Aircraft Operations, Performance and Planning:<\/p>\n
Aircraft operations involve the safe and efficient movement of aircraft on the ground and through the air. Careful planning is required to ensure operations are conducted successfully. This involves considering aircraft performance, air traffic control procedures, meteorological conditions, and the operational environment. Proper planning allows pilots to understand the capabilities and limitations of their aircraft, and safely manage each flight from departure to arrival.
\nThis article will examine key aspects of aircraft operations, performance, and planning. It will discuss factors that influence aircraft performance such as weight, altitude, temperature, and runway conditions. Air traffic control procedures for departures, en route flight, and arrivals will then be outlined. The importance of obtaining accurate weather forecasts will also be explained. Finally, elements of a standard pre-flight planning process will be presented, highlighting how performance data can be applied to create a safe and efficient flight plan.
\nAircraft Performance
\nAircraft performance depends on several variable factors related to the aircraft itself and the operating environment. The most significant of these include weight, altitude, temperature, and runway condition (FAA, 2020).
\nWeight is a major determinant of aircraft performance. As the weight of the aircraft increases, the amount of lift required from the wings to support it grows proportionally. More thrust is then needed from the engines to overcome the additional drag created by the higher weight (Larson & Farber, 2019). The maximum takeoff and landing weights specified in aircraft manuals ensure sufficient performance margins exist for safe operations in all conditions.
\nAltitude also impacts aircraft performance. As altitude rises, atmospheric pressure and air density decrease, reducing engine power and aerodynamic lift from the wings. Takeoff and landing distances therefore increase with elevation from sea level. Temperature has an inverse effect – higher temperatures provide increased engine power and lift due to greater air density (FAA, 2020).
\nRunway surface condition is another key factor. On wet, slippery runways, braking action and tire traction are reduced, necessitating longer takeoff rolls and landing rolls to stop the aircraft safely. Contaminated runways with ice, snow, or slush further degrade performance and must be carefully evaluated or avoided if conditions exceed the aircraft’s or pilot’s capabilities (FAA, 2020).
\nIn summary, to ensure safe operations pilots must understand how their aircraft’s performance will change with variations in weight, altitude, temperature, and runway conditions from the figures provided in the aircraft flight manual. This performance data forms the foundation for creating realistic flight plans.
\nAir Traffic Control Procedures
\nAir traffic control (ATC) procedures govern the movement of aircraft and ensure safety during departures, en route flight, and arrivals. Close coordination between pilots and air traffic controllers is required.
\nFor departures, pilots must follow ATC clearances and instructions regarding runway assignments, taxi routes, runway hold positions, and takeoff sequences. Standard departure routes and altitudes are assigned after takeoff to efficiently sequence aircraft entering the terminal area or en route airspace (FAA, 2018).
\nDuring en route flight, pilots fly along published airways or direct routes between waypoints while maintaining assigned altitudes. They monitor their progress and communicate position reports to controllers. Separation from other aircraft is provided either through procedural control methods or radar vectors as needed (FAA, 2018).
\nFor arrivals, standard terminal arrival routes guide aircraft into busy terminal airspace. Pilots receive descent clearances, altitude assignments, and vectors to final approach courses or runways based on traffic conditions. Strict adherence to ATC instructions is required in this high-density environment (FAA, 2018).
\nOverall, following ATC procedures allows for the safe, orderly, and expeditious flow of air traffic. Pilots must understand these procedures applicable to their flight and region to ensure smooth coordination with controllers during all phases of flight.
\nWeather and Forecasting
\nAccurate weather information is critical for safe flight planning and operations. Pilots rely on meteorological forecasts from official government sources to evaluate weather conditions along their route of flight (FAA, 2020).
\nTerminal aerodrome forecasts (TAFs) provide predicted weather for the departure, destination and alternate airports. They indicate expected wind direction and speed, visibility, cloud cover, precipitation, and other significant weather over the next 24 hours or more in 3-hour increments. TAFs allow pilots to anticipate changing conditions that may impact flight schedules (NOAA, 2022).
\nArea forecasts describe weather patterns across broad regions. Pilots use these to identify weather systems like fronts, pressure patterns, and turbulence or icing potential en route. Meteorological terminal aviation routine weather reports (METARs) present current observed weather at airports (NOAA, 2022).
\nSignificant meteorological information (SIGMET) and airman meteorological information (AIRMET) advisories alert pilots to hazardous conditions such as thunderstorms, turbulence, and instrument flight rules restrictions below certain cloud bases or visibilities. These help pilots avoid potential weather hazards (NOAA, 2022).
\nBy consulting multiple forecast products, pilots can gain a comprehensive picture of anticipated weather conditions along their route of flight. This weather assessment then factors directly into performance planning and go\/no-go decisions.
\nFlight Planning
\nA standard flight planning process integrates performance data, weather information, and ATC procedures into a comprehensive plan. Key elements include (FAA, 2020):
\nChoosing a suitable departure airport based on weather, NOTAMs, and aircraft performance for takeoff (e.g. runway length, elevation).
\nSelecting a destination airport that can be reached safely based on aircraft range with suitable alternate airports if required. Performance charts are used to calculate maximum payload and fuel capacities.
\nFiling a flight plan with all necessary information like aircraft identification, route of flight, expected time en route, and emergency frequencies.
\nCreating a detailed navigation log listing all waypoints, courses, distances, times, altitudes\/flight levels, and expected fuel burns between fixes along the route.
\nChecking NOTAMs and TAFs\/METARs for departure, destination and alternate airports to confirm weather is within aircraft and pilot limitations.
\nBriefing on airspace, frequencies, and ATC procedures applicable to the route including standard instrument departures, arrivals and en route structures.
\nCalculating takeoff performance including takeoff speeds, accelerate-stop and accelerate-go distances based on aircraft weight, pressure altitude, temperature and runway state.
\nDetermining optimal cruise altitudes or flight levels based on pressure, temperature, winds, and aircraft performance for most economical flight.
\nCompleting a comprehensive aircraft weight and balance calculation to ensure the aircraft’s center of gravity will remain within limits throughout the flight.
\nThis thorough planning process allows pilots to safely conduct flights within the aircraft’s operational capabilities while complying with regulatory requirements. It also facilitates efficient flight management and decision making in real time.
\nConclusion
\nIn summary, aircraft operations require consideration of performance, air traffic control, meteorology, and comprehensive flight planning. Understanding how each factor influences aircraft capabilities and limitations is key to conducting flights safely and efficiently. By applying performance data appropriately and following standardized procedures, pilots can successfully manage all phases of flight from the ground to the air. Continued application of this knowledge maintains a high level of operational safety.
\nReferences
\nFederal Aviation Administration. (2018). Pilot\/controller glossary. https:\/\/www.faa.gov\/air_traffic\/publications\/atpubs\/pcg\/
\nFederal Aviation Administration. (2020). Aircraft performance. https:\/\/www.faa.gov\/regulations_policies\/handbooks_manuals\/aviation\/phak\/media\/04_phak_ch2.pdf
\nLarson, W. J., & Farber, D. (2019). Elementary statistics: Picturing the world (7th ed.). Pearson.
\nNational Oceanic and Atmospheric Administration. (2022). Aviation weather services. https:\/\/www.weather.gov\/aviation
\nInstructions & Marking Criteria
\nTrimester 2 2023
\n3533NSC
\nWritten Assignment
\nPage 1 of 13
\nWritten Assignment
\n3533 NSC Aircraft Operations, Performance and Planning Part 2
\nThis document aims to provide you with all the detail you need to complete the
\nwritten assignment for 3533 NSC.
\nIf you have any questions, please feel free to email me at
\ngrant.watson@griffith.edu.au.
\nPlease note that no review of \u2018draft\u2019 assignments will take place!
\nInstructions & Marking Criteria
\nTrimester 2 2023
\n3533NSC
\nWritten Assignment
\nPage 2 of 13
\nITEM ITEM DETAIL
\nIntroduction Welcome to the AOPP2 2023 Assignment. The following document
\nprovides guidance on the due date, weighting, submission
\nrequirements, content and marking criteria for the assignment.
\nThere are two (2) parts to the assignment and each part includes a
\npreamble introducing the task, the task itself, and a total grade available
\nfor that part.
\nFor each question, you must provide adequate working to justify your
\nsolution. This may include graphs, tables, formula, and calculations.
\nDue Date No later than 2359 on 29th September 2023
\nWeighting This assignment is marked out of 100 marks; and is worth 50% of your
\nassessment for this course.
\nSubmission
\nRequirements
\nSubmit your assignment through the submission point in the
\nAssessment tab on the canvas platform.
\nPaper submissions will not be accepted.
\nContent Part 1 of the assignment consists of 10 scenarios (21 short answer
\nproblems), appropriate working must be submitted for each question.
\nPart 2 of the assignment relates to a fuel planning exercise for a flight
\nin a B737-800 aircraft. This is a multi-step, \u2018big picture\u2019 problem that will
\nrequire the student to work through a series of steps to reach a solution.
\nMarking
\nCriteria
\nPart 1 will be assessed based upon the working and solution. A \u2018marks
\nper problem\u2019 strategy will be utilized when assessing the solution.
\nEach question indicates its worth, along with an acceptable tolerance
\nfor the final solution.
\nPart 2 will be marked in a consequential manner based upon the
\nworking and solution. A \u2018marks per step\u2019 strategy will be utilized.
\nThe worth of each step is indicated, and there is an acceptable
\ntolerance for the final solution only.
\nConsideration will be given to a solution where an error has been
\ncarried through from a previous step, however, be aware, the industry
\ndoes not work this way. To carry insufficient fuel could be catastrophic,
\nwhilst too much fuel can cause a company significant profit loss. Be
\nmindful of this!
\nNote that \u2018word count\u2019 is not considered when marking!
\nInstructions & Marking Criteria
\nTrimester 2 2023
\n3533NSC
\nWritten Assignment
\nPage 3 of 13
\nITEM ITEM DETAIL
\nPart 1
\nPreamble
\nEach of the following problems is \u2018stand-alone\u2019 and does not depend
\nor require data from any of the prior questions. In all cases, adequate
\nworking must be provided to support your answer. All problems
\nassume the following:-
\nB737-800 model
\nEngines CFM56-7B26
\nERSA version 15 June 2023
\nShort Answer
\nProblems Scenario 1
\nConsidering ONLY field limitations, you wish to depart from Brisbane
\nWest Wellcamp with the maximum brake release weight (MBRWPerf)
\npossible. The conditions are as follows:-
\n\u27a2 RWY 30
\n\u27a2 RWY Condition Dry
\n\u27a2 QNH 997
\n\u27a2 OAT 20\u00b0C
\n\u27a2 Packs\/Bleeds ON
\n\u27a2 Engine Anti Ice OFF
\nQuestion 1 The field length available for this departure is
\n_____ metres
\nTolerance \u00b1 10 metres
\n[1 mark]
\nQuestion 2 Density altitude for this departure is _____ feet
\nTolerance DA \u00b1 100 feet
\n[1 mark]
\nQuestion 3 The MBRWPerf possible on this day is_____ tons
\nutilizing flap____
\nTolerance BRW \u00b1 \u00bd ton
\nFlap Exact
\n[2 marks]
\nQuestion 4 If this departure was now performed under the
\nsame conditions, but with a wet runway, the
\npayload reduction would be _____ tons?
\nTolerance Reduction \u00b1 100kgs
\n[1 marks]
\nInstructions & Marking Criteria
\nTrimester 2 2023
\n3533NSC
\nWritten Assignment
\nPage 4 of 13
\nITEM ITEM DETAIL
\nScenario 2
\nA short runway at an unspecified and uncertified airport has constrained
\nyou to a flap 15 departure. Considering the second segment climb
\nlimitation AND the obstacle limitation, determine the maximum brakes
\nrelease weight (MBRWPerf) for a departure given the following
\ncircumstances:-
\n\u27a2 Flap 15
\n\u27a2 Packs\/Bleeds ON
\n\u27a2 Anti-Ice OFF
\n\u27a2 PA 3\u2019000ft
\n\u27a2 OAT 30\u00b0C
\n\u27a2 Wind Nil
\n\u27a2 Obstacle height 400ft
\n\u27a2 Dist. from RWY end 4\u2019500m
\n\u27a2 TORA 2\u2019000m
\nQuestion 5 The second segment climb limitation for this day
\nand conditions is_____ tons.
\nTolerance 2
\nnd Segment \u00b1 \u00bd ton
\n[1 mark]
\nQuestion 6 The obstacle limitation for this day and
\nconditions is_____ tons.
\nTolerance Obst. Limit \u00b1 \u00bd ton
\n[1 mark]
\nQuestion 7 The MBRWPerf thus possible on this day is
\ntherefore _____ tons.
\nTolerance MBRWPerf \u00b1 \u00bd ton
\n[1 mark]
\nQuestion 8 If a way could be found to undertake this
\ndeparture using flap 5 instead of flap 15, the extra
\npayload capacity would be _____ tons.
\nTolerance Extra Payload \u00b1 \u00bd ton
\n[1 mark]
\nInstructions & Marking Criteria
\nTrimester 2 2023
\n3533NSC
\nWritten Assignment
\nPage 5 of 13
\nITEM ITEM DETAIL
\nScenario 3
\nCalculate the takeoff speeds (V1 VR V2 VMCG) for a departure from Mount
\nKeith with the given conditions:-
\n\u27a2 Flap 15
\n\u27a2 RWY Condition Wet
\n\u27a2 Slope 1% Up
\n\u27a2 BRW 70 ton
\n\u27a2 OAT 30\u00b0C
\n\u27a2 QNH 1006
\n\u27a2 Wind 20kt HW
\nQuestion 9 Takeoff speeds (dry runway) (V1 VR V2 VMCG) are
\n____\/____\/____\/____ knots
\nTolerance Speeds Exact
\n[2 marks]
\nQuestion 10 Takeoff speeds (wet runway) (V1 VR V2 VMCG) are
\n____\/____\/____\/____ knots
\nTolerance Speeds Exact
\n[2 marks]
\nScenario 4
\nUnder the following conditions, determine the FBO, time and ground
\nnautical miles covered for a step-climb from FL260 to FL360:-
\n\u27a2 Climb Profile 280\/M0.78
\n\u27a2 GW 75 tons
\n\u27a2 HWAverage (all levels) 50 knots
\n\u27a2 ISADev (all levels) +13\u00b0C
\nQuestion 11 FBO in climb is ____ kg
\nTime to climb is ____ minutes
\nGNM covered is ____ nm
\nTolerance FBO Exact
\nTime \u00b1 1 minute
\nGNM \u00b1 1 nm
\n[2 marks]
\nInstructions & Marking Criteria
\nTrimester 2 2023
\n3533NSC
\nWritten Assignment
\nPage 6 of 13
\nITEM ITEM DETAIL
\nScenario 5
\nYou are planning a flight from YPPH to YPDN, and the forecast
\nindicates very turbulent conditions enroute. To give yourself adequate
\nprotection, you elect to cruise at a flight level which provides a margin
\nfrom the onset of initial buffet of 1.40. Given the following conditions
\nestablish your maximum hemispherically correct cruise level:-
\n\u27a2 Cruise LRC
\n\u27a2 ISA Deviation +10\u00b0C
\n\u27a2 GW (Cruise) 70 tons
\nQuestion 12 Maximum cruise flight level today is FL_____
\nTolerance Flight Level Exact
\n[1 mark]
\nScenario 6
\nYou are presently conducting a LRC at FL330. Your GW is 65 tons, and
\nthe FMS is reporting a tailwind of 32 knots. Using the \u2018Wind Altitude
\nTrade\u2019 table and based ONLY on the following forecast winds,
\ndetermine your best cruise level from the following options?
\nFlight level Tailwind (knots)
\nFL390 51
\nFL370 60
\nFL350 40
\nFL330 32
\nFL310 30
\nFL290 27
\nQuestion 13 Best cruise level with respect to the forecast
\nwinds is FL_____
\nTolerance Cruise Level Exact
\n[1 mark]
\nAn aircraft cruising at FL370 on the same route as you now reports
\nactual wind at FL370 as a 70 knot tailwind (rather than 60 knots).
\nQuestion 14 Best cruise level with respect to the new \u2018actual\u2019
\nwind report is FL_____
\nTolerance Cruise Level Exact
\n[1 mark]
\nInstructions & Marking Criteria
\nTrimester 2 2023
\n3533NSC
\nWritten Assignment
\nPage 7 of 13
\nITEM ITEM DETAIL
\nScenario 7
\nUnder the following conditions, determine the FBO, time and ground
\nnautical miles covered for a descent from FL400 to a sea level
\naerodrome. Some maneuvering will be required to align the aircraft with
\nthe final approach path:-
\n\u27a2 Descent Profile M0.78\/280\/250
\n\u27a2 GW 65 tons
\n\u27a2 TWAverage (all levels) 35 knots
\n\u27a2 ISADev (all levels) +10\u00b0C
\nQuestion 15 FBO in descent is ____ kg
\nTime to descend is ____ minutes
\nGNM covered in descent is ____ nm
\nTolerance FBO Exact
\nTime \u00b1 1 minute
\nGNM \u00b1 1 nm
\n[3 marks]
\nScenario 8
\nOn descent to your destination, \u2018Air Traffic Control (ATC)\u2019 clear you to
\njoin a \u2018standard hold\u2019 at 10\u2019000ft. Holding is a result of a both storms in
\nthe area and a backlog of inbound arrivals. You join the hold at 0645
\nUTC with an additional 1.3 tons of fuel over and above your legal fuel
\nrequirements. ATC ask you at this moment at what time you will need
\nto exit the hold?
\nData is as follows:-
\n\u27a2 Racetrack pattern utilized
\n\u27a2 Gross weight (GW) is 65 tons
\nQuestion 16 You will need to exit the hold at ____ UTC
\nTolerance Time \u00b1 1 minute
\n[1 mark]
\nAssuming exactly the same scenario and conditions as above except,
\nyou have shut down an engine due excessive vibration. That is, you are
\nnow required to hold with one engine inoperative.
\nQuestion 17 You will need to exit the hold at ____ UTC
\nTolerance Time \u00b1 1 minute
\n[1 mark]
\nInstructions & Marking Criteria
\nTrimester 2 2023
\n3533NSC
\nWritten Assignment
\nPage 8 of 13
\nITEM ITEM DETAIL
\nScenario 9
\nDetermine the FOB requirement, considering legal reserves (no holding
\nrequired) plus standard required allowances for the following B737-800
\nflight from start up!
\nQuestion 18 The required FOB for this flight is _____ kgs
\nTolerance FOB \u00b1 100 kgs
\n[3 marks]
\nScenario 10
\nYou are enroute, flying towards your destination Mount Keith
\naerodrome.(YMNE) as part of a standard FIFO operation for your
\ncompany. You have 150 miners on board. Your anticipated LDW is 66
\ntons, – just under the maximum structural limit of 66\u2019360kgs.
\nPrior to \u2018top of descent\u2019 (TOPD) you suffer a failure of your speed
\nbrakes. They are functional, but only in manual mode. Based solely on
\nyour \u2018landing performance field length limit\u2019, determine the extent of your
\npredicament.
\nConditions are as follows:-
\n\u27a2 LDA 1797m
\n\u27a2 Elevation 1792ft
\n\u27a2 QNH 1006
\n\u27a2 Runway Dry
\n\u27a2 Wind Calm
\nQuestion 19 Your field limiting weight given the failure and
\nenvironmental conditions, is ____ tons.
\nTolerance LDW \u00b1 \u00bd ton
\n[2 marks]
\nPhase Destination (kg) Alternate (kg)
\nClimb 1\u2019850 1\u2019600
\nCruise 9\u2019860 2\u2019050
\nDescent 330 320
\nInstructions & Marking Criteria
\nTrimester 2 2023
\n3533NSC
\nWritten Assignment
\nPage 9 of 13
\nITEM ITEM DETAIL
\nQuestion 20 You contact the mine site, and they tell you that
\nthe evening breeze always arrives about this time
\nand is typically a 20 knot headwind. This is not a
\nforecast! Your revised field limiting weight with
\nthis headwind would be _____ tons.
\nTolerance LDW \u00b1 \u00bd ton
\n[2 marks]
\nQuestion 21 Your alternate airport is Meekatharra, you have
\nsufficient fuel to divert now or over (YMNE) but
\nJet A1 fuel will not be available till tomorrow.
\nAlternatively, if you turn back now, you will make
\nyour departure airport (YPPH) with legal reserves
\nintact. If you continue to (YMNE), the wind may
\nnot be there, and you will no longer be able to
\nreturn to (YPPH) with legal reserves.
\nThese may not be your only options. In 200 words
\nor less, propose your solution.
\n[10 marks]
\nMarking Total [40 marks]
\nInstructions & Marking Criteria
\nTrimester 2 2023
\n3533NSC
\nWritten Assignment
\nPage 10 of 13
\nITEM ITEM DETAIL
\nPart 2
\nPreamble
\nB737-800 Flight Scenario
\nYou are the B737 Fleet Manager at your company (Gonzo Airlines) and
\nthe Operations Department of your company have approached you with
\na \u2018delicate\u2019 situation. The online flight planning software contract has
\nnot been renewed in time for your upcoming flight. As such, they have
\nasked if you can undertake the fuel planning \/ payload estimation
\nmanually, in lieu of the normally functioning electronic method.
\nYour flight is timed for later today, which is during peak holiday period
\nand the expectation is for maximum payload. Certainly, if the passenger
\nload is not as expected, the freight bookings on the day are such that
\nirrespective of passenger bookings, the flight will depart as heavy as
\nlegally permitted.
\nThe Operations Department have determined that your departure from
\nAdelaide (YPAD) will be constrained by performance limitations (due
\nrunway \u2018works in progress\u2019). They inform you that your performance
\nlimiting MTOW is 72\u2019000kg.
\nThe destination (YPDN) does not have any performance limitations.
\nTherefore, performance into Darwin will be constrained by your
\nstructural limitation.
\nNo alternate aerodrome is required, however, because it is \u2018storm
\nseason\u2019, you are MANDATED to carry 60 minutes holding fuel for the
\ndestination. There are no other performance-based or weather-based
\nlimitations for your flight.
\nWhen undertaking your flight planning, the company informs you that:-
\n1) You MUST carry legal fuel reserves as per the company policy,
\n2) You MUST carry any required holding,
\n3) Remaining capacity will be utilized by \u2018commercial payload\u2019
\n4) All limitations must be adhered to.
\nAll operational data pertinent for the flight can be found in Annex A,
\nfound later in this document.
\nYou need to utilize ONLY the data from the B737-800 Performance &
\nOperating handbook and Annex A
\nThey ask you: \u201cPlease report back to us with your required fuel
\nload (FOB) at start up, and the available commercial payload
\navailable to the company?\u201d
\nInstructions & Marking Criteria
\nTrimester 2 2023
\n3533NSC
\nWritten Assignment
\nPage 11 of 13
\nITEM ITEM DETAIL
\nFuel Planning
\nExercise To assist you, the Operations Department have provided you the
\nfollowing (marking) guidance:-
\n1) Consider appropriate hemispherical correct cruise levels between
\nFL300 to FL410,
\nUtilizing the \u2018grid forecast\u2019 provided (Annex A), determine
\nestimated values for FBO at appropriate levels to establish worstcase scenario for FBO,
\n[6 marks]
\n2) Based on the estimated FBO plus legal reserves and any holding
\nrequired, complete a fuel plan for the flight and thus, an estimated
\nFOB requirement.
\n[6 marks]
\n3) Complete an estimated weight analysis, determine the limiting
\ncase and thus, if a forward or backward planning approach is
\nrequired,
\nEstablish estimated values for TOW, LDW & ZFW,
\n[6 marks]
\n4) Using these values, establish the \u2018optimum cruise flight level for
\nLRC based on an \u2018approximate\u2019 top of climb (TOC) weight,
\n[2 marks]
\n5) Utilizing the company B737 manual and described route (Annex
\nA), complete a fuel burn analysis for the entire flight, incorporating
\n(in whatever order is appropriate) climb, cruise & descent.
\n[Climb 8 marks]
\n[Cruise 12 marks]
\n[Descent 4 marks]
\n6) Based on final FBO plus legal reserves and any holding required,
\ncomplete a fuel plan for the flight and thus, a final FOB
\nrequirement.
\n[10 marks]
\n7) Complete a final weight analysis and confirm the limiting case.
\nBased on the final weight analysis, establish the commercial
\npayload available.
\n[6 marks]
\nMarking Total [60 Marks]
\nInstructions & Marking Criteria
\nTrimester 2 2023
\n3533NSC
\nWritten Assignment
\nPage 12 of 13
\nAnnex A
\nRoute
\nYPAD \u2013 ALPHA \u2013 ASP \u2013 CHARLIE \u2013 YPDN
\nRoute
\nPosition Distance
\nYPAD
\nALPHA 355Nm
\nASP 354Nm
\nBRAVO 351Nm
\nYPDN 351Nm
\nTotal Distance 1411Nm
\nGrid Forecast (Winds & Temperature)
\nInstructions & Marking Criteria
\nTrimester 2 2023
\n3533NSC
\nWritten Assignment
\nPage 13 of 13
\nAircraft Data
\nModel: B737-800
\nDOW: 41\u2019150kg
\nOperational Data
\nDeparture: Adelaide International Airport (YPAD)
\nTakeoff
\n\u27a2 Runway WET
\n\u27a2 Flap 5\u00b0 to be utilized
\n\u27a2 Temp: ISA+10\u00b0C
\n\u27a2 MTOWStructural = 79\u2019050kg
\n\u27a2 MTOWPerf = 72\u2019000kg
\nClimb
\n\u27a2 Climb Profile: 280\/M0.78
\n\u27a2 Cruise Level: Optimum
\nCruise
\n\u27a2 Cruise Profile: LRC
\n\u27a2 Cruise at optimum level -> no further climb available due
\nairspace congestion
\nDescent
\n\u27a2 Descent Profile: M0.78\/280\/250
\nDestination: Darwin International Airport (YPDN)
\nLanding
\n\u27a2 Required: 60 minutes HOLDING
\n\u27a2 MLDWStructural = 66\u2019360kg
\n\u27a2 MLDWPerf = 70\u2019000kg
\nAlternate
\n\u27a2 Not required<\/p>\n","protected":false},"excerpt":{"rendered":"
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