JOINT AVIATION AUTHORITIES AIRLINE TRANSPORT PILOT’S LICENCE Theoretical Knowledge Manual REFERENCE MATERIAL Second Edition, First Impression. APPROVEDI[G@ This learning material has been approved as JAA compliant by the United Kingdom Civil Aviation Authority. OXF ORD 7. JEPPESEN.© Oxford Aviation Services Limited 2001 Al Rights Reserved “This ext BOOK is o be used only Tor the purpose of private study by individuals and may not be reproduced in any form or medium, copied, stored ina retrieval system, lent, hired, rented, transmitted or adapted in whole or in part without the por wrlten consent of [Oxford Aviation Services Limited “Gapyightn a documents and matorats bound within those covers or attached herte, excluding Wat Maral WHE Te YSprOOUERS by Wo Rd ‘omission of hr patios and acknowledged se aush, Delonge excluelvely to Oxlor Aviation Service Lined Certain copyright mate. is reproduced with te permission of the International Civil Aviaton Organisation, the United Kingdom Chul Aviation Aunorty and the Joint Aviation Authors (JA) “Ths te Book has Bean won and publahed asa eronce work to asst slodenlsenrled on an appraved JAA Ar Transpor PHT leance (ATPL) course to propa thomeeles forthe JAA ATPL theoretcal krowedge examinations. NotNingin the content of hs book iso be Blorpeoted as conatvsng Intucton or sevice reaing io practical fying mist every ff has boon made fe onsure the accurey f the infrmaton contained within this book, nether Oxford Aviation Services Limited nor the publisher ves any waranty a os accracy or ethrwiso Students preparing forthe JAA ATPL theoretical knowledge examinations ‘shoul fot rogard this book as a subst fer he IAA ATPL thooretcal knowledge rang slabus pubened inthe current etn oF JAR-FCL 1 Flight Crew Licensing (Aeroplanes) Ine Sylabus). The Sylabus consis the sol auhoatve dafiston of he subject mar tobe sted inaJAA ATPL thooretcal nowledge tring programme. you elect to subserse lo the amandment sence offered wth this book plese note ‘hat there willbe a delay between the troduction of changes fo the Sytabus and your rece of he relevant updates. No student shoud prepare fr, or curenty ented to ener Rmsotheraa forthe JAA ATPL theoretic! knowedgo examnatons without fet bing envaled in & Itaning school wich hasbeen granted approval bya JAA-euorsed national aviation authority to deliver JAR ATPL taining, (ford Aviation Senvcws Limited excludes all laity for ary loss or damage Incured or sutered a8 result of any resance on all oc part ofthis book excep fr any lly for death 0: personal inj reuting ror Oxford Aviation Serces Listeds negagenes ox any athe laity which ay nt legal be excuded, Cover picture by courtesy of the Boeing Company Published by: Jeppesen GmbH, Frankfurt, Germany Contact Details: Pilot Ground Training Department Sales and Service Department ‘Oxford Aviation Training Jeppesen GmbH Oxford Airport Frankfurter Strasse 233, Kidlington 63263 Neu-lsenburg Oxford OXS IRA Germany England Tel: ++44 (0)1865 844290 Tel: ++49 (0)6102 508240 E-mail: ddd@oxfordaviation.net E-mail: fra-services@jeppesen.com For further information on products and services from Oxford Aviation Training and Jeppesen visit ‘our web sites at: www.oxfordaviation.net and www.jeppesen.com ISBN: 0-88487-285-8FOREWORD Joint Aviation Authorities (JAA) pilot licences were first introduced in 1999, By the end of 2002, all 33 JAA member states will have adopted the new, pan-European licensing system. Many other countries world-wide have already expressed interest in aligning their training with the syllabi for the various JAA. licences. These syllabi and the regulations governing the award and the renewal of licences are defined by the JAA’s licensing agency, known as “Joint Aviation Requirements-Flight Crew Licensing”, or JAR- FCL. The introduction of JAA licences is, naturally, accompanied by associated JAR-FCL practical skill tests, (tests of flying ability) and theoretical knowledge examinations corresponding to each level of licence: Private Pilot Licence (PPL), Commercial Pilot Licence (CPL), CPL with Instrument Rating and Air ‘Transport Pilot Licence (ATPL). The JAR-FCL skill tests and the ground examinations, though similar in content and scope to those conducted by many national authorities, are inevitably different in detail from the tests and examinations set by any individual JAA member state under its own national scheme. Consequently, students who wish to train for JAA licences need access to study material which has been specifically designed to meet the requirements of the new licensing system. As far as the JAA ATPL ground examinations are concerned, the subject matter to be tested is set out in the ATTPL training syllabus contained in the JAA publication, ‘JAR-FCL 1 (Aeroplanes)’. Inevitably, this syllabus represents a compromise between the differing academic contents of the national ATPL training, syllabi it replaces. Thus, it follows that the advent of the new examinations has created a need for completely new reference texts to cover the requirements of the new syllabus. This series of manuals, prepared by Oxford Aviation Training and published by Jeppesen, aims to cover those requirements and to help student pilots prepare for the JAA ATPL theoretical knowledge examinations. Oxford Aviation Training (OAT) is one of the world’s leading professional pilot schools. It has been in operation for over thirty years and has trained more than 12,000 professional pilots for over 80 airlines, world-wide. OAT was the firs pilot school in the United Kingdom to be granted approval to train for the JAA ATPL. As one of the most active members of the European Association of Airline Pilot Schools, OAT has been a leading player in the pan-European project to define, in objective terms, the depth and scope of the academic content of JAA ATPL ground training as outlined in ‘JAR-FCL 1 (Aeroplanes)’ OAT led and coordinated this joint-European effort to produce the JAA ATPL Learning Objectives which are now published by the JAA itself as a guide to the theoretical knowledge requirements of ATPL training. In less than two years since beginning JAA ATPL training, and despite the inevitable teething problems that national aviation authorities have experienced in introducing the new examination system, OAT has achieved an unsurpassed success rate in terms of the passes its students have gained in the JAA ATPL examinations. This achievement is the result of OAT’s whole-hearted commitment to the introduction of the new JAA licensing system and of its willingness to invest heavily in the research and development required to make the new system work for its students. OAT has not only been at the forefront of the effort made to document JAA ATPL theoretical knowledge requirements, but it has also produced associated academic notes of the highest quality and created computer-generated and web-based ATPL. lessons which ensure that its students are as well-prepared as possible to succeed in the ground examinations, OAT’s experience and expertise in the production of JAA ATPL training material make this series of manuals the best learning material available to students who aspire to hold a JAA ATPL. continued...Jeppesen, established in 1934, is acknowledged as the world’s leading supplier of flight information services, and provides a full range of print and electronic flight information services, including navigation data, computerised flight planning, aviation software products, aviation weather services, maintenance information, and pilot training systems and supplies. Jeppesen counts among its customer base all US airlines and the majority of international airlines world-wide. It also serves the large general and business aviation markets The combination of Jeppesen and OAT expertise embodied in these manuals means that students aiming to gain a JAA ATPL now have access to top-quality, up-to-date study material at an affordable cost Manuals are not, of course, the complete answer to becoming an airline pilot. For instance, they cannot teach you to fly. Neither may you enter for the new JAA ATPL theoretical knowledge examinations as a “self-improver” student. The new regulations specify that all those who wish to obtain a JAA ATPL must be enrolled with a flying training organisation (FTO) which has been granted approval by a JAA- authorised national aviation authority to deliver JAA ATPL training. The formal responsibility to prepare you for both the flying tests (now known as “skill tests”) and the ground examinations lies with your FTO. However, these OAT/Jeppesen manuals represent a solid foundation on which your formal training can rest For those aspirant airline pilots who are not yet able to begin formal training with an FTO, but intend to do so in the future, this series of manuals will provide high-quality study material to help them prepare themselves thoroughly for their formal training. The manuals also make excellent reading for general aviation pilots or for aviation enthusiasts who wish to further their knowledge of aeronautical subjects to the standard required of airline pilots. At present, the JAA ATPL theoretical knowledge examinations are in their infancy. ‘The examinations will inevitably evolve over the coming years, The manuals are supported by a free on-line amendment service which aims to correct any errors and/or omissions, and to provide guidance to readers on any changes to the published JAA ATPL Learning Objectives. The amendment service is accessible at http://www.oxfordaviation.net/shop/notes.htm OAT’s knowledge of and involvement in JAR-FCL developments are second to none. You will benefit from OAT’s expertise both in your initial purchase of this text book series and from the free amendment service. OAT and Jeppesen have published what they believe to be the highest quality JAA ATPL. theoretical knowledge manuals currently available. ‘The content of these manuals enables you to draw on the vast experience of two world-class organisations, each of which is an acknowledged expert in its field of the provision of pilot training and the publication of pilot training material, respectively. We trust that your study of these manuals will not only be enjoyable but, for those of you undergoing, training as airline pilots, will also lead to success in the JAA ATPL ground examinations. Whatever your aviation ambitions, we wish you every success and, above all, happy landings. Oxford, England, January 2002PREFACE TO EDITION TWO, FIRST IMPRESSION Edition Two of this work has been recompiled to give a higher quality of print and diagram. The opportunity has also been taken to update the contents in line with Oxford Aviation Training’s experience of the developing JAA ATPL Theoretical Knowledge Examinations. Oxford, England. September 2002Textbook Series Book [Title TAR RefNo. ‘Subject 010 Air Law 020 Aircraft General Knowedge 1 | 021.01 Airframes & Systems 020 Aircraft General Knowledge 2 020 Aircraft General Knowledge 3 020 Aircraft General Knowledge 4 030 Flight Performance & Planning 1 030 Flight Performance & Planning 2 040 Human Performance & Limitations (050 Meteorology 060 Navigation 1 (060 Navigation 2 070 Operational Procedures 080 Principles of Flight (090 Communications Reference Material 021 01 01/04 021 01 07 021 01 05 021 01 06 021 01 08/09 021 01 a9/10 021 04 00 0210111 21 02 021 0201 021 0202 021 0205 921 00 021 03 01 021 03 02 061 062 Fuselage, Wings & Stabilising Surfaces Hydraulics Landing Gear Flight Controls Air Systems & Air Conditioning Antiicing & De-icing Emergency Equipment Fuel Systems Electrics ~ Electronics Direct Current Alternating Current Basic Radio Propagation. Powerplant Piston Engines Gas Turbines Instrumentation Flight Instruments Warning & Recording Automatic Flight Control Power Plant & System Monitoring Instruments Mass & Balance Performance Flight Planning & Monitoring General Navigation Radio NavigationREFERENCE MATERIAL CONTENTS Airline Transport Pilot's Licence Syllabus - Deatiled Listing JAR-FCL 1 Subpart J. Section 2 CAP 696 Civil Aviation Authority JAR FCL Examinations - Loading Manual CAP 697 C Manual CAP 698 Civil Aviation Authority JAR FCL Examinations - Performance Manual. Aerodromes (CAA UK AIP/AD 2 EGLL) UK AIP (Meteorology) il Aviation Authority JAR FCL Examinations - Flight PlanningJAR-FCL 1 Subpart J SECTION 2 jar.fel.ame.1.470 010 00 00.00 010 01.00.00 01001 01 00 01001 01 01 010010102 01001 0103 01001 01 04 010 01 02.00 01001 0201 01001 02.02 010 01 02 03 AIRLINE TRANSPORT PILOT'S LICENCE SYLLABUS Detailed AIR LAW AND ATC PROCEDURES INTERNATIONAL AGREEMENTS AND ORGANISATIONS ‘The Convention of Chicago Part | Air Navigation general principles and application: sovereignty, territory flight over territory of Contracting States: right of non-scheduled flight, scheduled air services, cabotage, landing at customs airports, applicability of air regulations, rules of the air, search of aireraft measures to facilitate air navigation: customs duty, conditions to be fulfilled with respect to aireraft: certificates of airworthiness, licences of personnel, recognition of certificates and licences, cargo restrictions, photographic apparatus: documents to be 01 carried in aircraft international standards and recommended practices: adoption of international standards and procedures, endorsement of certificates and licences, validity of endorsed certificates and licences: departure from international standards and procedures (notification of differences) Part Il The International Civil Aviation Organisation objectives and composition Regional structure and offices Dates in relation to: annexes to the convention standards and recommended practices procedures for air navigation services regional supplementary procedures regional air navigation ‘manuals and circulars Other international agreements The International Air Transport Agreement the five freedoms ‘The Convention of Tokyo, La Haye, Montreal Jurisdiction authority of the pilot-in-command of the aircraft European organisations name, composition, objectives and relevant documents relevant documents European Civil Aviation Conference (ECAC), including Joint Aviation Authorities (JAA) Eurocontrol European Commission (EC)JAR-FCL 1 Subpart J SECTION 2 01001 02.04 010.01 03 00 01001 0400 01001 05 00 010 02 00 00 010 03 00 00 010 04.00.00 010 05 00 00 01005 01 00 010 06 00 00 010.06 01 00 010.06 02.00 010.06 03 00 Warsaw Convention PIC authority and responsibility regarding safety and security Operators and pilots liabilities towards persons and goods on the ground, in case of damage and injury caused by the operation of the aircraft ‘Commercial practices and associated rules (leasing) Dry lease Wet lease ANNEX 8ATRWORTHINESS OF AIRCRAFT applicability ANNEX TAIRCRAFT NATIONALITY AND REGISTRATION MARKS applicability ANNEX 1PERSONNEL LICEN: iG applicability relation between ANNEX | and JARFCL RULES OF THE AIR (based on ANNEX 2) Annex 2: essential definitions, applicability of the rules ofthe air, general rules (except water operations), visual flight rules, instrument flight rules, signals, interception of civil aircraft, table of cruising levels PROCEDURES FOR AIR NAVIGATION - AIRCRAFT OPERATIONS Doc. 81680PS/611, VOLUME 1 Foreword introduction Definitions and abbreviations (see general statements) Departure procedures general criteria standard instrument departures ‘omnidirectional departures Published information simultaneous operations on parallel or neat parallel instrument runways area navigation (RNAV) departure procedures based on VOR/DME use of FMS/RNAV equipment to follow ‘conventional departure proceduresJAR-FCL 1 Subpart J SECTION 2 010.06 04 00 010.06 05 00 010 06 06 00 010.06 07 00 010 07 00 00 0100701 00 010070101 010.07 01 02 010.07 01 03, Approach procedures general criteria (except tables) approach procedure design: instrument approach areas, accuracy of fixes (only intersection fix tolerance factors, other fix tolerance factors, accuracy of facility providing track, approach area splays, descent gradient) arrival and approach segments: general, standard instrument arrival, initial approach segment (only general), intermediate approach segment, final approach segment (except tables), missed approach segment (only general) visual manoeuvring (circling) in the vicinity of the aerodrome: general, the visual manoeuvring (circling) area (except table), visual manoeuvring (circling) area not considered for obstacle clearance (except table), minimum descent alttudeweight, visual flight manoeuvre, missed approach whilst circling simultaneous ILS operations on parallel or nearparallel runways area navigation (RNAV) approach procedures based on VOR/DME use of FMS/RNAV equipment to follow conventional nonprecision approach procedures, Holding procedures in flight procedures (except table), entry, holding obstacle clearance (except table) Altimeter setting procedures (including ICAO Doe. 7030 regional supplementary procedures) basic requirements (except tables), procedures appli ble to operators and pilots (except tables) Secondary surveillance radar transponder operating procedures (including ICAO Doe. 7030- regional supplementary procedures) ‘operation of transponders operation of ACAS equipment phraseology AIR TRAFFIC SERVICES (based on ANNEX 11 and Doe. 4444) Ait Traffic Services Annex 11 definitions (see general statements) General ‘objectives of ATS, divisions of ATS, designation of the portions of the airspace and controlled aerodromes where where ATS will be provided, classification of airspaces (appendix 4 of annex 11), required navigation performance (RNP), establishment and designation of the units providing ATS, specifications for flight information regions, control areas and control zones, minimum {light altitudes, priority in the event of an aircraft in emergency, inflight contingencies, time in ATS Air Traffic Control application provision of air traffic control service, operation of air traffic control service, separation minima, contents of clearances, coordination of clearances, control of persons and vehicles at aerodromes Flight Information Service application scope of flight information service ‘operational flight information service broadcasts 3JAR-FCL 4 Subpart J SECTION 2 0100701 04 0100701 055 010.07 03 00 0100703 01 010.0703 02 010.07 03 03, 0100703 04 Alerting Service application, notification of rescue coordination centres (only INCERFA, ALERFA, DETRESFA), information to aircraft operating in the vicinity of an aircraft in a state of ‘emergency Principles governing the identification of RNP types and the identification of ATS routes other than standard departure and arrival routes (Appendix 1) Rules of the air and air traffic services (ICAO Doc. 4444RAC/S0I/II and ICAO Doe. 7030Regional supplementary procedures) definitions (see general statements) relationship to other document General provisions general ar traffie services operating practices: submission ofa flight plan, change from IFR to ‘VER flight, clearances and information, control of air traffic flow, altimeter setting procedures, indication of heavy wake turbulence category and MLS capacity, position reporting, ait traffic incident report, procedures in regard to aircraft equipped with airborne collision avoidance systems (ACAS) Appendix | Area Control Service general provisions for the separation of controlled traffic vertical separation: vertical separation application, vertical separation minimum, minimum cruising level, assignment of cruising level, vertical separation during ascent or descent horizontal separation: lateral separation application, lateral separation application, longitudinal separation application (except between supersonic aircraft) reduction in separation minima air traffie control clearances: contents, description of air traffic control clearances, clearance to fly maintaining own separations while in visual meteorological conditions, essential traffic information, clearance of a requested change in flight plan ‘emergency and communication failure: emergency procedures (only general priority, emergency descent, action by pilotincommand), airground communication failure (only concerning the actions by pilotincommand), interception of civil aireraft Approach Control Service departing aircraft: general procedures for departing aircraft, clearances for departing aircraft to climb maintaining own separation while in visual meteorological conditions, information for departing aircraft arriving aircraft: general procedures for arriving aireraft, clearance to descend subject to ‘maintaining own separation in visual meteorological conditions, visual approach, instrument approach, holding, approach sequence, expected approach time, information for ariving aircraft Aerodrome Control Service functions of aerodrome control towers: general, alerting service provided by aerodrome control towers, suspension of VFR operations by aerodrome control towers traffic and taxi circuits: selection of runway-in-use information to aircraft by aerodrome control towers: information related to the operation of the aircraft, information on aerodrome conditions control of aerodrome traffic: order of priority for arriving and departing aircraft, control of departing and arriving aircraft, wake turbulence categorisation of aircraft and increased longitudinal separation minima, authorisation of special VFR flightsJAR-FCL 1 Subpart J SECTION 2 0100703 05 0100703 06 010 08 00 00 010 08.01 00 010 09 00.00 010 09.01 00 010 0901 01 010.0901 02 0100901 03, 010 0901 04 010.09 01 0s 010 00 00 00 0100901 06 010 10 00.00 Flight Information Service and Alerting Service flight information service alerting service Use of radar in Air Traffic Services general provisions: limitations in the use of radar, identification procedures (only establishment of radar identity), position information, radar vectoring use of radar in the air traffic control service AERONAUTICAL INFORMATION SERVICE (based on ANNEX 15) Annex 15 essential definitions applicability AERODROMES (based on ANNEX 14, VOL 1 & 2) Annex 14 definitions Aerodrome data conditions of the movement area and related facilities Visual aids for navigation indicators and signalling devices markings lights signs markers Visual aids for denoting obstacles marking of objects lighting of objects Visual aids for denoting restricted use of areas, Emergency and other services rescue and fire fighting apron management service ‘ground servicing of aircraft AIR LAW AND ATC PROCEDURES Attachment A to Annex 14 calculation of declared distances radio altimeter operating areas approach lighting systems FACILITATION (based on ANNEX 9) definitionsJAR-FCL 1 Subpart J SECTION 2 010 10.01 00 010 10.02 00 010 11 00 00 010 1101 00 010 11 0101 010 1101 02 010 1101 03 010 11.0104 010 12.00 00 010 1201 00 010 120101 010 1201 02 010 1201 03 010 13 00 00 010 13 01 00 010 14.00 00 010 15 00.00 010 1501 00 Entry and departure of aireraft description, purpose and use of aircraft documents: general declaration Entry and departure of persons and their bageage entry requirement and procedures crew and other operator's personnel SEARCH AND RESCUE (based on ANNEX 12) Annex 12 definitions Organisation establishment and provision of SAR service establishment of SAR regions establishment and designs of SAR services units Cooperation cooperation between States cooperation with other services Operating procedures procedures for pilots-in-command at the scene of an accident procedures for pilots-in-command intercepting a distress transmission search and rescue signals Search and reseue signals: signals with surface craft sround/air visual signal code air/ground signals SECURITY (based on ANNEX 17) ‘Annex 17 General aims and objectives Organisation cooperation and coordination Operators: operators security programme AIRCRAFT ACCIDENT INVESTIGATION (based on ANNEX 13) Annex 13 definitions applicability JARFCL NATIONAL LAW ‘National law and differences to relevantCAP 696 CIVIL AVIATION AUTHORITY JAR FCL EXAMINATIONS LOADING MANUAL CIVIL AVIATION AUTHORITY, LONDONCAP 696 CIVIL AVIATION AUTHORITY JAR FCL EXAMINATIONS LOADING MANUAL CIVIL AVIATION AUTHORITY, LONDON, AUGUST 1999© Civil Aviation Authority 1999 ISBN 0 86039 769 6 Printed and distributed by Westward Digital Limited, 37 Windsor Street, Cheltenham, EnglandContents Section! General Notes Section Il __Data for single engine piston/propeller (SEP. 1) aeroplane Section III Data for light twin engine piston/propeller aeroplane (MEP. 1) Section IV Data for medium range twin jet (MRUT. 1) MASS & BALANCE iilCIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE MASS AND BALANCE SECTION 1 - GENERAL NOTES, INTRODUCTION IMPORTANT NOTICE ‘These data sheets are intended for the use of candidates for the European Professional Pilot's Licence Examinations. The data contained within these sheets is for examination purposes only. The data must not be used for any other purpose and, specifically, are not to be used for the purpose of 'S associated with the operation of any aircraft in use now or in the AIRCRAFT DESCRIPTION The aircraft used in these data sheets are of generic types related to the classes of aircraft ‘on which the appropriate examinations are based. Candidates must select the correct class of aircraft for the question being attempted. To assist in this, the data for each class is presented on different coloured paper. Generic Aircraft Single engine piston not certified under JAR 25 (Light Aeroplanes) Performance Class B SEP1 Multi engine piston not certified under JAR 25 (Light Aeroplanes) Performance Class B MEP1 Medium range jet transport certified under JAR 25 Performance Class A MRJT The same set of generic aircraft will be utilised in the following subjects: 031 - Mass and Balance - Aeroplanes * 032 - Performance - Aeroplanes 033 - Flight Planning and Monitoring - Aeroplanes MASS & BALANCE 1CIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE, LAYOUT OF DATA SHEETS Each set of data sheets will consist of an introduction that will contain some pertinent information relating to the aircraft and the subject being examined. This data will include (but not be limited to) a list of abbreviations and some conversion factors. This will be followed by a selection of graphs and/or tables that will provide coverage suitable for the syllabus to be examined. A worked example will accompany each graphitable and will demonstrate typical usage. Data sheets for each type will appear on different colour paper as follows:- * SEP1 green paper * MEP1 blue paper * MRJT — white paper DEFINITIONS Definitions given in italics are not given in ICAO or JAA documentation but are in common use. MASS DEFINITIONS: Basic Empty Mass (Basic Mass) is the mass of an aeroplane plus standard items such as: unusable fuel and other unusable fluids; lubricating oil in engine and auxiliary units; fire extinguishers; pyrotechnics; emergency ‘oxygen equipment; supplementary electronic equipment. Dry Operating Mass (D.0.M.) is the total mass of the aeroplane ready for a specific type of operation excluding all usable fuel and traffic load. The mass includes items such as:- (i) Crew and crew baggage (ii) Catering and removable Passenger service equipment (ii) Potable water and lavatory chemicals (iv) Food & beverages Operating Mass (OM) is the DOM plus fuel but without traffic load. Traffic Load The total mass of passengers, baggage and cargo, including any ‘non-revenue' load MASS & BALANCE 2CIVIL AVIATION AUTHORITY MASS & BALANCE Zero Fuel Mass Maximum Zero Fuel Mass (MZFM) Taxi Mass Maximum Structural Taxi Mass Take-Off Mass (TOM) Performance Limited Take-Off Mass Regulated T.O.M. Maximum Structural Take-Off Mass Performance Limited Landing Mass Maximum Structural Landing Mass Regulated Landing Mass OTHER DEFINITIONS Centre of Gravity (CG) Datum Balance Arm (BA) MASS & BALANCE DATA SHEET is D.O.M. plus traffic load but excluding fuel The maximum permissible mass of an aeroplane with no useable fuel. is the mass of the aircraft at the start of the taxi {at departure from the loading gate). is the structural limitation on the mass of the aeroplane at commencement of taxi. is the mass of an aeroplane including everything and everyone contained within it at the start of the take-off run. is the take-off mass subject to departure airfield limitations. It must never exceed the maximum structural limit. is the lowest of ‘performance limited’ & ‘structural limited’ T.O.M. the maximum permissible total aeroplane mass at the start of the take-off run. is the mass subject to the destination airfield limitations, It must never exceed the structural limit. the maximum permissible total aeroplane mass, on landing under normal circumstances. is the lowest of ‘performance limited’ and ‘structural limited’ landing mass. is that point through which the force of gravity is said to act on a mass. (relative to an aeroplane) is that plane from which the centres of gravities of all masses are referenced. is the distance from the datum to the centre of gravity of a mass.CIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE, Moment is the product of the mass and the balance arm Loading Index (LI) is a non-dimensional figure that is a scaled down value of a moment. It is used to simplify mass and balance calculations, Dry Operating Index (DO!) is the index for the position of the centre of gravity at Dry Operating Mass. CONVERSIONS All conversions are taken from ICAO Annex Mass conversions Pounds (LB) to Kilograms (KG) LB x 0.45359237 KG Kilograms (KG) to Pounds (LB) KG x 220462262 LB Volumes (Liquid) Imperial Gallons to Litres (L) Imp. Gall x 4.546092 US Gallons to Litres (L) US Gall x 3.785412 Lenaths Feet (ft) to Metres (m) Feet x 0.3048 Distances Nautical mile (NM) to metres (m) NM x 1852.0 MASS & BALANCE 4CIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE AIRCRAFT - S.E.P.1 MASS AND BALANCE SECTION II- DATA FOR SINGLE ENGINE PISTON/PROPELLER (SEP1) AEROPLANE, 1 AEROPLANE DESCRIPTION AND DATA, = monoplane - single reciprocating engine - propeller - constant speed - fetractable undercarriage - Performance Class B. Figure 2.4 carom] (Rem 7 (o) S ‘38.00 1N 7A0N whee! 3.1 ft of datum aan whee! 970m af of datum w7N Reference datum 39.00 inches forward of firewall Centre of Gravity (CG) limits forward limit 74.00 - 80.4 inches aft limit 87.7 inches. Maximum T.O.M. 3650 Ib. Maximum Landing Mass 3650 Ib. Basic Empty Mass (BEM) 2415 tb. CG @BEM 77.7 inches Moment (x10) 1876.46 Ib/inches Landing Gear retraction/extension does not significantly affect CG position Floor structure load limit 50 Ib. per square foot between front and rear spars (includes Baggage Zone A) 100 Ib. per square foot elsewhere. (Baggage Zones B & C MASS & BALANCE 5CIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE AIRCRAFT - S,E.P.1 Figure.2.2 SEATING AND BAGGAGE ARRANGEMENTS + firewall ad Front seats 4 ae am Baggage 3° 8 4" seats | +— Zone “A Cl 5” & 6" seats + Zone'B'| Baggage/load zones ARM (inches) A 108 B 150 Cc 180 Figure 2.3 USEFUL LOAD WEIGHTS AND MOMENTS: USABLE FUEL LEADING EDGE TANKS. ARM 75 GALLONS | WEIGHT MOM/100 GALLONS | WEIGHT MOM/M00 5 30 23 44 264 198 10 60 45 50 300 225 15 90 68 55 330 248 20 120 90 . 60 360 270 25 150 113 65 390 293 30 180 135 70 420 315 35 210 158 74 444 333 40 240 180 MASS & BALANCE 6CIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE AIRCRAFT - S.E.P.1 2. PROCEDURE FOR MASS AND BALANCE CALCULATION (FIG 2.4) 2.1 Record the Basic Empty Mass and Moment under the Basic Empty Condition block, he moment must be divided by 100 to correspond to ‘Useful Load’ Mass and Moments tables. 2.2 Record the Mass and corresponding moment for each of the useful load items (except fuel.) to be carried in the aeroplane (occupants, baggage). 2.3. Total the Mass column and moment column. The SUB-TOTAL is the Zero Fuel Condition. 2.4 Determine the Mass and corresponding moment for the fuel loading to be used. This fuel loading includes fuel for the flight, plus that required for start, taxi and take-off. Add the Fuel to Zero Fuel Condition to obtain the SUB-TOTAL Ramp Condition. 2.5 Subtract the fuel to be used for start, taxi and take-off to arrive at the SUB-TOTAL, Take-off Condition. 2.6 Subtract the Mass and moment of the fuel in the incremental sequence in which it is to be used from the take-off weight and moment. The Zero Fuel Condition, the Take- off Condition and the Landing Condition moment must be within the minimum and maximum moments shown on the Moment Limit vs Mass graph for that mass. If the total moment is less than the minimum moment allowed, useful load items must be shifted aft or forward load items reduced. If the total moment is greater than the maximum moment allowed, useful load items must be shifted forward or aft load items reduced. If the quantity or location of load items is changed, the calculations must be revised and the moments rechecked. MASS & BALANCE 7CIVIL AVIATION AUTHORITY MASS & BALANCE, Figure.2.4 LOADING MANIFEST ‘SEP1 DATA SHEET AIRCRAFT - S.E.P.1 ITEM ARM (IN) x 100 1, BASIC EMPTY CONDITION 2. FRONT SEAT OCCUPANTS: 79 3. THIRD & FOURTH SEAT PAX 17 4, BAGGAGE ZONE ‘A’ 108 5, FIFTH & SIXTH SEAT PAX 152 6. BAGGAGE ZONE 150 7. BAGGAGE ZONE 'C’ 180 SUB - TOTAL = ZERO FUEL MASS 8. FUEL LOADING SUB-TOTAL = RAMP MASS 9. SUBTRACT FUEL FOR START, TAXI & RUN UP. (SEE NOTE) SUB-TOTAL = TAKE OFF MASS 10. TRIP FUEL SUB-TOTAL = LANDING MASS NB. FUEL FOR START’ TAX! AND RUN UP IS NORMALLY 13 LBS AT AN AVERAGE ENTRY OF 10 IN THE COLUMN HEADED MOMENT (X 100) MASS & BALANCECIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE, AIRCRAFT - S.E.P.1 Figure 2.5 CENTRE OF GRAVITY ENVELOPE 205, PEER EEE 2100 (CENTER OF GRAVITY ~ INCHES AFT OF DATUM MASS & BALANCE 9CIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE AIRCRAFT - MEP1 MASS AND BALANCE SECTION Ill - DATA FOR LIGHT TWIN ENGINE PISTON/PROPELLER AEROPLANE CONTENTS 1. Aeroplane Description and Data 2. Procedure for Mass and Balance Calculations MASS & BALANCE "1CIVIL AVIATION AUTHORITY MASS & BALANCE 1. Aeroplane Description and data ~ monoplane twin reciprocating supercharged engines - counter- rotating, constant speed propellers - fetractable undercarriage - Performance Class B. Figure 3.1 LOCATIONS DIAGRAM DATA SHEET AIRCRAFT - MEP4 25.3 IN (Datum to nose whee!) 109.8 IN (Datum to main whee!) Reference datum 78.4 inches forward wing leading edge at inboard edge of inboard fuel tank CG limits fw 82.0" to 90.8” (subject to aeroplane mass) aft 94.6" Max T.O. Mass 4750 LB Max Landing Mass 4513 Ib. Max Zero Fuel Mass 4470 LB Basic Empty Mass 3210 LB arm 88.5 inches Gear retraction/extension does not significantly affect CG position Structural Floor Loading Limit 120 LB/square foot. MASS & BALANCE 12CIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE AIRCRAFT - MEP1 CONFIGURATION OPTIONS BAGGAGE/FREIGHT ZONES Max Mass Arm Zone 1 100 LB 22.5 Zone 2 360 LB 118.5 available only with centre seats removed Zone 3 400 LB 157.6 available only with rear seats removed Zone 4 100 LB 178.7 STANDARD ALLOWANCES Fuel relative density - an average mass of 6 LB per US gallon should be used, Passenger and pilot mass - actual mass values should be used. PROCEDURE FOR MASS AND BALANCE CALCULATIONS See example at figures 3.2 and 3.3. Figures 3.4 and 3.5 are provided for your use Enter all mass values in correct locations on table (Figure 3.2/3.4) Calculate moments for each entry Total mass values to obtain zero fuel mass Total moments for zero fuel mass condition Determine arm at zero fuel mass Add total fuel mass and arm Obtain moment for fuel load Add fuel mass and moment to determine ramp mass and moment Deduct start-up, taxi and run-up fuel allowance and correct moment to obtain take-off conditions. Check CG position lies within envelope (chart at Figure 3.3/3.5) Deduct estimated fuel burn to destination Obtain estimated landing mass and moment Check CG position at landing to ensure that it lies within envelope (chart at figure 3.3/3.5) MASS & BALANCE 13CIVIL AVIATION AUTHORITY MASS & BALANCE DATA SHEET AIRCRAFT - MEP1 Figure 3.2. LOADING MANIFEST (Example) MEP1 Trem Mass | Arm Aft Of | Moment (Lbs.) | Datum (IN) | (IN/Lbs.) Basic Empty Mass 3210 $8.5 284085 Pilot and Front Passenger Eo) 5.5 28070 Passengers (Centre Seats) or 236 118.5 29766 Baggage Zone 2 (360 LB Max.) Passengers (Rear Seats) or 340 76 53585 | Baggage Zone 3 (400 LB Max.) Baggage Zone 1 (100 LB Max.) 700 25 2250 Baggage Zone 4 (100 LB Max.) 1787 Zero Fuel Mass (4470 LB Max - Std) 4228 3.9 386966 Fuel (123 Gal. Max,). 545 33.6 B1012 Ramp Mass (4773 LB Max) a73 93.9 ‘447368 Fuel Allowance for Start, Taxi, Run-up “23 93.6 “2183 Take-off Mass (4760 LB Max.) 4760 33.9 4a6T34 Minus Estimated Fuel Bum-off 450 a3 42120 Landing Mass (4513 LB Max) 4300 EO 404014 *N.B. Maximum mass values given in this table are for structural limits only MASS & BALANCE 14CIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE AIRCRAFT - MEP1 Figure 3.3 CG ENVELOPE 4760 — MAX. T.0. WEIGHT 4600. 4513 — MAX. LANDING WT.__, 4470 — MAX. ZERO FUEL WT, 4400—______88 LDG. WT. 4200. 2400_, WEIGHT vs 82 84 B6 88 90 92 94 C.G. ENVELOPE G. LOCATION (INCHES AFT DATUM) MASS & BALANCE 15CIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE, AIRCRAFT - MEP1 Figure 3.4 LOADING MANIFEST TEM Wass | Arm Aft Of | Moment (Lbs) | Datum (IN) | (IN/Lbs.) Basic Empty Mass ‘3210 88.5 Pilot and Front Passenger 05.5 Passengers (Centre Seats) or 1185 Baggage Zone 2 (360 LB Max.) Passengers (Rear Seats) or 187.6 Baggage Zone 3 (400 LB Max) Baggage Zone 1 (100 LB Max.) 22.6 Baggage Zone 4 (100 LB Max) 178.7 Zero Fuel Mass (4470 LB Max - Std) Fuel (123 Gal. Max). 336 Ramp Mass (4773 LB Max) Fuel Allowance for Start, Taxi, Run-up 93.6 ‘Take-off Mass (4760 LB Max.) Minus Estimated Fuel Bur-off 93.6 Landing Mass (4513 LB Max.) *'N.B. Maximum mass values given in this table are for structural limits only MASS & BALANCE, 16CIVIL AVIATION AUTHORITY, DATA SHEET MASS & BALANCE, AIRCRAFT - MEP1 4750 — MAX. T.O. WEIGHT. 92 94 4600. 4513 MAX. LANDING WT. 4470 — MAX. ZERO FUEL WT, 2 4400 88 4200 + 86, 4000. 3800. son _/\ | 3400 = 3200. 3000_ 2800 _ {| Sa 2600_ 2400_, anna WEIGHT - tbs. | uit 82 faces WEIGHT VS 82 84 86 88 90 92 94 C.G. ENVELOPE C. G. LOCATION (INCHES AFT DATUM) 2200. MASS & BALANCE 7CIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE MRJT 1 MASS AND BALANCE SECTION IV- DATA FOR MEDIUM RANGE TWIN JET (MRJT.1) CONTENTS. Aircraft Description Aircraft Data Constants Mass and Balance Limitations Fuel Data Passengers and personnel Data Cargo Data Mass and Balance Calculations ee eee ete eee MASS & BALANCE, 19CIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE MRJT 1 1 AIRCRAFT DESCRIPTION = monoplane - twin high-bypass gas turbine engines - retractable undercarriage - certified under FAAJAR - 25 - Performance Class A 2. AIRCRAFT DATA CONSTANTS. Figure 4.1 Locations Diagram Balance Arm (IN) § a8 Ia RE LE ws ss ga 38 i pe yy 1 5 o | Oo rT t TT Figure 4.2 TABLE TO CONVERT BODY STATION TO BALANCE ARM BODY STATION CONVERSION BALANCE ARMIN 73010 500, BS 1eZN “Zee 348 5004 348+ 221N a0 5008 348 +44 IN See 5006 348 +00 IN aa 5000 a8 +88 N a8 Soe 348 o1101N 453 S00F 340 2499 IN 280 5006 a8 +152 IN 500 s4010 727 8S.+0NN 540 10727 rma 727 +201N rar ree Tar +40 IN ter rare Tar +e0IN tr 2D ar +82 IN 209 rare Tat “1041N 1 rie 72h +126 IN 853 rae ar otas IN as arto 1217 as. sem 698 0 1365 2.1 Datum point 540 inches forward of front spar (FS) MASS & BALANCE 20CIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE MRJT 1 2.2 Landing Gear Retraction/extension negligible effect from operation of landing gear 1.3. Flap Retraction Figure 4.3 Effect of flap retraction From 5 75: 30 40, ° ‘Moment Change (Kg — inches x 1000) | 14 see 18 i 45, L ey =I6. elololo|_, 1.4 Take-off Horizontal Stabiliser Trim Setting Figure 4.4 Graph of trim units for C.G. position NOSE DOWN 22 2 3 = late: a z a & &« ‘ AEROPLANE Noseur ° 5 10 5 20 2s 30 CENTRE OF GRAVITY -% MAC. 2.5 Mean Aerodynamic Chord 134.5 inches Leading edge 625.6 inches aft of datum 3. MASS AND BALANCE LIMITATIONS 3.1 Mass Limits Maximum Structural Taxi Mass 63060 Maximum Structural Take-off Mass 62800 Maximum Structural Landing Mass 54900 Maximum Structural Zero Fuel Mass 51300 MASS & BALANCE 21CIVIL AVIATION AUTHORITY MASS & BALANCE, 3.2 Centre of Gravity Limits DATA SHEET MRJT 1 The centre of gravity for this aeroplane must at all times be within the limits prescribed by the CG envelope shown in fig. 4.11 on page 9. 4. FUEL at Figure 4.5 Fuel Tank Location and Maximum Volume I : BA | Volume (US Mass (Kg) (full | Galtons) tanks) Bee Teh Wing Wain Tank t 650.7 a8 waa Right Wing Main Tank Z 650.7 7499 4582 Centre Tank. 800.4 2313 7008 Max. Total FUSI (assumes 3.03 KQ/US Gal) | 628.8 S31 76082 Caution - If centre tank contains more than 450 Kg the wing tanks must be full. 42 Figure 4.6 Unusable Fuel Quantities Location Volume (US Gals) Mass (Kg) BA Wing Tank 1 46 740, 589.0 Wing Tank 2 46 740 599.0 Centre Tank 79) 24.0 ‘6003 J EVEL TANK. SATION DIAGRy CENTER TANK MAIN WING MAIN WING TANK 1 TANK 2 Nv MASS & BALANCE, 22CIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE MRJT 1 5. PASSENGERS (PAX) AND PERSONNEL 5.1 Maximum Passenger Load 141 Club/Business 33 Economy 108 5.2 Passenger Distribution Figure 4.7 shows the balance arms (in inches) for the distribution of passengers. If the pax load is low, zones B, C and D are the preferred seating areas. Figure 4.7 BALANCE ARMS (IN) 0 284 386 505 641 777 896 998 Figure 4.8 Table of pax. Zones /Balance Arms ZONE NO. PAX BA | A 6 284 B 78 386. | c 24 505 D 24 641 E 24 777 F 18 896. c 18. 998 5.3 Passenger Mass Unless otherwise stated passenger mass is assumed to be 84 Kg. (this includes a 6 Kg. allowance for hand baggage) 5.4 Passenger Baggage Unless otherwise stated a baggage allowance of 13 Kg may be made per passenger. 5.5 Personnel Standard Crewing No. BA Standard Mass (Kg) each Flight Deck 2 78.0 90 Cabin Staff Forward 2 162.0 90 Cabin Staff Aft 1 1107.0 90 MASS & BALANCE 23CIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE MRJT 1 6. CARGO Figure 4.9 Cargo Compartment Limitations FORWARD CARGO COMPARTMENT BA-IN 228 286 as 500 i MAXIMUM COMPARTMENT RUNNING | LOAD (Kg. per IN.) 13.15 | 847 | 13.12 MAXIMUM DISTRIBUTION LOAD LINTENSITY (Kg. per Ft.) 68 : [MAXIMUM COMPARTMENT LOAD (Kg) | 762] 483 2059 [COMPARTMENT CENTROID (BA- IN) | 257 | 314.5 421.5 MAXIMUM TOTAL LOAD (Kg.) 3305 FWD HOLD CENTROID (BA - IN) a 367.9 (FWD HOLD VOLUME (CU. Ft) 607 | AFT CARGO COMPARTMENT BA-IN 731 940 997 1096 [MAXIMUM COMPARTMENT RUNNING LOAD (Kg. per IN) 1465 | 7.26 7.18 MAXIMUM DISTRIBUTION LOAD INTENSITY (kg, per Ft?) 68 MAXIMUM COMPARTMENT LOAD (Ka) 3062 aid 7 COMPARTMENT CENTROID (BA - IN, 835.5 968.5 | 1046.5 MAXIMUM TOTAL LOAD (Kg.) 4187 FWD HOLD CENTROID (BA - IN) 884.5 FWD HOLD VOLUME (CU. Ft) 766 MASS & BALANCE 24CIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE MRJT 1 7. MASS AND BALANCE CALCULATIONS 7.1 Using Loading Manifest (Figure 4.10) and CG limits envelope (Figure 4.11) (a) (b) (©) (d) (e) f) (9) (h) w @) (k) () (m) (n) (0) (p) (a) (. (s) Enter DOM and balance arm. Enter all details of passenger loads and distribution. Enter all details of cargo loads and distribution. Calculate all moments. Total for Zero Fuel Mass and ZFM moment. Check ZFM does not exceed max. ZFM. Add total fuel load and distribution. Calculate fuel load moment. Determine total ramp mass and moment. Check ramp mass does not exceed structural max. Deduct for taxi Determine Take-off Mass and moment. ‘Check TOM does not exceed relevant limit. Determine Take-off CG and check envelope. Determine Take-off stabiliser trim setting. Deduct estimated fuel burn-off to destination. Determine landing mass and ensure that max. landing mass limit is not exceeded. Determine moment at landing mass. Determine CG at landing and ensure that it lies within envelope. MASS & BALANCE 25CIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE MRJT 1 Figure 4.10 Loading Manifest- MRJT 4 Max Permissible Aeroplane Mass Values: - TAXI MASS - ZERO FUEL MASS - TAKE OFF MASS - LANDING MASS - i ITEM MASS BAIN | MOMENT CG. i if (KG.) KG-IN/1000 | __%MAC. 7 DOM | [2 PAX ZoneA aaa aoe: ] ~ 3. PAX Zone B 386 | (PAX Zone [605 Soeee | aeeece 5. PAX Zone D pea = | [6 PAX ZoneE | 777 : \7. PAX Zone F 696 : [& PAX Zone G 998 : 3. CARGO HOLD 4 367.5 : | 70. CARGO HOLD 4 684.5 17. ADDITIONAL ITEMS ZERO FUEL MASS 12. FUEL TANKS 1 & 2 13. CENTRE TANK = TAXI MASS ei LESS TAXI FUEL - z TAKE OFF MASS LESS FLIGHT FUEL - EST. LANDING MASS MASS & BALANCE 26CIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE MRJT 1 Figure 4.11 C.G. ENVELOPE (MRJT1) 4 8 2 16 2 24 8 2 75000 [ T 70000 i L 65000 | — MAX. TAXI MASS 63080 KG MTOM 62800 KG 60000 g g | | 2 | QD { 1 = MAK LANOING MASS 54800 KS @ 95000 2 3 & oO MAX. Z.F MASS 51300 KG w 2 = 50000 a S @ < 45000 | fy AFT CONSTRAINED 40000 + i uuirs FWD, CONSTRAINED ums 35000 \ : | | 30000 MASS & BALANCE 4 8 12 16 20 2% 2 32 CENTRE OF GRAVITY LIMITS % MAC 27CIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE, MRJT 1 7.2 Using Load and Trim Sheet The load/trim sheet (as shown in the example at fig 4.12) is in two parts. Part A (to the left) is a loading summary which should be completed as follows: - Section 1 _is used to establish the limiting take-off mass; maximum allowable traffic load; underload before last minute changes (LMC), Section 2. _ shows the distribution of the traffic load. In this section the following abbreviations are used: TR Transit B Baggage c Cargo M Mail Pax Passengers Pax F First Class Pax C Club/Business PaxM Economy Section 3 _is used to summarise load and cross check that limits have not been exceeded. The example shown uses the following data:- DOM 34300Kg. DOI 45.0 Max.TOM — 62800 MZFM 51300 MLDGM 54900 Passengers 130 ‘Aver. Mass 84 Kg. Baggage 130 @ 14 Kg per piece Cargo 630 Kg. Fuel Total 14500 Kg ‘Flight Fuel 8500 Kg. Part B is the trim portion Using data from the loading summary, start by entering the index for the DOM. Move the index in turn (for the mass in each cargo hold) then in accordance with the passenger distribution. Establish the CG % MAC at ZFM and ensure that it lies within the envelope. ‘Add fuel index correction (from figure 4.13) to obtain the TOM index and ensure that the CG lies within the envelope. Extract the % MAC value for the TOM/CG position MASS & BALANCE 28Be : we | eoereeeeeceetaereses dtd eed ze oy . = ° 5 oS z a: < é zaman 10¥ om - no a OQ g QO 5 ae w Da Q Z 3 a x € Q g P= a z Ny 3 foam 7 6 Ea £ ” ee ® ze a 9 So & = = z Tl cussvn | wo DIP OOIBZ|s|O|O|eIS91— yeaa 8 Su 8 i q zg 4 5 om Wes] |. _—_— oo os eee som unise wo | baw Cooter - ga 5 - ae] OO =a = 20 . AOS eamiaVaNOS WSO WOW S36S¥H TW 23 er UML 194 - = = 2 B aoug wile pooh fo sasoding Buues1 104 5 se a 29 MASS & BALANCE,CIVIL AVIATION AUTHORITY DATA SHEET MASS & BALANCE MRJT 1 Figure 4.13 FUEL INDEX CORRECTION TABLE [ Fuel Mass | Index Units | Fuel Mass Index Units | | (Ka) | ka) 500 | “1.0 7 | 9330 0.3 750 15 9580 09 1000 -19 | | 9830 15 1250 23] | 10080 “2.4 1500 26 10330 27 1750 -3.0 10580 “33 2000 33 10830 -3.9 2500 “37 11080 45 3000 43 11330 54 ! 3500 47 11580 5.7 4000 “51 11830 63 4500 “5.4 12080 69 5000 “57 12330 75 5500 5.9 12580 “84 ' 6000 | -6.0 12830 87 6500 | 6.1 13080 | 93 7000 | 5.9 13330 99 7500 -5.0 13580 “10.5 7670 46 13830 11.4 7830 44 14080 47 8000 “37 14330 123 8170 “32 | 14580 “12.9 8330 -26 | 14830 13.5 8500 “24 15080 144 8630 16 15330 148 8750 14 | 15580 15.4 8880 -06 15830 16.3 9000 -01 16080 74 tanks 1.8 2 full 9080 +0.3 | | contre tank full 16140 173 | Useable fuel quantities in lines = 20 Kg. ( included in the tables). Interpolation not necessary! For mass figures not printed in these tables the index of the next higher mass is applicable. MASS & BALANCE 30DATA SHEET MRJT 1 Load and Trim Sheet (Blank) CIVIL AVIATION AUTHORITY MASS & BALANCE Figure 4.14 nan eT ioa}-fEeToT} | - [EE ssvw omuvuavo —— 5 rue a] ee ee eee ‘sev oNLVLB40 sua} a | FS i Cot aoe se 31 MASS & BALANCECAP 697 CIVIL AVIATION AUTHORITY JAR FCL EXAMINATIONS FLIGHT PLANNING MANUAL CIVIL AVIATION AUTHORITY, LONDONCAP 697 CIVIL AVIATION AUTHORITY JAR FCL EXAMINATIONS FLIGHT PLANNING MANUAL CIVIL AVIATION AUTHORITY, LONDON, AUGUST 1999© Civil Aviation Authority 1999 ISBN 0 86039 770 X Printed and distributed by Westward Digital Limited, 37 Windsor Street, Cheltenham, EnglandGeneral Contents Section | General Notes Section Il__ Single engine piston aeroplane (SEP. 1) Section Ill Multi engine piston aeroplane (MEP. 1) Section IV Medium range jet transport (MRJT. 1) FLIGHT PLANNING & MONITORING itiINTENTIONALLY BLANK FLIGHT PLANNING & MONITORING ivCIVIL AVIATION AUTHORITY, DATA SHEET FLIGHT PLANNING & MONITORING FLIGHT PLANNING & MONITORING SECTION | - GENERAL NOTES INTRODUCTION IMPORTANT NOTICE These data sheets are intended for the use of candidates for the European Professional Pilot's Licence Examinations. The data contained within these sheets is for examination purposes only. The data must not be used for any other purpose and, specifically, are not to be used for the purpose of planning activities associated with the operation of any aircraft in use now or in the future. AIRCRAFT DESCRIPTION The aircraft used in these data sheets are of generic types related to the classes of aircraft ‘on which the appropriate examinations are based. Candidates must select the correct class of aircraft for the question being attempted. To assist in this, the data for each class is presented on different coloured paper. Generic Aircraft Single engine piston not certified under JAR 25 (Light Aeroplanes) Performance Class B SEP1 Multi engine piston not certified under JAR 25 (Light. Aeroplanes) Performance Class B MEP1 Medium range jet transport certified under JAR 25 Performance Class A MRJT The same set of generic aircraft will be utilised in the following subjects: * 031 - Mass and Balance - Aeroplanes * 032 - Performance - Aeroplanes * 033 - Flight Planning and Monitoring - Aeroplanes FUEL PLANNING 1CIVIL AVIATION AUTHORITY DATA SHEET FLIGHT PLANNING & MONITORING LAYOUT OF DATA SHEETS Each set of data sheets will consist of an introduction that will contain some pertinent information relating to the aircraft and the subject being examined. This data will include (but Not be limited to) a list of abbreviations and some conversion factors. This will be followed by a selection of graphs and/or tables that will provide coverage suitable for the syllabus to be examined. A worked example will accompany each graphitable and will demonstrate typical usage. Data sheets for each type will appear on different colour paper as follows:- . SEP1 green paper . MEP1 blue paper ° MRJT white paper DEFINITIONS Definitions given in italics are not given in ICAO or JAA documentation but are in common use. MASS DEFINITIONS:- Basic Empty Mass (Basic Mass) is the mass of an aeroplane plus standard items such as: unusable fuel and other unusable fluids; lubricating oil in engine and auxiliary units; fire extinguishers; pyrotechnics; emergency ‘oxygen equipment; supplementary electronic equipment. Dry Operating Mass (D.0.M.) is the total mass of the aeroplane ready for a specific type of operation excluding all usable fuel and traffic load. The mass includes items ‘such as:- (i) Crew and crew baggage (ii) Catering and removable Passenger service equipment (ii) Potable water and lavatory chemicals (iv) Food & beverages Operating Mass (OM) is the DOM plus fuel but without traffic load. Traffic Load The total mass of passengers, baggage and cargo, including any ‘non-revenue’ load FUEL PLANNING 2CIVIL AVIATION AUTHORITY FLIGHT PLANNING & MONITORING Zero Fuel Mass Maximum Zero Fuel Mass (MZFM) Taxi Mass ‘Maximum Structural Taxi Mass Take-Off Mass (TOM) Performance Limited Take-Off Mass Regulated T.O.M. Maximum Structural Take-Off Mass Performance Limited Landing Mass Maximum Structural Landing Mass Regulated Landing Mass NB. DATA SHEET is D.O.M. plus traffic load but excluding fuel The maximum permissible mass of an aeroplane with no useable fuel. is the mass of the aircraft at the start of the taxi (at departure from the loading gate). is the structural limitation on the mass of the aeroplane at commencement of taxi. is the mass of an aeroplane including everything and everyone contained within it at the start of the take-off run, is the take-off mass subject to departure airfield limitations. It must never exceed the maximum structural limit. is the lowest of performance limited’ & ‘structural limited’ T.O.M. the maximum permissible total aeroplane mass at the start of the take-off run, is the mass subject to the destination airfield limitations. It must never exceed the structural lint. the maximum permissible total aeroplane mass on landing under normal circumstances. is the lowest of ‘performance limited’ and ‘structural limited’ landing mass. Within these data sheets the term ‘weight’ should be considered to have the same meaning as ‘mass. CONVERSIONS All conversions are taken from ICAO Annex Mass conversions Pounds (LB) to Kilograms (KG) Kilograms (KG) to Pounds (LB) FUEL PLANNING LB x 0.45359237 KG KG x 2.20462262 LBCIVIL AVIATION AUTHORITY FLIGHT PLANNING & MONITORING Volumes (Liquid) Imperial Gallons to Litres (L) US Gallons to Litres (L) Lengths Feet. (ft) to Metres (m) Distances Nautical mile (NM) to metres (m) FUEL PLANNING DATA SHEET Imp. Gall x 4.546092 US Gall x 3.785412 Feet x 0.3048 NM x 1852.0CIVIL AVIATION AUTHORITY. DATA SHEET FLIGHT PLANNING & MONITORING SEP 1 FLIGHT PLANNING AND MONITORING SECTION II - SINGLE ENGINE PISTON AEROPLANE (SEP1) CONTENTS Aeroplane Description and Data Time, Fuel and Distance to Cruise Climb Tables of Fuel Flow Range Profile (lean) Endurance Profile (lean) gaens FLIGHT PLANNING & MONITORING 5CIVIL AVIATION AUTHORITY DATA SHEET FLIGHT PLANNING & MONITORING. SEP 1 1. DATA FOR SINGLE ENGINE PISTON AEROPLANE - (SEP) Aeroplane - monoplane - single reciprocating engine - constant speed propeller - retractable undercarriage. MTOM 3650 Ibs. MLM 3650 Ibs. Max fuel load 74 US gallons Fuel density 6 Ibs. per US gallon* (unless advised otherwise) 2, FUEL, TIME AND DISTANCE TO CLIMB Enter graph as follows: a. From OAT at take off move vertically to airport or start of climb pressure altitude b. Move horizontally to aeroplane mass . Move vertically down and read time, fuel and distance respectively d. Enter with OAT at cruise altitude. From there move vertically to cruise altitude. e. Move horizontally to aeroplane mass f. Move vertically downwards and read time, fuel and distance respectively g. Subtract c from f to obtain climb time, fuel and distance respectively. EXAMPLE OAT AT TAKE-OFF 15°C OAT AT CRUISE -5°C AIRPORT PRESSURE ALTITUDE —_ 5653 FEET CRUISE PRESSURE ALTITUDE 11500 feet INITIAL CLIMB WEIGHT 3650 LBS FROM GRAPH (FIGURE FP 2-1) TIME TO CLIMB 11.5 MINS FUEL TO CLIMB 3.5 GAL DISTANCE TO CLIMB 23.5 NAM. FLIGHT PLANNING & MONITORING 6DATA SHEET SEP 1 TIME FUEL AND DISTANCE TO CLIMB. CIVIL AVIATION AUTHORITY FLIGHT PLANNING & MONITORING FIGURE 2.1 STW TVOUNWN ~ BWWD OL ZONVLSIG oe oF ‘SNOTIVO ~ SW i OL ans BALL ot ‘SBLNNIN ~ BAI 9, ~ SUNLvHSdWAL UIV 30Is1NO oe ov % Ob O1~ 02- O6- OF OS- WN Sez 01. SONVISIG vo Se (G2 08. anno OL tans NIW SEL (9 (19 OL SNL ‘S81 0996 ** LHOIIM BNO TVLLINI 4a oos'hy ° "Banu 3uNSsaud asiINHO aayinoau sv BONLULT SHNSSSEd LUOduIY Hold Ting 7 aSINED 4 1VO Worse 08 ** ggOBVL LW 1VO Wali 00s2 “a ULLOWHL TiNd Tne *SNOLLIGNOD GALVIOOSS¥ SIHDIGM TIV. SLONM OF} :azads BND GWI1D 3SINND OL JONVLSIC GNV ‘T3N ‘SWIL 7 FLIGHT PLANNING & MONITORINGCIVIL AVIATION AUTHORITY DATA SHEET FLIGHT PLANNING & MONITORING SEP 1 3. Recommended and economy Cruise Power Settings The following tables (Figures 2.2 and 2.3) cover cruise with lean mixture Table 2.2.1 25.0 in. HG (or full throttle) 2500 RPM. 25.0 in. HG (or full throttle) 2100 RPM 23.0 in. HG (or full throttle) 2300 RPM 21.0 in. HG (or full throttle) 2100 RPM Method of use: a. Select the correct table b. Select the appropriate temperature deviation condition ©. Enter with cruising level and read off required data, Figure 2.2. RECOMMENDED CRUISE POWER SETTINGS Table 2.2.1 20°C LEAN 25.0 IN. HG (or full throttle) @ 2500 RPM Of Peak EGT Cruise Lean Mixture 3400 Ibs. Prats ‘an aL lar Press, | Fuel low ics a ° 3 [aro] es a 3 | z | 20 | sa | ise eF 3 | 280 48 38 a & 8 z 3 ef RB a8 Notes: 1. Full throttle manifold pressure settings are approximate 2. Shaded area represents operation with full throttle 3. Fuel flows are to be used for flight planning only and will vary from aeroplane to aeroplane. Lean using the EGT. FLIGHT PLANNING & MONITORING 8CIVIL AVIATION AUTHORITY DATA SHEET FLIGHT PLANNING & MONITORING SEP 1 Figure 2.2 RECOMMENDED CRUISE POWER SETTINGS TABLE 2.2.2 20°C LEAN j 25.0 IN. HG (or full throttle) @ 2100 RPM Of Peak EGT CRUISE LEAN MIXTURE ‘3400 Lbs. Press an: Fost ie ‘ab JOaT Pres Fest *e ON ne | pep] RST RAS Re a8 g é 2 : a oe ey 33 Notes: 1. Full throttle manifold pressure settings are approximate 2. Shaded area represents operation with full throttle 3. Fuel flows are to be used for flight planning only and will vary from aeroplane to aeroplane. Lean using the EGT. FLIGHT PLANNING & MONITORING 9CIVIL AVIATION AUTHORITY DATA SHEET FLIGHT PLANNING & MONITORING SEP 1 Figure 2.2 RECOMMENDED CRUISE POWER SETTINGS TABLE 223 23.0 IN. HG (OR FULL THROTTLE) @ 2300 RPM OfPeak EGT CRUISE LEAN MIXTURE 3400 Ibs. Wan. Fost Tie Press. Si TNH. GPH | ~KaAS | KTAS 230 173 152 148 230 118 182 $48 23.0 120 153 154 230 ‘Standard Day (ISA) ISA + 20°C. (SA +36" F) Notes: 1. Full throttle manifold pressure settings are approximate 2. Shaded area represents operation with full throttle 3. Fuel flows are to be used for flight planning only and will vary from aeroplane to aeroplane. Lean using the EGT. FLIGHT PLANNING & MONITORING 10CIVIL AVIATION AUTHORITY DATA SHEET FLIGHT PLANNING & MONITORING SEP 1 Figure 2.3, ECONOMY CRUISE POWER SETTINGS TABLE 2.3.1 21.0 IN. HG. (OR FULL THROTTLE) @ 2100 RPM Of Peak EGT CRUISE LEAN MIXTURE 3400 Ibs. TAS 120 125 130 138 141 a 72 Te 8 : & ] Tie 7 116 1 or 118 127 RR 119 12 se 120 137 a8 eo Notes: 1. Full throttle manifold pressure settings are approximate 2. Shaded area represents operation with full throttle 3. Fuel flows are to be used for flight planning only and will vary from aeroplane to aeroplane. Lean using the EGT. FLIGHT PLANNING & MONITORING "CIVIL AVIATION AUTHORITY DATA SHEET FLIGHT PLANNING & MONITORING SEP 1 4. RANGE PROFILE The graph at Figure 2.4 (page 9) provides a simple and rapid means of determining the still air range (nautical air miles) for the sample aeroplane. An example of the use of the graph is shown. Note that the figures make allowance for the taxi, run-up and 45 minutes reserve fuel. Figure 2.4 RANGE i & i a c te 8 Ar . 3S ilk i 8 w g le : zB AE Ry a oie : Go is 25 i i og : i, as Bi au ue ge Had Be i). Be i i iL i oy ilies FLIGHT PLANNING & MONITORING 12DATA SHEET SEP 1 ENDURANCE ENDURANCE PROFILE The graph at Figure 2.5 (page 1 ) provides a rapid method for determination of endurance for the sample aeroplane. An example is shown on the graph. CIVIL AVIATION AUTHORITY FLIGHT PLANNING & MONITORING Figure 2.5 5. ‘SUNOH ~ SONVENGNA oe sz oz s9 09 gg os sy ov se oe 004 002 A, ‘0006 oat 00% ‘SLON-daSdS01V 2 "an: ome 3 0003 a ooo a 4 coe R 0006 coo 000" "waMOd SSINEO a ‘AWONODA LY 73nd 3AISSY SALNNIN Sy ONY “aNNNW ‘Devi UOd SMOTIY ONY 000'e1 SWI1O aSINUD S20MONI SONVENONS :310N| IN S68) -~-zonvunena “EMBL LO Pee ae sso-ave —_————S [rane] (San wre) WO “Sin Pd 000°" ONIYOT RNS TVLLINT ‘ULOWHL TIAd |" ONULLES YaMOd woe oe ag SAME S83 uns ned SES Wels 00s2 sNaMWXa (vsi) Ava guvaNvis 3140ud SONVENGNA SSNOLLIGNOD GALYIOOSSY 13 FLIGHT PLANNING & MONITORINGCIVIL AVIATION AUTHORITY. DATA SHEET FLIGHT PLANNING & MONITORING SEP 1 INTENTIONALLY BLANK FLIGHT PLANNING & MONITORING 14CIVIL AVIATION AUTHORITY DATA SHEET FLIGHT PLANNING & MONITORING MEP 1 FLIGHT PLANNING AND MONITORING SECTION Ill - MULTI-ENGINE PISTON AEROPLANE — (MEP) Contents Aeroplane Data Fuel, Time and Distance to Climb Standard Temperature Range Power Settings, Fuel flows and Speeds Endurance Fuel, Time and Distance to Descend OAsens FLIGHT PLANNING & MONITORING 15CIVIL AVIATION AUTHORITY DATA SHEET FLIGHT PLANNING & MONITORING MEP 1 4. AEROPLANE DATA Monoplane Twin reciprocating engine Twin counter-rotating, constant speed propellers Retractable undercarriage. MTOM 4750 Ib MZFM 4470 Ib. MLM 4513 Ib. Maximum fuel load- 123 US Gallons Fuel Density - 6 lb. Per US Gallon (unless otherwise advised) 2. FUEL, TIME AND DISTANCE TO CLIMB Method of Use 1 oN oe Enter graph (fig. 3.1) at departure airfield temperature, move vertically to airfield pressure altitude Move horizontally to intersect fuel, time and distance curves respectively. From each intersection move vertically down to establish corrections of fuel, time and distance for a non sea level take-off. Repeat steps 1, 2 and 3 for cruise altitude and temperature. Subtract results of 3 from values of fuel, time and distance obtained at 4 to obtain fuel, time and distance for climb. Remember range figures are for still air Example from graph (Figure 3.1) Bens Departure airport altitude 2000 ft Departure airport OAT 21°C. Cruise altitude 16500 ft Cruise OAT 13°C From graph Fuel to climb = 15-2= 13 gal Time to climb = 27-3 = 24 min Distance = 50-5 = 45 NAM FLIGHT PLANNING & MONITORING 16