80 110 170 240 300 340 330 340 340 390 390

B 80 110 150 180 250 290 330 340 340 390 390

64000 A 90 110 160 230 300 340 340 400 400 400 400

B 80 110 150 210 250 300 340 340 390 400 400

62000 A 100 100 170 220 330 340 350 350 350 400 400

B 90 100 150 210 260 300 350 350 350 400 400

60000 A 80 110 170 210 330 350 360 360 360 410 410

B 80 110 160 210 270 310 360 360 360 410 410

58000 A 80 110 170 220 310 360 360 360 360 410 410

B 80 110 160 220 270 320 360 360 360 410 410

OPS-07C


5.2.2 170 FLIGHT LEVEL - MACH 0.78 CRUISE


50 75 100 150 200 250 300 350 400 450 500

80000 A - - - - - - - - - - -

(*) B - - - - - - - - - - -

78000 A - - - - - - - - - - -

(*) B - - - - - - - - - - -

76000 A - - - - - - - 290 350 350 350

(*) B - - - - - - - 290 350 350 350

74000 A - - - 280 320 350 350 350 350 350 350

(*) B - - - - - 320 350 350 350 350 350

72000 A - - - 280 340 350 360 360 360 360 360

(*) B - - - - - 330 360 360 360 360 360

70000 A - - - 300 360 350 360 360 360 360 360

(*) B - - - - 280 340 360 360 360 360 360

68000 A - - - 300 370 370 370 370 370 370 370

(*) B - - - - 280 350 370 370 370 370 370

66000 A - - - 300 370 370 370 370 370 370 370

(*) B - - - - 290 360 370 370 370 370 370

64000 A - - - 310 370 360 370 370 370 370 370

(*) B - - - - 300 360 370 370 370 370 370

62000 A - - - 330 370 370 370 370 370 370 370

(*) B - - - - 310 370 370 370 370 370 370

60000 A - - - 340 370 370 370 370 370 370 370

(*) B - - - - 320 370 370 370 370 370 370

58000 A - - - 350 370 360 370 370 370 370 370

(*) B - - - - 330 360 370 370 370 370 370

OPS-07C


PAGE 5-13

5.2.3 175 FLIGHT LEVEL - LONG RANGE CRUISE


50 100 150 200 250 300 350 400 450 500

82000 A - - - - - - - - - -

(*) B - - - - - - - - - -

80000 A - - - - - - - 120 230 350(*) B - - - - - - - 120 230 350

78000 A - - - - 300 300 300 300 350 350(*) B - - - - 220 260 300 300 350 350

76000 A 100 150 220 290 360 360 360 360 360 360(*) B - - 130 170 230 260 300 310 350 360

74000 A 100 150 230 300 310 370 370 370 370 370 B - - 140 190 230 270 310 310 360 370

72000 A 100 150 230 300 310 310 320 370 370 370 B - - 140 200 240 280 320 320 370 370

70000 A 100 160 210 310 380 380 380 380 380 380 B - - 140 200 240 280 320 350 370 380

68000 A 100 140 220 310 320 330 380 380 380 380 B - - 150 210 250 290 330 340 380 380

66000 A 100 150 210 300 340 340 340 340 340 340 B - - 150 210 250 300 340 340 340 340

64000 A 100 140 210 300 390 390 390 390 390 390 B - 100 160 220 260 310 340 360 390 390

62000 A 100 170 210 300 350 350 400 400 400 400 B - 100 160 220 270 320 360 360 400 400

60000 A 100 160 210 300 350 360 360 360 360 360 B - 100 170 230 280 330 360 360 360 360

58000 A 100 160 220 330 410 410 410 410 410 410 B - 100 170 230 280 330 370 370 410 410

OPS-07C


5.2.4 175 FLIGHT LEVEL - MACH 0.78 CRUISE


50 100 150 200 250 300 350 400 450 500

82000 A - - - - - - - - - -

(*) B - - - - - - - - - -

80000 A - - - - - - - - 310 340

(*) B - - - - - - - - 310 340

78000 A - - - - 340 340 340 340 340 340

(*) B - - - - - - 270 310 340 340

76000 A - - 270 330 350 350 350 350 350 350

(*) B - - - - - - 270 310 340 350

74000 A - - 280 340 360 360 360 360 360 360

B - - - - - - 280 320 350 360

72000 A - - 290 340 360 360 360 360 360 360

B - - - - - - 290 330 360 360

70000 A - - 290 350 360 360 360 360 360 360

B - - - - - - 290 330 360 360

68000 A - - 300 360 370 370 370 370 370 370

B - - - - - - 300 340 370 370

66000 A - - 310 370 370 370 370 370 370 370

B - - - - - - 310 360 370 370

64000 A - - 310 370 380 380 380 380 380 380

B - - - - - 270 320 360 380 380

62000 A - - 320 380 390 390 390 390 390 390

B - - - - - 280 330 370 390 390

60000 A - - 330 380 390 390 390 390 390 390

B - - - - - 290 340 380 390 390

58000 A - - 340 390 400 400 400 400 400 400

B - - - - - 290 350 380 400 400

OPS-07C


PAGE 5-15

5.3 CRUISE - ALTITUDE CAPABILITY TABLE

A. The tables below permit quick determination of the altitude capability, based on the initial cruise weight. The table data are presented for various ISA conditions.

B. The established associated conditions are—

CF34-8E5 EnginesAll Engines OperatingFlaps UPGear UPBleeds Open

5.3.1 170 CRUISE ALTITUDE CAPABILITY - LONG RANGE CRUISE

ISA + ºC

Weight (lb) -10 -5 0 5 10 15 20 25 30 35

84000 340 340 340 340 340 330 310 300 300 290

82000 340 340 350 340 340 330 320 310 300 300

80000 340 350 350 350 350 340 320 310 310 300

78000 340 360 360 360 360 350 330 320 310 300

76000 340 360 360 360 360 350 340 330 320 300

74000 340 370 360 370 370 360 350 330 320 330

72000 340 370 370 370 370 360 350 340 330 330

70000 340 380 380 380 380 370 360 350 340 330

68000 340 380 380 380 380 370 360 350 340 350

66000 340 390 380 390 380 380 370 360 350 360

64000 340 390 390 390 390 380 370 360 360 360

62000 340 400 390 390 390 390 380 370 360 360

60000 340 400 400 400 400 390 380 370 360 360

58000 340 410 410 410 410 400 390 380 370 360

56000 340 410 410 410 410 400 390 390 380 370

54000 340 410 410 410 410 410 400 390 380 380

52000 340 410 410 410 410 410 410 400 390 380

50000 340 410 410 410 410 410 410 410 400 390

OPS-07C


5.3.2 170 CRUISE ALTITUDE CAPABILITY - MACH 0.78 CRUISE

ISA + ºC

Weight (lb) -10 -5 0 5 10 15 20 25 30 35

84000 320 320 320 320 320 290 - - - -

82000 320 320 330 330 330 300 - - - -

80000 330 330 330 330 330 310 - - - -

78000 340 340 340 340 340 320 - - - -

76000 340 350 350 350 350 330 - - - -

74000 340 350 350 350 350 340 - - - -

72000 340 360 360 360 360 350 320 - - -

70000 340 360 360 360 360 360 330 - - -

68000 340 370 370 370 370 360 340 - - -

66000 340 370 370 370 370 370 350 - - -

64000 340 380 380 380 380 370 360 - - -

62000 340 380 380 380 380 380 360 340 - -

60000 340 390 390 390 390 380 370 350 - -

58000 340 400 400 400 400 390 370 360 - -

56000 340 400 400 400 400 390 380 360 - -

54000 340 410 410 410 410 400 380 370 - -

52000 340 410 410 410 410 400 390 370 - -

50000 340 410 410 410 410 410 390 380 360 -

OPS-07C


PAGE 5-17

5.3.3 175 CRUISE ALTITUDE CAPABILITY - LONG RANGE CRUISE

ISA + ºC

Weight (lb) -8 -5 0 5 10 15 20 25 30 35

82000 340 340 340 340 340 330 310 300 300 30080000 350 350 350 350 350 330 320 310 300 30078000 350 350 350 350 350 340 330 320 310 31076000 360 360 360 360 360 350 330 320 310 32074000 360 360 360 360 360 360 340 330 320 33072000 370 370 370 370 370 360 350 340 330 33070000 370 370 370 370 370 370 360 340 330 34068000 380 380 380 380 380 370 360 350 340 35066000 380 380 380 380 380 370 370 360 350 36064000 390 390 390 390 390 380 370 360 350 36062000 390 390 390 390 390 380 370 370 360 36060000 400 400 400 400 400 390 380 370 360 36058000 400 400 400 400 400 390 390 380 370 36056000 410 410 410 410 410 400 390 380 380 37054000 410 410 410 410 410 410 400 390 380 37052000 410 410 410 410 410 410 410 400 390 38050000 410 410 410 410 410 410 410 410 400 390

OPS-07C


5.3.4 175 CRUISE ALTITUDE CAPABILITY - MACH 0.78 CRUISE

ISA + ºC

Weight (lb) -8 -5 0 5 10 15 20 25 30 35

82000 320 320 320 320 320 - - - - -

80000 330 330 330 330 330 300 - - - -

78000 330 330 340 340 340 310 - - - -

76000 340 340 340 340 340 320 - - - -

74000 350 350 350 350 350 330 - - - -

72000 360 360 360 360 360 340 - - - -

70000 360 360 360 360 360 350 320 - - -

68000 360 360 360 360 360 360 330 - - -

66000 370 370 370 370 370 360 340 - - -

64000 380 380 380 380 380 370 350 - - -

62000 380 380 380 380 380 370 360 - - -

60000 390 390 390 390 390 380 360 - - -

58000 390 390 390 390 390 380 370 350 - -

56000 400 400 400 400 400 390 380 360 - -

54000 400 400 400 400 400 390 380 360 - -

52000 410 410 410 410 410 400 380 370 - -

50000 410 410 410 410 410 400 390 370 - -

OPS-07C


PAGE 5-19

5.4 ENGINE FUEL CONSUMPTION

A. The following values established for taxi, takeoff, approach and go around fuel consumption should be considered when calculating detailed flight plans.

B. Fuel consumption values table—

C. Typical average values that may be used during the flight planning calculation should be considered—

TAKEOFF = 320 lb (2 minutes used).APPROACH AND LANDING = 156 lb (4 minutes used).GO AROUND = 320 lb (2 minutes used).

End of Chapter

ENGINE PHASE OF FLIGHT FUEL CONSUMPTION

lb/min

TAXI 18

TAKE-OFF 160

APPROACH AND LANDING 39CF34-8E5

GO AROUND 160

OPS-07C
Original 29AUG2005



OPS-07C
Original 29AUG2005


PAGE 6-1

Chapter 6Climb Planning

6.1 CLIMB

A. The climb planning tables show fuel consumption, distance, and time elapsed from Sea Level to the top of climb. Data are shown for various weights, ISA deviations and cruise altitudes.

B. The takeoff fuel consumption is not considered in the following tables.

C. Tables present the scheduled climb speed according to the autopilot climb mode. For example—

240 KIAS for altitudes up to 10000 ft., increasing linearly to 290 KIAS at 12000 ft., maintaining 290 KIAS up to 25400 ft. and 0.70 Mach above 25400 ft., with the Minimum Rate of Climb equal to 300 ft./min.

D. The associated conditions are—

Thrust Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLB1Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UPGear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UPBleeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPENAnti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

E. EXAMPLE

Given:Departure Airport Elevation . . . . . . . . . . . . . . . . . . . . . . .500ft

Takeoff weight 70000 lb.ISA Condition

Cruise Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33000 ft.

F. RESULTS

1) Data for 5000 ft. (3500 ft. + 1500 ft. above departure airport) obtained from the climb table—

Fuel: 196 lb.Distance: 5 NMTime: 1 min.

2) Data provided from Sea Level to 33000 ft. (Top of Climb) table—




3) The fuel, distance and time spent during the climb phase (from 5000 ft. to 33000 ft.) are—

Fuel: 1677 - 196 = 1481 lb.Distance: 90 - 5 = 85 NMTime: 15 - 1 = 14 min.

6.1.1 170 CLIMB PLANNING - ALL ENGINES OERATING

C L IM B P L AN N IN G - AL L E N G IN E S O P E R AT ING C F3 4 -8 E5 E N GI N ES

ALT IT UD E : S EA L EV EL TO 5 0 0 0 A N D 6 0 0 0 FT P E E D S C H E D U LE : 240 K I A S U P TO 1 0 000 F T, I N C R E A S I N G L IN E A R LY TO 2 90 K IA S A T

120 00 F T, M A I N TA I N I N G 2 90 K I A S U P TO 25 400 F T A N D MA C H 0 . 70A B O V E 25 4 0 0 F T.

R U I S E C O N F I G U R A TI O N LE E D : O P E N

50 0 0 FT 6 0 00 FT W EIG HT IS A + °C IS A + °C

(L B) -2 0 -10 0 1 0 2 0 -20 -10 0 1 0 2 0

F U E L LB 225 235 247 260 285 270 283 296 312 34284000 D IS TA N C E N M 6 6 6 7 8 7 7 8 8 10 TIME MI N 1 1 2 2 2 2 2 2 2 2 F U E L LB 218 228 239 251 276 262 274 287 302 33182000 D IS TA N C E N M 6 6 6 6 8 7 7 7 8 9 TIME MI N 1 1 1 2 2 2 2 2 2 2 F U E L LB 211 221 232 244 267 254 265 278 293 32180000 D IS TA N C E N M 5 6 6 6 7 7 7 7 8 9 TIME MI N 1 1 1 1 2 2 2 2 2 2 F U E L LB 205 214 224 236 258 246 257 269 283 31078000 D IS TA N C E N M 5 5 6 6 7 6 7 7 7 9 TIME MI N 1 1 1 1 2 2 2 2 2 2 F U E L LB 198 207 217 228 250 238 249 260 274 30076000 D IS TA N C E N M 5 5 6 6 7 6 6 7 7 9 TIME MI N 1 1 1 1 2 2 2 2 2 2 F U E L LB 192 201 210 221 241 230 241 252 265 29074000 D IS TA N C E N M 5 5 5 6 7 6 6 6 7 8 TIME MI N 1 1 1 1 2 2 2 2 2 2 F U E L LB 186 194 203 214 233 223 233 244 256 28072000 D IS TA N C E N M 5 5 5 5 7 6 6 6 7 8 TIME MI N 1 1 1 1 2 1 1 2 2 2 F U E L LB 179 188 196 207 225 215 225 236 248 27070000 D IS TA N C E N M 5 5 5 5 6 6 6 6 6 8 TIME MI N 1 1 1 1 1 1 1 1 2 2 F U E L LB 173 181 190 200 217 208 217 228 239 26168000 D IS TA N C E N M 4 5 5 5 6 5 6 6 6 7 TIME MI N 1 1 1 1 1 1 1 1 1 2 F U E L LB 167 175 183 193 210 201 210 220 231 25266000 D IS TA N C E N M 4 4 5 5 6 5 5 6 6 7 TIME MI N 1 1 1 1 1 1 1 1 1 2 F or A nt i- F U E L (% ) 3 3 2 0 0 3 3 2 0 0ic e O N , D IS TA N C E (% ) 2 2 1 0 0 2 2 1 0 0inc reas e TIME (% ) 2 2 1 0 0 2 2 1 0 0



PAGE 6-3

CLIMB PLANNING - ALL ENGINES OPERATING CF34-8E5 ENGINES

ALTITUDE: SEA LEVEL TO 5000 AND 6000 FT SPEED SCHEDULE: 240 KIAS UP TO 10000 FT, INCREASING LINEARLY TO 290 KIAS AT

12000 FT, MAINTAINING 290 KIAS UP TO 25400 FT AND MACH 0.70ABOVE 25400 FT.

CRUISE CONFIGURATION BLEED: OPEN 5000 FT 6000 FT WEIGHT ISA + °C ISA + °C (LB) -20 -10 0 10 20 -20 -10 0 10 20

F U EL LB 162 169 177 186 202 194 203 212 223 243 64000 D ISTAN C E N M 4 4 4 5 6 5 5 5 6 7 TIME MIN 1 1 1 1 1 1 1 1 1 2 F U EL LB 156 163 171 179 195 187 195 205 215 234 62000 D ISTAN C E N M 4 4 4 4 5 5 5 5 5 7 TIME MIN 1 1 1 1 1 1 1 1 1 2 F U EL LB 150 157 164 173 188 180 188 197 207 225 60000 D ISTAN C E N M 4 4 4 4 5 5 5 5 5 6 TIME MIN 1 1 1 1 1 1 1 1 1 1 F U EL LB 145 151 158 166 180 173 181 190 200 217 58000 D ISTAN C E N M 4 4 4 4 5 4 5 5 5 6 TIME MIN 1 1 1 1 1 1 1 1 1 1 F U EL LB 139 145 152 160 173 167 174 182 192 208 56000 D ISTAN C E N M 4 4 4 4 5 4 4 5 5 6 TIME MIN 1 1 1 1 1 1 1 1 1 1 F U EL LB 134 140 146 154 166 160 168 175 184 200 54000 D ISTAN C E N M 3 4 4 4 5 4 4 4 5 6 TIME MIN 1 1 1 1 1 1 1 1 1 1 F U EL LB 128 134 140 148 160 154 161 168 177 192 52000 D ISTAN C E N M 3 3 3 4 4 4 4 4 4 5 TIME MIN 1 1 1 1 1 1 1 1 1 1 F U EL LB 123 128 135 141 153 147 154 161 170 184 50000 D ISTAN C E N M 3 3 3 4 4 4 4 4 4 5 TIME MIN 1 1 1 1 1 1 1 1 1 1 F U EL LB 118 123 129 135 146 141 148 154 162 176 48000 D ISTAN C E N M 3 3 3 3 4 4 4 4 4 5 TIME MIN 1 1 1 1 1 1 1 1 1 1 F U EL LB 113 118 123 129 140 135 141 148 155 168 46000 D ISTAN C E N M 3 3 3 3 4 3 4 4 4 5 TIME MIN 1 1 1 1 1 1 1 1 1 1 F or Ant i- F U EL (% ) 3 3 2 0 0 3 3 2 0 0 ice O N , D ISTAN C E (% ) 2 2 1 0 0 2 2 1 0 0 inc reas e TIME (% ) 2 2 1 0 0 2 2 1 0 0



CLIMB PLANNING - ALL ENGINES OPERATINGCF34-8E5 ENGINES




F U E L LB 316 330 346 364 400 361 378 395 417 45984000 D IS TA N C E N M 8 9 9 10 12 10 10 11 11 14 TIME MIN 2 2 2 2 3 2 2 3 3 3 F U E L LB 306 320 335 353 387 350 366 383 404 44482000 D IS TA N C E N M 8 8 9 9 11 9 10 10 11 13 TIME MIN 2 2 2 2 3 2 2 2 3 3 F U E L LB 296 310 324 342 375 339 355 371 391 42980000 D IS TA N C E N M 8 8 9 9 11 9 10 10 10 13 TIME MIN 2 2 2 2 3 2 2 2 2 3 F U E L LB 287 300 314 331 362 328 343 359 378 41578000 D IS TA N C E N M 8 8 8 9 11 9 9 10 10 12 TIME MIN 2 2 2 2 2 2 2 2 2 3 F U E L LB 278 290 304 320 350 318 332 347 366 40176000 D IS TA N C E N M 7 8 8 8 10 9 9 9 10 12 TIME MIN 2 2 2 2 2 2 2 2 2 3 F U E L LB 269 281 294 310 338 307 321 336 354 38774000 D IS TA N C E N M 7 7 8 8 10 8 9 9 9 11 TIME MIN 2 2 2 2 2 2 2 2 2 3 F U E L LB 260 272 284 299 327 297 311 325 342 37472000 D IS TA N C E N M 7 7 7 8 10 8 8 9 9 11 TIME MIN 2 2 2 2 2 2 2 2 2 3 F U E L LB 251 263 275 289 316 287 300 314 331 36170000 D IS TA N C E N M 7 7 7 8 9 8 8 8 9 11 TIME MIN 2 2 2 2 2 2 2 2 2 2 F U E L LB 243 254 265 279 305 277 290 303 319 34868000 D IS TA N C E N M 6 7 7 7 9 7 8 8 9 10 TIME MIN 2 2 2 2 2 2 2 2 2 2 F U E L LB 234 245 256 270 294 268 280 293 308 33666000 D IS TA N C E N M 6 6 7 7 9 7 7 8 8 10 TIME MIN 2 2 2 2 2 2 2 2 2 2 F or A nt i- F U E L (% ) 3 3 2 0 0 3 3 2 0 0ic e O N , D IS TA N C E (% ) 2 2 2 0 0 2 2 2 0 0inc reas e TIME (% ) 2 2 2 0 0 2 2 2 0 0



PAGE 6-5


ALTITUDE: S EA LEVEL TO 7000 AND 8000 FT SPEED SCHEDULE: 240 KIAS UP TO 10 000 FT, INCREASING LINEARLY TO 290 KIAS A T

12000 FT, MAINTAINING 290 KIAS UP TO 25400 FT AND MACH 0.70ABOVE 254 00 FT.


F U E L L B 2 2 6 2 3 6 2 4 7 2 6 0 2 8 3 2 5 8 2 7 0 2 8 3 2 9 8 3 2 46 4 0 0 0 D I S TA N C E N M 6 6 6 7 8 7 7 8 8 1 0 TI M E M I N 1 2 2 2 2 2 2 2 2 2 F U E L L B 2 1 8 2 2 8 2 3 8 2 5 1 2 7 3 2 4 9 2 6 1 2 7 2 2 8 7 3 1 26 2 0 0 0 D I S TA N C E N M 6 6 6 7 8 7 7 7 8 9 TI M E M I N 1 1 2 2 2 2 2 2 2 2 F U E L L B 2 1 0 2 2 0 2 3 0 2 4 2 2 6 3 2 4 0 2 5 1 2 6 2 2 7 6 3 0 06 0 0 0 0 D I S TA N C E N M 6 6 6 6 8 6 7 7 7 9 TI M E M I N 1 1 1 1 2 2 2 2 2 2 F U E L L B 2 0 2 2 1 1 2 2 1 2 3 3 2 5 3 2 3 1 2 4 2 2 5 3 2 6 6 2 8 95 8 0 0 0 D I S TA N C E N M 5 6 6 6 7 6 6 7 7 9 TI M E M I N 1 1 1 1 2 2 2 2 2 2 F U E L L B 1 9 4 2 0 3 2 1 3 2 2 4 2 4 3 2 2 2 2 3 2 2 4 3 2 5 6 2 7 85 6 0 0 0 D I S TA N C E N M 5 5 6 6 7 6 6 6 7 8 TI M E M I N 1 1 1 1 2 1 2 2 2 2 F U E L L B 1 8 7 1 9 5 2 0 4 2 1 5 2 3 3 2 1 3 2 2 3 2 3 3 2 4 6 2 6 65 4 0 0 0 D I S TA N C E N M 5 5 5 6 7 6 6 6 6 8 TI M E M I N 1 1 1 1 2 1 1 1 2 2 F U E L L B 1 7 9 1 8 7 1 9 6 2 0 6 2 2 4 2 0 5 2 1 4 2 2 4 2 3 6 2 5 65 2 0 0 0 D I S TA N C E N M 5 5 5 5 6 5 6 6 6 8 TI M E M I N 1 1 1 1 2 1 1 1 1 2 F U E L L B 1 7 2 1 8 0 1 8 8 1 9 8 2 1 4 1 9 6 2 0 5 2 1 5 2 2 6 2 4 55 0 0 0 0 D I S TA N C E N M 4 5 5 5 6 5 5 6 6 7 TI M E M I N 1 1 1 1 1 1 1 1 1 2 F U E L L B 1 6 5 1 7 2 1 8 0 1 8 9 2 0 5 1 8 8 1 9 7 2 0 6 2 1 6 2 3 44 8 0 0 0 D I S TA N C E N M 4 4 5 5 6 5 5 5 6 7 TI M E M I N 1 1 1 1 1 1 1 1 1 2 F U E L L B 1 5 7 1 6 4 1 7 2 1 8 1 1 9 6 1 8 0 1 8 8 1 9 6 2 0 7 2 2 44 6 0 0 0 D I S TA N C E N M 4 4 4 5 6 5 5 5 5 7 TI M E M I N 1 1 1 1 1 1 1 1 1 2 F o r A n t i- F U E L (% ) 3 3 2 0 0 3 3 2 0 0ic e O N , D I S TA N C E (% ) 2 2 2 0 0 2 2 2 0 0in c re a s e TI M E (% ) 2 2 2 0 0 2 2 2 0 0







F U E L L B 4 0 7 4 2 6 4 4 5 4 6 9 5 1 7 4 5 3 4 7 4 4 9 6 5 2 3 5 7 68 4 0 0 0 D I S TA N C E N M 1 1 1 2 1 2 1 3 1 6 1 3 1 3 14 1 5 1 8 TI M E M I N 3 3 3 3 4 3 3 3 3 4 F U E L L B 3 9 4 4 1 3 4 3 1 4 5 5 5 0 0 4 3 9 4 5 9 4 8 0 5 0 6 5 5 78 2 0 0 0 D I S TA N C E N M 1 1 1 1 1 2 1 2 1 5 1 2 1 3 13 1 4 1 7 TI M E M I N 3 3 3 3 3 3 3 3 3 4 F U E L L B 3 8 2 3 9 9 4 1 8 4 4 0 4 8 4 4 2 5 4 4 5 4 6 5 4 9 0 5 3 98 0 0 0 0 D I S TA N C E N M 1 1 1 1 1 1 1 2 1 5 1 2 1 2 13 1 4 1 7 TI M E M I N 3 3 3 3 3 3 3 3 3 4 F U E L L B 3 7 0 3 8 7 4 0 4 4 2 6 4 6 8 4 1 1 4 3 0 4 5 0 4 7 4 5 2 17 8 0 0 0 D I S TA N C E N M 1 0 1 1 1 1 1 2 1 4 1 2 1 2 13 1 3 1 6 TI M E M I N 2 3 3 3 3 3 3 3 3 4 F U E L L B 3 5 8 3 7 4 3 9 1 4 1 2 4 5 2 3 9 8 4 1 6 4 3 5 4 5 9 5 0 37 6 0 0 0 D I S TA N C E N M 1 0 1 0 1 1 1 1 1 4 1 1 1 2 12 1 3 1 6 TI M E M I N 2 2 3 3 3 3 3 3 3 4 F U E L L B 3 4 6 3 6 2 3 7 8 3 9 9 4 3 7 3 8 5 4 0 3 4 2 1 4 4 3 4 8 67 4 0 0 0 D I S TA N C E N M 1 0 1 0 1 0 1 1 1 3 1 1 1 1 12 1 2 1 5 TI M E M I N 2 2 2 3 3 3 3 3 3 3 F U E L L B 3 3 5 3 5 0 3 6 6 3 8 5 4 2 1 3 7 2 3 8 9 4 0 7 4 2 9 4 6 97 2 0 0 0 D I S TA N C E N M 9 1 0 1 0 1 0 1 3 1 0 1 1 11 1 2 1 4 TI M E M I N 2 2 2 2 3 3 3 3 3 3 F U E L L B 3 2 3 3 3 8 3 5 3 3 7 2 4 0 7 3 5 9 3 7 6 3 9 3 4 1 4 4 5 37 0 0 0 0 D I S TA N C E N M 9 9 1 0 1 0 1 2 1 0 1 0 11 1 1 1 4 TI M E M I N 2 2 2 2 3 2 3 3 3 3 F U E L L B 3 1 2 3 2 7 3 4 1 3 6 0 3 9 2 3 4 7 3 6 3 3 8 0 4 0 0 4 3 76 8 0 0 0 D I S TA N C E N M 9 9 9 1 0 1 2 1 0 1 0 11 1 1 1 3 TI M E M I N 2 2 2 2 3 2 2 2 3 3 F U E L L B 3 0 1 3 1 5 3 3 0 3 4 7 3 7 9 3 3 5 3 5 1 3 6 7 3 8 6 4 2 16 6 0 0 0 D I S TA N C E N M 8 9 9 9 1 1 9 1 0 10 1 1 1 3 TI M E M I N 2 2 2 2 3 2 2 2 2 3 F o r A n t i- F U E L (% ) 3 3 2 1 0 3 3 3 1 0ic e O N , D I S TA N C E (% ) 2 2 2 1 0 2 2 2 2 0in c re a s e TI M E (% ) 2 2 2 1 0 2 2 2 2 0



PAGE 6-7


ALTITUDE: SEA LEVEL TO 9000 AND 10000 FT SPEED SCHEDULE: 240 KIAS UP TO 10 000 FT, INCREASING LINEARLY TO 290 KIAS AT



F U E L L B 2 9 1 3 0 4 3 1 8 3 3 5 3 6 5 3 2 3 3 3 8 3 5 3 3 7 2 4 0 66 4 0 0 0 D I S TA N C E N M 8 8 9 9 1 1 9 9 1 0 1 0 1 2 T I M E M I N 2 2 2 2 3 2 2 2 2 3 F U E L L B 2 8 0 2 9 3 3 0 7 3 2 3 3 5 1 3 1 2 3 2 6 3 4 1 3 5 9 3 9 16 2 0 0 0 D I S TA N C E N M 8 8 8 9 1 1 9 9 9 1 0 1 2 T I M E M I N 2 2 2 2 2 2 2 2 2 3 F U E L L B 2 7 0 2 8 2 2 9 5 3 1 1 3 3 8 3 0 0 3 1 4 3 2 8 3 4 6 3 7 66 0 0 0 0 D I S TA N C E N M 7 8 8 8 1 0 8 9 9 1 0 1 2 T I M E M I N 2 2 2 2 2 2 2 2 2 3 F U E L L B 2 6 0 2 7 2 2 8 4 2 9 9 3 2 5 2 8 9 3 0 2 3 1 6 3 3 3 3 6 25 8 0 0 0 D I S TA N C E N M 7 7 8 8 1 0 8 8 9 9 1 1 T I M E M I N 2 2 2 2 2 2 2 2 2 3 F U E L L B 2 5 0 2 6 1 2 7 3 2 8 8 3 1 3 2 7 8 2 9 1 3 0 4 3 2 0 3 4 85 6 0 0 0 D I S TA N C E N M 7 7 7 8 9 8 8 8 9 1 1 T I M E M I N 2 2 2 2 2 2 2 2 2 2 F U E L L B 2 4 0 2 5 1 2 6 3 2 7 6 3 0 0 2 6 7 2 7 9 2 9 2 3 0 7 3 3 45 4 0 0 0 D I S TA N C E N M 7 7 7 7 9 7 8 8 8 1 0 T I M E M I N 2 2 2 2 2 2 2 2 2 2 F U E L L B 2 3 0 2 4 1 2 5 2 2 6 5 2 8 8 2 5 6 2 6 8 2 8 0 2 9 5 3 2 05 2 0 0 0 D I S TA N C E N M 6 7 7 7 9 7 7 8 8 1 0 T I M E M I N 2 2 2 2 2 2 2 2 2 2 F U E L L B 2 2 1 2 3 1 2 4 1 2 5 4 2 7 5 2 4 5 2 5 7 2 6 8 2 8 2 3 0 65 0 0 0 0 D I S TA N C E N M 6 6 6 7 8 7 7 7 8 9 T I M E M I N 1 2 2 2 2 2 2 2 2 2 F U E L L B 2 1 1 2 2 1 2 3 1 2 4 3 2 6 4 2 3 5 2 4 6 2 5 7 2 7 0 2 9 34 8 0 0 0 D I S TA N C E N M 6 6 6 7 8 6 7 7 7 9 T I M E M I N 1 1 1 2 2 2 2 2 2 2 F U E L L B 2 0 2 2 1 1 2 2 1 2 3 2 2 5 2 2 2 4 2 3 5 2 4 5 2 5 8 2 8 04 6 0 0 0 D I S TA N C E N M 5 6 6 6 8 6 6 7 7 9 T I M E M I N 1 1 1 1 2 2 2 2 2 2 F o r A n t i- F U E L (% ) 3 3 2 1 0 3 3 2 1 0ic e O N , D I S TA N C E (% ) 2 2 2 1 0 2 2 2 2 0in c r e a s e T I M E (% ) 2 2 2 1 0 2 2 2 2 0







F U E L L B 5 3 2 5 5 6 5 8 1 6 1 3 6 7 8 6 1 7 6 4 6 6 7 5 7 1 1 7 9 28 4 0 0 0 D I S TA N C E N M 1 6 1 6 1 7 1 8 2 2 1 9 2 0 21 2 2 2 7 T I M E M I N 4 4 4 4 5 4 4 5 5 6 F U E L L B 5 1 5 5 3 9 5 6 3 5 9 3 6 5 5 5 9 8 6 2 6 6 5 4 6 8 9 7 6 68 2 0 0 0 D I S TA N C E N M 1 5 1 6 1 6 1 7 2 1 1 8 1 9 20 2 1 2 6 T I M E M I N 4 4 4 4 5 4 4 4 5 6 F U E L L B 4 9 8 5 2 1 5 4 5 5 7 4 6 3 3 5 7 9 6 0 6 6 3 3 6 6 7 7 4 08 0 0 0 0 D I S TA N C E N M 1 5 1 5 1 6 1 7 2 0 1 8 1 9 19 2 0 2 5 T I M E M I N 3 4 4 4 4 4 4 4 4 5 F U E L L B 4 8 2 5 0 4 5 2 7 5 5 5 6 1 2 5 6 0 5 8 6 6 1 3 6 4 5 7 1 57 8 0 0 0 D I S TA N C E N M 1 4 1 5 1 5 1 6 2 0 1 7 1 8 19 2 0 2 4 T I M E M I N 3 3 4 4 4 4 4 4 4 5 F U E L L B 4 6 6 4 8 8 5 1 0 5 3 7 5 9 1 5 4 2 5 6 7 5 9 3 6 2 4 6 9 17 6 0 0 0 D I S TA N C E N M 1 4 1 4 1 5 1 6 1 9 1 7 1 7 18 1 9 2 3 T I M E M I N 3 3 3 3 4 4 4 4 4 5 F U E L L B 4 5 1 4 7 2 4 9 3 5 2 0 5 7 1 5 2 4 5 4 8 5 7 3 6 0 3 6 6 77 4 0 0 0 D I S TA N C E N M 1 3 1 4 1 4 1 5 1 8 1 6 1 7 18 1 8 2 3 T I M E M I N 3 3 3 3 4 4 4 4 4 5 F U E L L B 4 3 6 4 5 6 4 7 7 5 0 2 5 5 1 5 0 6 5 3 0 5 5 4 5 8 3 6 4 47 2 0 0 0 D I S TA N C E N M 1 3 1 3 1 4 1 5 1 8 1 6 1 6 17 1 8 2 2 T I M E M I N 3 3 3 3 4 4 4 4 4 5 F U E L L B 4 2 1 4 4 1 4 6 1 4 8 5 5 3 2 4 8 9 5 1 2 5 3 5 5 6 3 6 2 27 0 0 0 0 D I S TA N C E N M 1 2 1 3 1 3 1 4 1 7 1 5 1 6 16 1 7 2 1 T I M E M I N 3 3 3 3 4 3 4 4 4 4 F U E L L B 4 0 7 4 2 6 4 4 5 4 6 8 5 1 3 4 7 3 4 9 5 5 1 7 5 4 4 6 0 06 8 0 0 0 D I S TA N C E N M 1 2 1 2 1 3 1 4 1 6 1 5 1 5 16 1 7 2 0 T I M E M I N 3 3 3 3 4 3 3 3 4 4 F U E L L B 3 9 3 4 1 1 4 2 9 4 5 2 4 9 5 4 5 6 4 7 8 4 9 9 5 2 5 5 7 86 6 0 0 0 D I S TA N C E N M 1 1 1 2 1 2 1 3 1 6 1 4 1 5 15 1 6 2 0 T I M E M I N 3 3 3 3 4 3 3 3 3 4 F o r A n t i- F U E L (% ) 3 3 3 2 0 3 3 3 3 0ic e O N , D I S TA N C E (% ) 3 2 2 3 0 3 2 2 4 0in c re a s e T I M E (% ) 3 2 2 3 0 3 2 2 4 0



PAGE 6-9





F U E L L B 6 7 0 7 0 1 7 3 3 7 7 1 8 6 4 7 2 4 7 5 8 7 9 2 8 3 3 9 3 88 4 0 0 0 D I S TA N C E N M 2 1 2 2 2 3 2 4 3 0 2 4 2 5 2 6 2 7 3 4 TI M E M I N 5 5 5 5 6 5 5 5 6 7 F U E L L B 6 4 8 6 7 9 7 0 9 7 4 6 8 3 5 7 0 0 7 3 3 7 6 6 8 0 6 9 0 68 2 0 0 0 D I S TA N C E N M 2 1 2 2 2 2 2 3 2 9 2 3 2 4 2 5 2 6 3 3 TI M E M I N 5 5 5 5 6 5 5 5 5 7 F U E L L B 6 2 8 6 5 7 6 8 7 7 2 3 8 0 7 6 7 8 7 0 9 7 4 1 7 8 0 8 7 58 0 0 0 0 D I S TA N C E N M 2 0 2 1 2 2 2 3 2 8 2 2 2 3 2 4 2 5 3 2 TI M E M I N 4 5 5 5 6 5 5 5 5 6 F U E L L B 6 0 7 6 3 6 6 6 4 6 9 9 7 8 0 6 5 6 6 8 6 7 1 7 7 5 4 8 4 67 8 0 0 0 D I S TA N C E N M 1 9 2 0 2 1 2 2 2 7 2 2 2 2 2 3 2 4 3 1 TI M E M I N 4 4 5 5 6 5 5 5 5 6 F U E L L B 5 8 8 6 1 5 6 4 3 6 7 6 7 5 3 6 3 4 6 6 4 6 9 4 7 3 0 8 1 77 6 0 0 0 D I S TA N C E N M 1 9 1 9 2 0 2 1 2 6 2 1 2 2 2 3 2 4 3 0 TI M E M I N 4 4 4 4 5 5 5 5 5 6 F U E L L B 5 6 8 5 9 5 6 2 2 6 5 4 7 2 8 6 1 3 6 4 2 6 7 1 7 0 6 7 8 97 4 0 0 0 D I S TA N C E N M 1 8 1 9 2 0 2 1 2 6 2 0 2 1 2 2 2 3 2 9 TI M E M I N 4 4 4 4 5 4 5 5 5 6 F U E L L B 5 4 9 5 7 5 6 0 1 6 3 2 7 0 2 5 9 3 6 2 1 6 4 9 6 8 2 7 6 17 2 0 0 0 D I S TA N C E N M 1 7 1 8 1 9 2 0 2 5 1 9 2 0 2 1 2 2 2 8 TI M E M I N 4 4 4 4 5 4 4 4 5 6 F U E L L B 5 3 1 5 5 6 5 8 1 6 1 1 6 7 8 5 7 3 6 0 0 6 2 7 6 5 9 7 3 57 0 0 0 0 D I S TA N C E N M 1 7 1 8 1 8 1 9 2 4 1 9 2 0 2 0 2 1 2 7 TI M E M I N 4 4 4 4 5 4 4 4 4 5 F U E L L B 5 1 3 5 3 7 5 6 1 5 9 0 6 5 4 5 5 3 5 7 9 6 0 5 6 3 7 7 0 96 8 0 0 0 D I S TA N C E N M 1 6 1 7 1 8 1 9 2 3 1 8 1 9 2 0 2 1 2 6 TI M E M I N 4 4 4 4 5 4 4 4 4 5 F U E L L B 4 9 5 5 1 8 5 4 1 5 6 9 6 3 1 5 3 4 5 6 0 5 8 5 6 1 5 6 8 46 6 0 0 0 D I S TA N C E N M 1 6 1 6 1 7 1 8 2 2 1 7 1 8 1 9 2 0 2 5 TI M E M I N 4 4 4 4 5 4 4 4 4 5 F o r A n t i- F U E L (% ) 3 3 3 3 0 4 3 3 4 1ic e O N , D I S TA N C E (% ) 3 2 2 5 1 3 3 2 6 2in c re a s e TI M E (% ) 3 2 2 5 1 3 2 2 5 2







F U E L L B 4 7 7 5 0 0 5 2 2 5 4 9 6 0 8 5 1 5 5 4 0 5 6 4 5 9 3 6 5 96 4 0 0 0 D I S TA N C E N M 1 5 1 6 1 6 1 7 2 1 1 7 1 8 1 8 1 9 2 4 T I M E M I N 3 3 4 4 4 4 4 4 4 5 F U E L L B 4 6 0 4 8 2 5 0 3 5 2 9 5 8 5 4 9 7 5 2 0 5 4 4 5 7 1 6 3 56 2 0 0 0 D I S TA N C E N M 1 5 1 5 1 6 1 7 2 0 1 6 1 7 1 8 1 8 2 3 T I M E M I N 3 3 3 4 4 4 4 4 4 5 F U E L L B 4 4 3 4 6 4 4 8 5 5 1 0 5 6 3 4 7 9 5 0 1 5 2 4 5 5 0 6 1 16 0 0 0 0 D I S TA N C E N M 1 4 1 5 1 5 1 6 2 0 1 6 1 6 1 7 1 8 2 2 T I M E M I N 3 3 3 3 4 3 4 4 4 4 F U E L L B 4 2 7 4 4 7 4 6 7 4 9 1 5 4 2 4 6 1 4 8 2 5 0 4 5 3 0 5 8 75 8 0 0 0 D I S TA N C E N M 1 3 1 4 1 5 1 5 1 9 1 5 1 6 1 6 1 7 2 1 T I M E M I N 3 3 3 3 4 3 3 3 4 4 F U E L L B 4 1 0 4 3 0 4 4 9 4 7 2 5 2 0 4 4 3 4 6 4 4 8 5 5 0 9 5 6 45 6 0 0 0 D I S TA N C E N M 1 3 1 4 1 4 1 5 1 8 1 4 1 5 1 6 1 6 2 0 T I M E M I N 3 3 3 3 4 3 3 3 3 4 F U E L L B 3 9 4 4 1 3 4 3 1 4 5 3 4 9 9 4 2 6 4 4 6 4 6 5 4 8 9 5 4 25 4 0 0 0 D I S TA N C E N M 1 2 1 3 1 4 1 4 1 7 1 4 1 4 1 5 1 6 1 9 T I M E M I N 3 3 3 3 4 3 3 3 3 4 F U E L L B 3 7 8 3 9 6 4 1 4 4 3 5 4 7 9 4 0 8 4 2 8 4 4 7 4 7 0 5 1 95 2 0 0 0 D I S TA N C E N M 1 2 1 2 1 3 1 4 1 7 1 3 1 4 1 4 1 5 1 9 T I M E M I N 3 3 3 3 3 3 3 3 3 4 F U E L L B 3 6 2 3 7 9 3 9 6 4 1 7 4 5 9 3 9 1 4 1 0 4 2 8 4 5 0 4 9 75 0 0 0 0 D I S TA N C E N M 1 1 1 2 1 2 1 3 1 6 1 3 1 3 1 4 1 4 1 8 T I M E M I N 3 3 3 3 3 3 3 3 3 4 F U E L L B 3 4 7 3 6 3 3 8 0 3 9 9 4 3 9 3 7 5 3 9 2 4 1 0 4 3 1 4 7 64 8 0 0 0 D I S TA N C E N M 1 1 1 1 1 2 1 2 1 5 1 2 1 3 1 3 1 4 1 7 T I M E M I N 2 3 3 3 3 3 3 3 3 3 F U E L L B 3 3 2 3 4 7 3 6 3 3 8 1 4 1 9 3 5 8 3 7 5 3 9 2 4 1 2 4 5 54 6 0 0 0 D I S TA N C E N M 1 0 1 1 1 1 1 2 1 5 1 2 1 2 1 3 1 3 1 6 T I M E M I N 2 2 2 3 3 3 3 3 3 3 F o r A n t i- F U E L (% ) 3 3 3 3 0 3 3 3 4 1ic e O N , D I S TA N C E (% ) 3 2 2 5 1 3 2 2 5 2in c re a s e T I M E (% ) 3 2 2 4 1 3 2 2 5 2



PAGE 6-11





F U E L L B 7 7 9 8 1 6 8 5 3 8 9 7 1 0 1 6 8 3 6 8 7 6 9 1 5 9 6 2 1 0 9 68 4 0 0 0 D I S TA N C E N M 2 6 2 7 2 9 3 0 3 8 2 9 3 0 3 2 3 3 4 2 TI M E M I N 6 6 6 6 8 6 6 6 7 8 F U E L L B 7 5 4 7 8 9 8 2 5 8 6 7 9 8 0 8 0 8 8 4 7 8 8 5 9 3 0 1 0 5 78 2 0 0 0 D I S TA N C E N M 2 5 2 7 2 8 2 9 3 7 2 8 2 9 3 1 3 2 4 1 TI M E M I N 5 6 6 6 7 6 6 6 6 8 F U E L L B 7 2 9 7 6 3 7 9 8 8 3 9 9 4 6 7 8 2 8 1 9 8 5 6 9 0 0 1 0 2 08 0 0 0 0 D I S TA N C E N M 2 5 2 6 2 7 2 8 3 5 2 7 2 8 3 0 3 1 3 9 TI M E M I N 5 5 6 6 7 6 6 6 6 8 F U E L L B 7 0 5 7 3 8 7 7 1 8 1 1 9 1 3 7 5 5 7 9 1 8 2 7 8 6 9 9 8 37 8 0 0 0 D I S TA N C E N M 2 4 2 5 2 6 2 7 3 4 2 6 2 7 2 9 3 0 3 8 TI M E M I N 5 5 5 5 7 6 6 6 6 7 F U E L L B 6 8 2 7 1 4 7 4 6 7 8 4 8 8 2 7 3 0 7 6 5 7 9 9 8 4 0 9 4 97 6 0 0 0 D I S TA N C E N M 2 3 2 4 2 5 2 6 3 3 2 5 2 6 2 8 2 9 3 6 TI M E M I N 5 5 5 5 7 5 5 6 6 7 F U E L L B 6 5 9 6 9 0 7 2 1 7 5 8 8 5 2 7 0 6 7 3 9 7 7 2 8 1 2 9 1 67 4 0 0 0 D I S TA N C E N M 2 2 2 3 2 4 2 5 3 2 2 5 2 6 2 7 2 8 3 5 TI M E M I N 5 5 5 5 6 5 5 5 6 7 F U E L L B 6 3 7 6 6 7 6 9 7 7 3 3 8 2 2 6 8 2 7 1 5 7 4 7 7 8 5 8 8 47 2 0 0 0 D I S TA N C E N M 2 1 2 2 2 3 2 4 3 1 2 4 2 5 2 6 2 7 3 4 TI M E M I N 5 5 5 5 6 5 5 5 5 7 F U E L L B 6 1 6 6 4 5 6 7 4 7 0 8 7 9 3 6 5 9 6 9 0 7 2 1 7 5 8 8 5 37 0 0 0 0 D I S TA N C E N M 2 1 2 2 2 3 2 4 3 0 2 3 2 4 2 5 2 6 3 3 TI M E M I N 4 5 5 5 6 5 5 5 5 6 F U E L L B 5 9 5 6 2 3 6 5 1 6 8 4 7 6 5 6 3 7 6 6 7 6 9 7 7 3 2 8 2 36 8 0 0 0 D I S TA N C E N M 2 0 2 1 2 2 2 3 2 9 2 2 2 3 2 4 2 5 3 2 TI M E M I N 4 4 5 5 6 5 5 5 5 6 F U E L L B 5 7 4 6 0 1 6 2 8 6 6 1 7 3 8 6 1 5 6 4 4 6 7 3 7 0 7 7 9 46 6 0 0 0 D I S TA N C E N M 1 9 2 0 2 1 2 2 2 7 2 1 2 2 2 3 2 4 3 0 TI M E M I N 4 4 4 4 5 5 5 5 5 6 F o r A n t i- F U E L (% ) 4 3 3 4 2 4 4 3 5 3ic e O N , D I S TA N C E (% ) 3 3 2 6 3 3 3 3 7 4in c re a s e TI M E (% ) 3 3 2 6 3 3 3 3 6 4





12000 FT, MAINTAINING 290 KIAS UP TO 25400 FT AND MACH 0.70 ABOVE 25400 FT.

CRUISE CONFIGURATION BLEED: OPEN 17000 FT 18000 FT WEIGHT ISA + °C ISA + °C (LB) -20 -10 0 10 20 -20 -10 0 10 20 FUEL LB 894 937 979 1029 1178 955 1000 1045 1098 126384000 DISTANCE NM 32 33 35 36 47 35 37 38 40 52 TIME MIN 7 7 7 7 9 7 7 7 8 10 FUEL LB 865 906 947 995 1136 923 967 1010 1061 121882000 DISTANCE NM 31 32 34 35 45 34 35 37 39 50 TIME MIN 6 7 7 7 9 7 7 7 7 9 FUEL LB 836 876 915 962 1096 892 934 976 1026 117480000 DISTANCE NM 30 31 33 34 43 33 34 36 37 48 TIME MIN 6 6 6 7 8 7 7 7 7 9 FUEL LB 808 846 884 929 1056 862 902 943 991 113178000 DISTANCE NM 29 30 31 33 42 32 33 34 36 46 TIME MIN 6 6 6 6 8 6 7 7 7 9 FUEL LB 780 817 854 898 1018 832 872 911 957 109076000 DISTANCE NM 28 29 30 32 40 31 32 33 35 44 TIME MIN 6 6 6 6 8 6 6 7 7 8 FUEL LB 754 790 825 867 982 804 842 880 924 105174000 DISTANCE NM 27 28 29 31 39 30 31 32 34 43 TIME MIN 6 6 6 6 7 6 6 6 6 8 FUEL LB 728 763 797 838 947 776 813 849 892 101372000 DISTANCE NM 26 27 28 30 37 28 30 31 32 41 TIME MIN 5 6 6 6 7 6 6 6 6 8 FUEL LB 704 737 770 809 914 749 785 820 861 97670000 DISTANCE NM 25 26 27 29 36 27 29 30 31 40 TIME MIN 5 5 5 6 7 6 6 6 6 7 FUEL LB 679 712 744 781 881 723 757 791 832 94168000 DISTANCE NM 24 25 26 28 35 26 28 29 30 38 TIME MIN 5 5 5 5 7 5 6 6 6 7 FUEL LB 656 687 718 755 850 698 731 764 803 90866000 DISTANCE NM 23 24 25 27 34 26 27 28 29 37 TIME MIN 5 5 5 5 6 5 5 5 6 7 For Anti- FUEL (%) 4 4 3 5 4 4 4 3 5 4ice ON, DISTANCE (%) 3 3 3 7 5 3 3 3 8 6increase TIME (%) 3 3 3 7 5 3 3 3 7 6



PAGE 6-13





F U E L LB 554 580 606 637 71 1 593 621 649 682 76564000 D IS TA N C E N M 19 19 20 21 2 6 21 21 22 23 29 TIME MIN 4 4 4 4 5 4 4 5 5 6 F U E L LB 534 559 584 614 68 5 572 599 626 658 73662000 D IS TA N C E N M 18 19 20 20 2 5 20 21 22 22 28 TIME MIN 4 4 4 4 5 4 4 4 5 6 F U E L LB 514 539 563 591 65 9 550 577 602 633 70860000 D IS TA N C E N M 17 18 19 20 2 5 19 20 21 22 27 TIME MIN 4 4 4 4 5 4 4 4 4 5 F U E L LB 495 518 542 569 63 4 530 555 580 609 68158000 D IS TA N C E N M 17 17 18 19 2 4 18 19 20 21 26 TIME MIN 4 4 4 4 5 4 4 4 4 5 F U E L LB 476 499 521 547 60 9 510 534 558 586 65556000 D IS TA N C E N M 16 17 17 18 2 3 18 18 19 20 25 TIME MIN 3 4 4 4 5 4 4 4 4 5 F U E L LB 457 479 500 526 58 5 490 513 536 563 62854000 D IS TA N C E N M 15 16 17 17 2 2 17 18 18 19 24 TIME MIN 3 3 3 4 4 4 4 4 4 5 F U E L LB 439 460 480 505 56 1 470 492 514 540 60352000 D IS TA N C E N M 15 15 16 17 2 1 16 17 18 18 23 TIME MIN 3 3 3 3 4 3 4 4 4 5 F U E L LB 421 440 460 484 53 7 450 472 493 518 57750000 D IS TA N C E N M 14 15 15 16 2 0 16 16 17 18 22 TIME MIN 3 3 3 3 4 3 3 3 4 4 F U E L LB 403 422 441 463 51 4 431 452 472 496 55348000 D IS TA N C E N M 13 14 15 15 1 9 15 15 16 17 21 TIME MIN 3 3 3 3 4 3 3 3 3 4 F U E L LB 385 403 421 443 49 1 412 432 451 474 52846000 D IS TA N C E N M 13 13 14 15 1 8 14 15 15 16 20 TIME MIN 3 3 3 3 4 3 3 3 3 4 F or A n t i- F U E L (% ) 4 3 3 4 2 4 3 3 4 3ic e O N , D IS TA N C E (% ) 3 3 2 6 3 3 3 3 6 4inc reas e TIME (% ) 3 2 2 5 3 3 3 2 6 4







F U EL LB 894 937 979 1029 1178 955 1000 1045 1098 126384000 D ISTAN C E N M 32 33 35 36 4 7 35 37 38 40 52 TIME MIN 7 7 7 7 9 7 7 7 8 10 F U EL LB 865 906 947 995 1136 923 967 1010 1061 121882000 D ISTAN C E N M 31 32 34 35 4 5 34 35 37 39 50 TIME MIN 6 7 7 7 9 7 7 7 7 9 F U EL LB 836 876 915 962 1096 892 934 976 1026 117480000 D ISTAN C E N M 30 31 33 34 4 3 33 34 36 37 48 TIME MIN 6 6 6 7 8 7 7 7 7 9 F U EL LB 808 846 884 929 1056 862 902 943 991 113178000 D ISTAN C E N M 29 30 31 33 4 2 32 33 34 36 46 TIME MIN 6 6 6 6 8 6 7 7 7 9 F U EL LB 780 817 854 898 1018 832 872 911 957 109076000 D ISTAN C E N M 28 29 30 32 4 0 31 32 33 35 44 TIME MIN 6 6 6 6 8 6 6 7 7 8 F U EL LB 754 790 825 867 98 2 804 842 880 924 105174000 D ISTAN C E N M 27 28 29 31 3 9 30 31 32 34 43 TIME MIN 6 6 6 6 7 6 6 6 6 8 F U EL LB 728 763 797 838 94 7 776 813 849 892 101372000 D ISTAN C E N M 26 27 28 30 3 7 28 30 31 32 41 TIME MIN 5 6 6 6 7 6 6 6 6 8 F U EL LB 704 737 770 809 91 4 749 785 820 861 97670000 D ISTAN C E N M 25 26 27 29 3 6 27 29 30 31 40 TIME MIN 5 5 5 6 7 6 6 6 6 7 F U EL LB 679 712 744 781 88 1 723 757 791 832 94168000 D ISTAN C E N M 24 25 26 28 3 5 26 28 29 30 38 TIME MIN 5 5 5 5 7 5 6 6 6 7 F U EL LB 656 687 718 755 85 0 698 731 764 803 90866000 D ISTAN C E N M 23 24 25 27 3 4 26 27 28 29 37 TIME MIN 5 5 5 5 6 5 5 5 6 7 F or Ant i- F U EL (% ) 4 4 3 5 4 4 4 3 5 4ic e O N , D ISTAN C E (% ) 3 3 3 7 5 3 3 3 8 6inc reas e TIME (% ) 3 3 3 7 5 3 3 3 7 6



PAGE 6-15

CLIMB PLAN NING - ALL ENG INES O PER AT ING C F3 4-8E5 EN GIN ES

ALT IT UD E: S EA L EV EL TO 170 00 AND 18000 FT SPE ED SC H E D U LE: 240 KIAS U P TO 10 000 F T, IN C R EASIN G LIN EAR LY TO 290 KIAS A T

12000 F T, MAIN TA IN IN G 290 KIAS U P TO 25400 F T AN D MAC H 0.70A BOVE 254 00 F T.

C R U ISE C ONF IGU R A TION BLEE D : OPEN 17000 FT 18000 FT WEIG HT ISA + °C ISA + °C (L B) -20 -10 0 10 20 -20 -10 0 10 20

F U EL LB 633 663 693 728 819 673 705 737 774 87464000 D ISTAN C E N M 23 23 24 26 32 25 26 27 28 35 TIME MIN 5 5 5 5 6 5 5 5 5 7 F U EL LB 610 639 668 702 789 649 680 710 746 84262000 D ISTAN C E N M 22 23 24 25 31 24 25 26 27 34 TIME MIN 5 5 5 5 6 5 5 5 5 6 F U EL LB 587 615 643 676 759 625 655 684 719 81060000 D ISTAN C E N M 21 22 23 24 30 23 24 25 26 33 TIME MIN 4 4 5 5 6 5 5 5 5 6 F U EL LB 565 592 619 650 730 602 630 659 692 77958000 D ISTAN C E N M 20 21 22 23 29 22 23 24 25 31 TIME MIN 4 4 4 4 6 5 5 5 5 6 F U EL LB 544 570 595 625 701 579 606 633 665 74856000 D ISTAN C E N M 19 20 21 22 28 21 22 23 24 30 TIME MIN 4 4 4 4 5 4 4 5 5 6 F U EL LB 522 547 572 601 673 556 582 608 639 71854000 D ISTAN C E N M 19 19 20 21 26 20 21 22 23 29 TIME MIN 4 4 4 4 5 4 4 4 4 5 F U EL LB 501 525 549 576 645 533 559 584 613 68952000 D ISTAN C E N M 18 19 19 20 25 19 20 21 22 28 TIME MIN 4 4 4 4 5 4 4 4 4 5 F U EL LB 480 503 526 552 618 511 536 559 588 66050000 D ISTAN C E N M 17 18 18 19 24 19 19 20 21 27 TIME MIN 4 4 4 4 5 4 4 4 4 5 F U EL LB 460 482 504 529 592 490 513 536 563 63248000 D ISTAN C E N M 16 17 18 18 23 18 19 19 20 25 TIME MIN 3 3 4 4 4 4 4 4 4 5 F U EL LB 440 461 481 506 565 468 490 512 538 60346000 D ISTAN C E N M 16 16 17 18 22 17 18 18 19 24 TIME MIN 3 3 3 3 4 4 4 4 4 5 F or Ant i- F U EL (% ) 4 4 3 5 3 4 4 3 5 4ic e O N , D ISTAN C E (% ) 3 3 3 7 5 3 3 3 7 6inc reas e TIME (% ) 3 3 3 6 4 3 3 3 7 5







F U E L L B 1 0 17 1 0 6 5 1 1 1 2 1 1 6 9 1 3 5 0 1 0 8 1 1 1 3 2 11 8 2 1 24 2 1 44 08 4 0 00 D I S TA N C E N M 39 4 0 4 2 4 4 5 7 4 2 4 4 4 6 4 8 6 2 TI M E M I N 8 8 8 8 1 0 8 8 9 9 1 1 F U E L L B 9 82 1 0 2 9 1 0 7 5 1 1 2 9 1 3 0 1 1 0 4 4 1 0 9 4 11 4 2 1 20 0 1 38 78 2 0 00 D I S TA N C E N M 37 3 9 4 0 4 2 5 5 4 1 4 2 4 4 4 6 6 0 TI M E M I N 7 8 8 8 1 0 8 8 8 9 1 1 F U E L L B 9 49 9 9 4 1 0 3 9 1 0 9 1 1 2 5 4 1 0 0 9 1 0 5 7 11 0 4 1 15 9 1 33 78 0 0 00 D I S TA N C E N M 36 3 7 3 9 4 1 5 3 3 9 4 1 4 3 4 4 5 7 TI M E M I N 7 7 8 8 1 0 8 8 8 8 1 0 F U E L L B 9 17 9 6 0 1 0 0 3 1 0 5 4 1 2 0 8 9 7 4 1 0 2 0 10 6 6 1 11 9 1 28 87 8 0 00 D I S TA N C E N M 35 3 6 3 8 3 9 5 1 3 8 3 9 4 1 4 3 5 5 TI M E M I N 7 7 7 7 9 7 8 8 8 1 0 F U E L L B 8 85 9 2 7 9 6 9 1 0 1 8 1 1 6 4 9 4 0 9 8 5 10 2 9 1 08 1 1 24 07 6 0 00 D I S TA N C E N M 33 3 5 3 6 3 8 4 9 3 7 3 8 4 0 4 1 5 3 TI M E M I N 7 7 7 7 9 7 7 8 8 1 0 F U E L L B 8 55 8 9 6 9 3 6 9 8 3 1 1 2 2 9 0 8 9 5 1 9 9 3 1 04 3 1 19 57 4 0 00 D I S TA N C E N M 32 3 4 3 5 3 7 4 7 3 5 3 7 3 8 4 0 5 1 TI M E M I N 6 7 7 7 9 7 7 7 7 9 F U E L L B 8 25 8 6 5 9 0 3 9 4 9 1 0 8 1 8 7 6 9 1 8 9 5 9 1 00 7 1 15 17 2 0 00 D I S TA N C E N M 31 3 2 3 4 3 5 4 5 3 4 3 5 3 7 3 8 4 9 TI M E M I N 6 6 7 7 8 7 7 7 7 9 F U E L L B 7 96 8 3 4 8 7 1 9 1 5 1 0 4 1 8 4 5 8 8 5 9 2 5 97 1 1 10 87 0 0 00 D I S TA N C E N M 30 3 1 3 3 3 4 4 3 3 3 3 4 3 6 3 7 4 7 TI M E M I N 6 6 6 6 8 6 7 7 7 9 F U E L L B 7 68 8 0 5 8 4 1 8 8 3 1 0 0 3 8 1 5 8 5 4 8 9 2 93 7 1 06 76 8 0 00 D I S TA N C E N M 29 3 0 3 1 3 3 4 2 3 2 3 3 3 4 3 6 4 6 TI M E M I N 6 6 6 6 8 6 6 7 7 8 F U E L L B 7 41 7 7 7 8 1 1 8 5 2 9 6 6 7 8 6 8 2 3 8 6 0 90 3 1 02 76 6 0 00 D I S TA N C E N M 28 2 9 3 0 3 2 4 0 3 0 3 2 3 3 3 4 4 4 TI M E M I N 6 6 6 6 7 6 6 6 6 8 F o r A n t i- F U E L (% ) 4 4 3 6 5 4 4 4 6 6ic e O N , D I S TA N C E (% ) 3 3 3 8 7 3 3 3 9 8in c rea s e TI M E (% ) 3 3 3 8 6 3 3 3 8 7



PAGE 6-17





F U E L LB 715 749 782 822 931 757 793 829 870 98964000 D IS TA N C E N M 27 28 29 30 39 29 30 32 33 42 TIME MIN 5 6 6 6 7 6 6 6 6 8 F U E L LB 689 722 754 792 896 730 765 799 839 95262000 D IS TA N C E N M 26 27 28 29 37 28 29 31 32 41 TIME MIN 5 5 5 6 7 6 6 6 6 7 F U E L LB 663 695 726 763 862 703 736 769 808 91560000 D IS TA N C E N M 25 26 27 28 36 27 28 29 31 39 TIME MIN 5 5 5 5 7 5 5 6 6 7 F U E L LB 639 669 699 734 829 676 709 740 777 88058000 D IS TA N C E N M 24 25 26 27 34 26 27 28 30 37 TIME MIN 5 5 5 5 6 5 5 5 6 7 F U E L LB 614 643 672 706 796 650 681 712 747 84656000 D IS TA N C E N M 23 24 25 26 33 25 26 27 28 36 TIME MIN 5 5 5 5 6 5 5 5 5 7 F U E L LB 590 618 646 678 765 625 655 684 718 81254000 D IS TA N C E N M 22 23 24 25 32 24 25 26 27 35 TIME MIN 4 5 5 5 6 5 5 5 5 6 F U E L LB 566 593 620 651 733 600 628 656 689 77852000 D IS TA N C E N M 21 22 23 24 30 23 24 25 26 33 TIME MIN 4 4 4 5 6 5 5 5 5 6 F U E L LB 543 568 594 624 702 575 602 629 660 74550000 D IS TA N C E N M 20 21 22 23 29 22 23 24 25 32 TIME MIN 4 4 4 4 5 4 4 5 5 6 F U E L LB 520 544 569 597 672 550 577 602 632 71448000 D IS TA N C E N M 19 20 21 22 28 21 22 23 24 30 TIME MIN 4 4 4 4 5 4 4 4 5 6 F U E L LB 497 520 544 571 642 526 551 576 604 68246000 D IS TA N C E N M 19 19 20 21 27 20 21 22 23 29 TIME MIN 4 4 4 4 5 4 4 4 4 5 F o r A n t i- F U E L (% ) 4 4 3 5 5 4 4 3 6 5ic e O N , D IS TA N C E (% ) 3 3 3 8 7 3 3 3 8 7inc reas e TIME (% ) 3 3 3 7 6 3 3 3 8 7







F U E L L B 1 1 4 6 1 2 0 0 1 2 5 3 1 3 1 6 1 5 3 2 1 2 1 4 1 2 7 2 1 3 2 8 1 3 9 4 1 6 2 98 4 0 0 0 D I S TA N C E N M 4 6 4 8 5 0 5 2 6 8 5 0 5 2 5 4 5 7 7 4 TI M E M I N 9 9 9 1 0 1 2 1 0 1 0 1 0 1 0 1 3 F U E L L B 1 1 0 7 1 1 5 9 1 2 1 1 1 2 7 1 1 4 7 6 1 1 7 3 1 2 2 8 1 2 8 3 1 3 4 6 1 5 6 98 2 0 0 0 D I S TA N C E N M 4 4 4 6 4 8 5 0 6 5 4 8 5 0 5 2 5 5 7 1 TI M E M I N 9 9 9 9 1 2 9 9 1 0 1 0 1 3 F U E L L B 1 0 6 9 1 1 2 0 1 1 7 0 1 2 2 8 1 4 2 2 1 1 3 2 1 1 8 6 1 2 3 9 1 3 0 0 1 5 1 28 0 0 0 0 D I S TA N C E N M 4 3 4 5 4 6 4 8 6 3 4 7 4 9 5 1 5 3 6 9 TI M E M I N 8 8 9 9 1 1 9 9 9 1 0 1 2 F U E L L B 1 0 3 2 1 0 8 1 1 1 2 9 1 1 8 6 1 3 6 9 1 0 9 3 1 1 4 5 1 1 9 6 1 2 5 5 1 4 5 57 8 0 0 0 D I S TA N C E N M 4 1 4 3 4 5 4 7 6 0 4 5 4 7 4 9 5 1 6 6 TI M E M I N 8 8 8 9 1 1 9 9 9 9 1 2 F U E L L B 9 9 6 1 0 4 4 1 0 9 0 1 1 4 4 1 3 1 8 1 0 5 5 1 1 0 5 1 1 5 4 1 2 1 1 1 4 0 17 6 0 0 0 D I S TA N C E N M 4 0 4 2 4 3 4 5 5 8 4 3 4 5 4 7 4 9 6 4 TI M E M I N 8 8 8 8 1 0 8 8 9 9 1 1 F U E L L B 9 6 2 1 0 0 7 1 0 5 2 1 1 0 5 1 2 7 0 1 0 1 8 1 0 6 6 1 1 1 3 1 1 6 8 1 3 4 97 4 0 0 0 D I S TA N C E N M 3 8 4 0 4 2 4 3 5 6 4 2 4 4 4 5 4 7 6 1 TI M E M I N 7 8 8 8 1 0 8 8 8 9 1 1 F U E L L B 9 2 8 9 7 2 1 0 1 5 1 0 6 6 1 2 2 2 9 8 2 1 0 2 8 1 0 7 4 1 1 2 7 1 2 9 87 2 0 0 0 D I S TA N C E N M 3 7 3 9 4 0 4 2 5 4 4 0 4 2 4 4 4 6 5 9 TI M E M I N 7 7 8 8 1 0 8 8 8 8 1 0 F U E L L B 8 9 5 9 3 7 9 7 9 1 0 2 8 1 1 7 7 9 4 6 9 9 1 1 0 3 5 1 0 8 7 1 2 4 97 0 0 0 0 D I S TA N C E N M 3 6 3 7 3 9 4 0 5 2 3 9 4 0 4 2 4 4 5 6 TI M E M I N 7 7 7 7 9 7 8 8 8 1 0 F U E L L B 8 6 3 9 0 4 9 4 4 9 9 1 1 1 3 2 9 1 2 9 5 6 9 9 8 1 0 4 7 1 2 0 16 8 0 0 0 D I S TA N C E N M 3 4 3 6 3 7 3 9 5 0 3 7 3 9 4 1 4 2 5 4 TI M E M I N 7 7 7 7 9 7 7 7 8 1 0 F U E L L B 8 3 2 8 7 1 9 1 0 9 5 5 1 0 9 0 8 7 9 9 2 1 9 6 2 1 0 0 9 1 1 5 66 6 0 0 0 D I S TA N C E N M 3 3 3 4 3 6 3 7 4 8 3 6 3 8 3 9 4 1 5 2 TI M E M I N 6 7 7 7 9 7 7 7 7 9 F o r A n t i- F U E L (% ) 4 4 4 6 6 4 4 4 7 7ic e O N , D I S TA N C E (% ) 4 3 3 9 9 4 3 3 9 1 0in c re a s e TI M E (% ) 3 3 3 8 8 3 3 3 9 9



PAGE 6-19





F U E L L B 8 01 8 3 9 8 7 6 9 2 0 1 0 4 8 8 4 6 8 8 7 9 2 6 97 2 1 11 16 4 0 00 D I S TA N C E N M 32 3 3 3 5 3 6 4 6 3 5 3 6 3 8 3 9 5 0 TI M E M I N 6 6 6 7 8 7 7 7 7 9 F U E L L B 7 71 8 0 8 8 4 4 8 8 6 1 0 0 8 8 1 5 8 5 4 8 9 1 93 6 1 06 86 2 0 00 D I S TA N C E N M 31 3 2 3 3 3 5 4 4 3 3 3 5 3 6 3 8 4 8 TI M E M I N 6 6 6 6 8 6 7 7 7 9 F U E L L B 7 42 7 7 8 8 1 2 8 5 3 9 6 9 7 8 4 8 2 1 8 5 8 90 0 1 02 66 0 0 00 D I S TA N C E N M 29 3 1 3 2 3 3 4 2 3 2 3 3 3 5 3 6 4 6 TI M E M I N 6 6 6 6 8 6 6 6 7 8 F U E L L B 7 15 7 4 9 7 8 2 8 2 1 9 3 2 7 5 4 7 9 0 8 2 5 86 6 9 855 8 0 00 D I S TA N C E N M 28 3 0 3 1 3 2 4 1 3 1 3 2 3 3 3 5 4 4 TI M E M I N 6 6 6 6 7 6 6 6 6 8 F U E L L B 6 87 7 2 0 7 5 2 7 8 9 8 9 5 7 2 5 7 5 9 7 9 3 83 2 9 475 6 0 00 D I S TA N C E N M 27 2 8 3 0 3 1 3 9 3 0 3 1 3 2 3 3 4 3 TI M E M I N 5 5 6 6 7 6 6 6 6 8 F U E L L B 6 60 6 9 1 7 2 2 7 5 8 8 5 9 6 9 6 7 2 9 7 6 2 79 9 9 085 4 0 00 D I S TA N C E N M 26 2 7 2 8 3 0 3 8 2 8 3 0 3 1 3 2 4 1 TI M E M I N 5 5 5 5 7 5 6 6 6 7 F U E L L B 6 33 6 6 3 6 9 3 7 2 7 8 2 4 6 6 8 7 0 0 7 3 1 76 7 8 715 2 0 00 D I S TA N C E N M 25 2 6 2 7 2 8 3 6 2 7 2 8 2 9 3 1 3 9 TI M E M I N 5 5 5 5 6 5 5 5 6 7 F U E L L B 6 07 6 3 6 6 6 4 6 9 7 7 8 9 6 4 0 6 7 1 7 0 0 73 5 8 345 0 0 00 D I S TA N C E N M 24 2 5 2 6 2 7 3 4 2 6 2 7 2 8 2 9 3 7 TI M E M I N 5 5 5 5 6 5 5 5 5 7 F U E L L B 5 81 6 0 9 6 3 6 6 6 8 7 5 5 6 1 3 6 4 2 6 7 1 70 4 7 984 8 0 00 D I S TA N C E N M 23 2 4 2 5 2 6 3 3 2 5 2 6 2 7 2 8 3 6 TI M E M I N 5 5 5 5 6 5 5 5 5 6 F U E L L B 5 56 5 8 2 6 0 8 6 3 8 7 2 1 5 8 6 6 1 4 6 4 1 67 3 7 634 6 0 00 D I S TA N C E N M 22 2 3 2 4 2 5 3 1 2 4 2 5 2 6 2 7 3 4 TI M E M I N 4 4 4 5 6 5 5 5 5 6 F o r A n t i- F U E L (% ) 4 4 4 6 6 4 4 4 6 6ic e O N , D I S TA N C E (% ) 3 3 3 8 8 3 3 3 9 9in c rea s e TI M E (% ) 3 3 3 8 7 3 3 3 8 8







F U E L L B 1 2 8 6 1 3 4 7 1 4 0 6 1 4 7 5 1 7 3 3 1 3 6 2 1 4 2 7 1 4 9 0 1 5 6 2 1 8 4 68 4 0 0 0 D I S TA N C E N M 5 5 5 7 5 9 6 2 8 1 6 0 6 2 6 5 6 8 8 9 TI M E M I N 1 0 1 1 1 1 1 1 1 4 1 1 1 1 1 2 1 2 1 5 F U E L L B 1 2 4 1 1 3 0 0 1 3 5 8 1 4 2 5 1 6 6 9 1 3 1 4 1 3 7 6 1 4 3 7 1 5 0 8 1 7 7 68 2 0 0 0 D I S TA N C E N M 5 3 5 5 5 7 6 0 7 8 5 8 6 0 6 2 6 5 8 6 TI M E M I N 1 0 1 0 1 0 1 1 1 4 1 1 1 1 1 1 1 1 1 5 F U E L L B 1 1 9 8 1 2 5 5 1 3 1 1 1 3 7 5 1 6 0 7 1 2 6 8 1 3 2 8 1 3 8 7 1 4 5 5 1 7 0 88 0 0 0 0 D I S TA N C E N M 5 1 5 3 5 5 5 8 7 5 5 6 5 8 6 0 6 3 8 3 TI M E M I N 1 0 1 0 1 0 1 0 1 3 1 0 1 1 1 1 1 1 1 4 F U E L L B 1 1 5 6 1 2 1 1 1 2 6 5 1 3 2 7 1 5 4 6 1 2 2 3 1 2 8 1 1 3 3 8 1 4 0 4 1 6 4 37 8 0 0 0 D I S TA N C E N M 4 9 5 1 5 3 5 5 7 2 5 4 5 6 5 8 6 0 7 9 TI M E M I N 9 9 1 0 1 0 1 3 1 0 1 0 1 0 1 1 1 3 F U E L L B 1 1 1 6 1 1 6 9 1 2 2 0 1 2 8 1 1 4 8 8 1 1 8 0 1 2 3 6 1 2 9 1 1 3 5 4 1 5 8 07 6 0 0 0 D I S TA N C E N M 4 7 4 9 5 1 5 3 7 0 5 2 5 4 5 6 5 8 7 6 TI M E M I N 9 9 9 1 0 1 2 1 0 1 0 1 0 1 0 1 3 F U E L L B 1 0 7 6 1 1 2 7 1 1 7 7 1 2 3 5 1 4 3 2 1 1 3 7 1 1 9 2 1 2 4 5 1 3 0 5 1 5 2 07 4 0 0 0 D I S TA N C E N M 4 6 4 8 4 9 5 2 6 7 5 0 5 2 5 4 5 6 7 3 TI M E M I N 9 9 9 9 1 2 9 9 1 0 1 0 1 2 F U E L L B 1 0 3 8 1 0 8 7 1 1 3 5 1 1 9 1 1 3 7 7 1 0 9 6 1 1 4 9 1 2 0 0 1 2 5 8 1 4 6 17 2 0 0 0 D I S TA N C E N M 4 4 4 6 4 8 5 0 6 4 4 8 5 0 5 2 5 4 7 0 TI M E M I N 8 8 9 9 1 1 9 9 9 9 1 2 F U E L L B 1 0 0 0 1 0 4 8 1 0 9 4 1 1 4 8 1 3 2 4 1 0 5 6 1 1 0 7 1 1 5 6 1 2 1 2 1 4 0 57 0 0 0 0 D I S TA N C E N M 4 2 4 4 4 6 4 8 6 2 4 6 4 8 5 0 5 2 6 7 TI M E M I N 8 8 8 9 1 1 9 9 9 9 1 2 F U E L L B 9 6 4 1 0 1 0 1 0 5 4 1 1 0 6 1 2 7 3 1 0 1 7 1 0 6 6 1 1 1 3 1 1 6 8 1 3 5 06 8 0 0 0 D I S TA N C E N M 4 1 4 2 4 4 4 6 5 9 4 4 4 6 4 8 5 0 6 5 TI M E M I N 8 8 8 8 1 0 8 8 9 9 1 1 F U E L L B 9 2 8 9 7 3 1 0 1 6 1 0 6 6 1 2 2 5 9 8 0 1 0 2 7 1 0 7 2 1 1 2 5 1 2 9 86 6 0 0 0 D I S TA N C E N M 3 9 4 1 4 2 4 4 5 7 4 3 4 4 4 6 4 8 6 2 TI M E M I N 7 8 8 8 1 0 8 8 8 8 1 1 F o r A n t i- F U E L (% ) 4 4 4 7 8 4 4 4 8 9ic e O N , D I S TA N C E (% ) 4 3 3 1 0 1 1 4 3 3 1 1 1 2in c re a s e TI M E (% ) 4 3 3 9 1 0 4 3 3 1 0 1 1



PAGE 6-21





F U E L L B 8 9 3 9 3 6 9 7 8 1 0 2 6 1 1 7 7 9 4 3 9 8 8 1 0 3 2 1 0 8 2 1 2 4 66 4 0 0 0 D I S TA N C E N M 3 8 3 9 4 1 4 3 5 5 4 1 4 3 4 4 4 6 6 0 TI M E M I N 7 7 7 8 9 8 8 8 8 1 0 F U E L L B 8 6 0 9 0 1 9 4 1 9 8 7 1 1 3 0 9 0 7 9 5 0 9 9 2 1 0 4 1 1 1 9 66 2 0 0 0 D I S TA N C E N M 3 6 3 8 3 9 4 1 5 2 3 9 4 1 4 3 4 4 5 7 TI M E M I N 7 7 7 7 9 7 7 8 8 1 0 F U E L L B 8 2 7 8 6 6 9 0 5 9 4 9 1 0 8 5 8 7 1 9 1 3 9 5 4 1 0 0 1 1 1 4 86 0 0 0 0 D I S TA N C E N M 3 5 3 6 3 8 3 9 5 0 3 8 3 9 4 1 4 3 5 5 TI M E M I N 7 7 7 7 9 7 7 7 8 9 F U E L L B 7 9 5 8 3 3 8 7 0 9 1 3 1 0 4 2 8 3 7 8 7 8 9 1 7 9 6 2 1 1 0 25 8 0 0 0 D I S TA N C E N M 3 3 3 5 3 6 3 8 4 8 3 6 3 8 3 9 4 1 5 2 TI M E M I N 6 6 7 7 8 7 7 7 7 9 F U E L L B 7 6 4 8 0 0 8 3 6 8 7 7 1 0 0 0 8 0 4 8 4 3 8 8 0 9 2 3 1 0 5 75 6 0 0 0 D I S TA N C E N M 3 2 3 3 3 5 3 6 4 6 3 5 3 6 3 8 3 9 5 0 TI M E M I N 6 6 6 6 8 6 7 7 7 9 F U E L L B 7 3 3 7 6 8 8 0 3 8 4 2 9 5 9 7 7 2 8 0 9 8 4 5 8 8 6 1 0 1 35 4 0 0 0 D I S TA N C E N M 3 1 3 2 3 3 3 5 4 4 3 3 3 5 3 6 3 8 4 8 TI M E M I N 6 6 6 6 8 6 6 6 7 8 F U E L L B 7 0 4 7 3 7 7 7 0 8 0 8 9 2 0 7 4 0 7 7 6 8 1 0 8 5 0 9 7 15 2 0 0 0 D I S TA N C E N M 2 9 3 1 3 2 3 3 4 2 3 2 3 3 3 5 3 6 4 6 TI M E M I N 6 6 6 6 7 6 6 6 6 8 F U E L L B 6 7 4 7 0 6 7 3 8 7 7 4 8 8 1 7 0 9 7 4 3 7 7 7 8 1 5 9 3 05 0 0 0 0 D I S TA N C E N M 2 8 2 9 3 1 3 2 4 1 3 1 3 2 3 3 3 5 4 4 TI M E M I N 5 5 6 6 7 6 6 6 6 8 F U E L L B 6 4 6 6 7 6 7 0 7 7 4 1 8 4 3 6 7 9 7 1 2 7 4 4 7 8 0 8 9 04 8 0 0 0 D I S TA N C E N M 2 7 2 8 2 9 3 1 3 9 2 9 3 0 3 2 3 3 4 2 TI M E M I N 5 5 5 5 7 5 6 6 6 7 F U E L L B 6 1 7 6 4 7 6 7 5 7 0 9 8 0 5 6 4 9 6 8 0 7 1 1 7 4 5 8 5 04 6 0 0 0 D I S TA N C E N M 2 6 2 7 2 8 2 9 3 7 2 8 2 9 3 0 3 2 4 0 TI M E M I N 5 5 5 5 6 5 5 5 6 7 F o r A n t i- F U E L (% ) 4 4 4 7 7 4 4 4 7 8ic e O N , D I S TA N C E (% ) 3 3 3 9 1 0 4 3 3 1 0 1 1in c re a s e TI M E (% ) 3 3 3 9 9 3 3 3 9 1 0




ALTITUDE: SEA LEVEL TO 25000 AND 26000 FT SPEED SCHEDULE: 240 KIAS UP TO 10000 FT, INCREASING LINEARLY TO 290 KIAS A T



F U EL LB 1451 1512 1579 1656 1971 1532 1590 1661 1741 208784000 D ISTAN C E N M 66 68 71 74 99 71 74 77 80 108 TIME MIN 12 12 12 13 16 13 13 13 14 18 F U EL LB 1399 1458 1523 1597 1893 1476 1532 1600 1678 200382000 D ISTAN C E N M 63 66 68 71 95 69 71 74 77 103 TIME MIN 12 12 12 12 16 12 13 13 13 17 F U EL LB 1349 1406 1469 1540 1820 1423 1477 1543 1617 192380000 D ISTAN C E N M 61 63 66 69 91 66 68 71 74 99 TIME MIN 11 11 12 12 15 12 12 12 13 16 F U EL LB 1300 1356 1416 1485 1748 1371 1423 1486 1558 184678000 D ISTAN C E N M 59 61 63 66 87 64 66 68 71 95 TIME MIN 11 11 11 11 15 11 12 12 12 16 F U EL LB 1253 1307 1365 1431 1680 1321 1371 1432 1501 177376000 D ISTAN C E N M 57 59 61 64 84 61 63 66 68 91 TIME MIN 10 10 11 11 14 11 11 11 12 15 F U EL LB 1208 1260 1316 1380 1615 1272 1321 1380 1446 170374000 D ISTAN C E N M 54 56 59 61 80 59 61 63 66 87 TIME MIN 10 10 10 11 13 11 11 11 11 14 F U EL LB 1164 1214 1268 1329 1552 1225 1272 1329 1393 163572000 D ISTAN C E N M 52 54 57 59 77 57 58 61 63 83 TIME MIN 10 10 10 10 13 10 10 11 11 14 F U EL LB 1121 1169 1221 1281 1491 1180 1225 1279 1341 157070000 D ISTAN C E N M 50 52 54 57 74 54 56 58 61 80 TIME MIN 9 9 10 10 12 10 10 10 10 13 F U EL LB 1079 1126 1176 1233 1432 1135 1179 1231 1291 150768000 D ISTAN C E N M 48 50 52 54 71 52 54 56 59 77 TIME MIN 9 9 9 9 12 9 10 10 10 13 F U EL LB 1039 1084 1132 1187 1376 1092 1134 1185 1242 144766000 D ISTAN C E N M 47 48 50 52 68 50 52 54 56 73 TIME MIN 9 9 9 9 11 9 9 9 10 12 F or Ant i- F U EL (%) 4 4 4 8 10 4 4 4 9 11ic e ON , D ISTAN C E (%) 4 3 3 11 14 4 3 3 12 15inc reas e TIME (%) 4 3 3 11 13 4 3 3 12 14



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F U E L L B 9 9 9 1 0 4 2 1 0 8 8 1 1 4 2 1 3 2 0 1 0 5 0 1 09 0 1 1 3 9 1 1 9 4 1 3 8 86 4 0 0 0 D I S TA N C E N M 4 5 4 6 4 8 5 0 6 5 4 8 5 0 5 2 5 4 7 0 TI M E MI N 8 8 9 9 1 1 9 9 9 9 1 2 F U E L L B 9 6 1 1 0 0 2 1 0 4 7 1 0 9 8 1 2 6 7 1 0 0 9 1 04 8 1 0 9 5 1 1 4 8 1 3 3 16 2 0 0 0 D I S TA N C E N M 4 3 4 5 4 6 4 8 6 2 4 6 4 8 5 0 5 2 6 7 TI M E MI N 8 8 8 8 1 1 8 8 9 9 1 1 F U E L L B 9 2 3 9 6 2 1 0 0 5 1 0 5 4 1 2 1 5 9 6 9 1 00 6 1 0 5 1 1 1 0 2 1 2 7 56 0 0 0 0 D I S TA N C E N M 4 1 4 3 4 4 4 6 6 0 4 4 4 6 4 8 5 0 6 4 TI M E MI N 8 8 8 8 1 0 8 8 8 9 1 1 F U E L L B 8 8 6 9 2 5 9 6 6 1 0 1 3 1 1 6 5 9 3 1 9 66 1 0 0 9 1 0 5 9 1 2 2 25 8 0 0 0 D I S TA N C E N M 3 9 4 1 4 3 4 4 5 7 4 3 4 4 4 6 4 8 6 2 TI M E MI N 7 7 8 8 1 0 8 8 8 8 1 0 F U E L L B 8 5 1 8 8 7 9 2 7 9 7 2 1 1 1 7 8 9 3 9 27 9 6 9 1 0 1 6 1 1 7 15 6 0 0 0 D I S TA N C E N M 3 8 3 9 4 1 4 3 5 5 4 1 4 2 4 4 4 6 5 9 TI M E MI N 7 7 7 7 9 7 8 8 8 1 0 F U E L L B 8 1 6 8 5 1 8 8 9 9 3 3 1 0 7 0 8 5 6 8 89 9 2 9 9 7 4 1 1 2 15 4 0 0 0 D I S TA N C E N M 3 6 3 8 3 9 4 1 5 2 3 9 4 0 4 2 4 4 5 6 TI M E MI N 7 7 7 7 9 7 7 7 8 9 F U E L L B 7 8 2 8 1 6 8 5 3 8 9 4 1 0 2 5 8 2 0 8 52 8 9 0 9 3 3 1 0 7 35 2 0 0 0 D I S TA N C E N M 3 5 3 6 3 7 3 9 5 0 3 7 3 9 4 0 4 2 5 4 TI M E MI N 6 7 7 7 8 7 7 7 7 9 F U E L L B 7 4 9 7 8 2 8 1 7 8 5 7 9 8 1 7 8 5 8 16 8 5 2 8 9 4 1 0 2 65 0 0 0 0 D I S TA N C E N M 3 3 3 4 3 6 3 7 4 8 3 6 3 7 3 8 4 0 5 1 TI M E MI N 6 6 6 7 8 6 7 7 7 9 F U E L L B 7 1 8 7 4 8 7 8 2 8 2 0 9 3 8 7 5 2 7 81 8 1 6 8 5 5 9 8 24 8 0 0 0 D I S TA N C E N M 3 2 3 3 3 4 3 6 4 6 3 4 3 5 3 7 3 8 4 9 TI M E MI N 6 6 6 6 8 6 6 6 7 8 F U E L L B 6 8 6 7 1 5 7 4 7 7 8 4 8 9 6 7 1 9 7 46 7 7 9 8 1 7 9 3 74 6 0 0 0 D I S TA N C E N M 3 0 3 1 3 3 3 4 4 4 3 3 3 4 3 5 3 7 4 7 TI M E MI N 6 6 6 6 7 6 6 6 6 8 F o r A n t i- F U E L (% ) 4 4 4 7 8 4 4 4 8 9ic e O N , D I S TA N C E (% ) 4 3 3 1 0 1 2 4 3 3 1 1 1 3in c re a s e TI M E (% ) 3 3 3 1 0 1 1 3 3 3 1 0 1 2







F U E L L B 1 6 0 8 1 6 6 1 1 7 3 5 1 8 1 8 2 1 9 3 1 6 8 5 1 7 3 3 1 8 1 0 1 8 9 7 2 2 9 98 4 0 0 0 D I S TA N C E N M 7 7 7 9 8 2 8 5 1 1 6 8 2 8 4 8 8 9 1 1 2 5 TI M E M I N 1 4 1 4 1 4 1 4 1 9 1 4 1 5 1 5 1 5 2 0 F U E L L B 1 5 4 8 1 5 9 9 1 6 7 1 1 7 5 1 2 1 0 3 1 6 2 2 1 6 6 8 1 7 4 3 1 8 2 6 2 2 0 38 2 0 0 0 D I S TA N C E N M 7 4 7 6 7 9 8 2 1 1 1 7 9 8 1 8 4 8 8 1 1 9 TI M E M I N 1 3 1 3 1 3 1 4 1 8 1 4 1 4 1 4 1 5 1 9 F U E L L B 1 4 9 1 1 5 4 1 1 6 0 9 1 6 8 7 2 0 1 7 1 5 6 1 1 6 0 6 1 6 7 8 1 7 5 8 2 1 1 18 0 0 0 0 D I S TA N C E N M 7 1 7 3 7 6 7 9 1 0 6 7 6 7 8 8 1 8 4 1 1 4 TI M E M I N 1 3 1 3 1 3 1 3 1 7 1 3 1 3 1 4 1 4 1 8 F U E L L B 1 4 3 6 1 4 8 4 1 5 5 0 1 6 2 4 1 9 3 4 1 5 0 3 1 5 4 5 1 6 1 5 1 6 9 2 2 0 2 37 8 0 0 0 D I S TA N C E N M 6 8 7 0 7 3 7 6 1 0 2 7 3 7 5 7 8 8 1 1 0 9 TI M E M I N 1 2 1 2 1 2 1 3 1 7 1 3 1 3 1 3 1 3 1 8 F U E L L B 1 3 8 3 1 4 2 9 1 4 9 2 1 5 6 4 1 8 5 6 1 4 4 6 1 4 8 7 1 5 5 4 1 6 2 9 1 9 4 07 6 0 0 0 D I S TA N C E N M 6 6 6 7 7 0 7 3 9 7 7 0 7 2 7 5 7 8 1 0 4 TI M E M I N 1 2 1 2 1 2 1 2 1 6 1 2 1 2 1 3 1 3 1 7 F U E L L B 1 3 3 1 1 3 7 6 1 4 3 7 1 5 0 6 1 7 8 1 1 3 9 2 1 4 3 1 1 4 9 6 1 5 6 8 1 8 6 07 4 0 0 0 D I S TA N C E N M 6 3 6 5 6 7 7 0 9 3 6 7 6 9 7 2 7 5 1 0 0 TI M E M I N 1 1 1 1 1 2 1 2 1 5 1 2 1 2 1 2 1 2 1 6 F U E L L B 1 2 8 2 1 3 2 4 1 3 8 3 1 4 5 0 1 7 0 9 1 3 3 9 1 3 7 7 1 4 3 9 1 5 0 8 1 7 8 37 2 0 0 0 D I S TA N C E N M 6 1 6 2 6 5 6 8 8 9 6 5 6 6 6 9 7 2 9 5 TI M E M I N 1 1 1 1 1 1 1 1 1 5 1 1 1 1 1 2 1 2 1 5 F U E L L B 1 2 3 3 1 2 7 4 1 3 3 1 1 3 9 6 1 6 4 0 1 2 8 8 1 3 2 5 1 3 8 4 1 4 5 1 1 7 1 07 0 0 0 0 D I S TA N C E N M 5 8 6 0 6 2 6 5 8 5 6 2 6 4 6 6 6 9 9 1 TI M E M I N 1 0 1 0 1 1 1 1 1 4 1 1 1 1 1 1 1 2 1 5 F U E L L B 1 1 8 6 1 2 2 6 1 2 8 1 1 3 4 3 1 5 7 3 1 2 3 8 1 2 7 4 1 3 3 1 1 3 9 5 1 6 4 06 8 0 0 0 D I S TA N C E N M 5 6 5 8 6 0 6 2 8 2 6 0 6 1 6 4 6 6 8 7 TI M E M I N 1 0 1 0 1 0 1 1 1 3 1 0 1 1 1 1 1 1 1 4 F U E L L B 1 1 4 1 1 1 7 9 1 2 3 2 1 2 9 2 1 5 1 0 1 1 9 1 1 2 2 5 1 2 8 0 1 3 4 2 1 5 7 26 6 0 0 0 D I S TA N C E N M 5 4 5 5 5 7 6 0 7 8 5 7 5 9 6 1 6 4 8 3 TI M E M I N 1 0 1 0 1 0 1 0 1 3 1 0 1 0 1 0 1 1 1 4 F o r A n t i- F U E L (% ) 4 4 4 1 0 1 2 4 4 4 1 0 1 3ic e O N , D I S TA N C E (% ) 4 3 3 1 3 1 7 4 4 3 1 4 1 8in c re a s e TI M E (% ) 4 3 3 1 2 1 5 4 4 3 1 3 1 7



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F U E L L B 10 9 7 1 1 33 1 1 8 4 1 2 4 2 14 4 7 11 4 4 1 1 7 7 1 2 3 0 1 2 8 9 1 50 76 4 0 00 D I S TA N C E N M 5 1 53 5 5 5 7 7 5 5 5 5 6 5 9 6 1 8 0 TI ME M I N 9 9 9 1 0 1 2 1 0 1 0 1 0 1 0 1 3 F U E L L B 10 5 4 1 0 89 1 1 3 8 1 1 9 3 13 8 7 10 9 9 1 1 3 0 1 1 8 1 1 2 3 8 1 44 36 2 0 00 D I S TA N C E N M 4 9 51 5 3 5 5 7 2 5 3 5 4 5 6 5 8 7 6 TI ME M I N 9 9 9 9 1 2 9 9 1 0 1 0 1 2 F U E L L B 10 1 1 1 0 45 1 0 9 2 1 1 4 5 13 2 9 10 5 4 1 0 8 4 1 1 3 3 1 1 8 8 1 38 26 0 0 00 D I S TA N C E N M 4 7 49 5 1 5 3 6 9 5 0 5 2 5 4 5 6 7 3 TI ME M I N 8 9 9 9 1 1 9 9 9 9 1 2 F U E L L B 9 7 1 1 0 03 1 0 4 8 1 0 9 9 12 7 3 10 1 2 1 0 4 0 1 0 8 7 1 1 4 0 1 32 35 8 0 00 D I S TA N C E N M 4 5 47 4 9 5 1 6 6 4 8 4 9 5 2 5 4 7 0 TI ME M I N 8 8 8 9 1 1 9 9 9 9 1 1 F U E L L B 9 3 1 9 62 1 0 0 6 1 0 5 4 12 1 9 9 7 0 9 9 8 1 0 4 3 1 0 9 3 1 26 65 6 0 00 D I S TA N C E N M 4 3 45 4 7 4 8 6 3 4 6 4 7 4 9 5 1 6 7 TI ME M I N 8 8 8 8 1 0 8 8 8 9 1 1 F U E L L B 8 9 2 9 22 9 6 4 1 0 1 1 11 6 6 9 2 9 9 5 6 9 9 9 1 0 4 7 1 21 15 4 0 00 D I S TA N C E N M 4 2 43 4 5 4 6 6 0 4 4 4 5 4 7 4 9 6 3 TI ME M I N 7 8 8 8 1 0 8 8 8 8 1 0 F U E L L B 8 5 5 8 83 9 2 3 9 6 8 11 1 6 8 9 0 9 1 5 9 5 7 1 0 0 3 1 15 85 2 0 00 D I S TA N C E N M 4 0 41 4 3 4 4 5 7 4 2 4 3 4 5 4 7 6 1 TI ME M I N 7 7 7 8 9 7 8 8 8 1 0 F U E L L B 8 1 8 8 46 8 8 4 9 2 7 10 6 7 8 5 1 8 7 6 9 1 5 9 5 9 1 10 65 0 0 00 D I S TA N C E N M 3 8 39 4 1 4 2 5 5 4 0 4 1 4 3 4 5 5 8 TI ME M I N 7 7 7 7 9 7 7 7 8 9 F U E L L B 7 8 3 8 09 8 4 5 8 8 7 10 2 0 8 1 4 8 3 7 8 7 5 9 1 8 1 05 74 8 0 00 D I S TA N C E N M 3 6 37 3 9 4 1 5 2 3 9 3 9 4 1 4 3 5 5 TI ME M I N 7 7 7 7 9 7 7 7 7 9 F U E L L B 7 4 8 7 73 8 0 8 8 4 7 9 7 3 7 7 7 8 0 0 8 3 6 8 7 6 1 00 94 6 0 00 D I S TA N C E N M 3 5 36 3 7 3 9 5 0 3 7 3 8 3 9 4 1 5 3 TI ME M I N 6 6 6 7 8 7 7 7 7 9 F o r A n t i- F U E L (% ) 4 4 4 8 1 0 4 4 4 9 1 0ic e O N , D I S TA N C E (% ) 4 3 3 1 1 1 4 4 3 3 1 2 1 4in c rea s e TI ME (% ) 3 3 3 1 1 1 2 4 3 3 1 1 1 3







F U EL LB 1767 1808 1889 1979 2411 1854 1889 1974 2067 253284000 D ISTAN C E N M 89 90 94 98 134 95 97 101 105 145 TIME MIN 15 15 16 16 21 16 16 17 17 23 F U EL LB 1699 1738 1817 1903 2306 1780 1813 1895 1985 241782000 D ISTAN C E N M 85 87 90 94 128 91 93 96 100 137 TIME MIN 15 15 15 15 20 16 16 16 16 22 F U EL LB 1634 1672 1747 1831 2208 1710 1742 1820 1907 230980000 D ISTAN C E N M 81 83 87 90 122 87 89 92 96 131 TIME MIN 14 14 15 15 20 15 15 15 16 21 F U EL LB 1571 1609 1681 1761 2114 1643 1674 1749 1833 220778000 D ISTAN C E N M 78 80 83 86 117 84 85 89 92 125 TIME MIN 14 14 14 14 19 14 14 15 15 20 F U EL LB 1511 1547 1617 1694 2025 1579 1609 1681 1762 211276000 D ISTAN C E N M 75 77 80 83 111 80 82 85 88 119 TIME MIN 13 13 13 14 18 14 14 14 14 19 F U EL LB 1454 1488 1555 1630 1940 1518 1546 1616 1694 202274000 D ISTAN C E N M 72 74 77 80 106 77 78 81 85 113 TIME MIN 12 13 13 13 17 13 13 14 14 18 F U EL LB 1398 1431 1496 1567 1859 1459 1486 1554 1628 193672000 D ISTAN C E N M 69 71 73 76 102 74 75 78 81 108 TIME MIN 12 12 12 13 16 13 13 13 13 17 F U EL LB 1344 1376 1438 1507 1781 1402 1428 1493 1564 185470000 D ISTAN C E N M 66 68 70 73 97 71 72 75 78 103 TIME MIN 12 12 12 12 16 12 12 13 13 17 F U EL LB 1292 1322 1382 1448 1706 1346 1372 1434 1503 177568000 D ISTAN C E N M 64 65 68 70 93 68 69 72 75 99 TIME MIN 11 11 11 12 15 12 12 12 12 16 F U EL LB 1241 1271 1328 1392 1635 1293 1318 1377 1444 169966000 D ISTAN C E N M 61 62 65 67 89 65 66 69 72 94 TIME MIN 11 11 11 11 14 11 11 12 12 15 F or Ant i- F U EL (% ) 5 4 4 11 15 5 5 4 11 16ic e O N , D ISTAN C E (% ) 4 4 3 15 20 4 4 3 15 21inc reas e TIME (% ) 4 4 3 14 18 4 4 3 15 20



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F U E L L B 1 1 9 2 1 2 2 0 1 2 7 6 1 3 3 7 1 5 6 6 1 2 4 1 1 2 6 5 1 3 2 2 1 3 8 6 1 6 2 66 4 0 0 0 D I S TA N C E N M 5 8 6 0 6 2 6 5 8 5 6 2 6 3 6 6 6 9 9 0 TI M E M I N 1 0 1 0 1 1 1 1 1 4 1 1 1 1 1 1 1 1 1 4 F U E L L B 1 1 4 4 1 1 7 2 1 2 2 5 1 2 8 4 1 5 0 0 1 1 9 1 1 2 1 4 1 2 6 9 1 3 3 0 1 5 5 66 2 0 0 0 D I S TA N C E N M 5 6 5 7 6 0 6 2 8 1 6 0 6 1 6 3 6 6 8 6 TI M E M I N 1 0 1 0 1 0 1 0 1 3 1 0 1 0 1 1 1 1 1 4 F U E L L B 1 0 9 8 1 1 2 4 1 1 7 5 1 2 3 1 1 4 3 5 1 1 4 2 1 1 6 4 1 2 1 7 1 2 7 5 1 4 8 96 0 0 0 0 D I S TA N C E N M 5 4 5 5 5 7 5 9 7 7 5 7 5 8 6 0 6 3 8 2 TI M E M I N 9 9 1 0 1 0 1 3 1 0 1 0 1 0 1 0 1 3 F U E L L B 1 0 5 3 1 0 7 8 1 1 2 7 1 1 8 1 1 3 7 3 1 0 9 5 1 1 1 6 1 1 6 7 1 2 2 3 1 4 2 45 8 0 0 0 D I S TA N C E N M 5 1 5 2 5 5 5 7 7 4 5 5 5 5 5 8 6 0 7 8 TI M E M I N 9 9 9 9 1 2 9 1 0 1 0 1 0 1 3 F U E L L B 1 0 0 9 1 0 3 3 1 0 8 0 1 1 3 2 1 3 1 4 1 0 4 9 1 0 6 9 1 1 1 8 1 1 7 1 1 3 6 15 6 0 0 0 D I S TA N C E N M 4 9 5 0 5 2 5 4 7 1 5 2 5 3 5 5 5 8 7 5 TI M E M I N 9 9 9 9 1 1 9 9 9 1 0 1 2 F U E L L B 9 6 6 9 8 9 1 0 3 4 1 0 8 4 1 2 5 6 1 0 0 4 1 0 2 3 1 0 7 0 1 1 2 2 1 3 0 15 4 0 0 0 D I S TA N C E N M 4 7 4 8 5 0 5 2 6 7 5 0 5 1 5 3 5 5 7 1 TI M E M I N 8 8 8 9 1 1 9 9 9 9 1 1 F U E L L B 9 2 5 9 4 7 9 9 0 1 0 3 8 1 2 0 0 9 6 1 9 7 9 1 0 2 4 1 0 7 3 1 2 4 35 2 0 0 0 D I S TA N C E N M 4 5 4 6 4 8 5 0 6 4 4 8 4 8 5 0 5 2 6 8 TI M E M I N 8 8 8 8 1 0 8 8 9 9 1 1 F U E L L B 8 8 5 9 0 6 9 4 7 9 9 3 1 1 4 6 9 1 9 9 3 6 9 7 9 1 0 2 6 1 1 8 65 0 0 0 0 D I S TA N C E N M 4 3 4 4 4 6 4 7 6 1 4 5 4 6 4 8 5 0 6 5 TI M E M I N 8 8 8 8 1 0 8 8 8 8 1 0 F U E L L B 8 4 6 8 6 6 9 0 5 9 4 9 1 0 9 5 8 7 8 8 9 4 9 3 5 9 8 0 1 1 3 24 8 0 0 0 D I S TA N C E N M 4 1 4 2 4 3 4 5 5 8 4 3 4 4 4 6 4 8 6 2 TI M E M I N 7 7 7 8 1 0 8 8 8 8 1 0 F U E L L B 8 0 7 8 2 6 8 6 4 9 0 6 1 0 4 4 8 3 8 8 5 3 8 9 2 9 3 6 1 0 7 94 6 0 0 0 D I S TA N C E N M 3 9 4 0 4 1 4 3 5 6 4 1 4 2 4 4 4 6 5 9 TI M E M I N 7 7 7 7 9 7 7 7 8 9 F o r A n t i- F U E L (% ) 4 4 4 9 1 1 4 4 4 9 1 2ic e O N , D I S TA N C E (% ) 4 3 3 1 2 1 5 4 4 3 1 3 1 6in c re a s e TI M E (% ) 4 3 3 1 2 1 4 4 3 3 1 2 1 5







F U E L L B 1 9 4 8 1 9 7 6 2 0 6 5 2 1 6 2 2 6 6 4 2 0 5 1 2 0 7 0 2 1 6 3 2 2 6 5 2 8 1 18 4 0 0 0 D I S TA N C E N M 1 0 3 1 0 4 1 0 8 1 1 3 1 5 6 1 1 1 1 1 2 1 1 7 1 2 1 1 7 0 TI M E M I N 1 7 1 7 1 8 1 8 2 4 1 9 1 9 1 9 1 9 2 6 F U E L L B 1 8 6 8 1 8 9 4 1 9 7 9 2 0 7 3 2 5 3 6 1 9 6 2 1 9 8 0 2 0 7 0 2 1 6 7 2 6 6 88 2 0 0 0 D I S TA N C E N M 9 8 9 9 1 0 3 1 0 8 1 4 8 1 0 6 1 0 7 1 1 1 1 1 6 1 6 0 TI M E M I N 1 7 1 7 1 7 1 7 2 3 1 8 1 8 1 8 1 9 2 5 F U E L L B 1 7 9 1 1 8 1 6 1 8 9 8 1 9 8 8 2 4 1 8 1 8 7 9 1 8 9 6 1 9 8 2 2 0 7 6 2 5 3 68 0 0 0 0 D I S TA N C E N M 9 4 9 5 9 9 1 0 3 1 4 1 1 0 1 1 0 2 1 0 6 1 1 0 1 5 1 TI M E M I N 1 6 1 6 1 6 1 7 2 2 1 7 1 7 1 7 1 8 2 4 F U E L L B 1 7 1 9 1 7 4 2 1 8 2 1 1 9 0 8 2 3 0 7 1 8 0 0 1 8 1 6 1 8 9 9 1 9 8 9 2 4 1 47 8 0 0 0 D I S TA N C E N M 9 0 9 1 9 4 9 8 1 3 4 9 6 9 7 1 0 1 1 0 5 1 4 3 TI M E M I N 1 5 1 5 1 6 1 6 2 1 1 6 1 6 1 7 1 7 2 2 F U E L L B 1 6 4 9 1 6 7 3 1 7 4 9 1 8 3 2 2 2 0 3 1 7 2 5 1 7 4 1 1 8 2 0 1 9 0 6 2 3 0 17 6 0 0 0 D I S TA N C E N M 8 6 8 7 9 0 9 4 1 2 7 9 2 9 3 9 7 1 0 0 1 3 6 TI M E M I N 1 5 1 5 1 5 1 5 2 0 1 5 1 6 1 6 1 6 2 1 F U E L L B 1 5 8 4 1 6 0 6 1 6 7 9 1 7 5 9 2 1 0 7 1 6 5 4 1 6 6 9 1 7 4 6 1 8 2 9 2 1 9 67 4 0 0 0 D I S TA N C E N M 8 2 8 3 8 7 9 0 1 2 1 8 8 8 9 9 2 9 6 1 2 9 TI M E M I N 1 4 1 4 1 4 1 5 1 9 1 5 1 5 1 5 1 5 2 0 F U E L L B 1 5 2 1 1 5 4 3 1 6 1 3 1 6 9 0 2 0 1 5 1 5 8 7 1 6 0 1 1 6 7 5 1 7 5 4 2 0 9 77 2 0 0 0 D I S TA N C E N M 7 9 8 0 8 3 8 6 1 1 5 8 4 8 5 8 8 9 2 1 2 3 TI M E M I N 1 3 1 3 1 4 1 4 1 8 1 4 1 4 1 5 1 5 1 9 F U E L L B 1 4 6 1 1 4 8 1 1 5 4 9 1 6 2 3 1 9 2 8 1 5 2 2 1 5 3 7 1 6 0 7 1 6 8 4 2 0 0 47 0 0 0 0 D I S TA N C E N M 7 5 7 6 7 9 8 3 1 1 0 8 0 8 1 8 4 8 8 1 1 7 TI M E M I N 1 3 1 3 1 3 1 3 1 7 1 4 1 4 1 4 1 4 1 8 F U E L L B 1 4 0 2 1 4 2 2 1 4 8 7 1 5 5 8 1 8 4 4 1 4 6 1 1 4 7 4 1 5 4 2 1 6 1 5 1 9 1 66 8 0 0 0 D I S TA N C E N M 7 2 7 3 7 6 7 9 1 0 5 7 7 7 8 8 1 8 4 1 1 2 TI M E M I N 1 2 1 2 1 3 1 3 1 7 1 3 1 3 1 3 1 4 1 8 F U E L L B 1 3 4 6 1 3 6 5 1 4 2 8 1 4 9 6 1 7 6 5 1 4 0 1 1 4 1 4 1 4 7 9 1 5 5 0 1 8 3 16 6 0 0 0 D I S TA N C E N M 6 9 7 0 7 3 7 6 1 0 0 7 4 7 4 7 7 8 1 1 0 6 TI M E M I N 1 2 1 2 1 2 1 2 1 6 1 2 1 3 1 3 1 3 1 7 F o r A n t i- F U E L (% ) 5 5 4 1 2 1 7 4 4 4 1 2 1 7ic e O N , D I S T A N C E (% ) 4 4 4 1 6 2 3 4 4 3 1 5 2 2in c re a s e TI M E (% ) 4 4 4 1 5 2 2 4 4 3 1 5 2 1



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F U E L L B 1 2 9 1 1 3 1 0 1 3 7 0 1 4 3 5 1 6 8 8 1 3 4 3 1 3 5 6 1 4 18 1 4 8 6 1 7 5 06 4 0 0 0 D I S TA N C E N M 6 6 6 7 7 0 7 3 9 6 7 0 7 1 74 7 7 1 0 1 TI M E M I N 1 1 1 1 1 2 1 2 1 5 1 2 1 2 12 1 2 1 6 F U E L L B 1 2 3 9 1 2 5 6 1 3 1 4 1 3 7 7 1 6 1 4 1 2 8 8 1 3 0 0 1 3 60 1 4 2 5 1 6 7 36 2 0 0 0 D I S TA N C E N M 6 3 6 4 6 7 7 0 9 1 6 7 6 8 71 7 4 9 7 TI M E M I N 1 1 1 1 1 1 1 1 1 5 1 1 1 1 12 1 2 1 5 F U E L L B 1 1 8 7 1 2 0 4 1 2 5 9 1 3 2 0 1 5 4 3 1 2 3 4 1 2 4 5 1 3 02 1 3 6 5 1 5 9 86 0 0 0 0 D I S TA N C E N M 6 1 6 1 6 4 6 7 8 7 6 4 6 5 68 7 0 9 2 TI M E M I N 1 0 1 0 1 1 1 1 1 4 1 1 1 1 11 1 1 1 5 F U E L L B 1 1 3 8 1 1 5 4 1 2 0 7 1 2 6 5 1 4 7 5 1 1 8 2 1 1 9 3 1 2 48 1 3 0 7 1 5 2 75 8 0 0 0 D I S TA N C E N M 5 8 5 9 6 1 6 4 8 3 6 1 6 2 65 6 7 8 8 TI M E M I N 1 0 1 0 1 0 1 0 1 3 1 0 1 0 11 1 1 1 4 F U E L L B 1 0 9 0 1 1 0 5 1 1 5 6 1 2 1 1 1 4 0 9 1 1 3 1 1 1 4 2 1 1 94 1 2 5 2 1 4 5 85 6 0 0 0 D I S TA N C E N M 5 5 5 6 5 8 6 1 7 9 5 9 5 9 62 6 4 8 3 TI M E M I N 1 0 1 0 1 0 1 0 1 3 1 0 1 0 10 1 0 1 3 F U E L L B 1 0 4 3 1 0 5 8 1 1 0 6 1 1 5 9 1 3 4 6 1 0 8 2 1 0 9 2 1 1 42 1 1 9 7 1 3 9 25 4 0 0 0 D I S TA N C E N M 5 3 5 3 5 6 5 8 7 5 5 6 5 6 59 6 1 7 9 TI M E M I N 9 9 9 1 0 1 2 1 0 1 0 10 1 0 1 3 F U E L L B 9 9 7 1 0 1 1 1 0 5 8 1 1 0 9 1 2 8 5 1 0 3 4 1 0 4 4 1 0 92 1 1 4 5 1 3 2 85 2 0 0 0 D I S TA N C E N M 5 0 5 1 5 3 5 5 7 2 5 3 5 4 56 5 8 7 6 TI M E M I N 9 9 9 9 1 1 9 9 9 1 0 1 2 F U E L L B 9 5 3 9 6 7 1 0 1 1 1 0 6 0 1 2 2 6 9 8 8 9 9 7 1 0 43 1 0 9 4 1 2 6 75 0 0 0 0 D I S TA N C E N M 4 8 4 9 5 1 5 3 6 8 5 1 5 1 53 5 6 7 2 TI M E M I N 8 8 9 9 1 1 9 9 9 9 1 1 F U E L L B 9 1 0 9 2 3 9 6 6 1 0 1 2 1 1 7 0 9 4 3 9 5 2 9 9 6 1 0 4 4 1 2 0 84 8 0 0 0 D I S TA N C E N M 4 6 4 6 4 8 5 0 6 5 4 8 4 9 51 5 3 6 8 TI M E M I N 8 8 8 8 1 0 8 8 9 9 1 1 F U E L L B 8 6 8 8 8 1 9 2 1 9 6 5 1 1 1 4 9 0 0 9 0 8 9 5 0 9 9 6 1 1 5 04 6 0 0 0 D I S TA N C E N M 4 4 4 4 4 6 4 8 6 2 4 6 4 7 48 5 1 6 5 TI M E M I N 8 8 8 8 1 0 8 8 8 8 1 0 F o r A n t i- F U E L (% ) 4 4 4 1 0 1 2 4 4 4 9 1 2ic e O N , D I S TA N C E (% ) 4 4 3 1 3 1 7 4 3 3 1 3 1 7in c re a s e TI M E (% ) 4 3 3 1 3 1 6 3 3 3 1 2 1 5







F U E L L B 2 1 6 4 2 1 7 4 2 2 7 2 2 3 7 9 2 9 7 8 2 2 8 8 2 3 4 1 2 3 9 3 2 5 0 6 3 1 6 98 4 0 0 0 D I S TA N C E N M 1 2 1 1 2 1 1 2 6 1 3 1 1 8 6 1 3 2 1 3 5 1 3 7 1 4 3 2 0 5 TI M E M I N 2 0 2 0 2 0 2 1 2 9 2 2 2 2 2 2 2 3 3 1 F U E L L B 2 0 6 6 2 0 7 5 2 1 7 0 2 2 7 2 2 8 1 6 2 1 8 0 2 2 3 0 2 2 8 0 2 3 8 8 2 9 8 48 2 0 0 0 D I S TA N C E N M 1 1 5 1 1 5 1 2 0 1 2 5 1 7 4 1 2 5 1 2 7 1 3 0 1 3 5 1 9 1 TI M E M I N 1 9 1 9 1 9 2 0 2 7 2 1 2 1 2 1 2 1 2 9 F U E L L B 1 9 7 4 1 9 8 3 2 0 7 3 2 1 7 1 2 6 6 8 2 0 7 9 2 1 2 6 2 1 7 4 2 2 7 7 2 8 1 78 0 0 0 0 D I S TA N C E N M 1 0 9 1 0 9 1 1 4 1 1 9 1 6 4 1 1 8 1 2 1 1 2 3 1 2 8 1 7 9 TI M E M I N 1 8 1 8 1 9 1 9 2 5 1 9 2 0 2 0 2 0 2 7 F U E L L B 1 8 8 7 1 8 9 6 1 9 8 3 2 0 7 7 2 5 3 2 1 9 8 3 2 0 2 9 2 0 7 5 2 1 7 3 2 6 6 57 8 0 0 0 D I S TA N C E N M 1 0 4 1 0 4 1 0 8 1 1 3 1 5 5 1 1 2 1 1 5 1 1 7 1 2 2 1 6 8 TI M E M I N 1 7 1 7 1 8 1 8 2 4 1 9 1 9 1 9 1 9 2 6 F U E L L B 1 8 0 6 1 8 1 4 1 8 9 7 1 9 8 7 2 4 0 8 1 8 9 4 1 9 3 8 1 9 8 2 2 0 7 6 2 5 2 67 6 0 0 0 D I S TA N C E N M 9 9 9 9 1 0 3 1 0 8 1 4 6 1 0 7 1 0 9 1 1 1 1 1 6 1 5 8 TI M E M I N 1 6 1 7 1 7 1 7 2 3 1 8 1 8 1 8 1 8 2 4 F U E L L B 1 7 2 9 1 7 3 7 1 8 1 7 1 9 0 3 2 2 9 3 1 8 1 0 1 8 5 2 1 8 9 4 1 9 8 4 2 3 9 87 4 0 0 0 D I S TA N C E N M 9 4 9 5 9 9 1 0 3 1 3 8 1 0 1 1 0 3 1 0 6 1 1 0 1 4 9 TI M E M I N 1 6 1 6 1 6 1 6 2 2 1 7 1 7 1 7 1 8 2 3 F U E L L B 1 6 5 6 1 6 6 4 1 7 4 0 1 8 2 3 2 1 8 5 1 7 3 1 1 7 7 1 1 8 1 1 1 8 9 7 2 2 8 07 2 0 0 0 D I S TA N C E N M 9 0 9 0 9 4 9 8 1 3 1 9 6 9 8 1 0 0 1 0 5 1 4 1 TI M E M I N 1 5 1 5 1 5 1 6 2 0 1 6 1 6 1 6 1 7 2 2 F U E L L B 1 5 8 7 1 5 9 4 1 6 6 8 1 7 4 7 2 0 8 4 1 6 5 6 1 6 9 4 1 7 3 3 1 8 1 6 2 1 7 07 0 0 0 0 D I S TA N C E N M 8 6 8 6 9 0 9 4 1 2 5 9 2 9 4 9 6 1 0 0 1 3 3 TI M E M I N 1 4 1 4 1 5 1 5 1 9 1 5 1 5 1 6 1 6 2 1 F U E L L B 1 5 2 1 1 5 2 8 1 5 9 8 1 6 7 5 1 9 8 9 1 5 8 5 1 6 2 1 1 6 5 8 1 7 3 8 2 0 6 86 8 0 0 0 D I S TA N C E N M 8 2 8 2 8 6 8 9 1 1 9 8 8 8 9 9 1 9 5 1 2 6 TI M E M I N 1 4 1 4 1 4 1 4 1 9 1 5 1 5 1 5 1 5 2 0 F U E L L B 1 4 5 8 1 4 6 5 1 5 3 2 1 6 0 6 1 9 0 0 1 5 1 8 1 5 5 3 1 5 8 8 1 6 6 4 1 9 7 26 6 0 0 0 D I S TA N C E N M 7 8 7 9 8 2 8 5 1 1 3 8 3 8 5 8 7 9 1 1 2 0 TI M E M I N 1 3 1 3 1 3 1 4 1 8 1 4 1 4 1 4 1 5 1 9 F o r A n t i- F U E L (% ) 4 4 4 1 1 1 6 4 4 4 1 1 1 5ic e O N , D I S TA N C E (% ) 4 4 3 1 5 2 1 3 3 3 1 4 2 0in c re a s e TI M E (% ) 4 4 3 1 4 2 0 3 3 3 1 3 1 9



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CLIMB PLAN NING - ALL ENG INES O PERAT ING C F34-8E5 EN GIN ES

ALT IT UD E: S EA L EV EL TO 33000 AND 34000 FT SPEED S C H ED U LE: 240 KI AS U P TO 10 000 F T, IN C R EASIN G L IN EAR LY TO 290 KIAS A T

12000 F T, MAIN TAIN IN G 290 KIAS U P TO 25400 F T AN D MA C H 0.70 ABOVE 254 00 F T.

C R U ISE C ONF IGU R ATION BLEED : O PEN 33000 FT 34000 FT WEIG HT ISA + °C ISA + °C (LB) -11 -10 0 10 20 -10 -5 0 10 20

F U E L LB 139 7 1404 1468 1539 1815 1453 1486 1520 1593 188164000 D IS TA N C E N M 75 75 78 82 107 80 81 83 87 114 TIME MIN 13 13 13 13 17 13 13 14 14 18 F U E L LB 133 8 1345 1407 1474 1733 1391 1423 1455 1525 179562000 D IS TA N C E N M 72 72 75 78 102 76 78 79 83 108 TIME MIN 12 12 12 13 16 13 13 13 13 17 F U E L LB 128 1 1287 1347 1412 1654 1331 1362 1393 1460 171260000 D IS TA N C E N M 68 69 71 74 97 73 74 76 79 103 TIME MIN 12 12 12 12 15 12 12 12 13 16 F U E L LB 122 7 1232 1289 1351 1579 1273 1303 1332 1396 163358000 D IS TA N C E N M 65 65 68 71 93 69 71 72 75 98 TIME MIN 11 11 11 12 15 12 12 12 12 15 F U E L LB 117 4 1179 1234 1293 1507 1217 1245 1274 1335 155856000 D IS TA N C E N M 62 62 65 68 88 66 67 69 72 93 TIME MIN 11 11 11 11 14 11 11 11 12 15 F U E L LB 112 2 1127 1180 1236 1438 1163 1190 1217 1276 148554000 D IS TA N C E N M 59 60 62 65 84 63 64 66 68 88 TIME MIN 10 10 10 10 13 11 11 11 11 14 F U E L LB 107 2 1077 1127 1182 1371 1111 1137 1163 1219 141552000 D IS TA N C E N M 57 57 59 62 80 60 61 62 65 84 TIME MIN 10 10 10 10 13 10 10 10 11 13 F U E L LB 102 4 1029 1076 1128 1307 1060 1085 1110 1163 134850000 D IS TA N C E N M 54 54 56 59 76 57 58 59 62 80 TIME MIN 9 9 9 10 12 10 10 10 10 13 F U E L LB 97 7 982 1027 1077 1246 1012 1035 1059 1110 128448000 D IS TA N C E N M 5 1 52 54 56 72 54 55 57 59 76 TIME MIN 9 9 9 9 11 9 9 9 10 12 F U E L LB 93 1 936 979 1026 1186 964 986 1009 1057 122246000 D IS TA N C E N M 49 49 51 53 68 52 53 54 56 72 TIME MIN 8 8 8 9 11 9 9 9 9 11 F or A n t i- F U E L (% ) 4 4 4 9 12 4 4 4 9 11ic e O N , D IS TA N C E (% ) 3 3 3 12 16 3 3 3 12 15







F U E L LB 2 4 32 2 4 7 7 25 3 4 2 6 55 - - 2 65 6 2 7 1 7 2 8 4 8 -8 4 0 00 D I S TA N C E N M 1 45 1 4 8 1 5 1 1 57 - - 16 5 1 6 9 1 7 6 - TI M E MI N 24 2 4 2 4 25 - - 2 6 2 7 2 7 - F U E L LB 2 3 07 2 3 5 0 24 0 4 2 5 18 3 1 7 7 2 4 6 0 2 49 4 2 5 5 2 2 6 7 6 -8 2 0 00 D I S TA N C E N M 1 36 1 3 9 1 4 2 1 48 2 1 1 1 5 1 15 3 1 5 6 1 6 3 - TI M E MI N 22 2 2 2 3 23 3 2 2 4 2 5 2 5 2 5 - F U E L LB 2 1 93 2 2 3 4 22 8 5 2 3 95 2 9 8 5 2 3 2 6 2 35 8 2 4 1 3 2 5 3 0 31 8 58 0 0 00 D I S TA N C E N M 1 29 1 3 1 1 3 4 1 39 1 9 6 1 4 1 14 3 1 4 6 1 5 3 21 7 TI M E MI N 21 2 1 2 1 22 3 0 2 3 2 3 2 3 2 4 3 3 F U E L LB 2 0 88 2 1 2 7 21 7 6 2 2 80 2 8 1 3 2 2 0 6 2 23 7 2 2 8 8 2 3 9 9 29 8 27 8 0 00 D I S TA N C E N M 1 22 1 2 4 1 2 6 1 32 1 8 3 1 3 3 13 5 1 3 8 1 4 4 20 1 TI M E MI N 20 2 0 2 0 21 2 8 2 2 2 2 2 2 2 2 3 1 F U E L LB 1 9 90 2 0 2 7 20 7 4 2 1 73 2 6 5 8 2 0 9 6 2 12 6 2 1 7 5 2 2 8 0 28 0 57 6 0 00 D I S TA N C E N M 1 15 1 1 7 1 2 0 1 25 1 7 1 1 2 5 12 7 1 3 0 1 3 5 18 7 TI M E MI N 19 1 9 1 9 20 2 6 2 0 2 1 2 1 2 1 2 9 F U E L LB 1 8 99 1 9 3 4 19 7 8 2 0 73 2 5 1 5 1 9 9 5 2 02 3 2 0 7 0 2 1 7 0 26 4 67 4 0 00 D I S TA N C E N M 1 09 1 1 1 1 1 4 1 18 1 6 1 1 1 8 12 0 1 2 3 1 2 8 17 5 TI M E MI N 18 1 8 1 8 19 2 5 1 9 1 9 2 0 2 0 2 7 F U E L LB 1 8 12 1 8 4 6 18 8 8 1 9 79 2 3 8 5 1 9 0 1 1 92 7 1 9 7 2 2 0 6 7 25 0 17 2 0 00 D I S TA N C E N M 1 04 1 0 6 1 0 8 1 12 1 5 1 1 1 2 11 4 1 1 6 1 2 1 16 4 TI M E MI N 17 1 7 1 7 18 2 3 1 8 1 8 1 9 1 9 2 5 F U E L LB 1 7 30 1 7 6 3 18 0 3 1 8 90 2 2 6 4 1 8 1 1 1 83 7 1 8 7 9 1 9 7 0 23 6 87 0 0 00 D I S TA N C E N M 99 1 0 0 1 0 2 1 07 1 4 3 1 0 6 10 8 1 1 0 1 1 5 15 4 TI M E MI N 16 1 6 1 7 17 2 2 1 7 1 7 1 8 1 8 2 4 F U E L LB 1 6 54 1 6 8 4 17 2 3 1 8 05 2 1 5 3 1 7 2 8 1 75 2 1 7 9 2 1 8 7 9 22 4 56 8 0 00 D I S TA N C E N M 94 9 5 9 7 1 02 1 3 5 1 0 1 10 2 1 0 4 1 0 9 14 5 TI M E MI N 15 1 6 1 6 16 2 1 1 6 1 7 1 7 1 7 2 2 F U E L LB 1 5 81 1 6 1 0 16 4 7 1 7 26 2 0 4 8 1 6 4 9 1 67 2 1 7 1 0 1 7 9 3 21 3 26 6 0 00 D I S TA N C E N M 89 9 1 9 3 97 1 2 8 9 6 9 7 9 9 1 0 3 13 7 TI M E MI N 15 1 5 1 5 15 2 0 1 6 1 6 1 6 1 6 2 1 F o r A n t i- F U E L (% ) 4 4 4 10 1 5 4 4 4 1 0 1 4ic e O N , D I S TA N C E (% ) 3 3 3 13 1 9 3 3 3 1 2 1 8in c rea s e TI M E (% ) 3 3 3 13 1 8 3 3 3 1 2 1 7



PAGE 6-33

CLIMB PLANNING - ALL ENGINES OPERAT ING CF34-8E5 ENGINES

ALTITUDE: S EA LEV EL TO 35000 AND 36000 FT SPEED SCH EDULE: 240 KIAS U P TO 10 000 F T, INC REASIN G LIN EARLY TO 290 KIAS A T

12000 FT, MAINTAIN ING 290 KIAS UP TO 25400 FT AND MACH 0.70ABOVE 254 00 FT.

CRU ISE CONFIGU RATION BLEED: OPEN 35000 FT 36000 FT WEIGHT ISA + °C ISA + °C (LB) -9 -5 0 10 20 -8 -5 0 10 20

F U E L L B 1 5 1 1 1 5 3 9 1 5 7 4 1 6 5 0 1 9 5 1 1 5 7 4 1 5 9 6 1 6 3 3 17 1 2 2 0 2 56 4 0 0 0 D IS TA N C E N M 8 5 8 6 8 8 9 2 1 2 1 9 1 9 2 9 4 9 8 1 2 9 TI ME M I N 1 4 1 4 1 4 1 5 1 9 1 5 1 5 1 5 1 6 2 0 F U E L L B 1 4 4 5 1 4 7 2 1 5 0 6 1 5 7 8 1 8 5 9 1 5 0 3 1 5 2 4 1 5 5 9 16 3 5 1 9 2 66 2 0 0 0 D IS TA N C E N M 8 1 8 2 8 4 8 8 1 1 5 8 6 8 7 8 9 9 3 1 2 2 TI ME M I N 1 3 1 4 1 4 1 4 1 8 1 4 1 4 1 4 1 5 1 9 F U E L L B 1 3 8 2 1 4 0 7 1 4 4 0 1 5 0 9 1 7 7 1 1 4 3 5 1 4 5 5 1 4 8 9 15 6 1 1 8 3 36 0 0 0 0 D IS TA N C E N M 7 7 7 8 8 0 8 4 1 0 9 8 2 8 3 8 5 8 9 1 1 6 TI ME M I N 1 3 1 3 1 3 1 3 1 7 1 4 1 4 1 4 1 4 1 8 F U E L L B 1 3 2 1 1 3 4 6 1 3 7 6 1 4 4 3 1 6 8 8 1 3 7 1 1 3 9 0 1 4 2 2 14 9 1 1 7 4 55 8 0 0 0 D IS TA N C E N M 7 3 7 5 7 6 8 0 1 0 4 7 8 7 9 8 1 8 4 1 1 0 TI ME M I N 1 2 1 2 1 2 1 3 1 6 1 3 1 3 1 3 1 3 1 7 F U E L L B 1 2 6 2 1 2 8 6 1 3 1 5 1 3 7 9 1 6 0 9 1 3 0 9 1 3 2 7 1 3 5 8 14 2 4 1 6 6 25 6 0 0 0 D IS TA N C E N M 7 0 7 1 7 3 7 6 9 8 7 4 7 5 7 7 8 0 1 0 4 TI ME M I N 1 2 1 2 1 2 1 2 1 5 1 2 1 2 1 3 1 3 1 6 F U E L L B 1 2 0 6 1 2 2 8 1 2 5 6 1 3 1 7 1 5 3 3 1 2 4 9 1 2 6 7 1 2 9 6 13 5 9 1 5 8 25 4 0 0 0 D IS TA N C E N M 6 7 6 8 6 9 7 2 9 3 7 1 7 2 7 3 7 6 9 9 TI ME M I N 1 1 1 1 1 1 1 2 1 5 1 2 1 2 1 2 1 2 1 5 F U E L L B 1 1 5 1 1 1 7 2 1 1 9 9 1 2 5 7 1 4 6 0 1 1 9 2 1 2 0 9 1 2 3 6 12 9 7 1 5 0 65 2 0 0 0 D IS TA N C E N M 6 3 6 5 6 6 6 9 8 9 6 7 6 8 7 0 7 3 9 3 TI ME M I N 1 1 1 1 1 1 1 1 1 4 1 1 1 1 1 1 1 2 1 5 F U E L L B 1 0 9 8 1 1 1 8 1 1 4 4 1 1 9 9 1 3 9 0 1 1 3 6 1 1 5 2 1 1 7 9 12 3 6 1 4 3 25 0 0 0 0 D IS TA N C E N M 6 0 6 1 6 3 6 5 8 4 6 4 6 5 6 6 6 9 8 9 TI ME M I N 1 0 1 0 1 0 1 1 1 3 1 1 1 1 1 1 1 1 1 4 F U E L L B 1 0 4 7 1 0 6 6 1 0 9 1 1 1 4 4 1 3 2 3 1 0 8 3 1 0 9 8 1 1 2 3 11 7 8 1 3 6 34 8 0 0 0 D IS TA N C E N M 5 7 5 8 6 0 6 2 8 0 6 1 6 1 6 3 6 6 8 4 TI ME M I N 1 0 1 0 1 0 1 0 1 3 1 0 1 0 1 0 1 1 1 3 F U E L L B 9 9 7 1 0 1 5 1 0 3 9 1 0 8 9 1 2 5 8 1 0 3 1 1 0 4 5 1 0 6 9 11 2 1 1 2 9 54 6 0 0 0 D IS TA N C E N M 5 4 5 5 5 7 5 9 7 6 5 8 5 8 6 0 6 2 8 0 TI ME M I N 9 9 9 1 0 1 2 1 0 1 0 1 0 1 0 1 2 F o r A n t i- F U E L (% ) 4 4 4 9 1 1 4 4 3 8 1 1ic e O N , D IS TA N C E (% ) 3 3 3 1 1 1 4 3 3 3 1 1 1 4in c re a s e TI ME (% ) 3 3 3 1 1 1 4 3 3 3 1 0 1 3







F U E L L B - - - - - - - - - -8 4 0 0 0 D I S TA N C E N M - - - - - - - - - - TI M E M I N - - - - - - - - - - F U E L L B - - - - - - - - - -8 2 0 0 0 D I S TA N C E N M - - - - - - - - - - TI M E M I N - - - - - - - - - - F U E L L B - - - - - - - - - -8 0 0 0 0 D I S TA N C E N M - - - - - - - - - - TI M E M I N - - - - - - - - - - F U E L L B 2 3 4 7 2 3 8 1 2 4 3 7 2 5 5 6 - - - - - -7 8 0 0 0 D I S TA N C E N M 1 4 7 1 4 9 1 5 3 1 6 0 - - - - - - TI M E M I N 2 4 2 4 2 4 2 5 - - - - - - F U E L L B 2 2 1 8 2 2 4 9 2 3 0 2 2 4 1 5 - - - - - -7 6 0 0 0 D I S TA N C E N M 1 3 8 1 4 0 1 4 3 1 4 9 - - - - - - TI M E M I N 2 2 2 2 2 3 2 3 - - - - - - F U E L L B 2 1 0 2 2 1 3 2 2 1 8 2 2 2 8 8 2 8 1 2 2 2 3 7 2 2 6 9 2 3 2 2 2 4 3 7 -7 4 0 0 0 D I S TA N C E N M 1 2 9 1 3 1 1 3 4 1 4 0 1 9 3 1 4 4 1 4 6 1 4 9 1 5 6 - TI M E M I N 2 1 2 1 2 1 2 2 2 9 2 3 2 3 2 4 2 4 - F U E L L B 1 9 9 6 2 0 2 5 2 0 7 2 2 1 7 3 2 6 4 6 2 1 1 1 2 1 4 2 2 1 9 2 2 3 0 0 -7 2 0 0 0 D I S TA N C E N M 1 2 2 1 2 3 1 2 6 1 3 2 1 8 0 1 3 4 1 3 6 1 3 9 1 4 6 - TI M E M I N 2 0 2 0 2 0 2 1 2 7 2 2 2 2 2 2 2 3 - F U E L L B 1 8 9 8 1 9 2 5 1 9 7 0 2 0 6 6 2 4 9 5 1 9 9 9 2 0 2 8 2 0 7 5 2 1 7 7 2 6 5 87 0 0 0 0 D I S TA N C E N M 1 1 5 1 1 7 1 1 9 1 2 4 1 6 8 1 2 6 1 2 8 1 3 0 1 3 6 1 8 7 TI M E M I N 1 9 1 9 1 9 2 0 2 6 2 0 2 1 2 1 2 1 2 8 F U E L L B 1 8 0 6 1 8 3 2 1 8 7 5 1 9 6 6 2 3 5 7 1 8 9 7 1 9 2 4 1 9 6 9 2 0 6 5 2 4 9 86 8 0 0 0 D I S TA N C E N M 1 0 9 1 1 0 1 1 3 1 1 8 1 5 7 1 1 8 1 2 0 1 2 3 1 2 8 1 7 4 TI M E M I N 1 8 1 8 1 8 1 8 2 4 1 9 1 9 2 0 2 0 2 6 F U E L L B 1 7 2 0 1 7 4 4 1 7 8 5 1 8 7 2 2 2 3 1 1 8 0 2 1 8 2 7 1 8 7 0 1 9 6 2 2 3 5 46 6 0 0 0 D I S TA N C E N M 1 0 3 1 0 4 1 0 7 1 1 1 1 4 8 1 1 2 1 1 3 1 1 6 1 2 1 1 6 2 TI M E M I N 1 7 1 7 1 7 1 8 2 3 1 8 1 8 1 8 1 9 2 5 F o r A n t i- F U E L ( % ) 4 4 3 9 1 3 3 3 3 9 1 3ic e O N , D I S TA N C E ( % ) 3 3 3 1 2 1 6 3 3 3 1 1 1 5in c re a s e TI M E ( % ) 3 3 3 1 1 1 6 3 3 2 1 1 1 4



PAGE 6-35


ALTITUDE: S EA LEV EL TO 37000 AND 38000 FT SPEED SC H ED U LE: 240 KIAS U P TO 10 000 FT, IN C R EASIN G LIN EAR LY TO 290 KIAS A T

12000 FT, MAINTAIN IN G 290 KIAS U P TO 25400 FT AN D MAC H 0.70 ABOVE 254 00 FT.

C R U ISE C ONFIGU R ATION BLEED : OPEN 37000 FT 38000 FT WEIGHT ISA + °C ISA + °C (LB) -8 -5 0 10 20 -8 -5 0 10 20

F U E L L B 1 6 3 9 1 6 6 2 1 7 0 0 1 7 8 3 2 1 1 4 1 7 1 2 1 7 3 6 1 7 7 7 1 8 6 4 2 2 2 16 4 0 0 0 D I S TA N C E N M 9 7 9 9 1 0 1 1 0 5 1 3 9 1 0 5 1 0 7 1 0 9 1 1 4 1 5 1 T I M E M I N 1 6 1 6 1 6 1 7 2 1 1 7 1 7 1 7 1 8 2 3 F U E L L B 1 5 6 2 1 5 8 4 1 6 2 1 1 6 9 9 2 0 0 6 1 6 2 8 1 6 5 1 1 6 9 0 1 7 7 2 2 1 0 06 2 0 0 0 D I S TA N C E N M 9 2 9 4 9 6 1 0 0 1 3 1 9 9 1 0 1 1 0 3 1 0 8 1 4 2 T I M E M I N 1 5 1 5 1 5 1 6 2 0 1 6 1 6 1 7 1 7 2 2 F U E L L B 1 4 8 9 1 5 1 0 1 5 4 5 1 6 2 0 1 9 0 4 1 5 4 9 1 5 7 1 1 6 0 7 1 6 8 6 1 9 8 76 0 0 0 0 D I S TA N C E N M 8 8 8 9 9 1 9 5 1 2 3 9 4 9 5 9 7 1 0 2 1 3 3 T I M E M I N 1 4 1 4 1 5 1 5 1 9 1 5 1 5 1 6 1 6 2 0 F U E L L B 1 4 2 0 1 4 4 0 1 4 7 3 1 5 4 5 1 8 1 0 1 4 7 5 1 4 9 5 1 5 3 0 1 6 0 5 1 8 8 45 8 0 0 0 D I S TA N C E N M 8 3 8 4 8 6 9 0 1 1 7 8 9 9 0 9 2 9 6 1 2 5 T I M E M I N 1 4 1 4 1 4 1 4 1 8 1 5 1 5 1 5 1 5 1 9 F U E L L B 1 3 5 4 1 3 7 3 1 4 0 5 1 4 7 4 1 7 2 1 1 4 0 4 1 4 2 4 1 4 5 7 1 5 2 8 1 7 8 75 6 0 0 0 D I S TA N C E N M 7 9 8 0 8 2 8 5 1 1 0 8 4 8 5 8 7 9 1 1 1 8 T I M E M I N 1 3 1 3 1 3 1 4 1 7 1 4 1 4 1 4 1 4 1 8 F U E L L B 1 2 9 2 1 3 1 0 1 3 4 0 1 4 0 6 1 6 3 7 1 3 3 7 1 3 5 6 1 3 8 7 1 4 5 5 1 6 9 65 4 0 0 0 D I S TA N C E N M 7 5 7 6 7 8 8 1 1 0 5 8 0 8 1 8 3 8 6 1 1 2 T I M E M I N 1 2 1 2 1 3 1 3 1 6 1 3 1 3 1 3 1 4 1 7 F U E L L B 1 2 3 1 1 2 4 9 1 2 7 8 1 3 4 0 1 5 5 6 1 2 7 3 1 2 9 1 1 3 2 1 1 3 8 6 1 6 1 15 2 0 0 0 D I S TA N C E N M 7 1 7 2 7 4 7 7 9 9 7 6 7 7 7 8 8 2 1 0 5 T I M E M I N 1 2 1 2 1 2 1 2 1 5 1 2 1 3 1 3 1 3 1 6 F U E L L B 1 1 7 3 1 1 8 9 1 2 1 7 1 2 7 6 1 4 7 9 1 2 1 2 1 2 2 9 1 2 5 8 1 3 1 9 1 5 3 05 0 0 0 0 D I S TA N C E N M 6 8 6 9 7 0 7 3 9 4 7 2 7 3 7 4 7 8 1 0 0 T I M E M I N 1 1 1 1 1 1 1 2 1 5 1 2 1 2 1 2 1 2 1 5 F U E L L B 1 1 1 7 1 1 3 3 1 1 5 9 1 2 1 5 1 4 0 6 1 1 5 3 1 1 6 9 1 1 9 7 1 2 5 5 1 4 5 24 8 0 0 0 D I S TA N C E N M 6 4 6 5 6 6 6 9 8 9 6 8 6 9 7 0 7 4 9 4 T I M E M I N 1 1 1 1 1 1 1 1 1 4 1 1 1 1 1 1 1 2 1 5 F U E L L B 1 0 6 2 1 0 7 7 1 1 0 2 1 1 5 6 1 3 3 5 1 0 9 6 1 1 1 1 1 1 3 7 1 1 9 3 1 3 7 84 6 0 0 0 D I S TA N C E N M 6 1 6 2 6 3 6 6 8 4 6 4 6 5 6 7 7 0 8 9 T I M E M I N 1 0 1 0 1 0 1 1 1 3 1 1 1 1 1 1 1 1 1 4 F o r A n t i- F U E L (% ) 4 4 3 8 1 0 3 3 3 8 1 0ic e O N , D I S TA N C E (% ) 3 3 3 1 0 1 3 3 3 2 1 0 1 3in c re a s e T I M E (% ) 3 3 3 1 0 1 3 3 3 2 9 1 2




ALTITUDE: S EA LEV EL TO 39000 AND 40000 FT SPEED SCHEDULE: 240 KIAS UP TO 10 000 FT, INCREASING LINEARLY TO 290 KIAS A T

12000 FT, MAINTAINING 290 KIAS UP TO 25400 FT AND MACH 0.70ABOVE 254 00 FT.


F U E L L B - - - - - - - - - -8 4 0 0 0 D I S TA N C E N M - - - - - - - - - - TI M E M I N - - - - - - - - - - F U E L L B - - - - - - - - - -8 2 0 0 0 D I S TA N C E N M - - - - - - - - - - TI M E M I N - - - - - - - - - - F U E L L B - - - - - - - - - -8 0 0 0 0 D I S TA N C E N M - - - - - - - - - - TI M E M I N - - - - - - - - - - F U E L L B - - - - - - - - - -7 8 0 0 0 D I S TA N C E N M - - - - - - - - - - TI M E M I N - - - - - - - - - - F U E L L B - - - - - - - - - -7 6 0 0 0 D I S TA N C E N M - - - - - - - - - - TI M E M I N - - - - - - - - - - F U E L L B - - - - - - - - - -7 4 0 0 0 D I S TA N C E N M - - - - - - - - - - TI M E M I N - - - - - - - - - - F U E L L B - - - - - - - - - -7 2 0 0 0 D I S TA N C E N M - - - - - - - - - - TI M E M I N - - - - - - - - - - F U E L L B 2 1 2 5 2 1 5 5 2 2 0 7 2 3 1 7 - - - - - -7 0 0 0 0 D I S TA N C E N M 1 4 0 1 4 2 1 4 5 1 5 2 - - - - - - TI M E M I N 2 3 2 3 2 3 2 4 - - - - - - F U E L L B 2 0 0 4 2 0 3 3 2 0 8 1 2 1 8 4 - - - - - -6 8 0 0 0 D I S TA N C E N M 1 3 0 1 3 2 1 3 5 1 4 2 - - - - - - TI M E M I N 2 1 2 1 2 1 2 2 - - - - - - F U E L L B 1 8 9 5 1 9 2 3 1 9 6 8 2 0 6 6 2 5 1 2 2 0 1 3 2 0 4 2 2 0 9 3 2 1 9 9 -6 6 0 0 0 D I S TA N C E N M 1 2 2 1 2 4 1 2 7 1 3 3 1 8 2 1 3 6 1 3 8 1 4 2 1 4 9 - TI M E M I N 2 0 2 0 2 0 2 1 2 8 2 2 2 2 2 2 2 3 - F o r A n t i- F U E L (% ) 3 3 3 8 1 2 3 3 3 8 -ic e O N , D I S TA N C E (% ) 2 2 2 1 0 1 3 2 2 2 9 -in c re a s e TI M E (% ) 2 2 2 1 0 1 3 2 2 2 9 -



PAGE 6-37

CLIMB PLANNING - ALL ENGINES OPERAT ING CF34-8E5 ENGINES

ALTITUDE: S EA LEV EL TO 39000 AND 40000 FT SPEED SC H ED U LE: 240 KIAS U P TO 10 000 FT, IN C R EASIN G LIN EAR LY TO 290 KIAS A T

12000 FT, MAIN TAIN IN G 290 KIAS U P TO 25400 FT AN D MAC H 0.70ABOVE 254 00 FT.

C R U ISE C ONFIGU R ATION BLEED : OPEN 39000 FT 40000 FT WEIG HT ISA + °C ISA + °C (LB) -8 -5 0 10 20 -8 -5 0 10 20

F U E L L B 1 7 9 6 1 8 2 2 1 8 6 5 1 9 5 7 2 3 5 6 1 8 9 5 1 9 2 3 1 9 7 0 2 0 6 9 -6 4 0 0 0 D I S TA N C E N M 1 1 5 1 1 6 1 1 9 1 2 5 1 6 8 1 2 7 1 2 8 1 3 2 1 3 8 - TI M E M I N 1 9 1 9 1 9 1 9 2 6 2 0 2 1 2 1 2 1 - F U E L L B 1 7 0 3 1 7 2 8 1 7 6 8 1 8 5 5 2 2 1 6 1 7 9 1 1 8 1 7 1 8 6 1 1 9 5 4 2 3 6 86 2 0 0 0 D I S TA N C E N M 1 0 8 1 0 9 1 1 2 1 1 7 1 5 6 1 1 8 1 2 0 1 2 3 1 2 9 1 7 6 TI M E M I N 1 8 1 8 1 8 1 8 2 4 1 9 1 9 1 9 2 0 2 7 F U E L L B 1 6 1 6 1 6 3 9 1 6 7 8 1 7 6 0 2 0 8 7 1 6 9 4 1 7 1 8 1 7 5 9 1 8 4 7 2 2 1 56 0 0 0 0 D I S TA N C E N M 1 0 2 1 0 3 1 0 5 1 1 0 1 4 6 1 1 1 1 1 2 1 1 5 1 2 1 1 6 2 TI M E M I N 1 7 1 7 1 7 1 7 2 2 1 8 1 8 1 8 1 9 2 5 F U E L L B 1 5 3 5 1 5 5 7 1 5 9 3 1 6 7 1 1 9 7 1 1 6 0 4 1 6 2 7 1 6 6 6 1 7 4 8 2 0 7 95 8 0 0 0 D I S TA N C E N M 9 6 9 7 9 9 1 0 4 1 3 6 1 0 4 1 0 5 1 0 8 1 1 3 1 5 0 TI M E M I N 1 6 1 6 1 6 1 6 2 1 1 7 1 7 1 7 1 8 2 3 F U E L L B 1 4 5 8 1 4 7 9 1 5 1 4 1 5 8 8 1 8 6 3 1 5 1 9 1 5 4 1 1 5 7 8 1 6 5 6 1 9 5 65 6 0 0 0 D I S TA N C E N M 9 0 9 2 9 4 9 8 1 2 8 9 8 9 9 1 0 1 1 0 6 1 4 0 TI M E M I N 1 5 1 5 1 5 1 5 2 0 1 6 1 6 1 6 1 7 2 1 F U E L L B 1 3 8 6 1 4 0 6 1 4 3 9 1 5 0 9 1 7 6 4 1 4 4 1 1 4 6 1 1 4 9 6 1 5 7 0 1 8 4 45 4 0 0 0 D I S TA N C E N M 8 5 8 7 8 9 9 3 1 2 0 9 2 9 3 9 5 1 0 0 1 3 0 TI M E M I N 1 4 1 4 1 4 1 5 1 8 1 5 1 5 1 5 1 6 2 0 F U E L L B 1 3 1 8 1 3 3 6 1 3 6 8 1 4 3 5 1 6 7 1 1 3 6 7 1 3 8 6 1 4 1 9 1 4 8 9 1 7 4 15 2 0 0 0 D I S TA N C E N M 8 1 8 2 8 4 8 7 1 1 3 8 7 8 8 9 0 9 4 1 2 2 TI M E M I N 1 3 1 3 1 3 1 4 1 7 1 4 1 4 1 4 1 5 1 9 F U E L L B 1 2 5 3 1 2 7 0 1 3 0 0 1 3 6 4 1 5 8 4 1 2 9 7 1 3 1 5 1 3 4 6 1 4 1 3 1 6 4 55 0 0 0 0 D I S TA N C E N M 7 6 7 7 7 9 8 3 1 0 6 8 2 8 3 8 5 8 9 1 1 4 TI M E M I N 1 3 1 3 1 3 1 3 1 6 1 3 1 3 1 4 1 4 1 8 F U E L L B 1 1 9 1 1 2 0 8 1 2 3 6 1 2 9 7 1 5 0 3 1 2 3 1 1 2 4 9 1 2 7 8 1 3 4 1 1 5 5 84 8 0 0 0 D I S TA N C E N M 7 2 7 3 7 5 7 8 1 0 0 7 7 7 8 8 0 8 4 1 0 8 TI M E M I N 1 2 1 2 1 2 1 2 1 5 1 3 1 3 1 3 1 3 1 7 F U E L L B 1 1 3 1 1 1 4 7 1 1 7 4 1 2 3 1 1 4 2 4 1 1 6 8 1 1 8 4 1 2 1 2 1 2 7 2 1 4 7 44 6 0 0 0 D I S TA N C E N M 6 8 6 9 7 1 7 4 9 5 7 3 7 4 7 5 7 9 1 0 1 TI M E M I N 1 1 1 1 1 1 1 2 1 5 1 2 1 2 1 2 1 2 1 6 F o r A n t i- F U E L (% ) 3 3 3 8 1 0 3 3 3 7 9ic e O N , D I S TA N C E (% ) 3 2 2 9 1 2 2 2 2 9 1 1in c re a s e TI M E (% ) 3 2 2 9 1 1 2 2 2 9 1 1




ALTITUDE: SEA LEVEL TO 41000 FT SPEED SCHEDULE: 240 KIAS UP TO 10000 FT, INCREASING LINEARLY TO 290 KIAS AT


CRUISE CONFIGURATION BLEED: OPEN 41000 FT WEIGHT ISA + °C (LB) -8 -5 0 10 20

F U E L L B 2 0 2 5 2 0 5 5 2 1 0 7 2 2 1 7 -6 4 0 0 0 D I S TA N C E N M 1 4 3 1 4 5 1 4 9 1 5 7 - TI M E MI N 2 3 2 3 2 3 2 4 - F U E L L B 1 8 9 7 1 9 2 5 1 9 7 3 2 0 7 4 -6 2 0 0 0 D I S TA N C E N M 1 3 2 1 3 4 1 3 7 1 4 4 - TI M E MI N 2 1 2 1 2 2 2 2 - F U E L L B 1 7 8 4 1 8 1 1 1 8 5 5 1 9 5 0 -6 0 0 0 0 D I S TA N C E N M 1 2 2 1 2 4 1 2 7 1 3 4 - TI M E MI N 2 0 2 0 2 0 2 1 - F U E L L B 1 6 8 3 1 7 0 8 1 7 4 9 1 8 3 8 2 2 1 75 8 0 0 0 D I S TA N C E N M 1 1 4 1 1 6 1 1 9 1 2 4 1 7 0 TI M E MI N 1 8 1 9 1 9 1 9 2 6 F U E L L B 1 5 8 9 1 6 1 3 1 6 5 2 1 7 3 5 2 0 7 05 6 0 0 0 D I S TA N C E N M 1 0 6 1 0 8 1 1 1 1 1 6 1 5 6 TI M E MI N 1 7 1 7 1 8 1 8 2 4 F U E L L B 1 5 0 2 1 5 2 4 1 5 6 1 1 6 3 9 1 9 3 95 4 0 0 0 D I S TA N C E N M 1 0 0 1 0 1 1 0 4 1 0 9 1 4 4 TI M E MI N 1 6 1 6 1 6 1 7 2 2 F U E L L B 1 4 2 1 1 4 4 2 1 4 7 6 1 5 5 0 1 8 2 25 2 0 0 0 D I S TA N C E N M 9 3 9 5 9 7 1 0 2 1 3 3 TI M E MI N 1 5 1 5 1 5 1 6 2 0 F U E L L B 1 3 4 5 1 3 6 4 1 3 9 7 1 4 6 7 1 7 1 65 0 0 0 0 D I S TA N C E N M 8 8 8 9 9 1 9 5 1 2 4 TI M E MI N 1 4 1 4 1 5 1 5 1 9 F U E L L B 1 2 7 4 1 2 9 3 1 3 2 3 1 3 8 9 1 6 1 84 8 0 0 0 D I S TA N C E N M 8 3 8 4 8 6 9 0 1 1 6 TI M E MI N 1 3 1 4 1 4 1 4 1 8 F U E L L B 1 2 0 7 1 2 2 4 1 2 5 3 1 3 1 5 1 5 2 84 6 0 0 0 D I S TA N C E N M 7 8 7 9 8 1 8 4 1 0 9 TI M E MI N 1 3 1 3 1 3 1 3 1 7 F o r A n t i- F U E L (% ) 3 3 3 7 9ic e O N , D I S TA N C E (% ) 2 2 2 8 1 1in c re a s e TI M E (% ) 2 2 2 8 1 0

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Original 29AUG2005


PAGE 6-39

6.1.2 175 CLIMB PLANNING – ALL ENGINES OPERATING

CLIMB PLANNING - ALL ENGINES OPERATING ALL ENGINE TYPES

ALTITUDE: SEA LEVEL TO 5000 AND 6000 FT

SPEED SCHEDULE: 250 KIAS UP TO 10000 FT, INCREASING LINEARLY TO 290 KIAS AT 12000 FT, MAINTAINING 290 KIAS UP TO 25400 FT AND MACH 0.70 ABOVE 25400 FT.


FUEL lb 221 231 242 255 282 266 278 291 307 33985000 DISTANCE NM 6 6 7 7 9 7 8 8 9 10

TIME MIN 1 2 2 2 2 2 2 2 2 2 FUEL lb 214 224 235 247 273 258 270 282 297 328

83000 DISTANCE NM 6 6 6 7 8 7 8 8 8 10 TIME MIN 1 1 2 2 2 2 2 2 2 2 FUEL lb 208 217 228 240 264 250 261 274 288 318







69000 DISTANCE NM 5 5 5 5 7 6 6 6 7 8 TIME MIN 1 1 1 1 1 1 1 1 2 2

For Anti- FUEL (%) 3 3 2 0 0 3 3 2 0 0ice ON, DISTANCE (%) 2 2 1 0 0 2 2 1 0 0increase TIME (%) 2 2 1 0 0 2 2 1 0 0

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CLIMB PLANNING - ALL ENGINES OPERATING

ALL ENGINE TYPES




FUEL lb 165 173 181 191 209 199 208 217 229 251 67000 DISTANCE NM 5 5 5 5 6 6 6 6 6 8

TIME MIN 1 1 1 1 1 1 1 1 1 2 FUEL lb 160 167 175 184 201 192 201 210 221 242









FUEL lb 117 123 128 135 147 141 147 154 162 176

49000 DISTANCE NM 3 3 3 4 4 4 4 4 4 5 TIME MIN 1 1 1 1 1 1 1 1 1 1 For Anti- FUEL (%) 3 3 2 0 0 3 3 2 0 0 ice ON, DISTANCE (%) 1 2 1 0 0 2 1 1 0 0 increase TIME (%) 1 1 1 0 0 1 1 1 0 0

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PAGE 6-41

CLIMB PLANNING - ALL ENGINES OPERATING

ALL ENGINE TYPES





TIME MIN 2 2 2 2 3 2 3 3 3 3 FUEL lb 301 315 330 347 384 345 361 377 398 440










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TIME MIN 2 2 2 2 2 2 2 2 2 2 FUEL lb 224 234 245 258 283 256 268 280 295 323









For Anti- FUEL (%) 3 3 2 0 0 3 3 2 0 0 ice ON, DISTANCE (%) 2 1 1 0 0 2 1 1 1 0 increase TIME (%) 2 1 1 0 0 2 1 1 1 0

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PAGE 6-43







TIME MIN 1 1 1 1 1 1 1 1 1 2


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TIME MIN 3 3 3 3 4 3 3 3 3 4 FUEL lb 388 407 425 448 497 433 453 474 499 554










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TIME MIN 2 2 2 2 3 2 2 2 3 3 FUEL lb 288 302 315 332 365 321 336 351 370 406










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TIME MIN 1 2 2 2 2 2 2 2 2 2


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PAGE 6-47






TIME MIN 4 4 4 4 5 4 4 5 5 6 FUEL lb 503 526 550 580 645 579 606 633 667 748










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TIME MIN 3 3 3 3 4 3 3 3 3 4 FUEL lb 372 389 407 429 472 428 449 469 494 547










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PAGE 6-49







TIME MIN 2 2 2 2 3 2 2 2 2 3


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TIME MIN 5 5 5 5 6 5 5 5 6 7 FUEL lb 629 659 688 725 817 681 713 745 784 888










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PAGE 6-51






TIME MIN 4 4 4 4 5 4 4 4 4 5 FUEL lb 466 488 510 536 597 503 527 551 580 649










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TIME MIN 3 3 3 3 3 3 3 3 3 4


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PAGE 6-53






TIME MIN 6 6 6 6 8 6 6 7 7 8 FUEL lb 734 769 804 846 963 789 827 864 909 1041










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TIME MIN 4 4 4 5 6 5 5 5 5 6 FUEL lb 542 567 593 624 701 581 608 636 668 754










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PAGE 6-55







TIME MIN 3 3 3 3 4 3 3 3 3 4


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TIME MIN 7 7 7 7 9 7 7 8 8 10 FUEL lb 846 886 926 974 1121 904 947 989 1040 1203










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PAGE 6-57






TIME MIN 5 5 5 5 7 5 5 6 6 7 FUEL lb 620 650 679 714 809 661 692 724 761 865










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TIME MIN 3 4 4 4 5 4 4 4 4 5


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PAGE 6-59






TIME MIN 8 8 8 8 11 8 9 9 9 12 FUEL lb 964 1010 1055 1108 1288 1026 1074 1122 1179 1375










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TIME MIN 6 6 6 6 8 6 6 6 7 8 FUEL lb 702 736 769 808 921 745 781 816 857 980










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PAGE 6-61







TIME MIN 4 4 4 4 5 4 4 5 5 6


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TIME MIN 9 9 10 10 13 10 10 10 10 14 FUEL lb 1089 1141 1191 1251 1465 1155 1210 1264 1327 1561










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PAGE 6-63






TIME MIN 7 7 7 7 9 7 7 7 8 10 FUEL lb 789 827 864 907 1041 835 875 914 959 1104










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TIME MIN 5 5 5 5 6 5 5 5 5 7


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PAGE 6-65






TIME MIN 11 11 11 11 15 11 12 12 12 16 FUEL lb 1225 1283 1340 1406 1663 1299 1361 1421 1491 1774










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TIME MIN 8 8 8 8 10 8 8 9 9 11 FUEL lb 883 925 966 1014 1172 933 977 1021 1071 1243










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PAGE 6-67







TIME MIN 5 5 6 6 7 6 6 6 6 8


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TIME MIN 12 13 13 13 17 13 13 14 14 19 FUEL lb 1382 1445 1509 1582 1897 1462 1521 1589 1666 2013










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PAGE 6-69






TIME MIN 9 9 9 9 12 9 10 10 10 13 FUEL lb 988 1032 1078 1131 1319 1039 1082 1130 1185 1389










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TIME MIN 6 6 6 6 8 6 7 7 7 9


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PAGE 6-71






TIME MIN 14 14 15 15 20 15 15 15 16 21 FUEL lb 1536 1590 1661 1741 2118 1612 1661 1735 1819 2224










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TIME MIN 10 10 10 10 13 10 11 11 11 14 FUEL lb 1087 1126 1176 1233 1451 1135 1170 1223 1282 1512










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PAGE 6-73







TIME MIN 7 7 7 7 9 7 7 7 8 9


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TIME MIN 16 16 16 17 23 17 17 17 18 24 FUEL lb 1691 1735 1813 1899 2334 1776 1813 1895 1985 2454










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PAGE 6-75






TIME MIN 11 11 11 12 15 12 12 12 12 16 FUEL lb 1183 1214 1269 1331 1574 1233 1260 1317 1381 1636










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TIME MIN 7 8 8 8 10 8 8 8 8 10


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PAGE 6-77






TIME MIN 18 18 19 19 26 20 20 20 20 28 FUEL lb 1867 1898 1984 2078 2585 1967 1991 2081 2178 2731










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TIME MIN 12 12 13 13 17 13 13 13 14 18 FUEL lb 1285 1306 1366 1432 1700 1338 1354 1416 1484 1765










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PAGE 6-79







TIME MIN 8 8 8 9 11 9 9 9 9 11


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TIME MIN 21 21 22 22 31 23 23 24 24 34 FUEL lb 2078 2093 2188 2291 2898 2200 2206 2307 2416 3090










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PAGE 6-81






TIME MIN 14 14 14 14 19 15 15 15 15 20 FUEL lb 1393 1403 1467 1538 1833 1450 1454 1521 1594 1902










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TIME MIN 9 9 9 9 12 10 10 10 10 13


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PAGE 6-83





FUEL lb 2476 2476 2587 2710 - - - - - -85000 DISTANCE NM 157 157 163 170 - - - - - -

TIME MIN 25 25 26 26 - - - - - - FUEL lb 2340 2340 2444 2561 - 2517 2559 2619 2746 -

83000 DISTANCE NM 147 147 153 159 - 164 167 171 178 - TIME MIN 24 24 24 25 - 26 27 27 28 - FUEL lb 2217 2217 2317 2427 3096 2365 2405 2461 2580 -

81000 DISTANCE NM 138 138 144 150 216 152 155 158 165 - TIME MIN 22 22 23 23 33 25 25 25 26 - FUEL lb 2106 2106 2201 2306 2904 2234 2272 2325 2438 3101








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TIME MIN 15 15 16 16 21 16 17 17 17 22 FUEL lb 1510 1510 1578 1654 1976 1576 1602 1639 1719 2057










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PAGE 6-85







TIME MIN 10 10 10 10 13 11 11 11 11 14


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FUEL lb - - - - - - - - - - 85000 DISTANCE NM - - - - - - - - - -

TIME MIN - - - - - - - - - - FUEL lb - - - - - - - - - -

83000 DISTANCE NM - - - - - - - - - - TIME MIN - - - - - - - - - - FUEL lb - - - - - - - - - -


79000 DISTANCE NM - - - - - - - - - - TIME MIN - - - - - - - - - - FUEL lb 2255 2293 2347 2462 - - - - - -

77000 DISTANCE NM 149 151 154 161 - - - - - - TIME MIN 24 24 24 25 - - - - - - FUEL lb 2129 2165 2216 2325 - - - - - -

75000 DISTANCE NM 139 141 144 151 - - - - - - TIME MIN 22 23 23 23 - - - - - - FUEL lb 2017 2050 2098 2201 2729 2146 2182 2234 2345 -

73000 DISTANCE NM 130 132 135 141 197 145 147 151 158 - TIME MIN 21 21 21 22 30 23 23 24 24 - FUEL lb 1914 1946 1991 2089 2564 2025 2059 2108 2211 -




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PAGE 6-87






TIME MIN 18 18 18 18 24 19 19 20 20 27 FUEL lb 1645 1672 1711 1794 2153 1723 1752 1793 1881 2273










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TIME MIN 11 11 11 12 15 12 12 12 12 15


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PAGE 6-89





FUEL lb - - - - - - - - - -85000 DISTANCE NM - - - - - - - - - -

TIME MIN - - - - - - - - - - FUEL lb - - - - - - - - - -







71000 DISTANCE NM - - - - - - - - - - TIME MIN - - - - - - - - - - FUEL lb 2036 2071 2121 2227 - - - - - -

69000 DISTANCE NM 141 143 147 154 - - - - - - TIME MIN 23 23 23 24 - - - - - -


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FUEL lb 1919 1952 1998 2098 - 2055 2091 2144 - - 67000 DISTANCE NM 131 133 136 143 - 148 151 155 - -

TIME MIN 21 21 22 22 - 24 24 24 - - FUEL lb 1814 1845 1889 1983 2430 1926 1960 2008 2110 -

65000 DISTANCE NM 123 125 128 134 184 137 139 143 150 - TIME MIN 20 20 20 21 28 22 22 22 23 - FUEL lb 1717 1746 1788 1876 2275 1813 1845 1890 1985 -









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PAGE 6-91







TIME MIN 12 13 13 13 16 13 13 14 14 18


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ALTITUDE: SEA LEVEL TO 41000 FT



FUEL lb - - - - - 85000 DISTANCE NM - - - - -

TIME MIN - - - - - FUEL lb - - - - -

83000 DISTANCE NM - - - - - TIME MIN - - - - - FUEL lb - - - - -







69000 DISTANCE NM - - - - - TIME MIN - - - - -

For Anti- FUEL (%) 0 0 0 0 0 ice ON, DISTANCE (%) 0 0 0 0 0 increase TIME (%) 0 0 0 0 0

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PAGE 6-93





FUEL lb - - - - -67000 DISTANCE NM - - - - -

TIME MIN - - - - - FUEL lb - - - - -

65000 DISTANCE NM - - - - - TIME MIN - - - - - FUEL lb 1936 1971 2021 2127 -

63000 DISTANCE NM 143 146 150 158 - TIME MIN 23 23 23 24 - FUEL lb 1813 1845 1891 1989 -

61000 DISTANCE NM 132 134 138 145 - TIME MIN 21 21 22 22 - FUEL lb 1705 1735 1778 1869 -

59000 DISTANCE NM 122 125 128 134 - TIME MIN 20 20 20 21 - FUEL lb 1607 1634 1674 1760 2136

57000 DISTANCE NM 114 116 119 125 171 TIME MIN 18 18 19 19 26 FUEL lb 1516 1542 1579 1659 1991



51000 DISTANCE NM 93 95 97 102 134 TIME MIN 15 15 15 16 20

For Anti- FUEL (%) 3 3 3 8 10ice ON, DISTANCE (%) 2 1 1 10 13increase TIME (%) 2 1 1 9 12

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End of Chapter





FUEL lb 1281 1302 1333 1400 1647 49000 DISTANCE NM 88 89 91 95 125

TIME MIN 14 14 14 15 19

For Anti- FUEL (%) 3 3 3 7 10 ice ON, DISTANCE (%) 2 1 1 10 13 increase TIME (%) 2 1 1 9 12

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PAGE 7-1

Chapter 7Cruise Planning

7.1 CRUISE - LRC AND MACH .78

A. The long range cruise and fixed speed cruise tables show N1, fuel flow, indicated airspeed, true airspeed, indicated Mach number, buffet margin and specific range. Data are presented for various weights ISA conditions and corrections for ISA deviation.

B. In the long range cruise schedule, all engines operating, the airplane is flown at a speed corresponding to a specific range equal to 99% of maximum specific range. It is used when range is the main factor.




7.1.1 170 LONG RANGE CRUISE

INCREASE/DECREASE N1% BY 1% PER 5ºC ABOVE/BELOW ISA CONDITIONS.

INCREASE/DECREASE FUEL FLOW BY 3% PER 5ºC ABOVE/BELOW ISA CONDITIONS.

INCREASE/DECREASE TAS BY 2 KT PER 5ºC ABOVE/BELOW ISA CONDITIONS.

FOR ANTI-ICE ON:

INCREASE N1% BY 0.1% AND FUEL FLOW BY 7%.

DECREASE SR% BY 6%.

LONG RANGE CRUISE – ALL ENGINES OPERATING CF34-8E5 ENGINES

ALTITUDE: 5000 FT TO 17000 FT

CRUISE CONFIGURATION

BLEED: OPEN/ISA CONDITION

WEIGHT ALTITUDE (FT) (LB) 5000 10000 11000 12000 13000 14000 15000 16000 17000

N 1 % 65.2 68.3 69.0 69.8 70.6 71.2 72.1 72.9 73.8 F F LO W LB/H /EN G 1923 1867 1850 1847 1854 1841 1859 1860 1862

IAS KT 268 266 264 264 263 259 261 262 262

84000 TAS KT 288 307 309 314 317 317 325 330 336 IN D IC ATED MAC H 0.443 0.480 0.486 0.495 0.502 0.505 0.519 0.529 0.541

BU F F ET MAR G IN G 2.20 2.15 2.11 2.11 2.09 2.03 2.05 2.05 2.06

SR N M/LB 0.075 0.082 0.084 0.085 0.086 0.086 0.087 0.089 0.090

N 1 % 64.6 67.6 68.5 69.2 69.9 70.6 71.5 72.2 73.1

F F LO W LB/H /EN G 1878 1822 1818 1803 1807 1801 1812 1813 1815 IAS KT 265 263 263 261 261 258 258 259 259

82000 TAS KT 284 303 308 310 315 316 321 326 332

IN D IC ATED MAC H 0.437 0.475 0.484 0.490 0.499 0.503 0.513 0.523 0.534 BU F F ET MAR G IN G 2.21 2.15 2.14 2.11 2.11 2.06 2.05 2.05 2.06

SR N M/LB 0.076 0.083 0.085 0.086 0.087 0.088 0.089 0.090 0.091

N 1 % 64.1 66.7 67.6 68.4 69.2 70.1 71.0 71.3 72.5

F F LO W LB/H /EN G 1849 1763 1760 1756 1755 1760 1775 1749 1770

IAS KT 263 257 257 258 258 257 257 253 256 80000 TAS KT 283 297 302 306 311 315 320 320 328

IN D IC ATED MAC H 0.435 0.465 0.474 0.483 0.493 0.501 0.510 0.512 0.528

BU F F ET MAR G IN G 2.24 2.11 2.11 2.11 2.11 2.09 2.09 2.02 2.06 SR N M/LB 0.076 0.084 0.086 0.087 0.089 0.089 0.090 0.091 0.093

N 1 % 63.4 66.0 66.8 67.7 68.5 69.4 70.2 70.6 71.7 F F LO W LB/H /EN G 1806 1716 1714 1711 1710 1710 1718 1702 1719

IAS KT 260 254 254 254 255 255 254 250 252


BU F F ET MAR G IN G 2.24 2.11 2.11 2.11 2.11 2.11 2.09 2.02 2.05

SR N M/LB 0.077 0.085 0.087 0.088 0.090 0.091 0.092 0.093 0.094

N 1 % 62.7 65.5 66.1 66.9 67.8 68.7 69.3 70.1 71.1


76000 TAS KT 276 292 294 298 303 308 312 314 320

IN D IC ATED MAC H 0.425 0.457 0.462 0.471 0.480 0.490 0.498 0.504 0.514 BU F F ET MAR G IN G 2.24 2.14 2.11 2.11 2.11 2.11 2.09 2.06 2.06

SR N M/LB 0.078 0.086 0.088 0.090 0.091 0.093 0.094 0.094 0.095



PAGE 7-3




FOR ANTI-ICE ON


DECREASE SR% BY 8%.

LONG RANGE CRUISE – ALL ENGINES OPERATING CF34-8E5 ENGINES


CRUISE CONFIGURATION

BLEED: OPEN/ISA CONDITION


N 1 % 62 .2 64 .9 65 .7 66 .3 67 .3 68 .2 68 .6 69 .4 70 .5 F F LO W LB /H / E N G 1728 1644 1639 1623 1635 1633 1618 1620 1636

IA S K T 255 249 249 248 250 250 248 247 248

74000 TA S K T 273 288 292 295 302 307 309 312 318 IN D IC A TE D MA C H 0 . 421 0 . 451 0 . 460 0 .465 0 .478 0 .488 0 .494 0 .501 0 .511

B U F F E T MA R G IN G 2 . 26 2 . 15 2 . 15 2 .11 2 .15 2 .15 2 .11 2 .09 2 .09

S R N M/LB 0 . 079 0 . 088 0 . 089 0 .091 0 .092 0 .094 0 .096 0 .096 0 .097

N 1 % 61 .4 64 .3 65 .0 65 .6 66 .4 67 .4 67 .9 68 .6 69 .6

F F LO W LB /H / E N G 1682 1598 1593 1577 1576 1587 1571 1562 1578 IA S K T 251 246 246 244 244 247 245 244 244

72000 TA S K T 270 284 288 291 295 302 305 308 313

IN D IC A TE D MA C H 0 . 415 0 . 445 0 . 453 0 .459 0 .468 0 .481 0 .487 0 .494 0 .504 B U F F E T MA R G IN G 2 . 26 2 . 15 2 . 15 2 .11 2 .11 2 .15 2 .11 2 .09 2 .09

S R N M/LB 0 . 080 0 . 089 0 . 090 0 .092 0 .094 0 .095 0 .097 0 .099 0 .099

N 1 % 60 .6 63 .7 64 .4 65 .1 65 .9 66 .6 67 .2 68 .0 68 .9

F F LO W LB /H / E N G 1636 1557 1550 1545 1543 1544 1527 1522 1530

IA S K T 248 243 243 243 243 243 241 241 242 70000 TA S K T 266 280 284 289 293 298 301 305 310

IN D IC A TE D MA C H 0 . 409 0 . 439 0 . 447 0 .456 0 .465 0 .475 0 .480 0 .489 0 .499

B U F F E T MA R G IN G 2 . 26 2 . 15 2 . 15 2 .14 2 .14 2 .15 2 .11 2 .11 2 .11 S R N M/LB 0 . 081 0 . 090 0 . 092 0 .093 0 .095 0 .097 0 .098 0 .100 0 .101

N 1 % 59 .9 63 .1 63 .9 64 .5 65 .2 65 .9 66 .7 67 .4 68 .1 F F LO W LB /H / E N G 1593 1523 1518 1505 1504 1501 1497 1481 1482

IA S K T 244 241 241 240 240 240 240 238 239

68000 TA S K T 262 278 282 285 290 294 299 301 306 IN D IC A TE D MA C H 0 . 403 0 . 435 0 . 444 0 .450 0 .459 0 .468 0 .477 0 .483 0 .493

B U F F E T MA R G IN G 2 . 26 2 . 18 2 . 18 2 .15 2 .15 2 .15 2 .15 2 .11 2 .11

S R N M/LB 0 . 082 0 . 091 0 . 093 0 .095 0 .096 0 .098 0 .100 0 .102 0 .103

N 1 % 59 .4 62 .6 63 .4 64 .0 64 .6 65 .3 66 .2 66 .9 67 .6

F F LO W LB /H / E N G 1560 1489 1485 1471 1470 1468 1462 1447 1447 IA S K T 242 238 239 237 238 238 238 236 237

66000 TA S K T 260 275 280 283 287 292 296 299 304

IN D IC A TE D MA C H 0 . 400 0 . 432 0 . 440 0 .446 0 .455 0 .464 0 .473 0 .479 0 .489 B U F F E T MA R G IN G 2 . 29 2 . 21 2 . 21 2 .18 2 .18 2 .18 2 .17 2 .14 2 .14

S R N M/LB 0 . 083 0 . 092 0 . 094 0 .096 0 .098 0 .099 0 .101 0 .103 0 .105



LO NG RANG E CRUISE – ALL ENG INES O PERAT ING C F34-8E5 EN GIN ES

ALT IT UD E: 5000 FT TO 17000 FT

C R U ISE C ONF IGU R ATION

BLEED : OPEN /ISA C ON D ITION

WEIG HT ALTITUDE (FT) (LB) 5000 10000 11000 12000 13000 14000 15000 16000 17000

N 1 % 5 8 . 6 6 2 . 1 6 2 . 7 6 3 . 3 6 4 . 1 6 4 . 7 6 5 . 5 6 6 . 3 6 6 . 9 F F L O W L B / H / E N G 1 5 1 7 1 4 5 8 1 4 4 1 1 4 2 7 1 4 3 6 1 4 3 4 1 4 2 1 1 4 0 5 1 4 0 3

I A S K T 2 3 8 2 3 6 2 3 5 2 3 4 2 3 5 2 3 6 2 3 4 2 3 3 2 3 3

6 4 0 0 0 TA S K T 2 5 6 2 7 3 2 7 6 2 7 8 2 8 5 2 8 9 2 9 2 2 9 5 3 0 0 I N D IC A TE D M A C H 0 . 3 9 4 0 . 4 2 8 0 . 4 3 3 0 . 4 3 9 0 . 4 5 1 0 . 4 6 0 0 . 4 6 6 0 . 4 7 3 0 . 4 8 2

B U F F E T M A R G I N G 2 . 2 9 2 . 2 4 2 . 2 1 2 . 1 8 2 . 2 1 2 . 2 1 2 . 1 8 2 . 1 5 2 . 1 5

S R N M / L B 0 . 0 8 4 0 . 0 9 4 0 . 0 9 6 0 . 0 9 8 0 . 0 9 9 0 . 1 0 1 0 . 1 0 3 0 . 1 0 5 0 . 1 0 7

N 1 % 5 8 . 0 6 1 . 5 6 2 . 2 6 2 . 7 6 3 . 5 6 4 . 2 6 5 . 1 6 5 . 9 6 6 . 3

F F L O W L B / H / E N G 1 4 7 6 1 4 2 4 1 4 1 6 1 3 9 4 1 4 0 6 1 4 0 4 1 3 9 9 1 3 8 5 1 3 6 9 I A S K T 2 3 5 2 3 4 2 3 4 2 3 2 2 3 3 2 3 4 2 3 4 2 3 3 2 3 1

6 2 0 0 0 TA S K T 2 5 2 2 7 0 2 7 4 2 7 6 2 8 2 2 8 7 2 9 1 2 9 4 2 9 7

I N D IC A TE D M A C H 0 . 3 8 8 0 . 4 2 3 0 . 4 3 1 0 . 4 3 5 0 . 4 4 7 0 . 4 5 6 0 . 4 6 5 0 . 4 7 2 0 . 4 7 8 B U F F E T M A R G I N G 2 . 3 0 2 . 2 6 2 . 2 5 2 . 2 1 2 . 2 4 2 . 2 4 2 . 2 4 2 . 2 1 2 . 1 8

S R N M / L B 0 . 0 8 5 0 . 0 9 5 0 . 0 9 7 0 . 0 9 9 0 . 1 0 0 0 . 1 0 2 0 . 1 0 4 0 . 1 0 6 0 . 1 0 8

N 1 % 5 7 . 4 6 1 . 0 6 1 . 5 6 1 . 9 6 2 . 9 6 3 . 7 6 4 . 5 6 5 . 5 6 5 . 8

F F L O W L B / H / E N G 1 4 4 4 1 3 9 4 1 3 7 4 1 3 5 1 1 3 6 6 1 3 7 8 1 3 6 4 1 3 5 7 1 3 3 6

I A S K T 2 3 3 2 3 2 2 3 0 2 2 8 2 3 0 2 3 2 2 3 1 2 3 1 2 2 9 6 0 0 0 0 TA S K T 2 5 0 2 6 8 2 7 0 2 7 1 2 7 9 2 8 5 2 8 8 2 9 3 2 9 4

I N D IC A TE D M A C H 0 . 3 8 4 0 . 4 2 0 0 . 4 2 5 0 . 4 2 8 0 . 4 4 1 0 . 4 5 4 0 . 4 6 0 0 . 4 6 9 0 . 4 7 3

B U F F E T M A R G I N G 2 . 3 3 2 . 3 0 2 . 2 6 2 . 2 1 2 . 2 6 2 . 2 9 2 . 2 6 2 . 2 6 2 . 2 1 S R N M / L B 0 . 0 8 7 0 . 0 9 6 0 . 0 9 8 0 . 1 0 0 0 . 1 0 2 0 . 1 0 4 0 . 1 0 6 0 . 1 0 8 0 . 1 1 0

N 1 % 5 7 . 0 6 0 . 8 6 1 . 2 6 1 . 4 6 2 . 5 6 3 . 3 6 4 . 2 6 5 . 1 6 5 . 3 F F L O W L B / H / E N G 1 4 1 8 1 3 8 0 1 3 5 7 1 3 2 6 1 3 4 6 1 3 5 3 1 3 4 8 1 3 3 6 1 3 1 0

I A S K T 2 3 1 2 3 2 2 3 0 2 2 6 2 3 0 2 3 1 2 3 1 2 3 1 2 2 7


B U F F E T M A R G I N G 2 . 3 8 2 . 3 8 2 . 3 3 2 . 2 6 2 . 3 2 2 . 3 5 2 . 3 4 2 . 3 2 2 . 2 6

S R N M / L B 0 . 0 8 8 0 . 0 9 7 0 . 0 9 9 0 . 1 0 2 0 . 1 0 3 0 . 1 0 5 0 . 1 0 7 0 . 1 0 9 0 . 1 1 2

N 1 % 5 6 . 5 6 0 . 3 6 0 . 7 6 1 . 0 6 1 . 9 6 2 . 9 6 3 . 7 6 4 . 2 6 4 . 7


5 6 0 0 0 TA S K T 2 4 6 2 6 6 2 6 8 2 6 9 2 7 5 2 8 3 2 8 6 2 8 7 2 9 0


S R N M / L B 0 . 0 8 9 0 . 0 9 8 0 . 1 0 1 0 . 1 0 3 0 . 1 0 5 0 . 1 0 6 0 . 1 0 8 0 . 1 1 1 0 . 1 1 3

INCREASE/DECREASE N1% BY 1% PER 5ºC ABOVE/BELOW ISA CONDITIONS.INCREASE/DECREASE FUEL FLOW BY 3% PER 5ºC ABOVE/BELOW ISA CONDITIONS.


FOR ANTI-ICE ON


DECREASE SR% BY 8%.



PAGE 7-5

LO NG RANG E CRUISE – ALL ENG INES O PERAT ING C F34-8E5 EN GIN ES

ALT IT UD E: 5000 FT TO 17000 FT

C R U ISE C ONF IGU R ATION

BLEED : OPEN /ISA C ON D ITION

WEIG HT ALTITUDE (FT) (LB) 5000 10000 11000 12000 13000 14000 15000 16000 17000

N 1 % 56.0 59.9 60.0 60.6 61.4 62.4 63.0 63 .4 64 .2 F F LO W LB /H /E N G 1362 1332 1296 1281 1288 1305 1283 1260 1253

IA S KT 227 229 225 224 226 229 226 223 224

54000 TA S KT 244 265 264 267 273 281 282 283 288 IN D IC A TED MAC H 0 .376 0 .415 0 .416 0 .422 0 .433 0 .447 0 .450 0.454 0 .463

B U F F E T MAR G IN G 2 .47 2 .50 2.41 2 .38 2 .41 2 .46 2 .41 2 .35 2 .34

S R N M/LB 0 .090 0 .100 0 .102 0 .104 0 .106 0 .108 0 .110 0.112 0 .115

N 1 % 55.7 58 .9 59 .5 60 .2 60.9 61 .7 62 .2 62 .7 63 .5

F F LO W LB /H /E N G 1342 1291 1275 1263 1263 1268 1247 1230 1222 IA S KT 226 225 224 224 224 225 223 221 221

52000 TA S KT 243 260 263 267 271 277 278 280 284

IN D IC A TED MAC H 0 .374 0 .408 0 .414 0 .421 0 .430 0 .440 0 .444 0.449 0 .458 B U F F E T MAR G IN G 2 .50 2 .50 2.47 2 .46 2 .47 2 .49 2 .43 2 .38 2 .38

S R N M/LB 0 .091 0 .101 0 .103 0 .106 0 .107 0 .109 0 .111 0.114 0 .116

N 1 % 55.2 58 .1 58 .7 59 .5 60.0 60 .4 61 .1 61 .7 62 .5

F F LO W LB /H /E N G 1317 1255 1240 1230 1221 1204 1197 1187 1181

IA S KT 224 222 221 221 220 217 217 216 217 50000 TA S KT 241 256 259 263 266 267 271 274 279

IN D IC A TED MAC H 0 .371 0 .402 0 .408 0 .415 0 .422 0 .425 0 .433 0.440 0 .449

B U F F E T MAR G IN G 2 .50 2 .50 2.50 2 .50 2 .47 2 .41 2 .40 2 .38 2 .38 S R N M/LB 0 .092 0 .102 0 .105 0 .107 0 .109 0 .111 0 .113 0.116 0 .118

N 1 % 54.6 57 .2 57 .9 58 .6 59.0 58 .8 59 .6 60 .4 61 .3 F F LO W LB /H /E N G 1290 1219 1207 1196 1180 1140 1135 1130 1130

IA S KT 222 218 217 217 215 209 209 210 211

48000 TA S KT 239 252 255 259 261 257 262 266 271 IN D IC A TED MAC H 0 .367 0 .395 0 .402 0 .409 0 .413 0 .409 0 .417 0.426 0 .437

B U F F E T MAR G IN G 2 .50 2 .50 2.50 2 .50 2 .47 2 .33 2 .33 2 .33 2 .35

S R N M/LB 0 .093 0 .103 0 .106 0 .108 0 .111 0 .113 0 .115 0.118 0 .120

N 1 % 54.2 56 .1 56 .9 57 .7 57.7 58 .1 58 .6 59 .3 60 .2


46000 TA S KT 238 246 250 255 253 255 257 260 266

IN D IC A TED MAC H 0 .366 0 .385 0 .393 0 .402 0 .401 0 .405 0 .410 0.417 0 .427 B U F F E T MAR G IN G 2 .50 2 .50 2.50 2 .50 2 .43 2 .38 2 .34 2 .33 2 .35

S R N M/LB 0 .093 0 .105 0 .107 0 .110 0 .112 0 .115 0 .117 0.120 0 .122

INCREASE/DECREASE N1% BY 1% PER 5ºC ABOVE/BELOW ISA CONDITIONS. INCREASE/DECREASE FUEL FLOW BY 3% PER 5ºC ABOVE/BELOW ISA CONDITIONS. INCREASE/DECREASE TAS BY 4 KT PER 5ºC ABOVE/BELOW ISA CONDITIONS.

FOR ANTI-ICE ON INCREASE N1% BY 0.0% AND FUEL FLOW BY 10%.

DECREASE SR% BY 9%.



LO NG R AN G E C RU IS E – ALL E N G IN E S O P E R AT ING C F3 4 -8 E5 E N GIN ES

ALT IT UD E : 1 8 0 0 0 FT TO 2 6 0 0 0 FT

C R U IS E C O NF IG U R A TIO N

B L E E D : O P E N / IS A C O N D ITIO N

W EIG HT A L T IT UD E (FT ) (L B) 18 000 19 000 20 00 0 2 100 0 2 20 00 230 00 24 000 25 000 26 00 0

N 1 % 74 . 8 75 . 4 7 6 .1 7 6 . 8 7 7 . 6 7 8 . 3 79 . 3 79 . 7 8 0 .3 F F LO W LB /H / E N G 1 86 9 18 6 1 18 58 1 8 23 1 8 25 1 82 1 1 84 2 18 1 7 17 97

IA S K T 26 4 2 6 3 2 63 2 63 2 63 26 2 26 4 2 6 0 2 57

8 40 0 0 TA S K T 34 3 3 4 7 3 52 3 58 3 64 36 8 37 7 3 7 8 3 80 IN D IC A TE D M A C H 0 .5 5 4 0 .5 6 3 0 . 5 74 0 . 5 85 0 . 59 7 0 . 60 6 0 .6 2 3 0 .6 2 7 0 . 6 33

B U F F E T MA R G IN G 2 . 0 7 2 . 0 5 2 . 04 2 . 04 2 .0 4 2 .0 1 2 . 0 3 1 . 9 6 1 . 90

S R N M/ L B 0 .0 9 2 0 .0 9 3 0 . 0 95 0 . 0 98 0 . 10 0 0 . 10 1 0 .1 0 2 0 .1 0 4 0 . 1 06

N 1 % 74 . 2 74 . 9 7 5 .6 7 6 . 3 7 6 . 9 7 7 . 7 78 . 5 79 . 3 7 9 .8

F F LO W LB /H / E N G 1 82 4 18 1 8 18 14 1 7 82 1 7 67 1 78 2 1 78 7 17 8 5 17 62 IA S K T 26 1 2 6 0 2 60 2 60 2 58 26 0 26 0 2 5 9 2 56

8 20 0 0 TA S K T 33 9 3 4 4 3 49 3 54 3 57 36 5 37 1 3 7 6 3 78

IN D IC A TE D M A C H 0 .5 4 8 0 .5 5 7 0 . 5 68 0 . 5 79 0 . 58 6 0 . 60 2 0 .6 1 4 0 .6 2 5 0 . 6 30 B U F F E T MA R G IN G 2 . 0 7 2 . 0 6 2 . 05 2 . 05 2 .0 1 2 .0 3 2 . 0 2 2 . 0 0 1 . 93

S R N M/ L B 0 .0 9 3 0 .0 9 4 0 . 0 96 0 . 0 99 0 . 10 1 0 . 10 3 0 .1 0 4 0 .1 0 5 0 . 1 07

N 1 % 73 . 5 74 . 3 7 5 .2 7 5 . 8 7 6 . 5 7 7 . 2 77 . 9 78 . 8 7 9 .3

F F LO W LB /H / E N G 1 78 3 17 7 6 17 75 1 7 38 1 7 35 1 74 0 1 74 7 17 4 9 17 28

IA S K T 25 8 2 5 7 2 58 2 57 2 57 25 8 25 8 2 5 8 2 55 8 00 0 0 TA S K T 33 6 3 4 0 3 46 3 51 3 56 36 2 36 9 3 7 4 3 76

IN D IC A TE D M A C H 0 .5 4 3 0 .5 5 2 0 . 5 63 0 . 5 73 0 . 58 4 0 . 59 7 0 .6 1 0 0 .6 2 2 0 . 6 27

B U F F E T MA R G IN G 2 . 0 9 2 . 0 7 2 . 07 2 . 05 2 .0 5 2 .0 5 2 . 0 5 2 . 0 3 1 . 97 S R N M/ L B 0 .0 9 4 0 .0 9 6 0 . 0 97 0 . 1 01 0 . 10 3 0 . 10 4 0 .1 0 6 0 .1 0 7 0 . 1 09

N 1 % 72 . 8 73 . 6 7 4 .4 7 5 . 1 7 5 . 9 7 6 . 3 77 . 2 78 . 0 7 8 .7 F F LO W LB /H / E N G 1 73 6 17 2 9 17 23 1 6 91 1 6 90 1 67 7 1 69 6 16 9 4 16 79

IA S K T 25 5 2 5 4 2 54 2 54 2 54 25 2 25 4 2 5 4 2 52

7 80 0 0 TA S K T 33 2 3 3 6 3 41 3 46 3 52 35 5 36 4 3 6 9 3 72 IN D IC A TE D M A C H 0 .5 3 6 0 .5 4 5 0 . 5 55 0 . 5 66 0 . 57 7 0 . 58 5 0 .6 0 2 0 .6 1 2 0 . 6 20

B U F F E T MA R G IN G 2 . 0 9 2 . 0 7 2 . 06 2 . 05 2 .0 5 2 .0 2 2 . 0 4 2 . 0 3 1 . 99

S R N M/ L B 0 .0 9 6 0 .0 9 7 0 . 0 99 0 . 1 02 0 . 10 4 0 . 10 6 0 .1 0 7 0 .1 0 9 0 . 1 11

N 1 % 72 . 1 72 . 8 7 3 .6 7 4 . 5 7 5 . 3 7 5 . 9 76 . 5 77 . 3 7 8 .1

F F LO W LB /H / E N G 1 68 9 16 7 7 16 75 1 6 44 1 6 44 1 64 6 1 65 3 16 4 5 16 33 IA S K T 25 1 2 5 0 2 50 2 50 2 51 25 1 25 2 2 5 0 2 49

7 60 0 0 TA S K T 32 7 3 3 1 3 36 3 42 3 47 35 3 36 0 3 6 4 3 67

IN D IC A TE D M A C H 0 .5 2 9 0 .5 3 6 0 . 5 47 0 . 5 58 0 . 57 0 0 . 58 2 0 .5 9 5 0 .6 0 5 0 . 6 12 B U F F E T MA R G IN G 2 . 0 9 2 . 0 6 2 . 06 2 . 05 2 .0 5 2 .0 5 2 . 0 5 2 . 0 3 1 . 99

S R N M/ L B 0 .0 9 7 0 .0 9 9 0 . 1 00 0 . 1 04 0 . 10 6 0 . 10 7 0 .1 0 9 0 .1 1 1 0 . 1 12




FOR ANTI-ICE ON

INCREASE N1% BY 0.1% AND FUEL FLOW BY 7%. DECREASE SR% BY 6%.



PAGE 7-7

L O N G R AN G E C R U IS E – AL L E N G IN E S O P E R AT IN G C F3 4 -8 E5 E N GI N ES

A L T IT U D E : 1 8 0 0 0 FT T O 2 6 0 0 0 F T

C R U I S E C O N F I G U R A TI O N

B L E E D : O P E N / I S A C O N D I T I O N

W EIG HT A L T IT UD E ( FT ) ( L B) 1 8 0 0 0 1 9 0 0 0 2 0 0 0 0 2 1 0 0 0 2 2 0 0 0 2 3 0 0 0 2 4 0 0 0 2 5 0 0 0 2 6 0 0 0

N 1 % 71.4 72.0 72.9 73.8 74.7 75.2 75.7 76.7 77.6 F F LOW LB/H /EN G 1643 1628 1627 1599 1600 1601 1597 1600 1599

IAS KT 248 246 247 247 247 248 247 248 247


BU F F ET MAR GIN G 2.09 2.06 2.05 2.06 2.06 2.05 2.04 2.04 2.03

SR N M/LB 0.098 0.100 0.102 0.105 0.107 0.109 0.111 0.113 0.114

N 1 % 70.4 71.3 72.2 73.0 74.1 74.7 75.2 76.0 77.0

F F LOW LB/H /EN G 1580 1580 1578 1550 1563 1565 1567 1550 1562 IAS KT 242 243 243 243 245 245 246 243 245

72000 TAS KT 316 322 327 332 340 346 352 354 363

IN D IC ATED MAC H 0.511 0.521 0.532 0.543 0.558 0.570 0.582 0.588 0.605 BU F F ET MAR GIN G 2.06 2.06 2.05 2.05 2.08 2.07 2.07 2.03 2.05

SR N M/LB 0.100 0.102 0.104 0.107 0.109 0.111 0.112 0.114 0.116

N 1 % 69.7 70.6 71.6 72.3 73.2 73.8 74.4 75.4 76.4

F F LOW LB/H /EN G 1535 1532 1541 1504 1505 1507 1507 1515 1514

IAS KT 241 239 241 240 240 240 240 242 242 70000 TAS KT 314 317 324 328 334 339 345 352 358

IN D IC ATED MAC H 0.507 0.514 0.527 0.536 0.547 0.559 0.570 0.585 0.597

BU F F ET MAR GIN G 2.08 2.05 2.07 2.05 2.05 2.05 2.05 2.06 2.05 SR N M/LB 0.102 0.103 0.105 0.109 0.111 0.113 0.114 0.116 0.118

N 1 % 68.8 70.0 71.0 71.8 72.5 73.1 73.7 74.8 75.6 F F LOW LB/H /EN G 1482 1498 1500 1473 1459 1463 1464 1473 1455

IAS KT 237 238 238 238 237 237 237 239 237


BU F F ET MAR GIN G 2.09 2.09 2.09 2.09 2.05 2.05 2.05 2.07 2.03

SR N M/LB 0.105 0.105 0.107 0.111 0.113 0.114 0.116 0.118 0.120

N 1 % 67.9 69.5 70.5 71.2 71.7 72.4 73.0 74.2 75.2

F F LOW LB/H /EN G 1424 1464 1469 1430 1412 1415 1414 1427 1435 IAS KT 234 237 236 235 233 233 233 235 237

66000 TAS KT 305 315 318 321 324 330 335 343 350

IN D IC ATED MAC H 0.492 0.510 0.518 0.525 0.531 0.543 0.554 0.570 0.585 BU F F ET MAR GIN G 2.08 2.15 2.12 2.09 2.05 2.05 2.05 2.07 2.09

SR N M/LB 0.107 0.107 0.108 0.112 0.115 0.116 0.118 0.120 0.122

INCREASE/DECREASE N1% BY 1% PER 5ºC ABOVE/BELOW ISA CONDITIONS. INCREASE/DECREASE FUEL FLOW BY 3% PER 5ºC ABOVE/BELOW ISA CONDITIONS.


FOR ANTI-ICE ON


DECREASE SR% BY 7%.




A L T IT U D E : 1 8 0 0 0 FT T O 2 6 0 0 0 F T




N 1 % 67.4 68.6 70.0 70.8 71.2 71.7 72.3 73.4 74.8

F F LO W LB/H /EN G 1390 1411 1437 1408 1381 1372 1367 1387 1411

IAS KT 231 234 236 235 231 230 229 232 236 64000 TAS KT 302 310 318 321 322 325 329 339 349

IN D IC ATED MAC H 0.488 0.503 0.518 0.525 0 .528 0.535 0.545 0.563 0.583

BU F F ET MAR G IN G 2.11 2.15 2.19 2.15 2.09 2.06 2.04 2.09 2.14 SR N M/LB 0.109 0.110 0.111 0.114 0 .116 0.118 0.121 0.122 0.124

N 1 % 66.6 67.9 69.2 70.1 70.9 71.2 71.6 72.6 73.7 F F LO W LB/H /EN G 1343 1371 1394 1368 1361 1339 1324 1342 1363

IAS KT 228 232 234 233 231 228 226 229 232

62000 TAS KT 297 307 315 318 322 322 325 334 343 IN D IC ATED MAC H 0.480 0.498 0.513 0.520 0 .528 0.531 0.537 0.554 0.573

BU F F ET MAR G IN G 2.11 2.18 2.21 2.18 2.15 2.09 2.05 2.09 2.14

SR N M/LB 0.111 0.112 0.113 0.116 0 .118 0.120 0.123 0.124 0.126

N 1 % 66.3 67.3 68.4 69.4 70.3 70.8 71.1 71.8 72.8


60000 TAS KT 297 304 312 316 319 322 321 330 339

IN D IC ATED MAC H 0.479 0.493 0.507 0.516 0 .523 0.530 0.532 0.548 0.566 BU F F ET MAR G IN G 2.17 2.20 2.24 2.22 2.19 2.16 2.07 2.11 2.16

SR N M/LB 0.112 0.114 0.115 0.119 0 .120 0.122 0.125 0.126 0.128

N 1 % 65.9 66.8 67.7 68.6 69.7 70.2 70.8 71.1 71.7

F F LO W LB/H /EN G 1299 1306 1316 1288 1296 1283 1272 1270 1280

IAS KT 226 227 228 229 229 225 224 223 225 58000 TAS KT 296 301 308 313 318 319 322 326 334

IN D IC ATED MAC H 0.478 0.489 0.501 0.512 0 .523 0.525 0.533 0.542 0.556

BU F F ET MAR G IN G 2.23 2.24 2.26 2.26 2.26 2.19 2.16 2.14 2.15 SR N M/LB 0.114 0.115 0.117 0.121 0 .123 0.124 0.127 0.129 0.130

N 1 % 65.3 66.1 66.9 67.7 68.5 69.5 70.4 70.6 70.6 F F LO W LB/H /EN G 1265 1269 1273 1246 1242 1247 1245 1244 1237

IAS KT 224 224 224 225 225 224 223 222 221

56000 TAS KT 292 297 302 308 313 317 321 325 328 IN D IC ATED MAC H 0.472 0.482 0.492 0.503 0 .513 0.522 0.530 0.539 0.547

BU F F ET MAR G IN G 2.26 2.26 2.26 2.26 2.26 2.24 2.21 2.19 2.16

SR N M/LB 0.116 0.117 0.119 0.123 0 .126 0.127 0.129 0.130 0.133


FOR ANTI-ICE ON INCREASE N1% BY 0.0% AND FUEL FLOW BY 9%. DECREASE SR% BY 8%.



PAGE 7-9


A L T IT U D E : 1 8 0 0 0 FT T O 2 6 0 0 0 F T




N 1 % 6 4 . 9 6 5 . 6 6 5 . 8 6 6 . 7 6 7 . 6 6 8 . 7 6 9 . 8 6 9 . 8 6 9 . 3 F F L O W L B / H / E N G 1 2 4 1 1 2 4 4 1 2 2 2 1 2 0 2 1 1 9 9 1 2 0 9 1 2 1 8 1 2 0 7 1 1 8 3

I A S K T 2 2 3 2 2 3 2 1 9 2 2 0 2 2 1 2 2 3 2 2 3 2 1 9 2 1 5


B U F F E T M A R G I N G 2 . 3 2 2 . 3 2 2 . 2 4 2 . 2 6 2 . 2 6 2 . 2 9 2 . 2 9 2 . 2 2 2 . 1 2

S R N M / L B 0 . 1 1 7 0 . 1 1 9 0 . 1 2 1 0 . 1 2 6 0 . 1 2 8 0 . 1 3 0 0 . 1 3 2 0 . 1 3 3 0 . 1 3 5

N 1 % 6 4 . 3 6 4 . 7 6 5 . 0 6 5 . 8 6 6 . 6 6 7 . 9 6 8 . 9 6 8 . 7 6 8 . 2


5 2 0 0 0 TA S K T 2 8 9 2 9 1 2 9 1 2 9 6 3 0 2 3 1 1 3 1 7 3 1 6 3 1 3


S R N M / L B 0 . 1 1 9 0 . 1 2 1 0 . 1 2 3 0 . 1 2 8 0 . 1 3 0 0 . 1 3 3 0 . 1 3 5 0 . 1 3 6 0 . 1 3 8

N 1 % 6 3 . 3 6 3 . 7 6 3 . 8 6 4 . 7 6 5 . 6 6 6 . 5 6 7 . 7 6 7 . 4 6 7 . 3

F F L O W L B / H / E N G 1 1 7 5 1 1 6 0 1 1 3 8 1 1 1 3 1 1 1 0 1 1 1 4 1 1 2 8 1 1 1 0 1 0 9 9

I A S K T 2 1 7 2 1 4 2 1 1 2 1 1 2 1 1 2 1 2 2 1 6 2 1 2 2 0 8 5 0 0 0 0 TA S K T 2 8 4 2 8 5 2 8 5 2 8 9 2 9 4 3 0 1 3 1 0 3 1 0 3 1 0

I N D IC A TE D M A C H 0 . 4 5 8 0 . 4 6 2 0 . 4 6 3 0 . 4 7 3 0 . 4 8 3 0 . 4 9 6 0 . 5 1 4 0 . 5 1 5 0 . 5 1 7


N 1 % 6 2 . 3 6 2 . 6 6 2 . 8 6 3 . 6 6 4 . 3 6 5 . 4 6 6 . 5 6 6 . 0 6 6 . 3 F F L O W L B / H / E N G 1 1 3 4 1 1 1 8 1 0 9 8 1 0 7 0 1 0 6 0 1 0 6 9 1 0 7 6 1 0 5 3 1 0 4 4

I A S K T 2 1 3 2 1 0 2 0 7 2 0 6 2 0 5 2 0 8 2 1 0 2 0 6 2 0 3


B U F F E T M A R G I N G 2 . 3 8 2 . 3 2 2 . 2 6 2 . 2 4 2 . 2 1 2 . 2 6 2 . 2 9 2 . 2 1 2 . 1 5

S R N M / L B 0 . 1 2 3 0 . 1 2 5 0 . 1 2 7 0 . 1 3 2 0 . 1 3 5 0 . 1 3 8 0 . 1 4 0 0 . 1 4 3 0 . 1 4 5

N 1 % 6 1 . 2 6 1 . 3 6 1 . 7 6 2 . 5 6 3 . 4 6 4 . 1 6 5 . 0 6 5 . 1 6 5 . 5


4 6 0 0 0 TA S K T 2 7 2 2 7 2 2 7 4 2 7 8 2 8 2 2 8 7 2 9 3 2 9 6 2 9 9


S R N M / L B 0 . 1 2 5 0 . 1 2 7 0 . 1 3 0 0 . 1 3 5 0 . 1 3 8 0 . 1 4 0 0 . 1 4 3 0 . 1 4 6 0 . 1 4 9



FOR ANTI-ICE ON





A L T IT U D E : 2 7 0 0 0 FT T O 3 5 0 0 0 F T




N 1 % 8 0 . 8 8 1 . 7 8 2 . 8 8 4 . 1 8 5 . 1 8 5 . 9 8 6 . 5 8 7 . 1 8 8 . 9 F F L O W L B / H / E N G 1 7 9 0 1 8 0 5 1 8 5 0 1 9 0 8 1 9 2 4 1 9 2 4 1 8 9 9 1 8 5 3 1 9 0 3

I A S K T 2 5 6 2 5 6 2 5 8 2 6 2 2 6 1 2 6 0 2 5 5 2 4 6 2 4 4

8 4 0 0 0 T A S K T 3 8 4 3 8 9 3 9 9 4 1 2 4 1 7 4 2 2 4 2 1 4 1 4 4 1 8 I N D IC A T E D M A C H 0 . 6 4 3 0 . 6 5 5 0 . 6 7 3 0 . 6 9 8 0 . 7 1 1 0 . 7 2 2 0 . 7 2 4 0 . 7 1 5 0 . 7 2 5

B U F F E T M A R G I N G 1 . 8 5 1 . 8 2 1 . 8 0 1 . 8 0 1 . 7 3 1 . 6 6 1 . 5 8 1 . 5 1 1 . 4 4

S R N M / L B 0 . 1 0 7 0 . 1 0 8 0 . 1 0 8 0 . 1 0 8 0 . 1 0 8 0 . 1 1 0 0 . 1 1 1 0 . 1 1 2 0 . 1 1 0

N 1 % 8 0 . 3 8 0 . 8 8 2 . 0 8 3 . 3 8 4 . 4 8 5 . 3 8 6 . 0 8 6 . 5 8 7 . 4


8 2 0 0 0 T A S K T 3 8 0 3 8 3 3 9 1 4 0 3 4 1 3 4 2 0 4 2 0 4 1 7 4 1 1

I N D IC A T E D M A C H 0 . 6 3 6 0 . 6 4 4 0 . 6 6 0 0 . 6 8 4 0 . 7 0 4 0 . 7 1 9 0 . 7 2 3 0 . 7 2 1 0 . 7 1 3 B U F F E T M A R G I N G 1 . 8 7 1 . 8 2 1 . 8 0 1 . 8 0 1 . 7 7 1 . 7 0 1 . 6 2 1 . 5 5 1 . 4 7

S R N M / L B 0 . 1 0 9 0 . 1 1 1 0 . 1 1 0 0 . 1 1 0 0 . 1 1 1 0 . 1 1 2 0 . 1 1 3 0 . 1 1 4 0 . 1 1 4

N 1 % 7 9 . 8 8 0 . 5 8 1 . 3 8 2 . 4 8 3 . 6 8 4 . 7 8 5 . 4 8 5 . 9 8 6 . 8

F F L O W L B / H / E N G 1 7 0 8 1 6 9 9 1 7 1 3 1 7 5 0 1 8 0 1 1 8 3 2 1 8 2 1 1 7 8 7 1 7 7 4

I A S K T 2 5 2 2 5 0 2 5 0 2 5 1 2 5 5 2 5 7 2 5 3 2 4 8 2 4 2 8 0 0 0 0 T A S K T 3 7 8 3 8 1 3 8 7 3 9 5 4 0 7 4 1 7 4 1 8 4 1 7 4 1 5

I N D IC A T E D M A C H 0 . 6 3 3 0 . 6 4 1 0 . 6 5 4 0 . 6 7 1 0 . 6 9 4 0 . 7 1 3 0 . 7 1 9 0 . 7 2 0 0 . 7 1 9


N 1 % 7 9 . 4 8 0 . 0 8 0 . 5 8 1 . 5 8 2 . 8 8 4 . 0 8 4 . 9 8 5 . 5 8 6 . 4 F F L O W L B / H / E N G 1 6 7 6 1 6 6 4 1 6 4 7 1 6 7 5 1 7 3 0 1 7 7 2 1 7 8 1 1 7 7 0 1 7 5 5

I A S K T 2 5 1 2 4 9 2 4 6 2 4 6 2 5 0 2 5 3 2 5 2 2 5 0 2 4 5


B U F F E T M A R G I N G 1 . 9 4 1 . 8 9 1 . 8 3 1 . 8 0 1 . 8 0 1 . 7 8 1 . 7 0 1 . 6 3 1 . 5 5

S R N M / L B 0 . 1 1 2 0 . 1 1 4 0 . 1 1 6 0 . 1 1 6 0 . 1 1 6 0 . 1 1 6 0 . 1 1 7 0 . 1 1 9 0 . 1 1 9

N 1 % 7 8 . 8 7 9 . 5 8 0 . 0 8 0 . 7 8 1 . 9 8 3 . 1 8 4 . 2 8 5 . 2 8 5 . 8


7 6 0 0 0 T A S K T 3 7 3 3 7 7 3 7 9 3 8 4 3 9 3 4 0 3 4 1 4 4 2 2 4 1 9


S R N M / L B 0 . 1 1 4 0 . 1 1 6 0 . 1 1 8 0 . 1 1 9 0 . 1 1 9 0 . 1 1 9 0 . 1 1 9 0 . 1 2 0 0 . 1 2 2


FOR ANTI-ICE ON INCREASE N1% BY 0.1% AND FUEL FLOW BY 7%.

DECREASE SR% BY 7%.



PAGE 7-11


A L T IT U D E : 2 7 0 0 0 FT T O 3 5 0 0 0 F T

C R U I S E C O N F I G U R A T I O N


W EIG H T A L T IT U D E ( FT ) ( L B ) 2 7 0 0 0 2 8 0 0 0 2 9 0 0 0 3 0 0 0 0 3 1 0 0 0 3 2 0 0 0 3 3 0 0 0 3 4 0 0 0 3 5 0 0 0

N 1 % 78.1 78 .8 79.5 80 .2 81.0 82.3 83.5 84.5 85 .2 F F LO W LB /H /E N G 1582 1582 1577 1567 1584 1633 1673 1705 1676

IA S K T 244 244 243 241 240 244 247 249 243

74000 TA S K T 367 373 377 381 386 397 408 418 416 IN D IC A TE D MA C H 0 .615 0 .627 0 .637 0 .646 0 .658 0 .680 0 .702 0 .723 0 .722

B U F F E T MA R G IN G 1 .97 1 .95 1 .90 1 .85 1 .81 1 .80 1 .79 1 .72 1 .64

S R N M/LB 0.116 0 .118 0 .119 0 .121 0 .122 0 .122 0 .122 0 .123 0 .124

N 1 % 77.5 78 .3 78.9 79 .6 80.2 81.4 82.6 83.7 84 .7

F F LO W LB /H /E N G 1542 1545 1536 1529 1524 1558 1599 1632 1648 IA S K T 242 242 240 239 237 239 241 243 243

72000 TA S K T 364 370 373 378 381 389 400 410 417

IN D IC A TE D MA C H 0 .610 0 .623 0 .631 0 .641 0 .650 0 .667 0 .687 0 .708 0 .723 B U F F E T MA R G IN G 2 .00 1 .98 1 .93 1 .88 1 .83 1 .81 1 .79 1 .76 1 .68

S R N M/LB 0.118 0 .120 0 .122 0 .123 0 .125 0 .125 0 .125 0 .126 0 .126

N 1 % 76.9 77 .5 78.4 79 .1 79.7 80.6 81.7 82.9 84 .0

F F LO W LB /H /E N G 1497 1492 1498 1494 1485 1496 1534 1570 1598

IA S K T 239 238 238 237 236 235 237 239 241 70000 TA S K T 360 364 371 375 379 384 393 404 413

IN D IC A TE D MA C H 0 .603 0 .612 0 .626 0 .636 0 .645 0 .658 0 .676 0 .697 0 .716

B U F F E T MA R G IN G 2 .01 1 .98 1 .97 1 .92 1 .87 1 .83 1 .81 1 .79 1 .73 S R N M/LB 0.120 0 .122 0 .124 0 .126 0 .127 0 .128 0 .128 0 .129 0 .129

N 1 % 76.5 76 .9 77.7 78 .4 79.2 80.0 80.9 81.9 83 .1 F F LO W LB /H /E N G 1470 1450 1454 1448 1451 1455 1474 1497 1531

IA S K T 239 236 236 234 234 234 234 234 236

68000 TA S K T 359 360 366 371 376 383 388 395 405 IN D IC A TE D MA C H 0 .602 0 .606 0 .619 0 .629 0 .641 0 .656 0 .668 0 .683 0 .703

B U F F E T MA R G IN G 2 .05 2 .00 1 .99 1 .94 1 .91 1 .88 1 .83 1 .80 1 .77

S R N M/LB 0.122 0 .124 0 .126 0 .128 0 .130 0 .132 0 .132 0 .132 0 .132

N 1 % 75.6 76 .3 77.0 77 .8 78.6 79.4 79.9 81.0 82 .2

F F LO W LB /H /E N G 1414 1411 1405 1411 1417 1421 1408 1431 1463 IA S K T 233 233 232 232 232 232 229 230 231

66000 TA S K T 351 357 361 368 374 380 382 389 397

IN D IC A TE D MA C H 0 .589 0 .601 0 .610 0 .624 0 .637 0 .650 0 .656 0 .671 0 .690 B U F F E T MA R G IN G 2 .03 2 .02 1 .99 1 .98 1 .95 1 .91 1 .85 1 .81 1 .79

S R N M/LB 0.124 0 .127 0 .128 0 .130 0 .132 0 .134 0 .136 0 .136 0 .136



FOR ANTI-ICE ON


DECREASE SR% BY 7%.




A L T IT U D E : 2 7 0 0 0 FT T O 3 5 0 0 0 F T



W EIG H T A L T IT UD E ( FT ) ( L B ) 2 7 0 0 0 2 8 0 0 0 2 9 0 0 0 3 0 0 0 0 3 1 0 0 0 3 2 0 0 0 3 3 0 0 0 3 4 0 0 0 3 5 0 0 0

N 1 % 75.0 75.9 76.4 76.9 77.8 78.6 79.3 80.3 81.4 F F LO W LB /H /E N G 1380 1385 1372 1357 1373 1379 1371 1384 1405

IA S KT 232 232 231 228 229 229 228 228 228

64000 TA S KT 349 356 359 361 369 375 380 386 392 IN D IC A TE D MA C H 0 .585 0 .599 0 .607 0 .612 0 .629 0 .642 0 .653 0 .667 0 .680

B U F F E T MA R G IN G 2.06 2 .07 2 .03 1 .98 1 .97 1 .94 1 .89 1 .86 1 .82

S R N M/LB 0 .127 0 .128 0 .131 0 .133 0 .134 0 .136 0 .138 0 .140 0 .140

N 1 % 74.5 75.1 75.8 76.3 77.1 77.9 78.6 79.3 80.5


62000 TA S KT 348 349 355 357 364 373 376 380 387

IN D IC A TE D MA C H 0 .582 0 .587 0 .600 0 .605 0 .621 0 .638 0 .647 0 .657 0 .672 B U F F E T MA R G IN G 2.11 2 .05 2 .05 1 .99 2 .00 1 .98 1 .93 1 .88 1 .84

S R N M/LB 0 .128 0 .131 0 .133 0 .136 0 .137 0 .138 0 .141 0 .144 0 .144

N 1 % 73.9 74.5 74.9 75.8 76.4 77.1 77.9 78.6 79.5

F F LO W LB /H /E N G 1325 1303 1284 1285 1288 1302 1299 1292 1295

IA S KT 229 227 223 224 223 224 224 222 222 60000 TA S KT 345 348 348 355 360 368 373 377 383

IN D IC A TE D MA C H 0 .579 0 .585 0 .589 0 .603 0 .614 0 .630 0 .641 0 .652 0 .665

B U F F E T MA R G IN G 2.16 2 .10 2 .04 2 .05 2 .02 2 .01 1 .97 1 .92 1 .88 S R N M/LB 0 .130 0 .133 0 .136 0 .138 0 .140 0 .141 0 .143 0 .146 0 .148

N 1 % 72.7 73.8 74.3 75.2 75.8 76.3 77.1 77.9 78.6 F F LO W LB /H /E N G 1275 1272 1252 1253 1259 1258 1260 1253 1247

IA S KT 224 225 222 222 222 221 221 220 219

58000 TA S KT 339 344 346 352 359 363 369 373 378 IN D IC A TE D MA C H 0 .567 0 .580 0 .585 0 .598 0 .611 0 .621 0 .634 0 .644 0 .655

B U F F E T MA R G IN G 2.14 2 .14 2 .08 2 .08 2 .08 2 .04 2 .01 1 .95 1 .91

S R N M/LB 0 .133 0 .135 0 .138 0 .141 0 .142 0 .144 0 .146 0 .149 0 .151

N 1 % 71.7 72.7 73.7 74.8 75.1 75.6 76.4 77.2 77.9


56000 TA S KT 334 338 345 351 356 359 365 370 374

IN D IC A TE D MA C H 0 .559 0 .569 0 .583 0 .596 0 .606 0 .615 0 .628 0 .639 0 .650 B U F F E T MA R G IN G 2.15 2 .14 2 .14 2 .14 2 .12 2 .08 2 .05 2 .00 1 .95

S R N M/LB 0 .135 0 .138 0 .140 0 .143 0 .145 0 .147 0 .149 0 .152 0 .154



FOR ANTI-ICE ON


DECREASE SR% BY 7%.



PAGE 7-13

L O NG R AN G E C RU IS E – AL L E N G IN E S O P E R AT ING C F3 4 -8 E5 E N GI N ES

ALT IT UD E : 2 7 0 0 0 FT TO 3 5 0 0 0 FT

C R U I S E C O NF I G U R A TI O N

B L E E D : O P E N / I S A C O N D I TI O N

W EIG HT A L T IT UD E (FT ) (L B) 2 7 0 0 0 2 8 0 0 0 2 9 0 0 0 3 0 0 0 0 3 1 0 0 0 3 2 0 0 0 3 3 0 0 0 3 4 0 0 0 3 5 0 0 0

N 1 % 7 0 . 5 7 1 . 6 7 2 . 8 7 3 .6 7 4 . 2 7 4 . 7 7 5 . 4 7 6 . 3 7 7 . 1 F F L O W L B / H / E N G 1 1 8 5 1 1 8 3 1 1 9 0 1 1 8 1 1 1 8 3 1 1 7 6 1 1 7 1 1 1 7 5 1 1 7 7

I A S K T 2 1 6 2 1 6 2 1 8 2 1 7 2 1 6 2 1 5 2 1 4 2 1 4 2 1 4


B U F F E T M A R G I N G 2 . 1 4 2 . 1 4 2 . 1 6 2 . 1 4 2 . 1 2 2 . 0 8 2 . 0 5 2 . 0 4 2 . 0 0

S R N M / L B 0 . 1 3 8 0 . 1 4 0 0 . 1 4 3 0 . 1 4 6 0 . 1 4 8 0 . 1 5 0 0 . 1 5 3 0 . 1 5 5 0 . 1 5 7

N 1 % 6 9 . 4 7 0 . 6 7 1 . 7 7 2 . 8 7 3 . 2 7 3 . 6 7 4 . 7 7 5 . 6 7 6 . 4


5 2 0 0 0 TA S K T 3 1 9 3 2 6 3 3 4 3 4 2 3 4 3 3 4 3 3 5 5 3 6 2 3 6 7


S R N M / L B 0 . 1 4 0 0 . 1 4 3 0 . 1 4 6 0 . 1 4 8 0 . 1 5 1 0 . 1 5 3 0 . 1 5 6 0 . 1 5 8 0 . 1 6 1

N 1 % 6 8 . 6 6 9 . 7 7 0 . 8 7 2 . 0 7 2 . 4 7 3 . 0 7 3 . 8 7 4 . 7 7 5 . 5

F F L O W L B / H / E N G 1 1 0 2 1 1 0 0 1 1 0 9 1 1 1 8 1 1 0 4 1 0 9 2 1 0 9 1 1 0 9 7 1 1 0 0

I A S K T 2 0 8 2 0 9 2 1 0 2 1 2 2 1 0 2 0 8 2 0 7 2 0 9 2 0 9 5 0 0 0 0 TA S K T 3 1 5 3 2 1 3 2 9 3 3 8 3 3 9 3 4 2 3 4 7 3 5 5 3 6 1

I N D IC A TE D M A C H 0 . 5 2 8 0 . 5 4 0 0 . 5 5 6 0 . 5 7 3 0 . 5 7 8 0 . 5 8 5 0 . 5 9 7 0 . 6 1 3 0 . 6 2 7


N 1 % 6 7 . 6 6 8 . 7 6 9 . 8 7 0 . 9 7 1 . 5 7 2 . 2 7 2 . 8 7 3 . 7 7 4 . 5 F F L O W L B / H / E N G 1 0 5 4 1 0 5 6 1 0 6 4 1 0 7 3 1 0 5 9 1 0 5 0 1 0 4 4 1 0 5 1 1 0 5 1

I A S K T 2 0 4 2 0 4 2 0 6 2 0 8 2 0 5 2 0 4 2 0 3 2 0 4 2 0 4


B U F F E T M A R G I N G 2 . 1 6 2 . 1 6 2 . 1 8 2 . 2 1 2 . 1 6 2 . 1 2 2 . 0 9 2 . 1 0 2 . 1 0

S R N M / L B 0 . 1 4 7 0 . 1 4 9 0 . 1 5 2 0 . 1 5 4 0 . 1 5 7 0 . 1 6 0 0 . 1 6 3 0 . 1 6 5 0 . 1 6 8

N 1 % 6 6 . 6 6 7 . 9 6 8 . 9 7 0 . 0 7 0 . 6 7 1 . 4 7 2 . 2 7 2 . 6 7 3 . 6


4 6 0 0 0 TA S K T 3 0 4 3 1 0 3 1 6 3 2 4 3 2 6 3 3 0 3 3 8 3 4 0 3 4 8


S R N M / L B 0 . 1 5 1 0 . 1 5 2 0 . 1 5 5 0 . 1 5 7 0 . 1 6 0 0 . 1 6 3 0 . 1 6 6 0 . 1 6 9 0 . 1 7 2




FOR ANTI-ICE ON





A L T IT U D E : 3 6 0 0 0 FT T O 4 1 0 0 0 F T



W EIG HT A L T IT UD E ( FT ) ( L B) 3 6 0 0 0 3 7 0 0 0 3 8 0 0 0 3 9 0 0 0 4 0 0 0 0 4 1 0 0 0

N 1 % - - - - - - F F L O W L B / H / E N G - - - - - -

I A S K T - - - - - -

8 4 0 0 0 T A S K T - - - - - - I N D IC A T E D M A C H - - - - - -

B U F F E T M A R G I N G - - - - - -

S R N M / L B - - - - - -

N 1 % 9 0 . 1 - - - - -

F F L O W L B / H / E N G 1 9 1 6 - - - - - I A S K T 2 4 4 - - - - -

8 2 0 0 0 T A S K T 4 2 5 - - - - -

I N D IC A T E D M A C H 0 . 7 4 1 - - - - - B U F F E T M A R G I N G 1 . 4 1 - - - - -

S R N M / L B 0 . 1 1 1 - - - - -

N 1 % 8 8 . 5 - - - - -

F F L O W L B / H / E N G 1 8 0 8 - - - - -

I A S K T 2 3 9 - - - - - 8 0 0 0 0 T A S K T 4 1 6 - - - - -

I N D IC A T E D M A C H 0 . 7 2 6 - - - - -

B U F F E T M A R G I N G 1 . 4 4 - - - - - S R N M / L B 0 . 1 1 5 - - - - -

N 1 % 8 7 . 0 9 0 . 1 - - - - F F L O W L B / H / E N G 1 7 0 8 1 8 2 4 - - - -

I A S K T 2 3 5 2 3 7 - - - -

7 8 0 0 0 T A S K T 4 1 0 4 2 3 - - - - I N D IC A T E D M A C H 0 . 7 1 4 0 . 7 3 8 - - - -

B U F F E T M A R G I N G 1 . 4 8 1 . 4 1 - - - -

S R N M / L B 0 . 1 2 0 0 . 1 1 6 - - - -

N 1 % 8 6 . 2 8 8 . 4 - - - -

F F L O W L B / H / E N G 1 6 6 5 1 7 1 2 - - - - I A S K T 2 3 5 2 3 2 - - - -

7 6 0 0 0 T A S K T 4 1 0 4 1 5 - - - -

I N D IC A T E D M A C H 0 . 7 1 5 0 . 7 2 3 - - - - B U F F E T M A R G I N G 1 . 5 2 1 . 4 5 - - - -

S R N M / L B 0 . 1 2 3 0 . 1 2 1 - - - -



FOR ANTI-ICE ON


DECREASE SR% BY 0%.



PAGE 7-15

L O N G R AN G E C R U IS E – AL L E N G IN E S O P E R AT IN G C F3 4 -8 E5 E N G I N ES

A L T IT U D E : 3 6 0 0 0 FT T O 4 1 0 0 0 F T



W EIG H T A L T IT U D E ( FT ) ( L B ) 3 6 0 0 0 3 7 0 0 0 3 8 0 0 0 3 9 0 0 0 4 0 0 0 0 4 1 0 0 0

N 1 % 8 5 . 7 8 7 . 1 8 9 . 9 - - - F F L O W L B / H / E N G 1 6 4 9 1 6 4 2 1 7 3 5 - - -

I A S K T 2 3 8 2 3 1 2 3 3 - - -

7 4 0 0 0 T A S K T 4 1 6 4 1 2 4 2 4 - - - I N D IC A T E D M A C H 0 . 7 2 5 0 . 7 1 9 0 . 7 4 0 - - -

B U F F E T M A R G I N G 1 . 5 6 1 . 4 9 1 . 4 2 - - -

S R N M / L B 0 . 1 2 6 0 . 1 2 6 0 . 1 2 2 - - -

N 1 % 8 5 . 3 8 6 . 4 8 8 . 0 - - -

F F L O W L B / H / E N G 1 6 3 0 1 6 1 0 1 6 1 9 - - - I A S K T 2 4 0 2 3 2 2 2 6 - - -

7 2 0 0 0 T A S K T 4 1 9 4 1 5 4 1 4 - - -

I N D IC A T E D M A C H 0 . 7 3 0 0 . 7 2 3 0 . 7 2 2 - - - B U F F E T M A R G I N G 1 . 6 0 1 . 5 3 1 . 4 6 - - -

S R N M / L B 0 . 1 2 8 0 . 1 2 9 0 . 1 2 8 - - -

N 1 % 8 4 . 9 8 5 . 8 8 6 . 7 8 9 . 4 - -

F F L O W L B / H / E N G 1 6 1 5 1 5 7 9 1 5 4 9 1 6 2 5 - -

I A S K T 2 4 2 2 3 4 2 2 5 2 2 5 - - 7 0 0 0 0 T A S K T 4 2 2 4 1 7 4 1 1 4 2 0 - -

I N D IC A T E D M A C H 0 . 7 3 6 0 . 7 2 7 0 . 7 1 6 0 . 7 3 3 - -

B U F F E T M A R G I N G 1 . 6 5 1 . 5 7 1 . 5 0 1 . 4 3 - - S R N M / L B 0 . 1 3 1 0 . 1 3 2 0 . 1 3 3 0 . 1 2 9 - -

N 1 % 8 4 . 2 8 5 . 2 8 6 . 0 8 7 . 6 - - F F L O W L B / H / E N G 1 5 6 1 1 5 4 7 1 5 1 4 1 5 2 5 - -

I A S K T 2 3 8 2 3 4 2 2 6 2 2 1 - -

6 8 0 0 0 T A S K T 4 1 6 4 1 7 4 1 3 4 1 3 - - I N D IC A T E D M A C H 0 . 7 2 5 0 . 7 2 7 0 . 7 2 0 0 . 7 2 1 - -

B U F F E T M A R G I N G 1 . 7 0 1 . 6 2 1 . 5 4 1 . 4 7 - -

S R N M / L B 0 . 1 3 3 0 . 1 3 5 0 . 1 3 6 0 . 1 3 6 - -

N 1 % 8 3 . 4 8 4 . 6 8 5 . 6 8 6 . 9 8 8 . 9 -

F F L O W L B / H / E N G 1 4 9 5 1 5 1 1 1 5 1 0 1 4 9 9 1 5 3 8 - I A S K T 2 3 4 2 3 3 2 3 0 2 2 3 2 2 1 -

6 6 0 0 0 T A S K T 4 0 8 4 1 6 4 2 1 4 1 7 4 2 2 -

I N D IC A T E D M A C H 0 . 7 1 1 0 . 7 2 4 0 . 7 3 3 0 . 7 2 7 0 . 7 3 5 - B U F F E T M A R G I N G 1 . 7 4 1 . 6 7 1 . 5 9 1 . 5 1 1 . 4 4 -

S R N M / L B 0 . 1 3 6 0 . 1 3 7 0 . 1 3 9 0 . 1 3 9 0 . 1 3 7 -



FOR ANTI-ICE ON


DECREASE SR% BY 0%.




A L T IT U D E : 3 6 0 0 0 FT T O 4 1 0 0 0 F T



W EIG HT A L T IT UD E ( FT ) ( L B) 3 6 0 0 0 3 7 0 0 0 3 8 0 0 0 3 9 0 0 0 4 0 0 0 0 4 1 0 0 0

N 1 % 8 2 .5 84 .0 85 .2 86 .5 87 .3 88 .9 F F LO W LB /H /E N G 1432 14 73 149 1 1 492 145 4 1 447

IA S K T 229 2 32 232 228 21 7 208

640 00 TA S K T 401 4 14 423 426 41 5 408 IN D IC A TE D MA C H 0 .6 99 0 .722 0 .738 0 .742 0 .723 0 .710

B U F F E T MA R G IN G 1 .79 1 .72 1 .64 1 .56 1 .49 1 .41

S R N M/LB 0 .1 40 0 .141 0 .142 0 .143 0 .143 0 .141

N 1 % 8 1 .5 83 .0 84 .7 85 .7 86 .4 88 .2

F F LO W LB /H /E N G 1363 14 11 146 6 1 454 141 9 1 432 IA S K T 224 2 27 232 227 21 8 213

620 00 TA S K T 393 4 07 424 424 41 8 418

IN D IC A TE D MA C H 0 .6 85 0 .709 0 .739 0 .739 0 .728 0 .729 B U F F E T MA R G IN G 1 .80 1 .77 1 .69 1 .61 1 .54 1 .46

S R N M/LB 0 .1 44 0 .144 0 .145 0 .146 0 .147 0 .146

N 1 % 8 0 .6 82 .0 83 .6 85 .0 86 .0 87 .1

F F LO W LB /H /E N G 1307 13 45 139 6 1 419 141 0 1 386

IA S K T 221 2 22 226 227 22 2 214 600 00 TA S K T 388 3 98 413 423 42 5 419

IN D IC A TE D MA C H 0 .6 76 0 .694 0 .721 0 .738 0 .741 0 .730

B U F F E T MA R G IN G 1 .83 1 .80 1 .75 1 .67 1 .59 1 .51 S R N M/LB 0 .1 48 0 .148 0 .148 0 .149 0 .151 0 .151

N 1 % 7 9 .9 81 .2 82 .6 84 .3 85 .6 86 .3 F F LO W LB /H /E N G 1268 12 97 133 2 1 384 139 8 1 359

IA S K T 220 2 20 221 226 22 5 216

580 00 TA S K T 387 3 94 405 422 43 0 423 IN D IC A TE D MA C H 0 .6 74 0 .687 0 .706 0 .735 0 .749 0 .738

B U F F E T MA R G IN G 1 .89 1 .84 1 .80 1 .72 1 .64 1 .57

S R N M/LB 0 .1 53 0 .152 0 .152 0 .152 0 .154 0 .156

N 1 % 7 8 .8 80 .0 81 .4 83 .0 85 .0 85 .5

F F LO W LB /H /E N G 1216 12 29 125 5 1 297 136 7 1 323 IA S K T 217 2 15 214 217 22 5 216

560 00 TA S K T 381 3 86 393 407 43 0 422

IN D IC A TE D MA C H 0 .6 65 0 .672 0 .686 0 .710 0 .750 0 .736 B U F F E T MA R G IN G 1 .92 1 .86 1 .81 1 .78 1 .70 1 .62

S R N M/LB 0 .1 57 0 .157 0 .157 0 .157 0 .157 0 .159



FOR ANTI-ICE ON


DECREASE SR% BY 0%.



PAGE 7-17


A L T IT U D E : 3 6 0 0 0 FT T O 4 1 0 0 0 F T



W EIG HT A L T IT U D E ( FT ) ( L B) 3 6 0 0 0 3 7 0 0 0 3 8 0 0 0 3 9 0 0 0 4 0 0 0 0 4 1 0 0 0

N 1 % 7 7 . 9 7 8 . 7 8 0 . 3 8 1 . 8 8 3 . 3 8 4 . 9 F F L O W L B / H / E N G 1 1 7 4 1 1 6 3 1 1 9 1 1 2 2 6 1 2 6 5 1 2 9 8

I A S K T 2 1 4 2 1 0 2 1 0 2 1 1 2 1 4 2 1 6

5 4 0 0 0 TA S K T 3 7 6 3 7 7 3 8 6 3 9 6 4 1 0 4 2 3 I N D IC A TE D M A C H 0 .65 5 0 .6 58 0 . 672 0 .6 91 0 . 714 0 . 737

B U F F E T M A R G IN G 1 .9 5 1 . 87 1 . 83 1 . 81 1 . 76 1 . 68

S R N M /L B 0 .16 0 0 .1 62 0 . 162 0 .1 62 0 . 162 0 . 163

N 1 % 7 7 . 0 7 7 . 9 7 9 . 0 8 0 . 5 8 2 . 0 8 3 . 5

F F L O W L B / H / E N G 1 1 3 1 1 1 2 6 1 1 2 4 1 1 5 4 1 1 8 5 1 2 2 1 I A S K T 2 1 0 2 0 7 2 0 4 2 0 5 2 0 6 2 0 9

5 2 0 0 0 TA S K T 3 7 0 3 7 3 3 7 7 3 8 6 3 9 7 4 1 0

I N D IC A TE D M A C H 0 .64 5 0 .6 51 0 . 657 0 .6 73 0 . 692 0 . 715 B U F F E T M A R G IN G 1 .9 9 1 . 92 1 . 85 1 . 82 1 . 79 1 . 74

S R N M /L B 0 .16 3 0 .1 66 0 . 168 0 .1 67 0 . 167 0 . 168

N 1 % 7 6 . 3 7 7 . 1 7 8 . 0 7 9 . 2 8 0 . 8 8 2 . 4

F F L O W L B / H / E N G 1 0 9 5 1 0 8 3 1 0 7 8 1 0 8 8 1 1 1 9 1 1 5 9

I A S K T 2 0 8 2 0 4 2 0 1 2 0 0 2 0 1 2 0 4 5 0 0 0 0 TA S K T 3 6 6 3 6 7 3 7 1 3 7 8 3 8 8 4 0 2

I N D IC A TE D M A C H 0 .63 8 0 .6 40 0 . 647 0 .6 59 0 . 677 0 . 701

B U F F E T M A R G IN G 2 .0 4 1 . 95 1 . 89 1 . 84 1 . 82 1 . 80 S R N M /L B 0 .16 7 0 .1 70 0 . 172 0 .1 74 0 . 173 0 . 173

N 1 % 7 5 . 4 7 6 . 3 7 7 . 1 7 8 . 2 7 9 . 7 8 1 . 2 F F L O W L B / H / E N G 1 0 5 5 1 0 4 3 1 0 3 4 1 0 3 8 1 0 6 2 1 0 9 2

I A S K T 2 0 4 2 0 1 1 9 8 1 9 7 1 9 8 1 9 9

4 8 0 0 0 TA S K T 3 6 1 3 6 2 3 6 5 3 7 2 3 8 2 3 9 2 I N D IC A TE D M A C H 0 .62 9 0 .6 32 0 . 637 0 .6 48 0 . 666 0 . 684

B U F F E T M A R G IN G 2 .0 8 2 . 00 1 . 92 1 . 88 1 . 85 1 . 83

S R N M /L B 0 .17 1 0 .1 74 0 . 177 0 .1 79 0 . 180 0 . 180

N 1 % 7 4 . 7 7 5 . 5 7 6 . 4 7 7 . 4 7 8 . 4 7 9 . 8

F F L O W L B / H / E N G 1 0 2 0 1 0 0 8 1 0 0 0 1 0 0 2 1 0 0 4 1 0 2 1 I A S K T 2 0 2 1 9 9 1 9 6 1 9 4 1 9 3 1 9 3

4 6 0 0 0 TA S K T 3 5 7 3 5 9 3 6 2 3 6 7 3 7 4 3 8 2

I N D IC A TE D M A C H 0 .62 2 0 .6 25 0 . 631 0 .6 41 0 . 652 0 . 665 B U F F E T M A R G IN G 2 .1 4 2 . 05 1 . 98 1 . 93 1 . 88 1 . 84

S R N M /L B 0 .17 5 0 .1 78 0 . 181 0 .1 83 0 . 186 0 . 187



FOR ANTI-ICE ON


DECREASE SR% BY 0%.



7.1.2 170 MACH 0.78

M AC H 0 .7 8 C R U IS E – AL L E N G IN E S O P E R AT IN G C F3 4 -8 E5 E N GI N ES

A L T IT U D E : 2 7 0 0 0 FT T O 3 5 0 0 0 F T


B L E E D : O P E N


N 1 % 8 7 . 2 8 7 . 3 8 7 . 4 8 7 . 6 8 7 . 8 8 8 . 1 8 8 . 8 - - F F L O W L B / H / E N G 2 5 0 3 2 4 2 4 2 3 5 3 2 2 8 4 2 2 1 9 2 1 6 4 2 1 3 1 - -

I A S K T 3 1 5 3 0 9 3 0 2 2 9 6 2 8 9 2 8 3 2 7 7 - -

8 4 0 0 0 T A S K T 4 6 6 4 6 4 4 6 2 4 6 0 4 5 8 4 5 6 4 5 4 - - I N D IC A T E D M A C H 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 - -

B U F F E T M A R G I N G 2 . 0 6 1 . 9 7 1 . 8 8 1 . 8 0 1 . 7 2 1 . 6 4 1 . 5 7 - -

S R N M / L B 0 . 0 9 3 0 . 0 9 6 0 . 0 9 8 0 . 1 0 1 0 . 1 0 3 0 . 1 0 5 0 . 1 0 6 - -

N 1 % 8 7 . 0 8 7 . 0 8 7 . 2 8 7 . 3 8 7 . 5 8 7 . 7 8 8 . 3 8 9 . 1 -

F F L O W L B / H / E N G 2 4 8 4 2 4 0 1 2 3 3 0 2 2 6 0 2 1 9 6 2 1 3 4 2 0 9 4 2 0 7 4 - I A S K T 3 1 5 3 0 9 3 0 2 2 9 6 2 8 9 2 8 3 2 7 7 2 7 1 -

8 2 0 0 0 T A S K T 4 6 6 4 6 4 4 6 2 4 6 0 4 5 8 4 5 6 4 5 4 4 5 2 -

I N D IC A T E D M A C H 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 - B U F F E T M A R G I N G 2 . 1 1 2 . 0 2 1 . 9 3 1 . 8 5 1 . 7 6 1 . 6 8 1 . 6 1 1 . 5 3 -

S R N M / L B 0 . 0 9 4 0 . 0 9 7 0 . 0 9 9 0 . 1 0 2 0 . 1 0 4 0 . 1 0 7 0 . 1 0 8 0 . 1 0 9 -

N 1 % 8 6 . 8 8 6 . 8 8 6 . 9 8 7 . 0 8 7 . 2 8 7 . 4 8 7 . 8 8 8 . 4 9 0 . 1

F F L O W L B / H / E N G 2 4 6 4 2 3 8 1 2 3 0 6 2 2 3 7 2 1 7 2 2 1 1 0 2 0 5 7 2 0 2 3 2 0 4 9

I A S K T 3 1 5 3 0 9 3 0 2 2 9 6 2 8 9 2 8 3 2 7 7 2 7 1 2 6 4 8 0 0 0 0 T A S K T 4 6 6 4 6 4 4 6 2 4 6 0 4 5 8 4 5 6 4 5 4 4 5 2 4 5 0

I N D IC A T E D M A C H 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0


N 1 % 8 6 . 6 8 6 . 6 8 6 . 7 8 6 . 8 8 7 . 0 8 7 . 1 8 7 . 4 8 7 . 8 8 8 . 8 F F L O W L B / H / E N G 2 4 4 5 2 3 6 2 2 2 8 4 2 2 1 3 2 1 4 8 2 0 8 6 2 0 2 8 1 9 8 6 1 9 6 9

I A S K T 3 1 5 3 0 9 3 0 2 2 9 6 2 8 9 2 8 3 2 7 7 2 7 1 2 6 4


B U F F E T M A R G I N G 2 . 2 2 2 . 1 2 2 . 0 3 1 . 9 4 1 . 8 5 1 . 7 7 1 . 6 9 1 . 6 1 1 . 5 4

S R N M / L B 0 . 0 9 5 0 . 0 9 8 0 . 1 0 1 0 . 1 0 4 0 . 1 0 7 0 . 1 0 9 0 . 1 1 2 0 . 1 1 4 0 . 1 1 4

N 1 % 8 6 . 5 8 6 . 4 8 6 . 5 8 6 . 5 8 6 . 7 8 6 . 8 8 7 . 0 8 7 . 3 8 8 . 1


7 6 0 0 0 T A S K T 4 6 6 4 6 4 4 6 2 4 6 0 4 5 8 4 5 6 4 5 4 4 5 2 4 5 0


S R N M / L B 0 . 0 9 6 0 . 0 9 9 0 . 1 0 2 0 . 1 0 5 0 . 1 0 8 0 . 1 1 0 0 . 1 1 3 0 . 1 1 6 0 . 1 1 7

INCREASE/DECREASE N1% BY 1% PER 5ºC ABOVE/BELOW ISA CONDITIONS.INCREASE/DECREASE F FLOW BY 2% PER 5ºC ABOVE/BELOW ISA CONDITIONS.


FOR ANTI-ICE ON

INCREASE N1% BY 0.6% AND F FLOW BY 4%.

DECREASE SR% BY 4%.



PAGE 7-19


A L T IT U D E : 2 7 0 0 0 FT T O 3 5 0 0 0 F T


B L E E D : O P E N


N 1 % 8 6 . 3 8 6 . 2 8 6 . 3 8 6 . 2 8 6 . 4 8 6 . 5 8 6 . 7 8 6 . 9 8 7 . 5 F F L O W L B / H / E N G 2 4 0 6 2 3 2 3 2 2 4 4 2 1 6 8 2 1 0 1 2 0 3 9 1 9 7 9 1 9 2 2 1 8 8 3

I A S K T 3 1 5 3 0 9 3 0 2 2 9 6 2 8 9 2 8 3 2 7 7 2 7 1 2 6 4


B U F F E T M A R G I N G 2 . 3 4 2 . 2 4 2 . 1 4 2 . 0 4 1 . 9 5 1 . 8 7 1 . 7 8 1 . 7 0 1 . 6 2

S R N M / L B 0 . 0 9 7 0 . 1 0 0 0 . 1 0 3 0 . 1 0 6 0 . 1 0 9 0 . 1 1 2 0 . 1 1 5 0 . 1 1 7 0 . 1 1 9

N 1 % 8 6 . 1 8 6 . 0 8 6 . 0 8 6 . 0 8 6 . 1 8 6 . 2 8 6 . 4 8 6 . 5 8 6 . 9


7 2 0 0 0 T A S K T 4 6 6 4 6 4 4 6 2 4 6 0 4 5 8 4 5 6 4 5 4 4 5 2 4 5 0


S R N M / L B 0 . 0 9 8 0 . 1 0 1 0 . 1 0 4 0 . 1 0 7 0 . 1 1 0 0 . 1 1 3 0 . 1 1 6 0 . 1 1 9 0 . 1 2 2

N 1 % 8 5 . 9 8 5 . 8 8 5 . 8 8 5 . 8 8 5 . 8 8 5 . 9 8 6 . 0 8 6 . 2 8 6 . 5

F F L O W L B / H / E N G 2 3 6 8 2 2 8 4 2 2 0 5 2 1 2 8 2 0 5 7 1 9 9 1 1 9 3 1 1 8 7 4 1 8 2 1

I A S K T 3 1 5 3 0 9 3 0 2 2 9 6 2 8 9 2 8 3 2 7 7 2 7 1 2 6 4 7 0 0 0 0 T A S K T 4 6 6 4 6 4 4 6 2 4 6 0 4 5 8 4 5 6 4 5 4 4 5 2 4 5 0

I N D IC A T E D M A C H 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0


N 1 % 8 5 . 7 8 5 . 6 8 5 . 6 8 5 . 6 8 5 . 6 8 5 . 6 8 5 . 7 8 5 . 8 8 6 . 1 F F L O W L B / H / E N G 2 3 4 9 2 2 6 4 2 1 8 6 2 1 0 8 2 0 3 8 1 9 6 7 1 9 0 8 1 8 5 0 1 7 9 6

I A S K T 3 1 5 3 0 9 3 0 2 2 9 6 2 8 9 2 8 3 2 7 7 2 7 1 2 6 4


B U F F E T M A R G I N G 2 . 5 0 2 . 4 4 2 . 3 3 2 . 2 2 2 . 1 3 2 . 0 3 1 . 9 4 1 . 8 5 1 . 7 6

S R N M / L B 0 . 0 9 9 0 . 1 0 2 0 . 1 0 6 0 . 1 0 9 0 . 1 1 2 0 . 1 1 6 0 . 1 1 9 0 . 1 2 2 0 . 1 2 5

N 1 % 8 5 . 5 8 5 . 4 8 5 . 4 8 5 . 3 8 5 . 4 8 5 . 3 8 5 . 4 8 5 . 5 8 5 . 7


6 6 0 0 0 T A S K T 4 6 6 4 6 4 4 6 2 4 6 0 4 5 8 4 5 6 4 5 4 4 5 2 4 5 0


S R N M / L B 0 . 1 0 0 0 . 1 0 3 0 . 1 0 6 0 . 1 1 0 0 . 1 1 3 0 . 1 1 7 0 . 1 2 0 0 . 1 2 4 0 . 1 2 7



FOR ANTI-ICE ON


DECREASE SR% BY 4%.



MACH 0.78 CRUISE – ALL ENGINES OPERATING

CF34-8E5 ENGINES


CRUISE CONFIGURATION BLEED: OPEN


N 1 % 8 5 . 3 8 5 . 2 8 5 . 2 8 5 . 1 8 5 . 1 8 5 . 0 8 5 . 1 8 5 . 1 8 5 . 4 F F L O W L B / H / E N G 2 3 0 8 2 2 2 5 2 1 4 9 2 0 6 9 2 0 0 1 1 9 2 7 1 8 6 5 1 8 0 1 1 7 5 0

I A S K T 3 1 5 3 0 9 3 0 2 2 9 6 2 8 9 2 8 3 2 7 7 2 7 1 2 6 4


B U F F E T M A R G I N G 2 . 5 0 2 . 5 0 2 . 4 7 2 . 3 6 2 . 2 6 2 . 1 6 2 . 0 6 1 . 9 6 1 . 8 7

S R N M / L B 0 . 1 0 1 0 . 1 0 4 0 . 1 0 7 0 . 1 1 1 0 . 1 1 4 0 . 1 1 8 0 . 1 2 2 0 . 1 2 5 0 . 1 2 8

N 1 % 8 5 . 1 8 5 . 0 8 5 . 0 8 4 . 9 8 4 . 9 8 4 . 8 8 4 . 9 8 4 . 8 8 5 . 0


6 2 0 0 0 T A S K T 4 6 6 4 6 4 4 6 2 4 6 0 4 5 8 4 5 6 4 5 4 4 5 2 4 5 0


S R N M / L B 0 . 1 0 2 0 . 1 0 5 0 . 1 0 8 0 . 1 1 2 0 . 1 1 5 0 . 1 1 9 0 . 1 2 3 0 . 1 2 7 0 . 1 3 0

N 1 % 8 4 . 9 8 4 . 8 8 4 . 8 8 4 . 7 8 4 . 7 8 4 . 6 8 4 . 6 8 4 . 6 8 4 . 7

F F L O W L B / H / E N G 2 2 6 9 2 1 8 4 2 1 1 0 2 0 3 3 1 9 6 4 1 8 9 2 1 8 2 8 1 7 6 2 1 7 0 4

I A S K T 3 1 5 3 0 9 3 0 2 2 9 6 2 8 9 2 8 3 2 7 7 2 7 1 2 6 4 6 0 0 0 0 T A S K T 4 6 6 4 6 4 4 6 2 4 6 0 4 5 8 4 5 6 4 5 4 4 5 2 4 5 0

I N D IC A T E D M A C H 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0


N 1 % 8 4 . 7 8 4 . 6 8 4 . 5 8 4 . 5 8 4 . 4 8 4 . 4 8 4 . 3 8 4 . 3 8 4 . 3 F F L O W L B / H / E N G 2 2 4 9 2 1 6 6 2 0 9 0 2 0 1 5 1 9 4 5 1 8 7 5 1 8 0 9 1 7 4 5 1 6 8 4

I A S K T 3 1 5 3 0 9 3 0 2 2 9 6 2 8 9 2 8 3 2 7 7 2 7 1 2 6 4


B U F F E T M A R G I N G 2 . 5 0 2 . 5 0 2 . 5 0 2 . 5 0 2 . 4 9 2 . 3 8 2 . 2 7 2 . 1 7 2 . 0 7

S R N M / L B 0 . 1 0 4 0 . 1 0 7 0 . 1 1 0 0 . 1 1 4 0 . 1 1 8 0 . 1 2 2 0 . 1 2 5 0 . 1 2 9 0 . 1 3 4

N 1 % 8 4 . 5 8 4 . 4 8 4 . 3 8 4 . 2 8 4 . 2 8 4 . 1 8 4 . 1 8 4 . 1 8 4 . 1


5 6 0 0 0 T A S K T 4 6 6 4 6 4 4 6 2 4 6 0 4 5 8 4 5 6 4 5 4 4 5 2 4 5 0


S R N M / L B 0 . 1 0 4 0 . 1 0 8 0 . 1 1 2 0 . 1 1 5 0 . 1 1 9 0 . 1 2 3 0 . 1 2 7 0 . 1 3 1 0 . 1 3 5



FOR ANTI-ICE ON


DECREASE SR% BY 4%.



PAGE 7-21


A L T IT U D E : 2 7 0 0 0 FT T O 3 5 0 0 0 F T


B L E E D : O P E N

W EIG H T A L T IT UD E ( FT ) ( L B ) 2 7 0 0 0 2 8 0 0 0 2 9 0 0 0 3 0 0 0 0 3 1 0 0 0 3 2 0 0 0 3 3 0 0 0 3 4 0 0 0 3 5 0 0 0

N 1 % 8 4 . 3 8 4 . 2 8 4 . 1 8 4 . 0 8 4 . 0 8 3 . 9 8 3 . 9 8 3 . 8 8 3 . 8 F F L O W L B / H / E N G 2 2 0 9 2 1 2 8 2 0 5 1 1 9 7 7 1 9 0 7 1 8 4 0 1 7 7 4 1 7 1 0 1 6 4 8

I A S K T 3 1 5 3 0 9 3 0 2 2 9 6 2 8 9 2 8 3 2 7 7 2 7 1 2 6 4


B U F F E T M A R G I N G 2 . 5 0 2 . 5 0 2 . 5 0 2 . 5 0 2 . 5 0 2 . 5 0 2 . 4 4 2 . 3 3 2 . 2 2

S R N M / L B 0 . 1 0 5 0 . 1 0 9 0 . 1 1 3 0 . 1 1 6 0 . 1 2 0 0 . 1 2 4 0 . 1 2 8 0 . 1 3 2 0 . 1 3 6

N 1 % 8 4 . 0 8 3 . 9 8 3 . 8 8 3 . 8 8 3 . 7 8 3 . 7 8 3 . 6 8 3 . 6 8 3 . 6


5 2 0 0 0 TA S K T 4 6 6 4 6 4 4 6 2 4 6 0 4 5 8 4 5 6 4 5 4 4 5 2 4 5 0


S R N M / L B 0 . 1 0 6 0 . 1 1 0 0 . 1 1 4 0 . 1 1 7 0 . 1 2 1 0 . 1 2 5 0 . 1 2 9 0 . 1 3 3 0 . 1 3 8

N 1 % 8 3 . 8 8 3 . 7 8 3 . 6 8 3 . 5 8 3 . 5 8 3 . 4 8 3 . 4 8 3 . 4 8 3 . 3

F F L O W L B / H / E N G 2 1 7 2 2 0 9 1 2 0 1 4 1 9 4 0 1 8 7 0 1 8 0 2 1 7 3 8 1 6 7 6 1 6 1 4

I A S K T 3 1 5 3 0 9 3 0 2 2 9 6 2 8 9 2 8 3 2 7 7 2 7 1 2 6 4 5 0 0 0 0 TA S K T 4 6 6 4 6 4 4 6 2 4 6 0 4 5 8 4 5 6 4 5 4 4 5 2 4 5 0

I N D IC A TE D M A C H 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0


N 1 % 8 3 . 7 8 3 . 5 8 3 . 4 8 3 . 3 8 3 . 3 8 3 . 2 8 3 . 1 8 3 . 1 8 3 . 1 F F L O W L B / H / E N G 2 1 5 9 2 0 7 2 1 9 9 5 1 9 2 1 1 8 5 1 1 7 8 3 1 7 1 9 1 6 5 7 1 5 9 6

I A S K T 3 1 5 3 0 9 3 0 2 2 9 6 2 8 9 2 8 3 2 7 7 2 7 1 2 6 4


B U F F E T M A R G I N G 2 . 5 0 2 . 5 0 2 . 5 0 2 . 5 0 2 . 5 0 2 . 5 0 2 . 5 0 2 . 5 0 2 . 5 0

S R N M / L B 0 . 1 0 8 0 . 1 1 2 0 . 1 1 6 0 . 1 2 0 0 . 1 2 4 0 . 1 2 8 0 . 1 3 2 0 . 1 3 6 0 . 1 4 1

N 1 % 8 3 . 7 8 3 . 4 8 3 . 2 8 3 . 1 8 3 . 0 8 2 . 9 8 2 . 9 8 2 . 8 8 2 . 8


4 6 0 0 0 TA S K T 4 6 6 4 6 4 4 6 2 4 6 0 4 5 8 4 5 6 4 5 4 4 5 2 4 5 0


S R N M / L B 0 . 1 0 8 0 . 1 1 3 0 . 1 1 7 0 . 1 2 1 0 . 1 2 5 0 . 1 2 9 0 . 1 3 3 0 . 1 3 8 0 . 1 4 2

INCREASE/DECREASE N1% BY 1% PER 5ºC ABOVE/BELOW ISA CONDITIONS. INCREASE/DECREASE F FLOW BY 2% PER 5ºC ABOVE/BELOW ISA CONDITIONS.


FOR ANTI-ICE ON


DECREASE SR% BY 5%.



M AC H 0 .7 8 C R U IS E – AL L E N G IN E S O P E R AT IN G C F3 4 -8 E5 E N G I N ES

A L T IT U D E : 3 6 0 0 0 FT T O 4 1 0 0 0 F T


B L E E D : O P E N

W EIG H T A L T IT U D E ( FT ) ( L B ) 3 6 0 0 0 3 7 0 0 0 3 8 0 0 0 3 9 0 0 0 4 0 0 0 0 4 1 0 0 0

N 1 % 8 8 . 2 - - - - - F F L O W L B / H / E N G 1 8 5 8 - - - - -

I A S K T 2 5 8 - - - - -

7 4 0 0 0 T A S K T 4 4 8 - - - - - I N D IC A T E D M A C H 0 . 7 8 0 - - - - -

B U F F E T M A R G I N G 1 . 5 4 - - - - -

S R N M / L B 0 . 1 2 0 - - - - -

N 1 % 8 7 . 5 8 9 . 3 - - - -

F F L O W L B / H / E N G 1 8 1 6 1 8 3 4 - - - - I A S K T 2 5 8 2 5 2 - - - -

7 2 0 0 0 T A S K T 4 4 8 4 4 7 - - - -

I N D IC A T E D M A C H 0 . 7 8 0 0 . 7 8 0 - - - - B U F F E T M A R G I N G 1 . 5 9 1 . 5 1 - - - -

S R N M / L B 0 . 1 2 3 0 . 1 2 2 - - - -

N 1 % 8 6 . 9 8 8 . 0 9 0 . 1 - - -

F F L O W L B / H / E N G 1 7 7 7 1 7 6 1 1 8 0 1 - - -

I A S K T 2 5 8 2 5 2 2 4 7 - - - 7 0 0 0 0 T A S K T 4 4 8 4 4 7 4 4 7 - - -

I N D IC A T E D M A C H 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 - - -

B U F F E T M A R G I N G 1 . 6 3 1 . 5 6 1 . 4 8 - - - S R N M / L B 0 . 1 2 6 0 . 1 2 7 0 . 1 2 4 - - -

N 1 % 8 6 . 3 8 7 . 3 8 8 . 7 - - - F F L O W L B / H / E N G 1 7 4 4 1 7 2 3 1 7 2 6 - - -

I A S K T 2 5 8 2 5 2 2 4 7 - - -

6 8 0 0 0 T A S K T 4 4 8 4 4 7 4 4 7 - - - I N D IC A T E D M A C H 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 - - -

B U F F E T M A R G I N G 1 . 6 8 1 . 6 0 1 . 5 3 - - -

S R N M / L B 0 . 1 2 8 0 . 1 3 0 0 . 1 3 0 - - -

N 1 % 8 5 . 9 8 6 . 6 8 7 . 7 8 9 . 8 - -

F F L O W L B / H / E N G 1 7 1 8 1 6 8 5 1 6 7 1 1 7 0 2 - - I A S K T 2 5 8 2 5 2 2 4 7 2 4 1 - -

6 6 0 0 0 T A S K T 4 4 8 4 4 7 4 4 7 4 4 7 - -

I N D IC A T E D M A C H 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 0 . 7 8 0 - - B U F F E T M A R G I N G 1 . 7 3 1 . 6 5 1 . 5 7 1 . 5 0 - -

S R N M / L B 0 . 1 3 0 0 . 1 3 3 0 . 1 3 4 0 . 1 3 1 - -



FOR ANTI-ICE ON


DECREASE SR% BY 2%.



PAGE 7-23


A L T IT U D E : 3 6 0 0 0 FT T O 4 1 0 0 0 F T


B L E E D : O P E N

W EIG H T A L T IT UD E ( FT ) ( L B ) 3 6 0 0 0 3 7 0 0 0 3 8 0 0 0 3 9 0 0 0 4 0 0 0 0 4 1 0 0 0

N 1 % 85.4 86.2 87.0 88.2 - - F F LO W LB /H /E N G 1693 1659 1632 1620 - -

IAS KT 258 252 247 241 - -

64000 TA S KT 448 447 447 447 - - IN D IC A TED MAC H 0 .780 0 .780 0 .780 0 .780 - -

B U F F E T MA R G IN G 1.79 1 .70 1 .62 1 .55 - -

S R N M/LB 0.132 0 .135 0 .137 0 .138 - -

N 1 % 85 .0 85.8 86.4 87.4 89.0 -

F F LO W LB /H /E N G 1668 1636 1597 1580 1587 - IAS KT 258 252 247 241 235 -

62000 TA S KT 448 447 447 447 447 -

IN D IC A TED MAC H 0 .780 0 .780 0 .780 0 .780 0 .780 - B U F F E T MA R G IN G 1.84 1 .76 1 .67 1 .60 1 .52 -

S R N M/LB 0.134 0 .137 0 .140 0 .142 0 .141 -

N 1 % 84 .7 85.4 85.9 86.7 87.8 -

F F LO W LB /H /E N G 1647 1613 1571 1541 1529 -

IAS KT 258 252 247 241 235 - 60000 TA S KT 448 447 447 447 447 -

IN D IC A TED MAC H 0 .780 0 .780 0 .780 0 .780 0 .780 -

B U F F E T MA R G IN G 1.90 1 .82 1 .73 1 .65 1 .57 - S R N M/LB 0.136 0 .139 0 .142 0 .145 0 .146 -

N 1 % 84 .4 85.0 85.4 86.2 87.0 88.2 F F LO W LB /H /E N G 1627 1590 1546 1515 1491 1478

IAS KT 258 252 247 241 235 230

58000 TA S KT 448 447 447 447 447 447 IN D IC A TED MAC H 0 .780 0 .780 0 .780 0 .780 0 .780 0 .780

B U F F E T MA R G IN G 1.97 1 .88 1 .79 1 .71 1 .63 1 .55

S R N M/LB 0.138 0 .141 0 .145 0 .148 0 .150 0 .151

N 1 % 84 .1 84.6 85.0 85.8 86.3 87.3

F F LO W LB /H /E N G 1607 1567 1522 1492 1457 1441 IAS KT 258 252 247 241 235 230

56000 TA S KT 448 447 447 447 447 447

IN D IC A TED MAC H 0 .780 0 .780 0 .780 0 .780 0 .780 0 .780 B U F F E T MA R G IN G 2.04 1 .95 1 .85 1 .77 1 .68 1 .60

S R N M/LB 0.139 0 .143 0 .147 0 .150 0 .154 0 .155

INCREASE/DECREASE N1% BY 1% PER 5ºC ABOVE/BELOW ISA CONDITIONS. INCREASE/DECREASE F FLOW BY 2% PER 5ºC ABOVE/BELOW ISA CONDITIONS.


FOR ANTI-ICE ON


DECREASE SR% BY 1%.



7.1.3 175 LONG RANGE CRUISE

LONG RANGE CRUISE – ALL ENGINES OPERATING ALL ENGINE TYPES


CRUISE CONFIGURATION BLEED: OPEN/ISA CONDITION


N1 % 65.5 68.4 69.2 69.9 70.6 71.4 72.6 73.8 74.8 Fuel Flow lb/h/Eng 1865 1800 1793 1782 1782 1785 1818 1846 1857 IAS kt 269 266 266 265 263 261 264 267 269

84000 TAS kt 289 307 311 315 317 320 329 337 344 Indicated Mach 0.445 0.480 0.489 0.497 0.502 0.509 0.524 0.541 0.554 Buffet Margin 2.22 2.15 2.14 2.12 2.09 2.06 2.10 2.14 2.15 SR NM/lb 0.077 0.085 0.087 0.088 0.089 0.090 0.090 0.091 0.093









INCREASE/DECREASE N1(%) BY 1% PER 5°C ABOVE/BELOW ISA CONDITIONS. INCREASE/DECREASE FUEL FLOW BY 2% PER 5°C ABOVE/BELOW ISA CONDITIONS. INCREASE/DECREASE TAS BY 6 KT PER 5°C ABOVE/BELOW ISA CONDITIONS.

FOR ANTI-ICE ON INCREASE N1(%) BY 0.0% AND FUEL FLOW BY 0.0%.

DECREASE SR(%) BY 0.0%.

OPS-07C


PAGE 7-25





N1 % 62.1 65.0 65.6 66.4 67.3 68.2 68.7 69.5 70.4Fuel Flow lb/h/Eng 1659 1587 1572 1566 1571 1574 1558 1558 1565IAS kt 255 250 249 249 249 250 249 247 247

74000 TAS kt 273 288 292 296 301 307 310 313 316Indicated Mach 0.420 0.452 0.459 0.467 0.477 0.488 0.495 0.501 0.509Buffet Margin 2.26 2.16 2.14 2.13 2.14 2.15 2.12 2.09 2.07SR NM/lb 0.082 0.091 0.093 0.094 0.096 0.098 0.099 0.100 0.101












OPS-07C

















FOR ANTI-ICE ON INCREASE N1(%) BY 0.0% AND FUEL FLOW BY 0.0%. DECREASE SR(%) BY 0.0%.

OPS-07C


PAGE 7-27

















OPS-07C



















OPS-07C


PAGE 7-29


















OPS-07C


















OPS-07C


PAGE 7-31

















OPS-07C






N1 % 80.8 81.7 82.9 84.1 85.0 85.8 86.6 87.0 - Fuel Flow lb/h/Eng 1718 1733 1782 1826 1844 1845 1829 1777 - IAS kt 256 255 258 261 261 260 256 246 -

84000 TAS kt 384 389 399 410 417 421 422 414 - Indicated Mach 0.643 0.655 0.675 0.696 0.710 0.721 0.726 0.714 - Buffet Margin 1.74 1.70 1.69 1.67 1.63 1.58 1.52 1.42 - SR NM/lb 0.112 0.112 0.112 0.112 0.113 0.114 0.115 0.116 -

N1 % 80.3 80.9 82.1 83.2 84.4 85.4 86.1 86.4 - Fuel Flow lb/h/Eng 1680 1669 1713 1756 1794 1817 1798 1745 - IAS kt 254 252 254 256 259 260 256 247 -

82000 TAS kt 381 384 393 403 413 422 422 416 - Indicated Mach 0.638 0.646 0.664 0.684 0.704 0.722 0.726 0.718 - Buffet Margin 1.76 1.71 1.69 1.68 1.65 1.62 1.55 1.47 - SR NM/lb 0.113 0.115 0.115 0.115 0.115 0.116 0.117 0.119 -










OPS-07C


PAGE 7-33


















OPS-07C


















OPS-07C


PAGE 7-35

















OPS-07C





WEIGHT ALTITUDE (FT) (LB) 36000 37000 38000 39000 40000 41000

N1 % - - - - - -Fuel Flow lb/h/Eng - - - - - -IAS kt - - - - - -

84000 TAS kt - - - - - -Indicated Mach - - - - - -Buffet Margin - - - - - -SR NM/lb - - - - - -





N1 % 87.0 - - - - -Fuel Flow lb/h/Eng 1641 - - - - -IAS kt 234 - - - - -

78000 TAS kt 410 - - - - -Indicated Mach 0.714 - - - - -Buffet Margin 1.39 - - - - -SR NM/lb 0.125 - - - - -

N1 % 86.2 - - - - -Fuel Flow lb/h/Eng 1599 - - - - -IAS kt 235 - - - - -

76000 TAS kt 410 - - - - -Indicated Mach 0.715 - - - - -Buffet Margin 1.43 - - - - -SR NM/lb 0.128 - - - - -




OPS-07C


PAGE 7-37





N1 % 85.8 87.1 - - - -Fuel Flow lb/h/Eng 1590 1575 - - - -IAS kt 239 231 - - - -

74000 TAS kt 417 412 - - - -Indicated Mach 0.727 0.718 - - - -Buffet Margin 1.49 1.41 - - - -SR NM/lb 0.131 0.131 - - - -



N1 % 84.9 85.8 86.7 - - -Fuel Flow lb/h/Eng 1548 1517 1486 - - -IAS kt 242 234 224 - - -

70000 TAS kt 421 417 410 - - -Indicated Mach 0.734 0.728 0.715 - - -Buffet Margin 1.60 1.51 1.41 - - -SR NM/lb 0.136 0.138 0.138 - - -








OPS-07C






N1 % 82.5 84.0 85.2 86.3 - -Fuel Flow lb/h/Eng 1373 1419 1434 1421 - -IAS kt 229 232 232 227 - -

64000 TAS kt 401 415 423 423 - -Indicated Mach 0.698 0.723 0.738 0.738 - -Buffet Margin 1.66 1.64 1.60 1.52 - -SR NM/lb 0.146 0.146 0.148 0.149 - -

N1 % 81.4 83.1 84.7 85.7 86.4 -Fuel Flow lb/h/Eng 1306 1357 1410 1395 1362 -IAS kt 224 228 233 227 218 -

62000 TAS kt 392 407 424 424 418 -Indicated Mach 0.684 0.710 0.740 0.739 0.728 -Buffet Margin 1.67 1.66 1.65 1.57 1.48 -SR NM/lb 0.150 0.150 0.150 0.152 0.153 -

N1 % 80.6 82.1 83.6 85.0 86.0 -Fuel Flow lb/h/Eng 1253 1294 1342 1363 1353 -IAS kt 221 223 226 227 222 -


N1 % 79.8 81.2 82.5 84.3 85.6 86.3Fuel Flow lb/h/Eng 1214 1245 1276 1322 1340 1308IAS kt 220 220 221 225 225 217

58000 TAS kt 386 394 404 420 429 424Indicated Mach 0.673 0.688 0.704 0.732 0.748 0.739Buffet Margin 1.76 1.72 1.68 1.66 1.62 1.52SR NM/lb 0.159 0.158 0.158 0.159 0.160 0.162





OPS-07C


PAGE 7-39

















OPS-07C


7.1.4 175 MACH 0.78

MACH 0.78 CRUISE – ALL ENGINES OPERATING ALL ENGINE TYPES




N1 % 87.2 87.2 87.4 87.6 87.8 88.1 - - - Fuel Flow lb/h/Eng 2403 2327 2259 2193 2131 2079 - - - IAS kt 315 309 302 296 289 283 - - - 84000 TAS kt 466 464 462 460 458 456 - - - Indicated Mach 0.78 0.78 0.78 0.78 0.78 0.78 - - - Buffet Margin 1.97 1.88 1.8 1.72 1.64 1.57 - - - SR NM/lb 0.097 0.1 0.102 0.105 0.107 0.11 - - - N1 % 87 87 87.2 87.3 87.5 87.7 88.3 - - Fuel Flow lb/h/Eng 2384 2305 2237 2170 2108 2049 2012 - - IAS kt 315 309 302 296 289 283 277 - - 82000 TAS kt 466 464 462 460 458 456 454 - - Indicated Mach 0.78 0.78 0.78 0.78 0.78 0.78 0.78 - - Buffet Margin 2.02 1.93 1.84 1.76 1.68 1.61 1.53 - - SR NM/lb 0.098 0.101 0.103 0.106 0.109 0.111 0.113 - - N1 % 86.8 86.8 86.9 87 87.2 87.4 87.8 - - Fuel Flow lb/h/Eng 2365 2286 2214 2148 2085 2026 1975 - - IAS kt 315 309 302 296 289 283 277 - - 80000 TAS kt 466 464 462 460 458 456 454 - - Indicated Mach 0.78 0.78 0.78 0.78 0.78 0.78 0.78 - - Buffet Margin 2.07 1.98 1.89 1.81 1.73 1.65 1.57 - - SR NM/lb 0.098 0.101 0.104 0.107 0.11 0.112 0.115 - - N1 % 86.6 86.6 86.7 86.8 86.9 87.1 87.4 87.9 - Fuel Flow lb/h/Eng 2347 2267 2192 2125 2063 2003 1947 1908 - IAS kt 315 309 302 296 289 283 277 271 - 78000 TAS kt 466 464 462 460 458 456 454 452 - Indicated Mach 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 - Buffet Margin 2.12 2.03 1.94 1.85 1.77 1.69 1.61 1.54 - SR NM/lb 0.099 0.102 0.105 0.108 0.111 0.114 0.117 0.118 -

N1 % 86.4 86.4 86.5 86.5 86.7 86.8 87 87.3 88.1 Fuel Flow lb/h/Eng 2328 2248 2173 2103 2040 1980 1923 1872 1847 IAS kt 315 309 302 296 289 283 277 271 264




OPS-07C


PAGE 7-41





N1 % 86.2 86.2 86.2 86.2 86.4 86.5 86.7 86.9 87.5 Fuel Flow lb/h/Eng 2309 2229 2154 2081 2017 1957 1900 1845 1809 IAS kt 315 309 302 296 289 283 277 271 26474000 TAS kt 466 464 462 460 458 456 454 452 450 Indicated Mach 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 Buffet Margin 2.24 2.14 2.04 1.95 1.87 1.78 1.7 1.62 1.55 SR NM/lb 0.101 0.104 0.107 0.11 0.113 0.116 0.119 0.122 0.124 N1 % 86.1 86 86 86 86.1 86.2 86.4 86.5 86.8 Fuel Flow lb/h/Eng 2291 2210 2135 2062 1994 1934 1877 1822 1772 IAS kt 315 309 302 296 289 283 277 271 26472000 TAS kt 466 464 462 460 458 456 454 452 450 Indicated Mach 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 Buffet Margin 2.3 2.2 2.1 2.01 1.92 1.83 1.75 1.67 1.59 SR NM/lb 0.102 0.105 0.108 0.111 0.115 0.118 0.121 0.124 0.127 N1 % 85.9 85.8 85.8 85.8 85.8 85.9 86 86.2 86.5 Fuel Flow lb/h/Eng 2272 2192 2116 2043 1975 1911 1854 1799 1748 IAS kt 315 309 302 296 289 283 277 271 26470000 TAS kt 466 464 462 460 458 456 454 452 450 Indicated Mach 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 Buffet Margin 2.36 2.26 2.16 2.06 1.97 1.88 1.8 1.72 1.64 SR NM/lb 0.102 0.106 0.109 0.113 0.116 0.119 0.122 0.126 0.129 N1 % 85.7 85.6 85.6 85.5 85.6 85.6 85.7 85.8 86.1 Fuel Flow lb/h/Eng 2253 2173 2098 2023 1956 1889 1832 1776 1724 IAS kt 315 309 302 296 289 283 277 271 26468000 TAS kt 466 464 462 460 458 456 454 452 450 Indicated Mach 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 Buffet Margin 2.43 2.33 2.22 2.13 2.03 1.94 1.85 1.77 1.68 SR NM/lb 0.103 0.107 0.11 0.114 0.117 0.121 0.124 0.127 0.13


66000 TAS kt 466 464 462 460 458 456 454 452 450Indicated Mach 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78Buffet Margin 2.5 2.4 2.29 2.19 2.09 2 1.91 1.82 1.74SR NM/lb 0.104 0.108 0.111 0.115 0.118 0.122 0.125 0.129 0.132



OPS-07C






N1 % 85.3 85.2 85.2 85.1 85.1 85 85.1 85.1 85.4 Fuel Flow lb/h/Eng 2216 2134 2062 1985 1920 1850 1791 1729 1680 IAS kt 315 309 302 296 289 283 277 271 264 64000 TAS kt 466 464 462 460 458 456 454 452 450 Indicated Mach 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 Buffet Margin 2.5 2.47 2.36 2.26 2.16 2.06 1.97 1.88 1.79 SR NM/lb 0.105 0.109 0.112 0.116 0.119 0.123 0.127 0.131 0.134 N1 % 85.1 85 85 84.9 84.9 84.8 84.9 84.8 85 Fuel Flow lb/h/Eng 2197 2115 2044 1967 1902 1833 1772 1709 1658 IAS kt 315 309 302 296 289 283 277 271 264 62000 TAS kt 466 464 462 460 458 456 454 452 450 Indicated Mach 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 Buffet Margin 2.5 2.5 2.44 2.33 2.23 2.13 2.03 1.94 1.85 SR NM/lb 0.106 0.11 0.113 0.117 0.12 0.124 0.128 0.132 0.136 N1 % 84.9 84.8 84.7 84.7 84.6 84.6 84.6 84.6 84.6 Fuel Flow lb/h/Eng 2178 2097 2025 1951 1884 1816 1754 1692 1636 IAS kt 315 309 302 296 289 283 277 271 264 60000 TAS kt 466 464 462 460 458 456 454 452 450 Indicated Mach 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 Buffet Margin 2.5 2.5 2.5 2.41 2.3 2.2 2.1 2 1.91 SR NM/lb 0.107 0.111 0.114 0.118 0.121 0.125 0.129 0.133 0.137 N1 % 84.7 84.6 84.5 84.4 84.4 84.3 84.3 84.3 84.3 Fuel Flow lb/h/Eng 2159 2079 2006 1933 1866 1799 1736 1675 1616 IAS kt 315 309 302 296 289 283 277 271 264 58000 TAS kt 466 464 462 460 458 456 454 452 450 Indicated Mach 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 Buffet Margin 2.5 2.5 2.5 2.49 2.38 2.27 2.17 2.07 1.97 SR NM/lb 0.108 0.111 0.115 0.119 0.123 0.127 0.131 0.135 0.139





OPS-07C


PAGE 7-43





N1 % 84.3 84.2 84.1 84 83.9 83.9 83.8 83.8 83.8 Fuel Flow lb/h/Eng 2122 2044 1970 1898 1831 1765 1702 1641 1582 IAS kt 315 309 302 296 289 283 277 271 26454000 TAS kt 466 464 462 460 458 456 454 452 450 Indicated Mach 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 Buffet Margin 2.5 2.5 2.5 2.5 2.5 2.44 2.33 2.22 2.12 SR NM/lb 0.11 0.113 0.117 0.121 0.125 0.129 0.133 0.138 0.142 N1 % 84.1 83.9 83.8 83.8 83.7 83.6 83.6 83.6 83.6 Fuel Flow lb/h/Eng 2104 2026 1952 1880 1813 1748 1685 1625 1565 IAS kt 315 309 302 296 289 283 277 271 26452000 TAS kt 466 464 462 460 458 456 454 452 450 Indicated Mach 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 Buffet Margin 2.5 2.5 2.5 2.5 2.5 2.5 2.42 2.31 2.2 SR NM/lb 0.111 0.114 0.118 0.122 0.126 0.13 0.135 0.139 0.144 N1 % 83.9 83.7 83.6 83.5 83.5 83.4 83.4 83.3 83.3 Fuel Flow lb/h/Eng 2087 2009 1934 1863 1795 1730 1667 1608 1548 IAS kt 315 309 302 296 289 283 277 271 26450000 TAS kt 466 464 462 460 458 456 454 452 450 Indicated Mach 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 Buffet Margin 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.4 2.29 SR NM/lb 0.112 0.115 0.119 0.123 0.127 0.132 0.136 0.14 0.145 N1 % 83.7 83.5 83.4 83.3 83.2 83.2 83.1 83.1 83 Fuel Flow lb/h/Eng 2075 1991 1917 1845 1778 1712 1650 1590 1532 IAS kt 315 309 302 296 289 283 277 271 26448000 TAS kt 466 464 462 460 458 456 454 452 450 Indicated Mach 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 0.78 Buffet Margin 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.39 SR NM/lb 0.112 0.116 0.12 0.125 0.129 0.133 0.137 0.142 0.147

N1 % 83.7 83.4 83.2 83.1 83 82.9 82.9 82.8 82.8Fuel Flow lb/h/Eng 2070 1978 1899 1828 1760 1694 1632 1572 1514IAS kt 315 309 302 296 289 283 277 271 264




OPS-07C





WEIGHT ALTITUDE (FT) (LB)

36000 37000 38000 39000 40000 41000

N1 % - - - - - - Fuel Flow lb/h/Eng - - - - - - IAS kt - - - - - -74000 TAS kt - - - - - -

Indicated Mach - - - - - - Buffet Margin - - - - - - SR NM/lb - - - - - - N1 % 87.5 - - - - - Fuel Flow lb/h/Eng 1746 - - - - - IAS kt 258 - - - - -72000 TAS kt 448 - - - - -

Indicated Mach 0.78 - - - - - Buffet Margin 1.52 - - - - - SR NM/lb 0.128 - - - - - N1 % 86.9 - - - - - Fuel Flow lb/h/Eng 1707 - - - - - IAS kt 258 - - - - -70000 TAS kt 448 - - - - -

Indicated Mach 0.78 - - - - - Buffet Margin 1.56 - - - - - SR NM/lb 0.131 - - - - - N1 % 86.3 87.3 - - - - Fuel Flow lb/h/Eng 1674 1656 - - - - IAS kt 258 252 - - - -68000 TAS kt 448 447 - - - -

Indicated Mach 0.78 0.78 - - - - Buffet Margin 1.61 1.53 - - - - SR NM/lb 0.134 0.135 - - - -





OPS-07C


PAGE 7-45





36000 37000 38000 39000 40000 41000

N1 % 85.4 86.2 87 - - - Fuel Flow lb/h/Eng 1626 1592 1568 - - - IAS kt 258 252 247 - - -64000 TAS kt 448 447 447 - - -

Indicated Mach 0.78 0.78 0.78 - - - Buffet Margin 1.71 1.63 1.55 - - - SR NM/lb 0.138 0.14 0.143 - - - N1 % 85 85.8 86.4 - - - Fuel Flow lb/h/Eng 1602 1570 1533 - - - IAS kt 258 252 247 - - -62000 TAS kt 448 447 447 - - -

Indicated Mach 0.78 0.78 0.78 - - - Buffet Margin 1.76 1.68 1.6 - - - SR NM/lb 0.14 0.142 0.146 - - - N1 % 84.7 85.4 85.9 86.7 - - Fuel Flow lb/h/Eng 1582 1548 1509 1480 - - IAS kt 258 252 247 241 - -60000 TAS kt 448 447 447 447 - -

Indicated Mach 0.78 0.78 0.78 0.78 - - Buffet Margin 1.82 1.73 1.65 1.58 - - SR NM/lb 0.141 0.144 0.148 0.151 - - N1 % 84.4 85 85.4 86.2 87 - Fuel Flow lb/h/Eng 1562 1527 1485 1455 1432 - IAS kt 258 252 247 241 235 -58000 TAS kt 448 447 447 447 447 -

Indicated Mach 0.78 0.78 0.78 0.78 0.78 - Buffet Margin 1.88 1.79 1.71 1.63 1.55 - SR NM/lb 0.143 0.147 0.151 0.154 0.156 -

N1 % 84.1 84.6 85 85.8 86.3 -Fuel Flow lb/h/Eng 1543 1505 1461 1433 1399 -IAS kt 258 252 247 241 235 -




OPS-07C






36000 37000 38000 39000 40000 41000

N1 % 83.8 84.3 84.6 85.3 85.8 86.5 Fuel Flow lb/h/Eng 1526 1483 1441 1411 1375 1348 IAS kt 258 252 247 241 235 23054000 TAS kt 448 447 447 447 447 447

Indicated Mach 0.78 0.78 0.78 0.78 0.78 0.78 Buffet Margin 2.02 1.93 1.84 1.75 1.67 1.59 SR NM/lb 0.147 0.151 0.155 0.159 0.163 0.166 N1 % 83.6 83.9 84.3 84.9 85.3 86 Fuel Flow lb/h/Eng 1509 1464 1421 1389 1350 1327 IAS kt 258 252 247 241 235 23052000 TAS kt 448 447 447 447 447 447

Indicated Mach 0.78 0.78 0.78 0.78 0.78 0.78 Buffet Margin 2.1 2 1.91 1.82 1.73 1.65 SR NM/lb 0.148 0.153 0.157 0.161 0.166 0.169 N1 % 83.3 83.6 84 84.5 84.8 85.6 Fuel Flow lb/h/Eng 1492 1447 1404 1368 1329 1307 IAS kt 258 252 247 241 235 23050000 TAS kt 448 447 447 447 447 447

Indicated Mach 0.78 0.78 0.78 0.78 0.78 0.78 Buffet Margin 2.18 2.08 1.98 1.89 1.8 1.72 SR NM/lb 0.15 0.155 0.159 0.164 0.168 0.171 N1 % 83 83.4 83.7 84.1 84.4 85.1 Fuel Flow lb/h/Eng 1475 1430 1387 1347 1310 1286 IAS kt 258 252 247 241 235 23048000 TAS kt 448 447 447 447 447 447

Indicated Mach 0.78 0.78 0.78 0.78 0.78 0.78 Buffet Margin 2.27 2.17 2.07 1.97 1.88 1.79 SR NM/lb 0.152 0.156 0.161 0.166 0.171 0.174

N1 % 82.8 83.1 83.4 83.7 84 84.6Fuel Flow lb/h/Eng 1459 1413 1370 1330 1292 1265IAS kt 258 252 247 241 235 230




OPS-07C


PAGE 8-1

Chapter 8Descent Planning

8.1 DESCENT

A. The descent table shows fuel consumption, distance and time from the top of descent to sea level for various cruise altitudes. The data are calculated for flight idle thrust setting, maintaining Mach 0.77 or 290 KIAS up to 10000 ft. and 250 KIAS below 10000 ft.

B. The approach and landing fuel consumption is not considered in the following tables.

C. The associated conditions are—

Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UPGear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UPBleeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPENAnti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

D. EXAMPLE

Given:Arrival Airport Elevation . . . . . . . . . . . . . . . . . . . . . . . .3500 ft.Top of Descent Weight . . . . . . . . . . . . . . . . . . . . . . . 64000 lb.ISA Condition

Cruise Altitude.................................................... 35000 ft.

E. RESULTS

1) Data from the 35000 ft. (Top of Descent) to Sea Level table—


2) Data for 5000 ft. (3500 ft. + 1500 ft. above arrival airport) obtained from the 5000 ft. descent table—


3) The fuel, distance and time spent during the descent phase (from 35000 ft. to 5000 ft.) are—

Fuel: 209 - 59 = 150 lb.Distance: 78 - 12 = 66 NMTime: 14 - 3 = 11 min.



8.1.1 170 DESCENT - ALL ENGINES OPERATING

D ESC ENT – ALL EN G IN ES OPER AT ING C F34 -8E5 EN GIN ES

C R U ISE C ONF IG U R ATIO N

BLEED : O PEN

F LIG H T ID LE AIR SPEED : M .77 / 290 K IAS / 250 K IAS

ISA C O N D ITIO N S

WEIG HT TOP OF DESC ENT (L B) (FT )

5 0 0 0 1 0 0 0 0 1 5 0 0 0 2 0 0 0 0 2 5 0 0 0 3 0 0 0 0 3 5 0 0 0 4 0 0 0 0

F U E L L B 6 8 1 2 1 1 6 4 1 9 0 2 1 2 2 3 0 2 4 3 2 5 8

8 2 0 0 0 D I S T A N C E N M 1 4 2 8 4 3 5 6 6 8 8 1 9 1 1 0 2

T I M E M I N 3 6 9 1 1 1 3 1 5 1 6 1 8

F U E L L B 6 7 1 2 0 1 6 2 1 8 8 2 0 9 2 2 8 2 4 0 2 5 5

8 0 0 0 0 D I S T A N C E N M 1 4 2 8 4 3 5 5 6 7 8 0 9 0 1 0 1

T I M E M I N 3 6 9 1 1 1 3 1 5 1 6 1 7

F U E L L B 6 6 1 1 8 1 6 0 1 8 6 2 0 7 2 2 4 2 3 7 2 5 2

7 8 0 0 0 D I S T A N C E N M 1 4 2 8 4 2 5 4 6 6 7 9 8 9 1 0 0

T I M E M I N 3 6 9 1 1 1 3 1 4 1 6 1 7

F U E L L B 6 5 1 1 7 1 5 8 1 8 3 2 0 4 2 2 1 2 3 4 2 4 9

7 6 0 0 0 D I S T A N C E N M 1 4 2 7 4 2 5 3 6 5 7 7 8 7 9 8

T I M E M I N 3 6 9 1 1 1 2 1 4 1 5 1 7

F U E L L B 6 5 1 1 5 1 5 5 1 8 0 2 0 0 2 1 8 2 3 0 2 4 5

7 4 0 0 0 D I S T A N C E N M 1 3 2 7 4 1 5 2 6 4 7 6 8 6 9 7

T I M E M I N 3 6 9 1 0 1 2 1 4 1 5 1 7

F U E L L B 6 4 1 1 4 1 5 3 1 7 7 1 9 7 2 1 4 2 2 6 2 4 1

7 2 0 0 0 D I S T A N C E N M 1 3 2 6 4 0 5 2 6 3 7 5 8 4 9 5 T I M E M I N 3 6 8 1 0 1 2 1 4 1 5 1 6

F U E L L B 6 3 1 1 2 1 5 0 1 7 4 1 9 4 2 1 0 2 2 2 2 3 7


F U E L L B 6 2 1 1 0 1 4 7 1 7 1 1 9 0 2 0 6 2 1 8 2 3 3


F U E L L B 6 1 1 0 8 1 4 4 1 6 7 1 8 6 2 0 2 2 1 3 2 2 8




PAGE 8-3

D E S C E N T – AL L E N G IN E S O P E R AT IN G C F3 4 -8 E5 E N GI N ES


B L E E D : O P E N

F L I G H T I D L E A I R S P E E D : M . 7 7 / 2 9 0 K I A S / 2 5 0 K I A S

I S A C O N D I T I O N S

W EIG HT T O P O F D E S C E NT ( L B) ( FT )

5 0 0 0 1 0 0 0 0 1 5 0 0 0 2 0 0 0 0 2 5 0 0 0 3 0 0 0 0 3 5 0 0 0 4 0 0 0 0

F U E L L B 5 9 1 0 6 1 4 1 1 6 3 1 8 2 1 9 7 2 0 9 2 2 4

6 4 0 0 0 D I S T A N C E N M 1 2 2 5 3 7 4 7 5 8 6 9 7 8 8 9

T I M E M I N 3 6 8 9 1 1 1 3 1 4 1 5

F U E L L B 5 8 1 0 4 1 3 8 1 6 0 1 7 8 1 9 3 2 0 4 2 1 9

6 2 0 0 0 D I S T A N C E N M 1 2 2 4 3 6 4 6 5 7 6 7 7 6 8 7

T I M E M I N 3 5 8 9 1 1 1 2 1 3 1 5

F U E L L B 5 7 1 0 2 1 3 5 1 5 6 1 7 3 1 8 8 1 9 9 2 1 3

6 0 0 0 0 D I S T A N C E N M 1 2 2 4 3 5 4 5 5 5 6 5 7 4 8 5

T I M E M I N 3 5 7 9 1 0 1 2 1 3 1 5

F U E L L B 5 6 9 9 1 3 1 1 5 2 1 6 9 1 8 3 1 9 4 2 0 8

5 8 0 0 0 D I S T A N C E N M 1 2 2 3 3 4 4 4 5 4 6 4 7 2 8 2

T I M E M I N 3 5 7 9 1 0 1 2 1 3 1 4

F U E L L B 5 4 9 7 1 2 8 1 4 7 1 6 4 1 7 8 1 8 8 2 0 2

5 6 0 0 0 D I S T A N C E N M 1 1 2 3 3 3 4 2 5 2 6 2 7 0 8 0

T I M E M I N 3 5 7 8 1 0 1 1 1 2 1 4

F U E L L B 5 3 9 4 1 2 4 1 4 3 1 5 9 1 7 3 1 8 3 1 9 7

5 4 0 0 0 D I S T A N C E N M 1 1 2 2 3 2 4 1 5 0 6 0 6 8 7 8 T I M E M I N 3 5 7 8 1 0 1 1 1 2 1 3

F U E L L B 5 1 9 1 1 2 0 1 3 8 1 5 4 1 6 7 1 7 7 1 9 1

5 2 0 0 0 D I S T A N C E N M 1 1 2 1 3 1 4 0 4 9 5 8 6 6 7 6 T I M E M I N 2 5 7 8 9 1 1 1 2 1 3

F U E L L B 5 0 8 9 1 1 7 1 3 4 1 4 9 1 6 2 1 7 1 1 8 5


F U E L L B 4 8 8 6 1 1 2 1 2 9 1 4 4 1 5 6 1 6 5 1 7 8




8.1.2 175 DESCENT - ALL ENGINES OPERATING

DESCENT – ALL ENGINES OPERATING ALL ENGINE TYPES

CRUISE CONFIGURATION BLEED: OPEN FLIGHT IDLE AIRSPEED: M .77 / 290 KIAS / 250 KIAS ISA CONDITIONS

WEIGHT TOP OF DESCENT (lb) (FT)

5000 10000 15000 20000 25000 30000 35000 41000 FUEL lb 64 115 156 182 202 220 232 250

84000 DISTANCE NM 14 28 43 55 68 81 91 104 TIME MIN 3 6 9 11 13 15 16 18 FUEL lb 64 114 155 180 200 217 230 24782000 DISTANCE NM 14 28 43 55 67 80 89 103 TIME MIN 3 6 9 11 13 14 16 18 FUEL lb 63 113 153 177 198 215 227 24480000 DISTANCE NM 14 27 42 54 66 79 88 101 TIME MIN 3 6 9 11 13 14 16 17 FUEL lb 62 111 151 175 195 212 224 24178000 DISTANCE NM 14 27 42 53 65 77 87 100 TIME MIN 3 6 9 11 12 14 15 17 FUEL lb 61 110 149 173 192 209 221 23876000 DISTANCE NM 13 27 41 52 64 76 86 99 TIME MIN 3 6 9 10 12 14 15 17 FUEL lb 61 108 147 170 189 206 217 23574000 DISTANCE NM 13 26 40 52 63 75 84 98 TIME MIN 3 6 8 10 12 14 15 17 FUEL lb 60 107 144 168 186 202 214 23172000 DISTANCE NM 13 26 40 51 62 74 83 96 TIME MIN 3 6 8 10 12 13 15 16 FUEL lb 59 105 142 165 183 199 210 22870000 DISTANCE NM 13 25 39 50 61 72 82 95 TIME MIN 3 6 8 10 12 13 14 16 FUEL lb 58 104 140 162 180 195 206 22468000 DISTANCE NM 13 25 38 49 60 71 80 93 TIME MIN 3 6 8 10 11 13 14 16

OPS-07C


PAGE 8-5


DESCENT – ALL ENGINES OPERATING ALL ENGINE TYPES

CRUISE CONFIGURATION BLEED: OPEN FLIGHT IDLE AIRSPEED: M .77 / 290 KIAS / 250 KIAS ISA CONDITIONS

WEIGHT TOP OF DESCENT (KG) (FT)

5000 10000 15000 20000 25000 30000 35000 41000 FUEL lb 57 102 137 159 176 191 202 220

66000 DISTANCE NM 12 25 38 48 59 70 78 92 TIME MIN 3 6 8 10 11 13 14 16 FUEL lb 56 100 134 155 173 187 198 21564000 DISTANCE NM 12 24 37 47 57 68 77 90 TIME MIN 3 5 8 9 11 12 14 15 FUEL lb 55 98 131 152 169 183 194 21162000 DISTANCE NM 12 24 36 46 56 67 75 88 TIME MIN 3 5 8 9 11 12 13 15 FUEL lb 53 95 128 148 165 179 189 20660000 DISTANCE NM 12 23 35 45 55 65 73 86 TIME MIN 3 5 7 9 10 12 13 15 FUEL lb 52 93 125 144 161 174 184 20158000 DISTANCE NM 11 23 34 44 53 63 71 84 TIME MIN 3 5 7 9 10 12 13 14 FUEL lb 51 91 122 141 156 170 179 19656000 DISTANCE NM 11 22 33 42 52 62 69 82 TIME MIN 3 5 7 8 10 11 12 14 FUEL lb 49 88 118 136 152 165 174 19054000 DISTANCE NM 11 21 32 41 50 60 67 80 TIME MIN 2 5 7 8 10 11 12 14

OPS-07C



OPS-07C


PAGE 9-1

Chapter 9Holding

9.1 HOLDING

A. The holding tables show indicated airspeed, Mach number, N1, fuel flow and fuel consumption for various weights, altitudes, anti-ice on (with and without ice accretion) and off condition. Data are presented in ISA condition for all engines operating configuration.

B. The associated conditions are—

Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UPGear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UPBleeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPENAirspeed . . . . . . . . . . . . . . MINIMUM FUEL CONSUMPTIONAnti-Ice . . . . . . OFF, ON, AND; ON (WITH ICE ACCRETION)




9.1.1 ERJ-170 - HOLDING - ALL ENGINES OPERATING

ERJ-170 – HOLDING – ALL ENGINES OPERATING

STANDARD ATMOSPHERE

ANTI-ICE: OFF CONFIGURATION: CRUISE BLEED: OPEN SPEED: MINIMUM FUEL CONSUMPTION or 1.27 Vs

WEIGHT ALTITUDE (FT) (lb) 1500 5000 10000 15000 20000 25000 30000 35000 IAS KT 204 204 205 206 207 208 209 212 TAS KT 208 220 237 257 279 305 333 366 84000 MACH 0.317 0.338 0.372 0.410 0.455 0.506 0.566 0.635 N1 % 57.3 59.8 63.9 68.2 73.0 76.4 81.4 87.4 FF pph/Eng 1550 1518 1478 1491 1532 1477 1540 1642

IAS KT 202 202 202 203 204 205 207 209 TAS KT 206 217 234 254 276 301 329 362 82000 MACH 0.313 0.334 0.367 0.405 0.449 0.500 0.559 0.628 N1 % 56.8 59.2 63.2 67.3 72.4 75.9 80.6 85.8 FF pph/Eng 1520 1484 1443 1439 1495 1442 1486 1552






FOR HOLDING IN A RACETRACK INCREASE FUEL FLOW BY 5%.

OPS-07C


PAGE 9-3


STANDARD ATMOSPHERE


WEIGHT ALTITUDE (FT) (lb) 1500 5000 10000 15000 20000 25000 30000 35000









OPS-07C



STANDARD ATMOSPHERE









OPS-07C


PAGE 9-5


STANDARD ATMOSPHERE

ANTI-ICE: ON (WITHOUT ICE ACCRETION) CONFIGURATION: CRUISE BLEED: OPEN SPEED: MINIMUM FUEL CONSUMPTION or 1.27 Vs










OPS-07C



STANDARD ATMOSPHERE











OPS-07C


PAGE 9-7


STANDARD ATMOSPHERE









OPS-07C



STANDARD ATMOSPHERE

ANTI-ICE: ON (WITH ICE ACCRETION) CONFIGURATION: CRUISE BLEED: OPEN SPEED: MINIMUM FUEL CONSUMPTION or 1.27 Vs


IAS KT 220 220 221 222 223 225 ///// ///// TAS KT 225 237 256 277 301 328 ///// ///// 84000 MACH 0.341 0.364 0.400 0.442 0.490 0.545 ///// ///// N1 % 64.0 66.9 70.8 75.5 79.9 83.5 ///// ///// FF pph/Eng 2053 2027 1999 2041 2074 2047 ///// /////

IAS KT 217 218 218 219 220 222 ///// ///// TAS KT 222 234 252 274 297 324 ///// ///// 82000 MACH 0.337 0.360 0.396 0.437 0.484 0.538 ///// ///// N1 % 63.5 66.3 70.3 74.7 79.3 82.8 ///// ///// FF pph/Eng 2010 1978 1948 1980 2027 1997 ///// /////

IAS KT 214 215 216 216 218 219 221 ///// TAS KT 219 231 249 270 294 320 350 ///// 80000 MACH 0.333 0.355 0.391 0.431 0.478 0.532 0.595 ///// N1 % 62.9 65.7 69.6 73.9 78.6 82.2 88.0 ///// FF pph/Eng 1967 1929 1901 1923 1981 1948 2057 /////






OPS-07C


PAGE 9-9


STANDARD ATMOSPHERE











OPS-07C



STANDARD ATMOSPHERE









OPS-07C


PAGE 9-11

9.1.2 ERJ -175 - HOLDING - ALL ENGINES OPERATING


STANDARD ATMOSPHERE

ANTI-ICE: OFF CONFIGURATION : CRUISE BLEED: OPEN SPEED: MINIMUM FUEL CONSUMPTION or 1.27 Vs


IAS kt 205 206 206 207 208 209 211 213 TAS kt 210 221 239 259 281 306 335 368 85000 MACH 0.319 0.340 0.374 0.413 0.457 0.509 0.569 0.639 N1 % 57.8 60.4 64.4 68.9 73.6 76.9 82.0 88.8 FF pph/Eng 1579 1549 1509 1532 1566 1510 1585 1721








OPS-07C



STANDARD ATMOSPHERE











OPS-07C


PAGE 9-13


STANDARD ATMOSPHERE









OPS-07C



STANDARD ATMOSPHERE

ANTI-ICE: ON (WITHOUT ICE ACCRETION) CONFIGURATION : CRUISE BLEED: OPEN SPEED: MINIMUM FUEL CONSUMPTION or 1.27 Vs


IAS kt 210 210 210 210 210 210 211 ///// TAS kt 215 226 243 262 284 308 335 ///// 85000 MACH 0.326 0.347 0.381 0.419 0.462 0.511 0.569 ///// N1 % 58.5 61.2 65.0 69.4 74.0 77.2 82.3 ///// FF pph/Eng 1679 1669 1632 1649 1677 1608 1686 /////





IAS kt 210 210 210 210 210 210 210 TAS kt 215 226 243 262 284 308 334 364 75000 MACH 0.326 0.347 0.381 0.419 0.462 0.511 0.567 0.631 N1 % 56.4 58.3 61.6 66.2 71.2 74.8 78.6 84.2 FF pph/Eng 1577 1536 1494 1465 1507 1459 1447 1551



OPS-07C


PAGE 9-15


STANDARD ATMOSPHERE

ANTI-ICE: ON (WITHOUT ICE ACCRETION) CONFIGURATION : CRUISE BLEED: OPEN SPEED: MINIMUM FUEL CONSUMPTION or 1.27 Vs










OPS-07C



STANDARD ATMOSPHERE









OPS-07C


PAGE 9-17


STANDARD ATMOSPHERE



IAS kt 221 222 222 223 224 226 ///// ///// TAS kt 226 238 257 279 303 330 ///// ///// 85000 MACH 0.343 0.366 0.403 0.445 0.493 0.548 ///// ///// N1 % 64.5 67.4 71.3 76.0 80.4 84.1 ///// ///// FF pph/ENG 2091 2068 2043 2091 2117 2091 ///// /////



IAS kt 213 214 214 215 216 218 219 ///// TAS kt 218 229 248 268 292 318 348 ///// 79000 MACH 0.331 0.353 0.388 0.429 0.475 0.529 0.591 ///// N1 % 62.8 65.6 69.5 73.7 78.5 82.1 87.8 ///// FF pph/ENG 1960 1920 1893 1913 1973 1941 2040 /////





OPS-07C



STANDARD ATMOSPHERE











OPS-07C


PAGE 9-19



STANDARD ATMOSPHERE









OPS-07C



OPS-07C


PAGE 10-1

Chapter 10One Engine Inop Performance

10.1 ONE ENGINE INOPERATIVE PERFORMANCE

This Chapter covers one engine inoperative performance including Cruise, Driftdown, and Holding Tables.

10.2 CRUISE TABLES

A. The one engine inoperative long range cruise tables show N1, fuel flow, indicated airspeed, true airspeed, indicated Mach number, buffet margin and specific range. Data are presented for various weights, altitudes and corrections for ISA deviation.


Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UPGear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP Bleeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPENAnti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF




10.2.1 ERJ-170 - LONG RANGE CRUISE - ONE ENGINE INOPERATIVE

ERJ-170 – LONG RANGE CRUISE – ONE ENGINE INOPERATIVE

ALTITUDE: 5000 MSL — 17000 MSL

STANDARD ATMOSPHERE CONFIGURATION: CRUISE BLEED: OPEN

WEIGHT ALTITUDE (FT) (lb) 5000 10000 11000 12000 13000 14000 15000 16000 17000 N1 % 83.6 86.9 - - - - - - - FUEL FLOW lb/h/Eng 3735 3698 - - - - - - - IAS kt 257 254 - - - - - - - 84000 TAS kt 276 293 - - - - - - - INDICATED MACH 0.425 0.459 - - - - - - - BUFFET MARGIN G 2.03 1.96 - - - - - - - SR NM/lb 0.074 0.079 - - - - - - -

N1 % 82.9 86.3 87.1 87.8 - - - - - FUEL FLOW lb/h/Eng 3637 3603 3612 3617 - - - - - IAS kt 255 251 251 251 - - - - - 82000 TAS kt 273 290 294 298 - - - - - INDICATED MACH 0.42 0.454 0.462 0.471 - - - - - BUFFET MARGIN G 2.04 1.97 1.96 1.95 - - - - - SR NM/lb 0.075 0.08 0.081 0.082 - - - - -

N1 % 82.1 85.8 86.5 87.2 88 - - - - FUEL FLOW lb/h/Eng 3523 3515 3517 3515 3523 - - - - IAS kt 251 249 248 248 248 - - - - 80000 TAS kt 269 288 291 295 299 - - - - INDICATED MACH 0.414 0.451 0.458 0.465 0.474 - - - - BUFFET MARGIN G 2.03 1.98 1.97 1.95 1.95 - - - - SR NM/lb 0.076 0.082 0.083 0.084 0.085 - - - -

N1 % 81.3 85.2 85.8 86.5 87.3 88.1 - - - FUEL FLOW lb/h/Eng 3420 3425 3421 3410 3425 3434 - - - IAS kt 248 247 246 244 245 244 - - - 78000 TAS kt 266 285 288 291 296 300 - - - INDICATED MACH 0.409 0.447 0.453 0.459 0.468 0.477 - - - BUFFET MARGIN G 2.03 2.00 1.98 1.95 1.95 1.94 - - - SR NM/lb 0.078 0.083 0.084 0.085 0.086 0.087 - - -

N1 % 80.5 84.5 85.2 85.9 86.7 87.3 88.3 - - FUEL FLOW lb/h/Eng 3316 3331 3325 3332 3334 3325 3355 - - IAS kt 244 244 243 243 242 241 241 - - 76000 TAS kt 262 282 285 289 293 296 300 - - INDICATED MACH 0.404 0.442 0.448 0.456 0.464 0.471 0.479 - - BUFFET MARGIN G 2.03 2.01 1.99 1.98 1.97 1.95 1.94 - - SR NM/lb 0.079 0.085 0.086 0.087 0.088 0.089 0.089 - -

INCREASE/DECREASE N1(%) BY 0.8% PER 5°C ABOVE/BELOW ISA CONDITIONS. INCREASE/DECREASE FUEL FLOW BY 2% PER 5°C ABOVE/BELOW ISA CONDITIONS. INCREASE/DECREASE TAS BY 5 KT PER 5°C ABOVE/BELOW ISA CONDITIONS.

FOR ALTITUDES BELLOW 31000FT AND ANTI-ICE ON INCREASE N1(%) BY 0.4% AND FUEL FLOW BY 7%. DECREASE SR(%) BY 7%.



PAGE 10-3




WEIGHT ALTITUDE (FT) (lb) 5000 10000 11000 12000 13000 14000 15000 16000 17000 N1 % 79.8 83.7 84.5 85.3 86 86.6 87.4 88.5 - FUEL FLOW lb/h/Eng 3221 3237 3231 3243 3240 3230 3235 3272 - IAS kt 241 241 241 241 240 238 238 237 - 74000 TAS kt 259 278 282 287 290 293 297 300 - INDICATED MACH 0.399 0.436 0.444 0.452 0.459 0.465 0.474 0.482 - BUFFET MARGIN G 2.03 2.01 2.00 2.00 1.98 1.95 1.95 1.93 - SR NM/lb 0.08 0.086 0.087 0.088 0.089 0.091 0.092 0.092 -

N1 % 79.1 83 83.8 84.6 85.3 86 86.7 87.5 88.7 Fuel Flow lb/h/Eng 3139 3142 3142 3147 3145 3141 3144 3146 3191 IAS kt 239 238 238 238 237 236 236 235 234 72000 TAS kt 256 275 279 283 286 290 293 297 301 INDICATED MACH 0.394 0.43 0.438 0.447 0.454 0.461 0.469 0.476 0.484 BUFFET MARGIN G 2.04 2.01 2.01 2.01 1.99 1.97 1.96 1.94 1.92 SR NM/lb 0.082 0.087 0.089 0.09 0.091 0.092 0.093 0.094 0.094

N1 % 78.3 82.2 83 83.7 84.5 85.4 86.1 86.6 87.7 Fuel Flow lb/h/Eng 3054 3042 3045 3046 3050 3062 3055 3035 3062 IAS kt 236 234 234 234 234 234 233 231 231 70000 TAS kt 253 271 275 279 283 288 291 293 297 INDICATED MACH 0.389 0.424 0.432 0.44 0.449 0.457 0.464 0.469 0.477 BUFFET MARGIN G 2.05 2.01 2.00 2.00 2.00 2.00 1.97 1.94 1.93 SR NM/lb 0.083 0.089 0.09 0.092 0.093 0.094 0.095 0.096 0.097

N1 % 77.5 81.4 82.2 82.9 83.7 84.7 85.3 86 86.8 Fuel Flow lb/h/Eng 2968 2951 2954 2950 2952 2970 2963 2955 2953 IAS kt 233 231 231 231 231 232 230 229 228 68000 TAS kt 250 267 271 275 279 284 287 290 294 INDICATED MACH 0.384 0.419 0.426 0.434 0.443 0.452 0.458 0.465 0.473 BUFFET MARGIN G 2.05 2.01 2.01 2.00 2.00 2.01 1.98 1.96 1.94 SR NM/lb 0.084 0.091 0.092 0.093 0.095 0.096 0.097 0.098 0.099

N1 % 76.8 80.7 81.5 82.1 82.9 83.7 84.6 85.4 86.1 Fuel Flow lb/h/Eng 2885 2862 2864 2852 2859 2860 2871 2879 2865 IAS kt 230 228 228 227 228 228 228 228 226 66000 TAS kt 247 264 268 271 275 280 284 288 291 INDICATED MACH 0.38 0.414 0.421 0.427 0.436 0.445 0.453 0.462 0.467 BUFFET MARGIN G 2.07 2.03 2.02 2.00 2.00 2.00 2.00 1.99 1.96 SR NM/lb 0.086 0.092 0.094 0.095 0.096 0.098 0.099 0.100 0.101








WEIGHT ALTITUDE (FT) (lb) 5000 10000 11000 12000 13000 14000 15000 16000 17000 N1 % 76.1 79.9 80.7 81.4 82.1 82.9 83.7 84.6 85.3 FUEL FLOW lb/h/Eng 2801 2773 2772 2766 2769 2765 2772 2790 2777 IAS kt 227 226 225 224 224 224 225 225 223 64000 TAS kt 244 261 264 267 272 275 280 285 287 INDICATED MACH 0.375 0.409 0.416 0.422 0.43 0.438 0.447 0.457 0.462 BUFFET MARGIN G 2.08 2.04 2.03 2.01 2.01 2.00 2.00 2.01 1.97 SR NM/lb 0.087 0.094 0.095 0.097 0.098 0.100 0.101 0.102 0.103

N1 % 75.2 78.8 79.8 80.6 81.4 82 82.8 83.5 84.5 FUEL FLOW lb/h/Eng 2708 2668 2680 2682 2680 2669 2672 2677 2689 IAS kt 224 222 222 222 221 220 221 221 221 62000 TAS kt 240 257 261 264 268 271 275 280 284 INDICATED MACH 0.37 0.402 0.41 0.417 0.424 0.431 0.44 0.448 0.457 BUFFET MARGIN G 2.09 2.04 2.04 2.03 2.02 2.00 2.00 2.00 1.99 SR NM/lb 0.089 0.096 0.097 0.099 0.1 0.102 0.103 0.104 0.106

N1 % 74.2 77.9 78.8 79.8 80.5 81.2 81.9 82.6 83.5 FUEL FLOW lb/h/Eng 2609 2586 2580 2593 2591 2583 2580 2573 2589 IAS kt 220 219 219 219 218 218 217 217 217 60000 TAS kt 236 253 257 261 264 267 271 275 280 INDICATED MACH 0.364 0.396 0.404 0.412 0.419 0.425 0.433 0.44 0.45 BUFFET MARGIN G 2.08 2.05 2.04 2.04 2.03 2.01 2 1.99 2 SR NM/lb 0.091 0.098 0.099 0.101 0.102 0.104 0.105 0.107 0.108

N1 % 73.1 77 77.8 78.6 79.6 80.5 81.1 81.7 82.5 FUEL FLOW lb/h/Eng 2504 2503 2493 2492 2500 2505 2494 2481 2485 IAS kt 216 215 215 215 215 215 214 213 213 58000 TAS kt 232 249 253 257 261 265 267 270 275 INDICATED MACH 0.357 0.391 0.397 0.405 0.413 0.421 0.427 0.433 0.442 BUFFET MARGIN G 2.07 2.06 2.05 2.04 2.04 2.04 2.01 1.99 1.99 SR NM/lb 0.093 0.100 0.101 0.103 0.104 0.106 0.107 0.109 0.111

N1 % 72.1 76.1 76.9 77.6 78.5 79.6 80.3 81 81.7 FUEL FLOW lb/h/Eng 2410 2419 2411 2401 2402 2415 2410 2400 2400 IAS kt 212 212 212 212 212 212 211 210 210 56000 TAS kt 228 246 249 252 256 261 264 267 271 INDICATED MACH 0.351 0.385 0.391 0.398 0.406 0.415 0.421 0.428 0.436 BUFFET MARGIN G 2.08 2.06 2.06 2.05 2.04 2.05 2.03 2.01 2.00 SR NM/lb 0.095 0.101 0.103 0.105 0.107 0.108 0.109 0.111 0.113





PAGE 10-5




WEIGHT ALTITUDE (FT) (lb) 5000 10000 11000 12000 13000 14000 15000 16000 17000 N1 % 71.4 75.1 75.9 76.6 77.4 78.3 79.3 80.2 80.9 FUEL FLOW lb/h/Eng 2345 2329 2328 2320 2310 2314 2318 2320 2313 IAS kt 210 208 208 208 208 208 208 208 207 54000 TAS kt 225 241 245 248 252 256 260 264 267 INDICATED MACH 0.347 0.378 0.385 0.392 0.399 0.407 0.414 0.422 0.429 BUFFET MARGIN G 2.11 2.07 2.07 2.06 2.05 2.05 2.04 2.03 2.02 SR NM/lb 0.096 0.104 0.105 0.107 0.109 0.111 0.112 0.114 0.115

N1 % 70.8 74 74.9 75.7 76.4 77.2 78.1 79.1 79.9 FUEL FLOW lb/h/Eng 2287 2236 2238 2237 2229 2222 2221 2226 2227 IAS kt 208 205 205 205 204 204 204 204 204 52000 TAS kt 223 237 241 244 248 251 255 259 263 INDICATED MACH 0.344 0.371 0.378 0.386 0.392 0.4 0.407 0.415 0.423 BUFFET MARGIN G 2.15 2.07 2.07 2.07 2.06 2.05 2.04 2.04 2.03 SR NM/lb 0.098 0.106 0.107 0.109 0.111 0.113 0.115 0.116 0.118

N1 % 70.1 72.9 73.8 74.6 75.4 76.1 77 77.9 78.9 FUEL FLOW lb/h/Eng 2224 2138 2145 2148 2144 2137 2126 2126 2138 IAS kt 205 200 201 201 201 200 200 200 200 50000 TAS kt 221 232 236 240 243 247 250 254 258 INDICATED MACH 0.34 0.364 0.371 0.378 0.385 0.392 0.399 0.407 0.416 BUFFET MARGIN G 2.18 2.07 2.07 2.07 2.06 2.05 2.04 2.04 2.04 SR NM/lb 0.099 0.109 0.110 0.112 0.113 0.115 0.118 0.119 0.121

N1 % 69.2 71.8 72.7 73.5 74.3 75.1 75.9 76.8 77.7 FUEL FLOW lb/h/Eng 2159 2037 2048 2053 2056 2052 2042 2031 2038 IAS kt 203 196 197 197 197 197 196 196 196 48000 TAS kt 218 227 231 235 239 242 245 249 253 INDICATED MACH 0.335 0.356 0.363 0.371 0.378 0.385 0.392 0.399 0.407 BUFFET MARGIN G 2.22 2.06 2.07 2.07 2.07 2.06 2.05 2.04 2.04 SR NM/lb 0.101 0.112 0.113 0.114 0.116 0.118 0.12 0.122 0.124








WEIGHT ALTITUDE (FT) (lb) 18000 19000 20000 21000 22000 23000 24000 25000 26000 N1 % - - - - - - - - - FUEL FLOW lb/h/Eng - - - - - - - - - IAS kt - - - - - - - - - 74000 TAS kt - - - - - - - - - INDICATED MACH- - - - - - - - - BUFFET MARGIN G - - - - - - - - - SR NM/lb - - - - - - - - -

N1 % - - - - - - - - - FUEL FLOW lb/h/Eng - - - - - - - - - IAS kt - - - - - - - - - 72000 TAS kt - - - - - - - - - INDICATED MACH- - - - - - - - - BUFFET MARGIN G - - - - - - - - - SR NM/lb - - - - - - - - -

N1 % 88.8 - - - - - - - - FUEL FLOW lb/h/Eng 3086 - - - - - - - - IAS kt 229 - - - - - - - - 70000 TAS kt 299 - - - - - - - - INDICATED MACH 0.483 - - - - - - - - BUFFET MARGIN G 1.89 - - - - - - - - SR NM/lb 0.097 - - - - - - - -

N1 % 87.7 89 - - - - - - - FUEL FLOW lb/h/Eng 2959 2997 - - - - - - - IAS kt 226 225 - - - - - - - 68000 TAS kt 295 298 - - - - - - - INDICATED MACH 0.477 0.484 - - - - - - - BUFFET MARGIN G 1.90 1.87 - - - - - - - SR NM/lb 0.100 0.100 - - - - - - -

N1 % 86.7 87.8 89 - - - - - - FUEL FLOW lb/h/Eng 2847 2873 2905 - - - - - - IAS kt 224 222 221 - - - - - - 66000 TAS kt 293 295 298 - - - - - - INDICATED MACH 0.473 0.478 0.485 - - - - - - BUFFET MARGIN G 1.92 1.89 1.86 - - - - - - SR NM/lb 0.103 0.103 0.103 - - - - - -





PAGE 10-7




WEIGHT ALTITUDE (FT) (lb) 18000 19000 20000 21000 22000 23000 24000 25000 26000 N1 % 85.9 86.9 87.7 89.3 - - - - - FUEL FLOW lb/h/Eng 2764 2775 2766 2770 - - - - - IAS kt 222 221 217 217 - - - - - 64000 TAS kt 290 294 293 297 - - - - - INDICATED MACH0.4690.476 0.477 0.486 - - - - - BUFFET MARGIN G 1.95 1.93 1.86 1.85 - - - - - SR NM/lb 0.105 0.106 0.106 0.107 - - - - -

N1 % 85.3 86 86.6 87.9 - - - - - FUEL FLOW lb/h/Eng 2694 2678 2651 2636 - - - - - IAS kt 221 219 215 213 - - - - - 62000 TAS kt 289 291 290 293 - - - - - INDICATED MACH0.4660.471 0.472 0.479 - - - - - BUFFET MARGIN G 1.99 1.95 1.88 1.85 - - - - - SR NM/lb 0.107 0.109 0.109 0.111 - - - - -

N1 % 84.5 85.1 85.8 86.8 87.7 - - - - FUEL FLOW lb/h/Eng 2607 2591 2578 2535 2529 - - - - IAS kt 218 216 215 212 208 - - - - 60000 TAS kt 285 287 290 291 290 - - - - INDICATED MACH0.4610.466 0.472 0.476 0.476 - - - - BUFFET MARGIN G 2.01 1.97 1.94 1.89 1.82 - - - - SR NM/lb 0.109 0.111 0.113 0.115 0.115 - - - -

N1 % 83.5 84.3 85.2 85.8 86.5 87.9 - - - FUEL FLOW lb/h/Eng 2500 2510 2513 2448 2425 2461 - - - IAS kt 214 214 214 212 207 205 - - - 58000 TAS kt 280 284 289 290 288 291 - - - INDICATED MACH0.4520.461 0.47 0.474 0.473 0.48 - - - BUFFET MARGIN G 2.00 2.00 1.99 1.94 1.85 1.83 - - - SR NM/lb 0.112 0.113 0.115 0.119 0.119 0.118 - - -

N1 % 82.4 83.4 84.3 84.9 85.7 86.7 87.8 - - FUEL FLOW lb/h/Eng 2392 2412 2426 2365 2360 2363 2372 - - IAS kt 210 210 211 209 208 204 201 - - 56000 TAS kt 275 280 285 287 290 290 290 - - INDICATED MACH0.4430.454 0.464 0.469 0.476 0.478 0.48 - - BUFFET MARGIN G 1.99 2.00 2.01 1.96 1.94 1.87 1.82 - - SR NM/lb 0.115 0.116 0.117 0.121 0.123 0.123 0.122 - -








WEIGHT ALTITUDE (FT) (lb) 18000 19000 20000 21000 22000 23000 24000 25000 26000 N1 % 81.5 82.3 83.2 84.1 85 85.7 86.3 88.1 - FUEL FLOW lb/h/Eng 2303 2308 2325 2292 2300 2285 2256 2307 - IAS kt 206 207 207 207 207 204 199 199 - 54000 TAS kt 270 275 280 284 289 290 287 292 - INDICATED MACH0.4360.445 0.455 0.465 0.475 0.478 0.475 0.484 - BUFFET MARGIN G 2.00 2.00 2.01 2.00 2.00 1.95 1.84 1.83 - SR NM/lb 0.117 0.119 0.120 0.124 0.126 0.127 0.127 0.126 -

N1 % 80.7 81.4 82.1 83.1 84 84.7 85.6 86.6 87.8 FUEL FLOW lb/h/Eng 2225 2223 2220 2197 2207 2200 2202 2193 2211 IAS kt 203 203 203 203 204 202 201 197 194 52000 TAS kt 267 270 274 279 284 287 290 289 290 INDICATED MACH0.43 0.438 0.447 0.457 0.467 0.473 0.48 0.48 0.483 BUFFET MARGIN G 2.02 2.01 2.00 2.01 2.01 1.98 1.95 1.86 1.81 SR NM/lb 0.120 0.122 0.124 0.127 0.129 0.131 0.132 0.132 0.131

N1 % 79.8 80.5 81.2 82 82.9 83.8 84.7 85.3 86.1 FUEL FLOW lb/h/Eng 2144 2137 2129 2096 2109 2121 2133 2098 2088 IAS kt 201 200 199 199 200 200 201 196 191 50000 TAS kt 263 266 269 274 279 284 289 287 286 INDICATED MACH0.4240.431 0.439 0.448 0.458 0.468 0.479 0.477 0.477 BUFFET MARGIN G 2.04 2.02 2.01 2.01 2.01 2.01 2.02 1.92 1.84 SR NM/lb 0.123 0.124 0.127 0.131 0.132 0.134 0.136 0.137 0.137

N1 % 78.7 79.6 80.4 81.1 81.7 82.7 83.6 84.4 85.2 FUEL FLOW lb/h/Eng 2050 2057 2059 2016 2008 2026 2036 2037 2034 IAS kt 197 197 197 196 195 196 196 196 194 48000 TAS kt 258 262 266 270 273 278 283 287 289 INDICATED MACH0.4160.425 0.434 0.441 0.448 0.459 0.469 0.477 0.482 BUFFET MARGIN G 2.05 2.05 2.05 2.03 2.01 2.02 2.02 2.00 1.96 SR NM/lb 0.126 0.127 0.129 0.134 0.136 0.137 0.139 0.141 0.142





PAGE 10-9




WEIGHT ALTITUDE (FT) (lb) 27000 28000 29000 30000 31000 32000 33000 34000 35000 N1 % - - - - - - - - - FUEL FLOW lb/h/Eng - - - - - - - - - IAS kt - - - - - - - - - 54000 TAS kt - - - - - - - - - INDICATED MACH- - - - - - - - - BUFFET MARGIN G - - - - - - - - - SR NM/lb - - - - - - - - -

N1 % - - - - - - - - - FUEL FLOW lb/h/Eng - - - - - - - - - IAS kt - - - - - - - - - 52000 TAS kt - - - - - - - - - INDICATED MACH- - - - - - - - - BUFFET MARGIN G - - - - - - - - - SR NM/lb - - - - - - - - -

N1 % 88 - - - - - - - - FUEL FLOW lb/h/Eng 2141 - - - - - - - - IAS kt 191 - - - - - - - - 50000 TAS kt 290 - - - - - - - - INDICATED MACH0.487 - - - - - - - - BUFFET MARGIN G 1.83 - - - - - - - - SR NM/lb 0.136 - - - - - - - -

N1 % 86.1 87.6 - - - - - - - FUEL FLOW lb/h/Eng 2016 2040 - - - - - - - IAS kt 188 186 - - - - - - - 48000 TAS kt 286 288 - - - - - - - INDICATED MACH0.48 0.485 - - - - - - - BUFFET MARGIN G 1.85 1.81 - - - - - - - SR NM/lb 0.142 0.141 - - - - - - -





10.2.1 ERJ-175 - LONG RANGE CRUISE - ONE ENGINE INOPERATIVE




WEIGHT ALTITUDE (FT) (lb) 5000 10000 11000 12000 13000 14000 15000 16000 17000 N1 % 84.1 - - - - - - - - FUEL FLOW lb/H/ENG 3807 - - - - - - - - IAS kt 257 - - - - - - - - 85000 TAS kt 276 - - - - - - - - INDICATED MACH 0.425 - - - - - - - - BUFFET MARGIN G 2.01 - - - - - - - - SR NM/lb 0.073 - - - - - - - -

N1 % 83.5 86.9 - - - - - - - FUEL FLOW lb/H/ENG 3714 3682 - - - - - - - IAS kt 255 251 - - - - - - - 83000 TAS kt 273 290 - - - - - - - INDICATED MACH 0.421 0.454 - - - - - - - BUFFET MARGIN G 2.01 1.94 - - - - - - - SR NM/lb 0.074 0.079 - - - - - - -

N1 % 82.7 86.3 87.1 87.8 - - - - - FUEL FLOW lb/H/ENG 3611 3588 3601 3606 - - - - - IAS kt 252 249 249 248 - - - - - 81000 TAS kt 270 287 292 296 - - - - - INDICATED MACH 0.415 0.45 0.458 0.467 - - - - - BUFFET MARGIN G 2.01 1.95 1.95 1.94 - - - - - SR NM/lb 0.075 0.08 0.081 0.082 - - - - -

N1 % 82 85.7 86.4 87.1 87.9 - - - - FUEL FLOW lb/H/ENG 3510 3497 3504 3500 3512 - - - - IAS kt 249 247 246 245 245 - - - - 79000 TAS kt 267 285 289 292 296 - - - - INDICATED MACH 0.411 0.446 0.454 0.461 0.47 - - - - BUFFET MARGIN G 2.02 1.97 1.96 1.94 1.94 - - - - SR NM/lb 0.076 0.081 0.082 0.083 0.084 - - - -

N1 % 81.2 85.1 85.8 86.4 87.2 88 - - - FUEL FLOW lb/H/ENG 3400 3408 3406 3396 3412 3416 - - - IAS kt 245 245 244 242 242 242 - - - 77000 TAS kt 263 283 286 288 293 297 - - - INDICATED MACH 0.405 0.443 0.449 0.455 0.464 0.473 - - - BUFFET MARGIN G 2.01 1.99 1.97 1.94 1.94 1.94 - - - SR NM/lb 0.077 0.083 0.084 0.085 0.086 0.087 - - -


FOR ALTITUDES BELOW 31000FT AND ANTI-ICE ON INCREASE N1% BY 0.4% AND FUEL FLOW BY 7%. DECREASE SR% BY 8%.



PAGE 10-11




WEIGHT ALTITUDE (FT) (lb) 5000 10000 11000 12000 13000 14000 15000 16000 17000 N1 % 80.4 84.4 85.1 85.8 86.6 87.3 88.2 - - FUEL FLOW lb/H/ENG 3294 3320 3309 3316 3317 3315 3333 - - IAS kt 242 242 241 241 240 239 239 - - 75000 TAS kt 260 279 283 286 290 293 298 - - INDICATED MACH 0.4 0.438 0.444 0.452 0.459 0.467 0.475 - - BUFFET MARGIN G 2.01 2.00 1.98 1.97 1.95 1.94 1.93 - - SR NM/lb 0.079 0.084 0.085 0.086 0.087 0.089 0.089 - -

N1 % 79.7 83.6 84.4 85.2 85.9 86.5 87.4 88.3 - FUEL FLOW lb/H/ENG 3207 3221 3218 3228 3224 3215 3224 3249 - IAS kt 239 238 238 239 237 236 236 235 - 73000 TAS kt 257 276 280 284 287 290 294 298 - INDICATED MACH 0.395 0.432 0.44 0.448 0.454 0.461 0.47 0.478 - BUFFET MARGIN G 2.02 1.99 1.99 1.99 1.97 1.94 1.94 1.92 - SR NM/lb 0.080 0.086 0.087 0.088 0.089 0.090 0.091 0.092 -

N1 % 79 82.9 83.7 84.4 85.2 85.9 86.7 87.4 88.6 FUEL FLOW lb/H/ENG 3123 3124 3128 3126 3127 3127 3133 3125 3164 IAS kt 236 235 235 235 235 234 233 232 232 71000 TAS kt 254 272 276 280 284 287 291 294 298 INDICATED MACH 0.39 0.426 0.434 0.442 0.449 0.457 0.465 0.472 0.479 BUFFET MARGIN G 2.03 1.99 1.99 1.99 1.98 1.96 1.95 1.93 1.91 SR NM/lb 0.081 0.087 0.088 0.090 0.091 0.092 0.093 0.094 0.094

N1 % 78.2 82 82.9 83.6 84.4 85.3 86 86.6 87.5 FUEL FLOW lb/H/ENG 3037 3022 3029 3032 3030 3046 3038 3021 3037 IAS kt 233 232 232 232 232 232 231 229 229 69000 TAS kt 250 268 272 276 280 285 288 290 294 INDICATED MACH 0.385 0.419 0.428 0.436 0.444 0.453 0.459 0.465 0.473 BUFFET MARGIN G 2.03 1.99 1.99 1.99 1.99 1.99 1.96 1.93 1.92 SR NM/lb 0.082 0.089 0.09 0.091 0.093 0.094 0.095 0.096 0.097

N1 % 77.4 81.3 82.1 82.8 83.6 84.5 85.2 85.9 86.7 FUEL FLOW lb/H/ENG 2954 2930 2936 2934 2936 2948 2943 2939 2940 IAS kt 230 229 229 228 229 229 228 227 226 67000 TAS kt 247 264 268 272 277 281 284 288 291 INDICATED MACH 0.381 0.414 0.422 0.43 0.438 0.448 0.454 0.461 0.468 BUFFET MARGIN G 2.05 2.00 2.00 1.99 1.99 2.00 1.97 1.95 1.94 SR NM/lb 0.084 0.09 0.091 0.093 0.094 0.095 0.097 0.098 0.099








WEIGHT ALTITUDE (FT) (lb) 5000 10000 11000 12000 13000 14000 15000 16000 17000 N1 % 76.7 80.6 81.3 82 82.8 83.6 84.4 85.3 86 FUEL FLOW lb/H/ENG 2869 2843 2842 2836 2842 2844 2853 2861 2851 IAS kt 228 226 226 225 225 225 225 225 224 65000 TAS kt 245 262 265 268 272 277 281 285 288 INDICATED MACH 0.376 0.41 0.416 0.423 0.432 0.44 0.449 0.457 0.463 BUFFET MARGIN G 2.06 2.02 2.01 1.99 1.99 1.99 1.99 1.98 1.95 SR NM/lb 0.085 0.092 0.093 0.095 0.096 0.097 0.099 0.100 0.101

N1 % 75.9 79.7 80.5 81.2 82 82.7 83.5 84.4 85.1 FUEL FLOWlb/H/ENG 2779 2751 2751 2745 2750 2747 2749 2767 2759 IAS kt 225 223 223 222 222 222 222 222 221 63000 TAS kt 241 258 262 265 269 272 277 282 285 INDICATED MACH 0.371 0.405 0.411 0.418 0.426 0.433 0.442 0.452 0.458 BUFFET MARGIN G 2.07 2.03 2.02 2.00 2.00 1.99 1.99 2.00 1.97 SR NM/lb 0.087 0.094 0.095 0.096 0.098 0.099 0.101 0.102 0.103

N1 % 75 78.7 79.6 80.5 81.2 81.9 82.6 83.3 84.3 FUEL FLOW lb/H/ENG 2685 2653 2655 2662 2662 2651 2654 2652 2669 IAS kt 221 220 220 220 219 218 218 218 218 61000 TAS kt 238 254 258 262 265 268 272 276 281 INDICATED MACH 0.366 0.398 0.405 0.413 0.42 0.427 0.435 0.443 0.453 BUFFET MARGIN G 2.07 2.03 2.03 2.02 2.01 1.99 1.99 1.98 1.98 SR NM/lb 0.089 0.096 0.097 0.098 0.100 0.101 0.103 0.104 0.105


N1 % 72.8 76.8 77.6 78.4 79.4 80.3 81 81.6 82.4 FUEL FLOW lb/H/ENG 2477 2486 2477 2465 2478 2484 2476 2463 2467 IAS kt 213 213 213 213 213 213 212 211 211 57000 TAS kt 229 247 250 254 258 262 265 267 272 INDICATED MACH 0.352 0.386 0.393 0.4 0.408 0.416 0.423 0.429 0.437 BUFFET MARGIN G 2.06 2.05 2.04 2.03 2.03 2.03 2.01 1.98 1.98 SR NM/lb 0.092 0.099 0.101 0.103 0.104 0.105 0.107 0.109 0.110





PAGE 10-13




WEIGHT ALTITUDE (FT) (lb) 5000 10000 11000 12000 13000 14000 15000 16000 17000 N1 % 72 75.9 76.7 77.4 78.2 79.3 80.1 80.8 81.5 FUEL FLOW lb/H/ENG 2394 2400 2395 2384 2376 2390 2388 2381 2380 IAS kt 210 210 210 209 209 210 209 208 208 55000 TAS kt 226 243 246 250 253 258 261 264 268 INDICATED MACH 0.347 0.38 0.387 0.394 0.401 0.41 0.417 0.423 0.431 BUFFET MARGIN G 2.07 2.06 2.05 2.04 2.03 2.04 2.02 2.01 2.00 SR NM/lb 0.094 0.101 0.103 0.105 0.107 0.108 0.109 0.111 0.113

N1 % 71.3 74.8 75.7 76.4 77.2 78 79 80 80.7 FUEL FLOW lb/H/ENG 2332 2304 2308 2301 2294 2285 2294 2299 2293 IAS kt 208 206 206 206 206 205 205 205 205 53000 TAS kt 223 238 242 246 249 253 257 261 264 INDICATED MACH 0.343 0.373 0.381 0.388 0.395 0.402 0.41 0.418 0.425 BUFFET MARGIN G 2.10 2.05 2.06 2.05 2.04 2.03 2.03 2.03 2.01 SR NM/lb 0.096 0.103 0.105 0.107 0.109 0.111 0.112 0.113 0.115

N1 % 70.7 73.7 74.6 75.4 76.2 77 77.8 78.9 79.7 FUEL FLOW lb/H/ENG 2273 2210 2214 2216 2209 2202 2192 2202 2206 IAS kt 206 202 202 202 202 202 201 202 202 51000 TAS kt 221 234 238 241 245 248 252 256 260 INDICATED MACH 0.34 0.367 0.374 0.381 0.388 0.395 0.402 0.41 0.418 BUFFET MARGIN G 2.15 2.06 2.06 2.06 2.05 2.04 2.03 2.03 2.03 SR NM/lb 0.097 0.106 0.107 0.109 0.111 0.113 0.115 0.116 0.118









WEIGHT ALTITUDE (FT) (lb) 18000 19000 20000 21000 22000 23000 24000 25000 26000 N1 % - - - - - - - - - FUEL FLOW lb/H/ENG - - - - - - - - - IAS kt - - - - - - - - - 75000 TAS kt - - - - - - - - - INDICATED MACH - - - - - - - - - BUFFET MARGIN G - - - - - - - - - SR NM/lb - - - - - - - - -

N1 % - - - - - - - - - FUEL FLOW lb/H/ENG - - - - - - - - - IAS kt - - - - - - - - - 73000 TAS kt - - - - - - - - - INDICATED MACH - - - - - - - - - BUFFET MARGIN G - - - - - - - - - SR NM/lb - - - - - - - - -

N1 % - - - - - - - - - FUEL FLOW lb/H/ENG - - - - - - - - - IAS kt - - - - - - - - - 71000 TAS kt - - - - - - - - - INDICATED MACH - - - - - - - - - BUFFET MARGIN G - - - - - - - - - SR NM/lb - - - - - - - - -

N1 % 88.6 - - - - - - - - FUEL FLOW lb/H/ENG 3058 - - - - - - - - IAS kt 227 - - - - - - - - 69000 TAS kt 296 - - - - - - - - INDICATED MACH 0.479 - - - - - - - - BUFFET MARGIN G 1.88 - - - - - - - - SR NM/lb 0.097 - - - - - - - -

N1 % 87.5 88.7 - - - - - - - FUEL FLOW lb/H/ENG 2932 2968 - - - - - - - IAS kt 224 223 - - - - - - - 67000 TAS kt 293 296 - - - - - - - INDICATED MACH 0.473 0.48 - - - - - - - BUFFET MARGIN G 1.89 1.87 - - - - - - - SR NM/lb 0.100 0.100 - - - - - - -





PAGE 10-15




WEIGHT ALTITUDE (FT) (lb) 18000 19000 20000 21000 22000 23000 24000 25000 26000 N1 % 86.6 87.6 88.7 - - - - - - FUEL FLOW lb/H/ENG 2831 2842 2869 - - - - - - IAS kt 222 220 218 - - - - - - 65000 TAS kt 290 292 295 - - - - - - INDICATED MACH 0.469 0.474 0.479 - - - - - - BUFFET MARGIN G 1.92 1.88 1.85 - - - - - - SR NM/lb 0.102 0.103 0.103 - - - - - -

N1 % 85.9 86.7 87.4 88.8 - - - - - FUEL FLOW lb/H/ENG 2751 2755 2733 2723 - - - - - IAS kt 220 219 215 214 - - - - - 63000 TAS kt 288 292 290 293 - - - - - INDICATED MACH 0.465 0.473 0.472 0.479 - - - - - BUFFET MARGIN G 1.94 1.93 1.85 1.82 - - - - - SR NM/lb 0.105 0.106 0.106 0.108 - - - - -

N1 % 85.2 85.8 86.5 87.6 89 - - - - FUEL FLOW lb/H/ENG 2677 2660 2648 2606 2643 - - - - IAS kt 219 217 215 211 210 - - - - 61000 TAS kt 286 288 290 290 293 - - - - INDICATED MACH 0.462 0.466 0.472 0.474 0.481 - - - - BUFFET MARGIN G 1.98 1.94 1.91 1.84 1.82 - - - - SR NM/lb 0.107 0.108 0.109 0.111 0.111 - - - -

N1 % 84.3 85 85.7 86.5 87.3 89.2 - - - FUEL FLOW lb/H/ENG 2582 2571 2564 2508 2496 2562 - - - IAS kt 215 214 213 210 206 206 - - - 59000 TAS kt 282 284 288 289 287 293 - - - INDICATED MACH 0.455 0.461 0.468 0.472 0.472 0.482 - - - BUFFET MARGIN G 1.99 1.96 1.94 1.89 1.81 1.81 - - - SR NM/lb 0.109 0.111 0.112 0.115 0.115 0.114 - - -

N1 % 83.2 84.2 85.1 85.7 86.2 87.6 - - - FUEL FLOW lb/H/ENG 2475 2490 2499 2431 2403 2434 - - - IAS kt 211 212 212 209 205 204 - - - 57000 TAS kt 277 282 286 287 287 289 - - - INDICATED MACH 0.447 0.457 0.466 0.47 0.47 0.476 - - - BUFFET MARGIN G 1.99 1.99 1.99 1.94 1.86 1.83 - - - SR NM/lb 0.112 0.113 0.115 0.118 0.119 0.119 - - -



OPS-07C





WEIGHT ALTITUDE (FT) (lb) 18000 19000 20000 21000 22000 23000 24000 25000 26000 N1 % 82.2 83.1 84.1 84.8 85.6 86.4 87.3 - - FUEL FLOW lb/H/ENG 2376 2388 2402 2350 2346 2335 2327 - - IAS kt 208 208 208 207 206 203 198 - - 55000 TAS kt 272 277 282 284 288 288 286 - - INDICATED MACH 0.439 0.449 0.458 0.465 0.472 0.474 0.474 - - BUFFET MARGIN G 1.99 1.99 2 1.97 1.95 1.88 1.8 - - SR NM/lb 0.114 0.116 0.117 0.121 0.123 0.123 0.123 - -

N1 % 81.3 82.1 83 83.9 84.8 85.4 86.1 87.5 - FUEL FLOW lb/H/ENG 2284 2290 2301 2273 2282 2257 2233 2261 - IAS kt 204 204 205 205 205 202 198 196 - 53000 TAS kt 267 272 277 282 287 287 286 287 - INDICATED MACH 0.431 0.441 0.45 0.46 0.47 0.473 0.473 0.478 - BUFFET MARGIN G 1.99 2 2 2 2 1.94 1.86 1.81 - SR NM/lb 0.117 0.119 0.12 0.124 0.126 0.127 0.128 0.127 -

N1 % 80.5 81.3 81.9 82.8 83.7 84.6 85.4 86.2 87 FUEL FLOW lb/H/ENG 2207 2206 2200 2173 2186 2183 2185 2161 2144 IAS kt 201 201 201 201 201 200 200 195 190 51000 TAS kt 264 268 271 276 281 285 289 286 283 INDICATED MACH 0.426 0.434 0.442 0.451 0.462 0.469 0.478 0.475 0.473 BUFFET MARGIN G 2.02 2.01 2 2 2 1.98 1.97 1.86 1.77 SR NM/lb 0.12 0.121 0.123 0.127 0.129 0.13 0.132 0.132 0.132

N1 % 79.6 80.3 81 81.8 82.4 83.6 84.5 85 85.9 FUEL FLOW lb/H/ENG 2122 2118 2111 2075 2068 2099 2111 2075 2074 IAS kt 198 198 197 197 196 198 198 194 191 49000 TAS kt 260 263 267 271 274 281 286 285 285 INDICATED MACH 0.42 0.427 0.434 0.443 0.449 0.463 0.473 0.474 0.476 BUFFET MARGIN G 2.04 2.02 2.01 2 1.98 2.01 2.01 1.93 1.87 SR NM/lb 0.122 0.124 0.126 0.131 0.132 0.134 0.135 0.137 0.138



OPS-07C


PAGE 10-17

10.3 DRIFTDOWN TABLE

A. In the event of an engine failure during cruise, it will generally be necessary to reduce speed and descend to a lower altitude.

B. Immediately after engine failure, set maximum continuous N1 and allow the airplane to decelerate from the cruise speed to the initial driftdown speed shown in the driftdown table. When this speed is achieved, start the descent profile.

C. The airplane should level-off at the gross altitude and weight shown in the driftdown table.

D. NET LEVEL-OFF ALTITUDE

1) Federal regulations require terrain clearance flight planning based on net performance which is the gross (or real) gradient performance degraded by 1.1%.

2) To determine the net level-off pressure altitude, enter with the gross weight, proceed to the ISA deviation and find the value within bracket. This is the net level-off pressure altitude. The net level-off pressure altitude must clear all en-route obstacles by at least 1000 ft.

10.3.1 170 DRIFTDOWN TABLES

D R I FT D O W N T A B L E E M B R A E R 1 7 0 – C F 3 4 - 8 E 5 E N G IN E S – F A A C E R T I F IC A T IO N

B L E E D S O N / E N G IN E & W IN G A N T I- I C E O F F

W E IG H T ( lb ) IN IT IA L G R O S S L EV EL O F F A L T IT U D E - F T D R I F T D O W N ( N E T L EV EL O F F A L T IT U D E - F T )

S T A R T S P E E D IS A + 1 0 ° C D R I F T D O W N

L EV E L O F F ( K IA S ) & B EL O W IS A + 1 5 °C IS A + 2 0 ° C

2 0 0 0 0 1 9 6 0 0 1 8 6 0 0 7 9 0 0 0 7 5 4 0 0 1 9 9

( 1 5 1 0 0 ) (1 4 4 0 0 ) ( 1 3 0 0 0 )

2 1 3 0 0 2 1 0 0 0 2 0 2 0 0 7 5 0 0 0 7 2 0 0 0 1 9 4 ( 1 7 0 0 0 ) (1 6 4 0 0 ) ( 1 5 1 0 0 )

2 2 7 0 0 2 2 4 0 0 2 1 9 0 0 7 1 0 0 0 6 8 4 0 0 1 8 8 ( 1 8 6 0 0 ) (1 8 2 0 0 ) ( 1 7 0 0 0 )

2 4 1 0 0 2 4 0 0 0 2 3 4 0 0 6 7 0 0 0 6 4 6 0 0 1 8 3 ( 2 0 1 0 0 ) (1 9 9 0 0 ) ( 1 9 0 0 0 )

2 5 7 0 0 2 5 6 0 0 2 5 0 0 0 6 3 0 0 0 6 0 9 0 0 1 7 8 ( 2 1 7 0 0 ) (2 1 5 0 0 ) ( 2 0 9 0 0 )

2 7 3 0 0 2 7 2 0 0 2 6 7 0 0 5 9 0 0 0 5 7 1 0 0 1 7 2 ( 2 3 3 0 0 ) (2 3 2 0 0 ) ( 2 2 7 0 0 )

2 8 9 0 0 2 8 9 0 0 2 8 4 0 0 5 5 0 0 0 5 3 3 0 0 1 6 6 ( 2 5 1 0 0 ) (2 5 0 0 0 ) ( 2 4 6 0 0 )

3 0 7 0 0 3 0 7 0 0 3 0 3 0 0 5 1 0 0 0 4 9 5 0 0 1 6 0 ( 2 6 9 0 0 ) (2 6 9 0 0 ) ( 2 6 5 0 0 )

OPS-07C


D R I F T D O W N T A B L E E M B R A E R 1 7 0 – C F 3 4 -8 E 5 E N G IN E S – F A A C E R T IF IC A T IO N

B L E E D S O N /E N G IN E & W IN G A N T I- IC E O N

W E I G H T ( l b ) I N I T I A L G R O S S L E V E L O F F A L T I T U D E - F T D R I F T D O W N (N E T L E V E L O F F A L T I T U D E - F T )

S T A R T S P E E D I S A -8 ° C D R I F T D O W N L E V E L O F F (K I A S ) & B E L O W

I S A I S A + 1 0 ° C

1 9 7 0 0 1 9 6 0 0 1 8 0 0 0 7 9 0 0 0 7 5 4 0 0 1 9 8

( 1 4 9 0 0 ) (1 4 7 0 0 ) ( 1 2 6 0 0 )

2 0 9 0 0 2 0 8 0 0 1 9 4 0 0 7 5 0 0 0 7 2 2 0 0 1 9 4

( 1 6 8 0 0 ) (1 6 6 0 0 ) ( 1 4 7 0 0 )

2 2 2 0 0 2 2 2 0 0 2 0 8 0 0 7 1 0 0 0 6 8 5 0 0 1 8 8 ( 1 8 4 0 0 ) (1 8 2 0 0 ) ( 1 6 5 0 0 )

2 3 6 0 0 2 3 6 0 0 2 2 3 0 0 6 7 0 0 0 6 4 7 0 0 1 8 3 ( 1 9 8 0 0 ) (1 9 7 0 0 ) ( 1 8 2 0 0 )

2 5 1 0 0 2 5 0 0 0 2 3 8 0 0 6 3 0 0 0 6 1 0 0 0 1 7 8 ( 2 1 3 0 0 ) (2 1 3 0 0 ) ( 1 9 9 0 0 )

2 6 6 0 0 2 6 3 0 0 2 5 3 0 0 5 9 0 0 0 5 7 1 0 0 1 7 2 ( 2 2 9 0 0 ) (2 2 9 0 0 ) ( 2 1 6 0 0 )

2 8 3 0 0 2 7 5 0 0 2 6 5 0 0 5 5 0 0 0 5 3 4 0 0 1 6 6 ( 2 4 6 0 0 ) (2 4 6 0 0 ) ( 2 3 4 0 0 )

3 0 1 0 0 2 9 0 0 0 2 7 8 0 0 5 1 0 0 0 4 9 6 0 0 1 6 0 ( 2 6 3 0 0 ) (2 6 1 0 0 ) ( 2 5 1 0 0 )

OPS-07C


PAGE 10-19

10.3.2 175 DRIFTDOWN TABLES



BLEEDS ON/ENGINE & WING ANTI ICE OFF



START SPEED ISA+10°C DRIFTDOWN

LEVEL OFF (KIAS) & BELOW ISA +15°C ISA+20°C

17800 17000 15600 85000 80300 215

(12000) (9700) (7600)

19400 18900 17600 80000 75500 208

(13800) (13500) (10800)

21000 20700 19700 75000 72000 201

(16600) (16000) (14500)

22800 22600 22000 70000 67300 193

(18700) (19200) (17100)

24700 24500 24000 65000 62600 186

(20600) (20400) (19600)

26700 26600 26000 60000 58000 178

(22700) (22600) (22000)

28800 28700 28200 55000 53200 170

(24900) (24800) (24300)

31000 31000 30500 50000 48400 162

(27200) (27200) (26700)

OPS-07C




BLEEDS ON/ENGINE & WING ANTI ICE ON



START SPEED ISA -8°C DRIFTDOWN

LEVEL OFF (KIAS) & BELOW ISA ISA+10°C

17600 17300 15300 85000 80700 215

(12000) (11800) (7700)

19200 19000 17100 80000 75500 208

(13800) (13700) (10500)

20700 20600 19000 75000 72000 201

(16400) (16200) (14200)

22400 22300 20900 70000 67400 193

(18500) (18400) (16600)

24200 24200 22800 65000 62700 186

(20300) (20200) (18800)

26100 26000 24700 60000 58000 178

(22200) (22200) (20900)

28100 27400 26300 55000 53200 170

(24400) (24400) (23200)

30400 29300 27800 50000 53400 162

(26600) (26300) (25300)

OPS-07C


PAGE 10-21

10.4 HOLDING

A. The holding tables show indicated airspeed, Mach number, N1, F FLOW and fuel consumption for various weights, altitudes, anti-ice on (with and without ice accretion) and off condition. Data are presented in ISA conditions for all engines operating configuration.


Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UPGear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UPBleeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPENAirspeed . . . . . . . . . . . . . . MINIMUM FUEL CONSUMPTIONAnti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF


OPS-07C


10.4.1 ERJ-170 - HOLDING - ONE ENGINE INOPERATIVE

ERJ-170 – HOLDING – ONE ENGINE INOPERATIVE

STANDARD ATMOSPHERE


WEIGHT ALTITUDE (FT) (lb) 1500 5000 10000 15000 20000 25000 30000 35000 IAS kt 204 204 205 206 - - - - TAS kt 208 220 237 257 - - - - 84000 MACH 0.317 0.338 0.372 0.410 - - - - N1 % 76.1 79.1 83.3 88.3 - - - - FF lb/H/ENG 3095 3113 3136 3277 - - - -

IAS kt 202 202 202 203 - - - - TAS kt 206 217 234 254 - - - - 82000 MACH 0.313 0.334 0.367 0.405 - - - - N1 % 75.6 78.4 82.6 87.2 - - - - FF lb/H/ENG 3023 3029 3050 3143 - - - -




IAS kt 191 192 192 193 194 - - - TAS kt 196 206 223 241 262 - - - 74000 MACH 0.297 0.317 0.349 0.385 0.427 - - - N1 % 72.8 75.3 79.7 83.8 91.1 - - - FF lb/H/ENG 2728 2684 2713 2746 3019 - - -



OPS-07C


PAGE 10-23


STANDARD ATMOSPHERE


WEIGHT ALTITUDE (FT) (lb) 1500 5000 10000 15000 20000 25000 30000 35000 IAS kt 186 186 187 188 188 - - - TAS kt 190 200 217 235 255 - - - 70000 Mach 0.289 0.308 0.339 0.375 0.415 - - - N1 % 71.2 73.9 77.9 82.3 88.1 - - - FF lb/H/ENG 2572 2543 2559 2582 2745 - - -

IAS kt 184 184 184 185 185 - - - TAS kt 188 198 213 231 251 - - - 68000 Mach 0.285 0.304 0.334 0.369 0.409 - - - N1 % 70.4 73.1 77.0 81.5 86.7 - - - FF lb/H/ENG 2490 2472 2479 2497 2607 - - -




IAS kt 172 173 173 173 174 175 - - TAS kt 176 186 201 217 236 257 - - 60000 Mach 0.268 0.286 0.314 0.347 0.384 0.428 - - N1 % 66.4 69.5 73.3 77.9 82.2 90.2 - - FF lb/H/ENG 2205 2165 2154 2168 2194 2401 - -



OPS-07C



STANDARD ATMOSPHERE


WEIGHT ALTITUDE (FT) (lb) 1500 5000 10000 15000 20000 25000 30000 35000 IAS kt 167 167 167 167 168 169 - - TAS kt 170 179 194 210 228 249 - - 56000 Mach 0.259 0.276 0.303 0.335 0.371 0.413 - - N1 % 64.6 67.0 71.6 76.0 80.4 86.1 - - FF lb/H/ENG 2078 2005 2010 2011 2030 2117 - -




IAS kt 154 154 155 155 155 156 157 - TAS kt 158 166 179 194 211 230 252 - 48000 Mach 0.239 0.255 0.281 0.310 0.344 0.382 0.428 - N1 % 60.6 63.1 67.2 71.4 75.8 80.6 88.5 - FF lb/H/ENG 1797 1760 1704 1704 1715 1705 1897 -


OPS-07C


PAGE 10-25


STANDARD ATMOSPHERE

ANTI-ICE: ON CONFIGURATION: CRUISE BLEED: OPEN SPEED: MINIMUM FUEL CONSUMPTION or 210 KIAS

WEIGHT ALTITUDE (FT) (lb) 1500 5000 10000 15000 20000 25000 30000 35000 IAS kt 210 210 210 210 - - - - TAS kt 215 226 243 262 - - - - 84000 Mach 0.326 0.347 0.381 0.419 - - - - N1 % 76.7 79.8 83.8 88.8 - - - - FF lb/H/ENG 3264 3279 3297 3442 - - - -

IAS kt 210 210 210 210 - - - - TAS kt 215 226 243 262 - - - - 82000 Mach 0.326 0.347 0.381 0.419 - - - - N1 % 76.2 79.2 83.2 87.9 - - - - FF lb/H/ENG 3206 3208 3224 3328 - - - -







OPS-07C



STANDARD ATMOSPHERE










OPS-07C


PAGE 10-27


STANDARD ATMOSPHERE








OPS-07C



STANDARD ATMOSPHERE

ANTI-ICE: ON (WITH ICE ACCRETION) CONFIGURATION: CRUISE BLEED: OPEN SPEED: MINIMUM FUEL CONSUMPTION or 210 KIAS

WEIGHT ALTITUDE (FT) (lb) 1500 5000 10000 15000 20000 25000 IAS kt 220 220 - - - - TAS kt 225 237 - - - - 84000 Mach 0.341 0.364 - - - - N1 % 84.2 87.1 - - - - FF lb/H/ENG 4261 4323 - - - -

IAS kt 217 218 - - - - TAS kt 222 234 - - - - 82000 Mach 0.337 0.360 - - - - N1 % 83.4 86.4 - - - - FF lb/H/ENG 4157 4202 - - - -



IAS kt 210 210 210 - - - TAS kt 215 226 243 - - - 76000 Mach 0.326 0.347 0.381 - - - N1 % 81.4 84.1 88.2 - - - FF lb/H/ENG 3851 3843 3907 - - -




OPS-07C


PAGE 10-29


STANDARD ATMOSPHERE


WEIGHT ALTITUDE (FT) (lb) 1500 5000 10000 15000 20000 25000 IAS kt 210 210 210 - - - TAS kt 215 226 243 - - - 70000 Mach 0.326 0.347 0.381 - - - N1 % 80.1 82.9 86.9 - - - FF lb/H/ENG 3672 3676 3721 - - -




IAS kt 210 210 210 210 - - TAS kt 215 226 243 262 - - 62000 Mach 0.326 0.347 0.381 0.419 - - N1 % 78.4 81.3 85.3 90.0 - - FF lb/H/ENG 3458 3469 3474 3572 - -




OPS-07C



STANDARD ATMOSPHERE


WEIGHT ALTITUDE (FT) (lb) 1500 5000 10000 15000 20000 25000 IAS kt 210 210 210 210 - - TAS kt 215 226 243 262 - - 56000 Mach 0.326 0.347 0.381 0.419 - - N1 % 77.4 80.1 84.3 88.6 - - FF lb/H/ENG 3350 3316 3350 3411 - -






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PAGE 10-31

10.4.2 ERJ-175 - HOLDING - ONE ENGINE INOPERATIVE


STANDARD ATMOSPHERE









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STANDARD ATMOSPHERE


WEIGHT ALTITUDE (FT) (lb) 1500 5000 10000 15000 20000 25000 30000 35000 IAS kt 190 190 191 192 192 - - - TAS kt 194 205 221 240 260 - - - 73000 MACH 0.295 0.315 0.346 0.382 0.424 - - - N1 % 72.7 75.3 79.6 83.8 90.8 - - - FF lb/H/ENG 2717 2676 2703 2737 2990 - - -







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PAGE 10-33


STANDARD ATMOSPHERE


WEIGHT ALTITUDE (FT) (lb) 1500 5000 10000 15000 20000 25000 30000 35000 IAS kt 174 174 174 175 175 - - - TAS kt 178 187 202 219 238 - - - 61000 MACH 0.270 0.288 0.317 0.350 0.387 - - - N1 % 67.2 70.3 74.0 78.6 82.9 - - - FF lb/H/ENG 2256 2227 2211 2229 2261 - - -

IAS kt 171 171 171 172 173 173 - - TAS kt 175 184 199 215 234 255 - - 59000 MACH 0.265 0.283 0.311 0.344 0.381 0.424 - - N1 % 66.3 69.3 73.1 77.7 82.1 89.7 - - FF lb/H/ENG 2194 2146 2141 2152 2179 2365 - -





IAS kt 156 156 156 157 157 158 158 - TAS kt 159 168 181 196 213 233 255 - 49000 MACH 0.242 0.258 0.284 0.313 0.347 0.386 0.432 - N1 % 61.4 63.9 68.1 72.2 76.6 81.4 90.4 - FF lb/H/ENG 1851 1809 1760 1755 1771 1764 1999 -


OPS-07C



STANDARD ATMOSPHERE




IAS kt 210 210 210 210 - - - - TAS kt 215 226 243 262 - - - - 83000 MACH 0.326 0.347 0.381 0.419 - - - -

N1 % 76.7 79.8 83.8 88.7 - - - - FF lb/H/ENG 3269 3280 3297 3428 - - - -

IAS kt 210 210 210 210 - - - - TAS kt 215 226 243 262 - - - - 81000 MACH 0.326 0.347 0.381 0.419 - - - - N1 % 76.2 79.2 83.2 87.8 - - - -

FF lb/H/ENG 3211 3209 3224 3313 - - - -


IAS kt 210 210 210 210 - - - -

TAS kt 215 226 243 262 - - - - 77000 MACH 0.326 0.347 0.381 0.419 - - - - N1 % 75.2 78.0 82.0 86.4 - - - - FF lb/H/ENG 3095 3069 3079 3144 - - - -

IAS kt 210 210 210 210 - - - - TAS kt 215 226 243 262 - - - - 75000 MACH 0.326 0.347 0.381 0.419 - - - - N1 % 74.7 77.3 81.5 85.7 - - - -

FF lb/H/ENG 3036 2999 3021 3061 - - - -


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PAGE 10-35


STANDARD ATMOSPHERE




IAS kt 210 210 210 210 210 - - - TAS kt 215 226 243 262 284 - - - 71000 MACH 0.326 0.347 0.381 0.419 0.462 - - -

N1 % 73.7 76.4 80.5 84.6 91.2 - - - FF lb/H/ENG 2934 2896 2906 2939 3162 - - -

IAS kt 210 210 210 210 210 - - - TAS kt 215 226 243 262 284 - - - 69000 MACH 0.326 0.347 0.381 0.419 0.462 - - - N1 % 73.1 75.9 80.0 84.0 89.9 - - -

FF lb/H/ENG 2884 2846 2849 2883 3050 - - -


IAS kt 210 210 210 210 210 - - -

TAS kt 215 226 243 262 284 - - - 65000 MACH 0.326 0.347 0.381 0.419 0.462 - - - N1 % 72.0 74.9 78.9 82.9 88.1 - - - FF lb/H/ENG 2785 2754 2755 2782 2894 - - -


FF lb/H/ENG 2743 2709 2708 2733 2820 - - -


OPS-07C



STANDARD ATMOSPHERE




IAS kt 210 210 210 210 210 - - - TAS kt 215 226 243 262 284 - - - 59000 MACH 0.326 0.347 0.381 0.419 0.462 - - -

N1 % 70.9 73.4 77.4 81.6 85.9 - - - FF lb/H/ENG 2683 2627 2634 2655 2693 - - -


FF lb/H/ENG 2655 2587 2601 2616 2647 - - -


IAS kt 210 210 210 210 210 - - -

TAS kt 215 226 243 262 284 - - - 53000 MACH 0.326 0.347 0.381 0.419 0.462 - - - N1 % 69.8 72.2 76.2 80.2 84.4 - - - FF lb/H/ENG 2597 2531 2536 2536 2556 - - -

IAS kt 210 210 210 210 210 210 - - TAS kt 215 226 243 262 284 308 - - 51000 MACH 0.326 0.347 0.381 0.419 0.462 0.511 - - N1 % 69.3 71.9 75.8 79.7 83.9 90.0 - -

FF lb/H/ENG 2567 2507 2503 2495 2514 2598 - -

IAS kt 210 210 210 210 210 210 - -

TAS kt 215 226 243 262 284 308 - - 49000 MACH 0.326 0.347 0.381 0.419 0.462 0.511 - - N1 % 68.8 71.5 75.4 79.4 83.5 88.7 - - FF lb/H/ENG 2535 2483 2470 2465 2480 2508 - -


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PAGE 10-37


STANDARD ATMOSPHERE


WEIGHT ALTITUDE (FT) (lb) 1500 5000 10000 15000 20000 25000 30000 35000 IAS kt 221 222 - - - - - TAS kt 226 238 - - - - - 85000 MACH 0.343 0.366 - - - - - N1 % 84.7 87.7 - - - - - FF lb/H/ENG 4354 4426 - - - - -

IAS kt 218 219 - - - - - TAS kt 223 235 - - - - - 83000 MACH 0.339 0.362 - - - - - N1 % 84.1 87.0 - - - - - FF lb/H/ENG 4247 4305 - - - - -




IAS kt 210 210 210 - - - - TAS kt 215 226 243 - - - - 75000 MACH 0.326 0.347 0.381 - - - - N1 % 81.5 84.1 88.2 - - - - FF lb/H/ENG 3856 3843 3914 - - - -


OPS-07C



STANDARD ATMOSPHERE


WEIGHT ALTITUDE (FT) (lb) 1500 5000 10000 15000 20000 25000 30000 35000 IAS kt 210 210 210 - - - - - TAS kt 215 226 243 - - - - - 73000 MACH 0.326 0.347 0.381 - - - - - N1 % 81.0 83.7 87.8 - - - - - FF lb/H/ENG 3796 3789 3852 - - - - -

IAS kt 210 210 210 - - - - - TAS kt 215 226 243 - - - - - 71000 MACH 0.326 0.347 0.381 - - - - - N1 % 80.6 83.3 87.4 - - - - - FF lb/H/ENG 3736 3737 3790 - - - - -






OPS-07C


PAGE 10-39


STANDARD ATMOSPHERE










OPS-07C



OPS-07C

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