The first set of examples are simple multiplication corrections — Page 127, Lesson 120

I want to walk you through a new section — the answers to the worked examples from the previous chapter, followed by an introduction to computer flight plans. Let's start with the answers. The first set of examples are simple multiplication corrections. Example 1: 8100 multiplied by 1.005 gives 8140 kg. Example 2: 8600 multiplied by 1.005 gives 8643 kg. Example 3: 5500 multiplied by 1.20 gives 6600 kg. Example 4: 5800 multiplied by 1.18 gives 6844 kg. These factors — 1.005, 1.20, 1.18 — are correction factors you'd apply to a weight, typically for fuel or performance adjustments. Example 5 is a table. It gives speeds in Mach number and KIAS — that's Mach number and knots indicated airspeed. For each speed, there's a diversion weight in 1000 kg, and then fuel figures for holding times of 120 minutes, 135 minutes, 150 minutes, and 180 minutes. For example, at Mach 0.70 and 280 KIAS, with a diversion weight of 45,000 kg, the fuel for 120 minutes is 878 kg, and for 135 minutes it's 1167 kg. At Mach 0.74 and 290 KIAS, with 55,000 kg, 120 minutes takes 766 kg, 135 minutes takes 952 kg. At Mach 0.74 and 310 KIAS, with 70,000 kg, you have 744 kg for 120 minutes, 834 kg for 135 minutes, and 1103 kg for 180 minutes. At Mach 0.74 and 330 KIAS, with 38,000 kg, 120 minutes is 908 kg, 135 minutes is 1007 kg, 180 minutes is 1205 kg. For Long Range Cruise, or LRC, at 60,000 kg, 120 minutes takes 744 kg and 150 minutes takes 1100 kg. Example 6: 7300 kg gives an endurance of 2.95 hours, which is 2 hours and 57 minutes. Example 7: 2800 kg gives 1.05 hours, which is 1 hour and 3 minutes. Example 8 has three parts. Part a: 7600 multiplied by 1.005, then multiplied by 1.20, equals 9166 kg. Part b: 7900 multiplied by 1.005, then multiplied by 1.18, equals 9369 kg. Part c: 5400 kg gives an endurance of 2.4 hours, which is 2 hours and 24 minutes. Example 9: 7100 kg gives 2 hours and 24 minutes. Example 10: 10,300 kg gives 2 hours and 48 minutes. Example 11: 16.8% and 90 cents. Example 12: 6.2% and 92 cents. Now, a critical note for Examples 11 and 12. The NAM — that's Nautical Air Miles — for the graphs must be calculated from a formula using NGM, GS, and TAS. NGM is Nautical Ground Miles, GS is Ground Speed, and TAS is True Airspeed. The TAS comes from the Integrated Cruise pages for LRC at FL350 — that's Flight Level 350, or 35,000 feet — and at Mach 0.74 at FL310, which is 31,000 feet. You must remember to correct the TAS for ISA Deviation — International Standard Atmosphere deviation — in each case before working out the NAM. Now we move to MRJT Additional Procedures, starting with Computer Flight Plans — an introduction. The majority of airlines use computer flight planning. They either use their own systems or those provided by companies like SITA or Jeppesen. What follows is representative of the type of information programmed into a computer database. First, coordinates and identification of all likely navigation beacons, waypoints, and airfields. Second, meteorological data, which is automatically loaded from a main International Met Office, such as Bracknell in the UK. Third, the airline's standard routes. Fourth, ATC routes, airways, SIDs and STARs — Standard Instrument Departures and Standard Terminal Arrival Routes — and the twice-daily North Atlantic Tracks, which are automatically loaded. Fifth, the operator's fuel management data and policy. Sixth, the structural limits and performance details of all the aircraft types operated. Seventh, airfield dimensions and meteorological information so that regulated take-off and landing performance data can be calculated. Eighth, the operator's preferred alternate airfield data. Ninth, the operator's fuel costing policy. Tenth, the operator's preferred aircraft operating method — for example, Long Range Cruise, High Speed Cruise, Cruise Climb, or Constant Mach Number. Most computer systems require a minimum set of basic information to provide a flight plan. Examples of required information include: aircraft type, block time, departure and destination, cruise mode, and traffic load required. However, great care must be taken to ensure the correct information is loaded. Remember the phrase: "garbage in, garbage out." Figure 8.3 shows a printout of a trip from Gatwick — that's EGKK — to Frankfurt — EDDF. The printout begins with line 1: "PLAN 6340 EGKK TO EDDF 757B M80/F 09/30/92". That's the plan number, the airports, the aircraft type — a Boeing 757 variant — and the date. Line 2: "NONSTOP COMPUTED 1145Z FOR ETD 1830Z PROGS 30000Z KGS". That means the plan is for a nonstop flight, computed at 1145 Zulu time, for an estimated time of departure of 1830 Zulu, using the 30000 Zulu forecast wind and temperature data, with weights in kilograms.