FLIGHT THEORY

ATPL(A) ANNEXES 033

Rev. w

www.flight-theory.eu
033-9558 A
ENDURANCE/FUEL CALCULATION

Fuel (kg) Time (hh:mm)

Trip Fuel 5800 02:32

Contingency Fuel
Alternate Fuel
1800 00:42
Final Reserve Fuel
1325
Minimum T/O-Fuel
Extra Fuel

Actual T/O-Fuel
Taxi FUEL 200

Ramp Fuel 10000

033-11073 B

DATA SHEET
LRJT 1
FLIGHT PLANNING SEQ A
GROUND DISTANCE/AIR DISTANCE
033-11073 C
DATA SHEET
LRJT 1
FLIGHT PLANNING
SEQ A
QUICK DERTERMINATION OF F-PLN
033-11073 D

DATA SHEET
LRJT 1
FLIGHT PLANNING
SEQ A
QUICK DERTERMINATION OF F-PLN
033-11074 A
JAR - FCL FLIGHT PLANNING
QUICK DETERMINATION OF FLIGHT PLAN

INTRODUCTION

The following flight planning tables allow the planner to determine trip fuel consumption and trip time
required to cover a given air distance.
These tables are established for:
- Takeoff
- Climb profile : 250kt/300kt/M.80
- Cruise mach number: M.80, M.82, M.84, LR
- Descent profile: Cruise Mach number/300kt/250kt
- Approach and landing : 240 kg - 6 minute IFR
-ISA
- CG = 37 %
- Normal air conditioning
-Anti ice OFF
Note:
1. In the tables, the asterisk (*} means that a step climb of 4000 feet must be flown to reach the
corresponding FL.
2. To obtain a flight plan at optimum cruise level, the highest flight level desired within the flight
has to be selected in the table.
3. For each degree Celsius above ISA temperature apply fuel correction 0.010 (kg/°C/NM) x
ISA(°C) x Air Distance (NM).

CORRECTION FOR DEVIATION FROM REFERENCE LANDING WEIGHT

The fuel consumption must be corrected when the actual landing weight is different from the reference
landing weight
If it is lover (or greater) man the reference landing weight subtract (or add) the value given in the
correction part of the table per 1000 kg below (or above) the reference landing weight.
033-11074 B
DATA SHEET
LRJT 1

FLIGHT PLANNING
SEQ A
GROUND DISTANCE/AIR DISTANCE
033-11074 C
DATA SHEET
LRJT 1
FLIGHT PLANNING
SEQ A
QUICK DERTERMINATION OF F-PLN
033-11074 D

DATA SHEET
LRJT 1
FLIGHT PLANNING
SEQ A
QUICK DERTERMINATION OF F-PLN
033-11181 – 82 – 83 – 84 – 85 – 86 – 87 – 88 - 89 A
033-11190-91-92-93-94 A
033-11195-96-97-98 A

List of TAFs
TAF EDDF ISSUED AT 042200
EDDF 0524 VRE03KT CAVOK
BECMG 0609 20005KT 9999 SCT030 BKN045 =

TAF EDDK ISSUED AT 042200

EDDK 0624 14005KT 7000 NSC
BECMG 0608 CAVOK
TEMPO 1115 9999 SCT040 =

TAF EDDL ISSUED AT 042200

EDDL 0624 16003KT 5000 NSC
BECMG 0608 CAVOK =

TAF EDDM TSSUED AT 042200

EDCM 0624 26005KT 9999 SCT035 =

TAF EDDN ISSUED AT 042200

EDDN 0624 26005KT 9999 SCT035 =

TAF EDDH ISSUED AT 042200

EDOH 0624 21010KT CAVOK
BECMG 0810 9999 SCT025 SCT040
PROB30 TEMPO 1218 7000 -RADZ BKN012
BECMG 1620 7000 BKN020
TEMPO 1824 4000 RADZ BKN005 =

TAF EDDS ISSUED AT 042200

EDDS 0624 26005KT 9999 SCT035 =

TAF EGLL ISSUED AT 042200

EGLL 0624 17005KT 5000 SCT040
PROB30 TEMPO 0607 1500 BR
BECMG 0811 23010KT 9999
BECMG 1619 BRNO15 =

TAF EHAM ISSUED AT 042200

EHAM 0624 VRB03KT CAVOK
BECMG 0710 21009KT SCT025 BKN080
PROB30 TEMPO 1218 7000 BR -RA SCT012 SCT035
BECMG 1215 27012KT
BECMG 2023 6000 BR SCT008 =

TAF EHBK ISSUED AT 040400

EHBK 1206 28011KT 7000 BR SCT012 SCT040
BECMG 1215 CAVOK
BECMG 1720 VRB03KT
BECMG 0104 20006KT 7000 BR SCT008 BKN012 =
033-11201 A
033-11202 A
033-11204 A
FLIGHT PLANNING
JAR - FCL
QUICK DETERMINATION OF FLIGHT PLAN

INTRODUCTION

The following flight planning tables allow the planner to determine trip fuel consumption and trip time
required to cover a given air distance.
These tables are established for:
- Takeoff
- Climb profile : 250kt/300kt/M.80
- Cruise mach number: M.80, M.82, M.84, LR
- Descent profile: Cruise Mach number/300kt/250kt
- Approach and landing : 240 kg - 6 minute IFR
- ISA
- CG = 37 %
- Normal air conditioning
- Anti ice OFF
Note:
1. In the tables, the asterisk (*} means that a step climb of 4000 feet must be flown to reach the
corresponding FL.
2. To obtain a flight plan at optimum cruise level, the highest flight level desired within the flight
has to be selected in the table.
3. For each degree Celsius above ISA temperature apply fuel correction 0.010 (kg/°C/NM) x
ISA(°C) xAir Distance (NM).

CORRECTION FOR DEVIATION FROM REFERENCE LANDING WEIGHT

The fuel consumption must be corrected when the actual landing weight is different from the reference
landing weight
If it is lover (or greater) man the reference landing weight subtract (or add) the value given in the
correction part of the table per 1000 kg below (or above) the reference landing weight.
033-11204 B
DATA SHEET
LRJT 1

JAR - FCL FLIGHT PLANNING

GROUND DISTANCE/AIR DISTANCE

LONG RANGE CRUISE ABOVE FL250

033-11204 C

FLIGHT PLANNING
JAR - FCL
GROUND DISTANCE/AIR DISTANCE
033-11207 A
DATA SHEET
LRJT 1

FLIGHT PLANNING
JAR - FCL
FUEL TANKING

FUEL TANKING

GENERAL
Fuel tanking graphs allow to determine the Optimum fuel quantity to be tanked as a function of the fuel
price ratio between departure and destination airports. The following pages present for one flight level
per page the Optimum aircraft takeoff weight depending on the fuel price ratio (departure fuel price
divided by destination fuel price) and on the air distance to fly.
The computed optimum takeoff weight is based on the additional fuel consumption needed for the
transport of the extra (tanked) fuel and it is the weight at which the maximum profit can be achieved. The
quantity of extra fuel that can be loaded is calculated as the difference between the Optimum takeoff
weight (including extra fuel) and the planned takeoff weight {without fuel tanking).
The graphs are established for:
- FL 290, 310, 330, 350, 370, 390
- Air distances from 500 to 5000 NM
- Flight profile :
Climb 250kt/300kt/M.80
Cruise M.80
Descent M.80/300kt/250kt
Note:
1. ff necessary, step climbs are performed to reach the indicated flight levels.
2. The crew/operator has to verify that the found aircraft weight complies with basic aircraft
limitations (e.g. max fuel capacity) as well as with mission dependent restrictions (e.g. MLW at
destination).

EXAMPLES
1. Fuel price ratio = 0.930
Cruising Altitude = FL310
Planned TOW = 200 000 kg (mission weight without fuel tanking)
Air Distance = 2500 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 187 000 kg, which is lower than the
planned takeoff weight d no fuel tanking recommended.
2. fuel price ratio = 0.890
Cruising Altitude = FL 350
Planned TOW = 190 000 kg (mission weight without fuel tanking)
Air Distance = 3250 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 198 000 kg, which is 8 000 kg higher than
the planned takeoff weight d optimum quantity of extra fuel is 8 000 kg.

Check :
a) new TOW less or equal MTOW from departure airport.
b) total fuel to be loaded less or equal maximum fuel capacity.
c) MLW at destination
033-11207 B

DATA SHEET
LRJT 1

FLIGHT PLANNING
JAR - FCL
FUEL TANKING
033-11208 A

DATA SHEET
LRJT 1

FLIGHT PLANNING
JAR - FCL
FUEL TANKING
033-11209 A

DATA SHEET
LRJT 1

FLIGHT PLANNING
JAR - FCL
FUEL TANKING

FUEL TANKING

GENERAL
Fuel tanking graphs allow to determine the Optimum fuel quantity to be tanked as a function of the fuel
price ratio between departure and destination airports. The following pages present for one flight level
per page the Optimum aircraft takeoff weight depending on the fuel price ratio (departure fuel price
divided by destination fuel price) and on the air distance to fly.
The computed optimum takeoff weight is based on the additional fuel consumption needed for the
transport of the extra (tanked) fuel and it is the weight at which the maximum profit can be achieved. The
quantity of extra fuel that can be loaded is calculated as the difference between the Optimum takeoff
weight (including extra fuel) and the planned takeoff weight {without fuel tanking).
The graphs are established for:
- FL 290, 310, 330, 350, 370, 390
- Air distances from 500 to 5000 NM
- Flight profile :
Climb 250kt/300kt/M.80
Cruise M.80
Descent M.80/300kt/250kt
Note:
1. ff necessary, step climbs are performed to reach the indicated flight levels.
2. The crew/operator has to verify that the found aircraft weight complies with basic aircraft
limitations (e.g. max fuel capacity) as well as with mission dependent restrictions (e.g. MLW at
destination).

EXAMPLES
1. Fuel price ratio = 0.930
Cruising Altitude = FL310
Planned TOW = 200 000 kg (mission weight without fuel tanking)
Air Distance = 2500 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 187 000 kg, which is lower than the
planned take off weight d no fuel tanking recommended.
2. fuel price ratio = 0.890
Cruising Altitude = FL 350
Planned TOW = 190 000 kg (mission weight without fuel tanking)
Air Distance = 3250 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 198 000 kg, which is 8 000 kg higher than
the planned takeoff weight optimum quantity of extra fuel is 8 000 kg.
Check :
a) new TOW less or equal MTOW from departure airport.
b) total fuel to be loaded less or equal maximum fuel capacity.
c) MLW at destination
033-11210 A

DATA SHEET
LRJT 1

FLIGHT PLANNING
JAR - FCL
FUEL TANKING

FUEL TANKING

GENERAL
Fuel tanking graphs allow to determine the Optimum fuel quantity to be tanked as a function of the fuel
price ratio between departure and destination airports. The following pages present for one flight level
per page the Optimum aircraft takeoff weight depending on the fuel price ratio (departure fuel price
divided by destination fuel price) and on the air distance to fly.
The computed optimum takeoff weight is based on the additional fuel consumption needed for the
transport of the extra (tanked) fuel and it is the weight at which the maximum profit can be achieved. The
quantity of extra fuel that can be loaded is calculated as the difference between the Optimum takeoff
weight (including extra fuel) and the planned takeoff weight {without fuel tanking).

The graphs are established for:

- FL 290, 310, 330, 350, 370, 390
- Air distances from 500 to 5000 NM
- Flight profile :
Climb 250kt/300kt/M.80
Cruise M.80
Descent M.80/300kt/250kt
Note:
1. ff necessary, step climbs are performed to reach the indicated flight levels.
2. The crew/operator has to verify that the found aircraft weight complies with basic aircraft limitations
(e.g. max fuel capacity) as well as with mission dependent restrictions (e.g. MLW at destination).

EXAMPLES
1. Fuel price ratio = 0.930
Cruising Altitude = FL310
Planned TOW = 200 000 kg (mission weight without fuel tanking)
Air Distance = 2500 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 187 000 kg, which is lower than the
planned takeoff weight d no fuel tanking recommended.
2. fuel price ratio = 0.890
Cruising Altitude = FL 350
Planned TOW = 190 000 kg (mission weight without fuel tanking)
Air Distance = 3250 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 198 000 kg, which is 8 000 kg higher than
the planned takeoff weight d optimum quantity of extra fuel is 8 000 kg.
Check :
a) new TOW less or equal MTOW from departure airport.
b) total fuel to be loaded less or equal maximum fuel capacity.
c) MLW at destination
033-11210 B

DATA SHEET
LRJT 1
FLIGHT PLANNING
JAR - FCL
FUEL TANKING
033-11211 A

FLIGHT PLANNING
JAR - FCL
QUICK DETERMINATION OF FLIGHT PLAN

INTRODUCTION

The following flight planning tables allow the planner to determine trip fuel consumption and trip time
required to cover a given air distance.
These tables are established for:
- Takeoff
- Climb profile : 250kt/300kt/M.80
- Cruise mach number: M.80, M.82, M.84, LR
- Descent profile: Cruise Mach number/300kt/250kt
- Approach and landing : 240 kg - 6 minute IFR
- ISA
- CG = 37 %
- Normal air conditioning
- Anti ice OFF
Note:
1. In the tables, the asterisk (*} means that a step climb of 4000 feet must be flown to reach the
corresponding FL.
2. To obtain a flight plan at optimum cruise level, the highest flight level desired within the flight
has to be selected in the table.
3. For each degree Celsius above ISA temperature apply fuel correction 0.010 (kg/°C/NM) x
ISA(°C) x Air Distance (NM).

CORRECTION FOR DEVIATION FROM REFERENCE LANDING WEIGHT

The fuel consumption must be corrected when the actual landing weight is different from the reference
landing weight
If it is lover (or greater) man the reference landing weight subtract (or add) the value given in the
correction part of the table per 1000 kg below (or above) the reference landing weight.
033-11211 B
DATA SHEET
LRJT 1
JAR - FCL FLIGHT PLANNING
QUICK DERTERMINATION OF F-PLN
033-11212 A

FLIGHT PLANNING
JAR - FCL QUICK DETERMINATION OF FLIGHT PLAN

INTRODUCTION

The following flight planning tables allow the planner to determine trip fuel consumption and trip time
required to cover a given air distance.
These tables are established for:
- Takeoff
- Climb profile : 250kt/300kt/M.80
- Cruise mach number: M.80, M.82, M.84, LR
- Descent profile: Cruise Mach number/300kt/250kt
- Approach and landing : 240 kg - 6 minute IFR
- ISA
- CG = 37 %
- Normal air conditioning
- Anti ice OFF
Note:
1. In the tables, the asterisk (*} means that a step climb of 4000 feet must be flown to reach the
corresponding FL.
2. To obtain a flight plan at optimum cruise level, the highest flight level desired within the flight
has to be selected in the table.
3. For each degree Celsius above ISA temperature apply fuel correction 0.010 (kg/°C/NM) x
ISA(°C) x Air Distance (NM).

CORRECTION FOR DEVIATION FROM REFERENCE LANDING WEIGHT

The fuel consumption must be corrected when the actual landing weight is different from the reference
landing weight
If it is lover (or greater) man the reference landing weight subtract (or add) the value given in the
correction part of the table per 1000 kg below (or above) the reference landing weight.
033-11212 B

JAR - FCL FLIGHT PLANNING

QUICK DERTERMINATION OF F-PLN
033-11213 A

FLIGHT PLANNING
JAR - FCL
QUICK DETERMINATION OF FLIGHT PLAN

INTRODUCTION

The following flight planning tables allow the planner to determine trip fuel consumption and trip time
required to cover a given air distance.
These tables are established for:
- Takeoff
- Climb profile : 250kt/300kt/M.80
- Cruise mach number: M.80, M.82, M.84, LR
- Descent profile: Cruise Mach number/300kt/250kt
- Approach and landing : 240 kg - 6 minute IFR
- ISA
- CG = 37 %
- Normal air conditioning
- Anti ice OFF
Note:
1. In the tables, the asterisk (*} means that a step climb of 4000 feet must be flown to reach the
corresponding FL.
2. To obtain a flight plan at optimum cruise level, the highest flight level desired within the flight
has to be selected in the table.
3. For each degree Celsius above ISA temperature apply fuel correction 0.010 (kg/°C/NM) x
ISA(°C) x Air Distance (NM).

CORRECTION FOR DEVIATION FROM REFERENCE LANDING WEIGHT

The fuel consumption must be corrected when the actual landing weight is different from the reference
landing weight
If it is lover (or greater) man the reference landing weight subtract (or add) the value given in the
correction part of the table per 1000 kg below (or above) the reference landing weight.
033-11213 B

JAR - FCL FLIGHT PLANNING

QUICK DERTERMINATION OF F-PLN
033-11214 A
FLIGHT PLANNING
JAR - FCL
QUICK DETERMINATION OF FLIGHT PLAN

INTRODUCTION

The following flight planning tables allow the planner to determine trip fuel consumption and trip time
required to cover a given air distance.
These tables are established for:
- Takeoff
- Climb profile : 250kt/300kt/M.80
- Cruise mach number: M.80, M.82, M.84, LR
- Descent profile: Cruise Mach number/300kt/250kt
- Approach and landing : 240 kg - 6 minute IFR
- ISA
- CG = 37 %
- Normal air conditioning
- Anti ice OFF
Note:
4. In the tables, the asterisk (*} means that a step climb of 4000 feet must be flown to reach the
corresponding FL.
5. To obtain a flight plan at optimum cruise level, the highest flight level desired within the flight
has to be selected in the table.
6. For each degree Celsius above ISA temperature apply fuel correction 0.010 (kg/°C/NM) x
ISA(°C) x Air Distance (NM).

CORRECTION FOR DEVIATION FROM REFERENCE LANDING WEIGHT

The fuel consumption must be corrected when the actual landing weight is different from the reference
landing weight
If it is lover (or greater) man the reference landing weight subtract (or add) the value given in the
correction part of the table per 1000 kg below (or above) the reference landing weight.
033-11214 B
JAR - FCL FLIGHT PLANNING
QUICK DERTERMINATION OF F-PLN
033-11215 A

DATA SHEET
LRJT 1

FLIGHT PLANNING
JAR - FCL
INTEGRATED CRUISE
033-11216 A
DATA SHEET
LRJT 1

FLIGHT PLANNING
JAR - FCL
INTEGRATED CRUISE
033-11223 A
DATA SHEET
LRJT 1
FLIGHT PLANNING
JAR - FCL
INTEGRATED CRUISE
033-11223 B
DATA SHEET
LRJT 1

FLIGHT PLANNING
JAR - FCL
INTEGRATED CRUISE

CLIMB CORRECTION

The planner must correct the values for the fuel and the time obtained from the integrated cruise tables
with the numbers given in the following tables. The tables which are established for M.80, M.82, M.84
and long range speed take into account climbing from the brake release point at 250KT/300KT/M.80.

LONG RANGE SPEED

CLIMB TO OPTIMUM FL

STEP CLIMB CORRECTION

When the flight includes one or more step climbs (2000 feet below FL290, 4000 feet above), apply a
correction of 160 kg per step climb to the fuel consumption.
033-11223 C
DATA SHEET
LRJT 1

FLIGHT PLANNING
JAR - FCL
INTEGRATED CRUISE

DESCENT CORRECTION

Correct the fuel and the time values determined in the integrated cruise tables as follows to take into
account the descent down to 1500 feet followed by 6 min IFR approach and landing.

LONG RANGE CRUISE

IRC, M.80, M.82. M.84 FROM OPTIMUM FL

033-11224 A
DATA SHEET
LRJT 1

FLIGHT PLANNING
JAR - FCL
INTEGRATED CRUISE
033-11224 B
DATA SHEET
LRJT 1

FLIGHT PLANNING
JAR - FCL
INTEGRATED CRUISE

CLIMB CORRECTION

The planner must correct the values for the fuel and the time obtained from the integrated cruise tables
with the numbers given in the following tables. The tables which are established for M.80, M.82, M.84
and long range speed take into account climbing from the brake release point at 250KT/300KT/M.80.
LONG RANGE SPEED

CLIMB TO OPTIMUM FL

STEP CLIMB CORRECTION

When the flight includes one or more step climbs (2000 feet below FL290, 4000 feet above), apply a
correction of 160 kg per step climb to the fuel consumption.
033-11224 C

DATA SHEET
LRJT 1

FLIGHT PLANNING
JAR - FCL
INTEGRATED CRUISE

DESCENT CORRECTION

Correct the fuel and the time values determined in the integrated cruise tables äs follows to take into
account the descent down to 1500 feet followed by 6 min IFR approach and landing.

LONG RANGE CRUISE

IRC, M.80, M.82. M.84 FROM OPTIMUM FL

033-11226 A
DATA SHEET
LRJT 1

FLIGHT PLA
JAR - FCL
CRUISE LEVEL
033-11226 B
DATA SHEET
LRJT 1

FLIGHT PL
JAR - FCL
CRUISE LEVEL
033-11228 A
DATA SHEET
LRJT 1

JAR - FCL FLIGHT PLANNING

GROUND DISTANCE/AIR DISTANCE

LONG RANGE CRUISE ABOVE FL250

033-11229 A
DATA SHEET
LRJT 1

FLIGHT PLA
JAR - FCL
CRUISE LEVEL
033-11231 A

DATA SHEET
LRJT 1

JAR - FCL FLIGHT PLANNING

GROUND DISTANCE/AIR DISTANCE

LONG RANGE CRUISE ABOVE FL250

033-11238 A
DATA SHEET
LRJT 1

JAR - FCL FLIGHT PLANNING

INTERGRATED CRUISE
033-11239 A
DATA SHEET
LRJT 1

JAR - FCL FLIGHT PLANNING

FUEL TANKING

FUEL TANKING

GENERAL
Fuel tanking graphs allow to determine the Optimum fuel quantity to be tanked as a function of the fuel
price ratio between departure and destination airports. The following pages present for one flight level
per page the Optimum aircraft takeoff weight depending on the fuel price ratio (departure fuel price
divided by destination fuel price) and on the air distance to fly.
The computed optimum takeoff weight is based on the additional fuel consumption needed for the
transport of the extra (tanked) fuel and it is the weight at which the maximum profit can be achieved. The
quantity of extra fuel that can be loaded is calculated as the difference between the Optimum takeoff
weight (including extra fuel) and the planned takeoff weight {without fuel tanking).
The graphs are established for:
- FL 290, 310, 330, 350, 370, 390
- Air distances from 500 to 5000 NM
- Flight profile :
Climb 250kt/300kt/M.80
Cruise M.80
Descent M.80/300kt/250kt
Note:
1. ff necessary, step climbs are performed to reach the indicated flight levels.
2. The crew/operator has to verify that the found aircraft weight complies with basic aircraft
limitations (e.g. max fuel capacity) as well as with mission dependent restrictions (e.g. MLW at
destination).

EXAMPLES
1. Fuel price ratio = 0.930
Cruising Altitude = FL310
Planned TOW = 200 000 kg (mission weight without fuel tanking)
Air Distance = 2500 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 187 000 kg, which is lower than the
planned takeoff weight d no fuel tanking recommended.
2. fuel price ratio = 0.890
Cruising Altitude = FL 350
Planned TOW = 190 000 kg (mission weight without fuel tanking)
Air Distance = 3250 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 198 000 kg, which is 8 000 kg higher than
the planned takeoff weight d optimum quantity of extra fuel is 8 000 kg.
Check :
a) new TOW less or equal MTOW from departure airport.
b) total fuel to be loaded less or equal maximum fuel capacity.
c) MLW at destination
033-11239 B
DATA SHEET
LRJT 1

JAR - FCL FLIGHT PLANNING

FUEL TANKING
033-11240 A
DATA SHEET
LRJT 1

JAR - FCL FLIGHT PLANNING

FUEL TANKING

FUEL TANKING

GENERAL
Fuel tanking graphs allow to determine the Optimum fuel quantity to be tanked as a function of the fuel
price ratio between departure and destination airports. The following pages present for one flight level
per page the Optimum aircraft takeoff weight depending on the fuel price ratio (departure fuel price
divided by destination fuel price) and on the air distance to fly.
The computed optimum takeoff weight is based on the additional fuel consumption needed for the
transport of the extra (tanked) fuel and it is the weight at which the maximum profit can be achieved. The
quantity of extra fuel that can be loaded is calculated as the difference between the Optimum takeoff
weight (including extra fuel) and the planned takeoff weight {without fuel tanking).
The graphs are established for:
- FL 290, 310, 330, 350, 370, 390
- Air distances from 500 to 5000 NM
- Flight profile :
Climb 250kt/300kt/M.80
Cruise M.80
Descent M.80/300kt/250kt
Note:
3. ff necessary, step climbs are performed to reach the indicated flight levels.
4. The crew/operator has to verify that the found aircraft weight complies with basic aircraft
limitations (e.g. max fuel capacity) as well as with mission dependent restrictions (e.g. MLW at
destination).

EXAMPLES
1. Fuel price ratio = 0.930
Cruising Altitude = FL310
Planned TOW = 200 000 kg (mission weight without fuel tanking)
Air Distance = 2500 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 187 000 kg, which is lower than the
planned takeoff weight d no fuel tanking recommended.
2. fuel price ratio = 0.890
Cruising Altitude = FL 350
Planned TOW = 190 000 kg (mission weight without fuel tanking)
Air Distance = 3250 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 198 000 kg, which is 8 000 kg higher than
the planned takeoff weight d optimum quantity of extra fuel is 8 000 kg.
Check :
a) new TOW less or equal MTOW from departure airport.
b) total fuel to be loaded less or equal maximum fuel capacity.
c) MLW at destination
033-11240 B
DATA SHEET
LRJT 1

JAR - FCL FLIGHT PLANNING

FUEL TANKING
033-11241 A
DATA SHEET
LRJT 1

JAR - FCL FLIGHT PLANNING

INTERGRATED CRUISE
033-11243 A
DATA SHEET
LRJT 1

JAR - FCL FLIGHT PLANNING

FUEL TANKING

FUEL TANKING

GENERAL
Fuel tanking graphs allow to determine the Optimum fuel quantity to be tanked as a function of the fuel
price ratio between departure and destination airports. The following pages present for one flight level
per page the Optimum aircraft takeoff weight depending on the fuel price ratio (departure fuel price
divided by destination fuel price) and on the air distance to fly.
The computed optimum takeoff weight is based on the additional fuel consumption needed for the
transport of the extra (tanked) fuel and it is the weight at which the maximum profit can be achieved. The
quantity of extra fuel that can be loaded is calculated as the difference between the Optimum takeoff
weight (including extra fuel) and the planned takeoff weight {without fuel tanking).
The graphs are established for:
- FL 290, 310, 330, 350, 370, 390
- Air distances from 500 to 5000 NM
- Flight profile :
Climb 250kt/300kt/M.80
Cruise M.80
Descent M.80/300kt/250kt
Note:
5. ff necessary, step climbs are performed to reach the indicated flight levels.
6. The crew/operator has to verify that the found aircraft weight complies with basic aircraft
limitations (e.g. max fuel capacity) as well as with mission dependent restrictions (e.g. MLW at
destination).

EXAMPLES
1. Fuel price ratio = 0.930
Cruising Altitude = FL310
Planned TOW = 200 000 kg (mission weight without fuel tanking)
Air Distance = 2500 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 187 000 kg, which is lower than the
planned takeoff weight d no fuel tanking recommended.
2. fuel price ratio = 0.890
Cruising Altitude = FL 350
Planned TOW = 190 000 kg (mission weight without fuel tanking)
Air Distance = 3250 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 198 000 kg, which is 8 000 kg higher than
the planned takeoff weight d optimum quantity of extra fuel is 8 000 kg.
Check :
a) new TOW less or equal MTOW from departure airport.
b) total fuel to be loaded less or equal maximum fuel capacity.
c) MLW at destination
033-11243 B

DATA SHEET
LRJT 1

JAR - FCL FLIGHT PLANNING

FUEL TANKING
033-11244 A
DATA SHEET
LRJT 1

JAR - FCL FLIGHT PLANNING

FUEL TANKING

FUEL TANKING

GENERAL
Fuel tanking graphs allow to determine the Optimum fuel quantity to be tanked as a function of the fuel
price ratio between departure and destination airports. The following pages present for one flight level
per page the Optimum aircraft takeoff weight depending on the fuel price ratio (departure fuel price
divided by destination fuel price) and on the air distance to fly.
The computed optimum takeoff weight is based on the additional fuel consumption needed for the
transport of the extra (tanked) fuel and it is the weight at which the maximum profit can be achieved. The
quantity of extra fuel that can be loaded is calculated as the difference between the Optimum takeoff
weight (including extra fuel) and the planned takeoff weight {without fuel tanking).
The graphs are established for:
- FL 290, 310, 330, 350, 370, 390
- Air distances from 500 to 5000 NM
- Flight profile :
Climb 250kt/300kt/M.80
Cruise M.80
Descent M.80/300kt/250kt
Note:
7. ff necessary, step climbs are performed to reach the indicated flight levels.
8. The crew/operator has to verify that the found aircraft weight complies with basic aircraft
limitations (e.g. max fuel capacity) as well as with mission dependent restrictions (e.g. MLW at
destination).

EXAMPLES
1. Fuel price ratio = 0.930
Cruising Altitude = FL310
Planned TOW = 200 000 kg (mission weight without fuel tanking)
Air Distance = 2500 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 187 000 kg, which is lower than the
planned takeoff weight d no fuel tanking recommended.
2. fuel price ratio = 0.890
Cruising Altitude = FL 350
Planned TOW = 190 000 kg (mission weight without fuel tanking)
Air Distance = 3250 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 198 000 kg, which is 8 000 kg higher than
the planned takeoff weight d optimum quantity of extra fuel is 8 000 kg.
Check :
a) new TOW less or equal MTOW from departure airport.
b) total fuel to be loaded less or equal maximum fuel capacity.
c) MLW at destination
033-11244 B

DATA SHEET
LRJT 1

JAR - FCL FLIGHT PLANNING

FUEL TANKING
033-11245 A
DATA SHEET
LRJT 1

JAR - FCL FLIGHT PLANNING

FUEL TANKING

FUEL TANKING

GENERAL
Fuel tanking graphs allow to determine the Optimum fuel quantity to be tanked as a function of the fuel
price ratio between departure and destination airports. The following pages present for one flight level
per page the Optimum aircraft takeoff weight depending on the fuel price ratio (departure fuel price
divided by destination fuel price) and on the air distance to fly.
The computed optimum takeoff weight is based on the additional fuel consumption needed for the
transport of the extra (tanked) fuel and it is the weight at which the maximum profit can be achieved. The
quantity of extra fuel that can be loaded is calculated as the difference between the Optimum takeoff
weight (including extra fuel) and the planned takeoff weight {without fuel tanking).
The graphs are established for:
- FL 290, 310, 330, 350, 370, 390
- Air distances from 500 to 5000 NM
- Flight profile :
Climb 250kt/300kt/M.80
Cruise M.80
Descent M.80/300kt/250kt
Note:
9. ff necessary, step climbs are performed to reach the indicated flight levels.
10. The crew/operator has to verify that the found aircraft weight complies with basic aircraft
limitations (e.g. max fuel capacity) as well as with mission dependent restrictions (e.g. MLW at
destination).

EXAMPLES
1. Fuel price ratio = 0.930
Cruising Altitude = FL310
Planned TOW = 200 000 kg (mission weight without fuel tanking)
Air Distance = 2500 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 187 000 kg, which is lower than the
planned takeoff weight d no fuel tanking recommended.
2. fuel price ratio = 0.890
Cruising Altitude = FL 350
Planned TOW = 190 000 kg (mission weight without fuel tanking)
Air Distance = 3250 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 198 000 kg, which is 8 000 kg higher than
the planned takeoff weight d optimum quantity of extra fuel is 8 000 kg.
Check :
a) new TOW less or equal MTOW from departure airport.
b) total fuel to be loaded less or equal maximum fuel capacity.
c) MLW at destination
033-11245 B
DATA SHEET
LRJT 1

JAR - FCL FLIGHT PLANNING

FUEL TANKING
033-11252 A
DATA SHEET
LRJT 1
FLIGHT PLANNING
JAR - FCL
INTERGRATED CRUISE
033-11252 B

DATA SHEET
LRJT 1

FLIGHT PLANNING
JAR - FCL
INTEGRATED CRUISE

CLIMB CORRECTION

The planner must correct the values for the fuel and the time obtained from the integrated cruise tables
with the numbers given in the following tables. The tables which are established for M.80, M.82, M.84
and long range speed take into account climbing from the brake release point at 250KT/300KT/M.80.

LONG RANGE SPEED

CLIMB TO OPTIMUM FL

STEP CLIMB CORRECTION

When the flight includes one or more step climbs (2000 feet below FL290, 4000 feet above), apply a
correction of 160 kg per step climb to the fuel consumption.
033-11252 C
DATA SHEET
LRJT 1

FLIGHT PLANNING
JAR - FCL
INTEGRATED CRUISE

DESCENT CORRECTION

Correct the fuel and the time values determined in the integrated cruise tables äs follows to take into
account the descent down to 1500 feet followed by 6 min IFR approach and landing.

LONG RANGE CRUISE

IRC, M.80, M.82. M.84 FROM OPTIMUM FL

033-11253 A
DATA SHEET
LRJT 1
FLIGHT PLANNING
JAR - FCL
INTERGRATED CRUISE
033-11253 B
DATA SHEET
LRJT 1

FLIGHT PLANNING
JAR - FCL
INTERGRATED CRUISE
033-11253 C
DATA SHEET
LRJT 1

FLIGHT PLANNING
JAR - FCL
INTEGRATED CRUISE

CLIMB CORRECTION

The planner must correct the values for the fuel and the time obtained from the integrated cruise tables
with the numbers given in the following tables. The tables which are established for M.80, M.82, M.84
and long range speed take into account climbing from the brake release point at 250KT/300KT/M.80.

LONG RANGE SPEED

CLIMB TO OPTIMUM FL

STEP CLIMB CORRECTION

When the flight includes one or more step climbs (2000 feet below FL290, 4000 feet above), apply a
correction of 160 kg per step climb to the fuel consumption.
033-11253 D
DATA SHEET
LRJT 1

FLIGHT PLANNING
JAR - FCL
INTEGRATED CRUISE

DESCENT CORRECTION

Correct the fuel and the time values determined in the integrated cruise tables äs follows to take into
account the descent down to 1500 feet followed by 6 min IFR approach and landing.

LONG RANGE CRUISE

IRC, M.80, M.82. M.84 FROM OPTIMUM FL

033-11254 A
DATA SHEET
LRJT 1
FLIGHT PLANNING
JAR - FCL
INTERGRATED CRUISE
033-11254 B
DATA SHEET
LRJT 1
FLIGHT PLANNING
JAR - FCL
INTERGRATED CRUISE
033-11254 C
DATA SHEET
LRJT 1

FLIGHT PLANNING
JAR - FCL
INTEGRATED CRUISE

CLIMB CORRECTION

The planner must correct the values for the fuel and the time obtained from the integrated cruise tables
with the numbers given in the following tables. The tables which are established for M.80, M.82, M.84
and long range speed take into account climbing from the brake release point at 250KT/300KT/M.80.

LONG RANGE SPEED

CLIMB TO OPTIMUM FL

STEP CLIMB CORRECTION

When the flight includes one or more step climbs (2000 feet below FL290, 4000 feet above), apply a
correction of 160 kg per step climb to the fuel consumption.
033-11254 D
DATA SHEET
LRJT 1

FLIGHT PLANNING
JAR - FCL
INTEGRATED CRUISE

DESCENT CORRECTION

Correct the fuel and the time values determined in the integrated cruise tables äs follows to take into
account the descent down to 1500 feet followed by 6 min IFR approach and landing.

LONG RANGE CRUISE

IRC, M.80, M.82. M.84 FROM OPTIMUM FL

033-11255 A
DATA SHEET
LRJT 1
FLIGHT PLANNING
JAR - FCL
INTERGRATED CRUISE
033-11255 B
DATA SHEET
LRJT 1

FLIGHT PLANNING
JAR - FCL
INTEGRATED CRUISE

CLIMB CORRECTION

The planner must correct the values for the fuel and the time obtained from the integrated cruise tables
with the numbers given in the following tables. The tables which are established for M.80, M.82, M.84
and long range speed take into account climbing from the brake release point at 250KT/300KT/M.80.

LONG RANGE SPEED

CLIMB TO OPTIMUM FL

STEP CLIMB CORRECTION

When the flight includes one or more step climbs (2000 feet below FL290, 4000 feet above), apply a
correction of 160 kg per step climb to the fuel consumption.
033-11255 C
DATA SHEET
LRJT 1

FLIGHT PLANNING
JAR - FCL
INTEGRATED CRUISE

DESCENT CORRECTION

Correct the fuel and the time values determined in the integrated cruise tables as follows to take into
account the descent down to 1500 feet followed by 6 min IFR approach and landing.

LONG RANGE CRUISE

IRC, M.80, M.82. M.84 FROM OPTIMUM FL

033-11259 A

DATA SHEET
LRJT 1

FLIGHT PLANNING
JAR - FCL
FUEL TANKING

FUEL TANKING

GENERAL
Fuel tanking graphs allow to determine the Optimum fuel quantity to be tanked as a function of the fuel
price ratio between departure and destination airports. The following pages present for one flight level
per page the Optimum aircraft takeoff weight depending on the fuel price ratio (departure fuel price
divided by destination fuel price) and on the air distance to fly.
The computed optimum takeoff weight is based on the additional fuel consumption needed for the
transport of the extra (tanked) fuel and it is the weight at which the maximum profit can be achieved. The
quantity of extra fuel that can be loaded is calculated as the difference between the Optimum takeoff
weight (including extra fuel) and the planned takeoff weight {without fuel tanking).
The graphs are established for:
- FL 290, 310, 330, 350, 370, 390
- Air distances from 500 to 5000 NM
- Flight profile :
Climb 250kt/300kt/M.80
Cruise M.80
Descent M.80/300kt/250kt
Note:
1. ff necessary, step climbs are performed to reach the indicated flight levels.
2. The crew/operator has to verify that the found aircraft weight complies with basic aircraft
limitations (e.g. max fuel capacity) as well as with mission dependent restrictions (e.g. MLW at
destination).
EXAMPLES
1. Fuel price ratio = 0.930
Cruising Altitude = FL310
Planned TOW = 200 000 kg (mission weight without fuel tanking)
Air Distance = 2500 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 187 000 kg, which is lower than the
planned takeoff weight d no fuel tanking recommended.
2. fuel price ratio = 0.890
Cruising Altitude = FL 350
Planned TOW = 190 000 kg (mission weight without fuel tanking)
Air Distance = 3250 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 198 000 kg, which is 8 000 kg higher than
the planned takeoff weight d optimum quantity of extra fuel is 8 000 kg.
Check :
a) new TOW less or equal MTOW from departure airport.
b) total fuel to be loaded less or equal maximum fuel capacity.
c) MLW at destination
033-11259 B
DATA SHEET
LRJT 1

JAR - FCL FLIGHT PLANNING

FUEL TANKING
033-11260 A

DATA SHEET
LRJT 1

FLIGHT PLANNING
JAR - FCL
FUEL TANKING

FUEL TANKING

GENERAL
Fuel tanking graphs allow to determine the Optimum fuel quantity to be tanked as a function of the fuel
price ratio between departure and destination airports. The following pages present for one flight level
per page the Optimum aircraft takeoff weight depending on the fuel price ratio (departure fuel price
divided by destination fuel price) and on the air distance to fly.
The computed optimum takeoff weight is based on the additional fuel consumption needed for the
transport of the extra (tanked) fuel and it is the weight at which the maximum profit can be achieved. The
quantity of extra fuel that can be loaded is calculated as the difference between the Optimum takeoff
weight (including extra fuel) and the planned takeoff weight {without fuel tanking).
The graphs are established for:
- FL 290, 310, 330, 350, 370, 390
- Air distances from 500 to 5000 NM
- Flight profile :
Climb 250kt/300kt/M.80
Cruise M.80
Descent M.80/300kt/250kt
Note:
1. ff necessary, step climbs are performed to reach the indicated flight levels.
2. The crew/operator has to verify that the found aircraft weight complies with basic aircraft
limitations (e.g. max fuel capacity) as well as with mission dependent restrictions (e.g. MLW at
destination).

EXAMPLES
1. Fuel price ratio = 0.930
Cruising Altitude = FL310
Planned TOW = 200 000 kg (mission weight without fuel tanking)
Air Distance = 2500 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 187 000 kg, which is lower than the
planned takeoff weight d no fuel tanking recommended.
2. fuel price ratio = 0.890
Cruising Altitude = FL 350
Planned TOW = 190 000 kg (mission weight without fuel tanking)
Air Distance = 3250 NM
Enter graph
For the given air distance, the optimum fuel tanking weight is 198 000 kg, which is 8 000 kg higher than
the planned takeoff weight d optimum quantity of extra fuel is 8 000 kg.
Check :
a) new TOW less or equal MTOW from departure airport.
b) total fuel to be loaded less or equal maximum fuel capacity.
c) MLW at destination
033-11260 B
DATA SHEET
LRJT 1

JAR - FCL FLIGHT PLANNING

FUEL TANKING
033-11261 A
033-11270 A

DATA SHEET
LRJT 1

FLIGHT PLANNING
JAR - FCL
ICAO MODEL FLIGHT PLAN FORM
033-11271 A

DATA SHEET
LRJT 1

FLIGHT PLANNING
JAR - FCL
INTERGRATED CRUISE
033-11272 A
DATA SHEET
LRJT 1
FLIGHT PLANNING
JAR - FCL
INTERGRATED CRUISE
033-11702 A

033-11704 A

033-11717 A
033-12314 - 12319A
033-12320 A a 033-12328A
033-12329 A - 033-12338 A