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also results in minimum time and fuel consumption.
Reciprocating-engine airplanes require engine performance and temperature management for maximum
engine longevity, especially for turbocharged engines.
Pilots of turbine-powered airplanes must not exceed the
airplane’s maximum operating limit speed above
10,000 feet, or exceed the 250-knot limit below 10,000
feet. Also, consideration must be given to turbulence
that may be encountered at lower altitudes that may
necessitate slowing to the turbulence penetration speed.
If necessary, speed brakes should be used.
DESCENT PLANNING
Prior to flight, calculate the fuel, time, and distance
required to descend from your cruising altitude to the
approach gate altitude for the specific instrument
approach of your destination airport. In order to plan
your descent, you need to know your cruise altitude,
approach gate altitude or initial approach fix altitude,
descent groundspeed, and descent rate. Update this
information while in flight for changes in altitude,
weather, and wind. Your flight manual or operating
handbook may also contain a fuel, time, and distance to
descend chart that contains the same information. The
calculations should be made before the flight and “rules
of thumb” updates should be applied in flight. For example, from the charted STAR you might plan a descent
based on an expected clearance to “cross 40 DME West
of Brown VOR at 6,000” and then apply rules of thumb
for slowing down from 250 knots. These might include
planning your airspeed at 25 NM from the runway
threshold to be 250 knots, 200 knots at 20 NM, and 150
knots at 15 NM until gear and flap speeds are reached,
never to fall below approach speed.
The need to plan the IFR descent into the approach gate
and airport environment during the preflight planning
stage of flight is particularly important for turbojet powered airplanes. A general rule of thumb for initial IFR
descent planning in jets is the 3 to 1 formula. This means
that it takes 3 NM to descend 1,000 feet. If an airplane is
at flight level (FL) 310 and the approach gate or initial
approach fix is at 6,000 feet, the initial descent requirement equals 25,000 feet (31,000 - 6,000). Multiplying
25 times 3 equals 75; therefore begin descent 75 NM
from the approach gate, based on a normal jet airplane,
idle thrust, speed Mach 0.74 to 0.78, and vertical speed
of 1,800 - 2,200 feet per minute. For a tailwind adjustment, add 2 NM for each 10 knots of tailwind. For a
headwind adjustment, subtract 2 NM for each 10 knots
of headwind. During the descent planning stage, try to
determine which runway is in use at the destination airport, either by reading the latest aviation routine weather
report (METAR) or checking the automatic terminal
information service (ATIS) information. There can be
big differences in distances depending on the active runway and STAR. The objective is to determine the most
economical point for descent.
An example of a typical jet descent-planning chart is
depicted in Figure 4-2. Item 1 is the pressure altitude
from which the descent begins; item 2 is the time
required for the descent in minutes; item 3 is the amount
of fuel consumed in pounds during descent to sea level;
and item 4 is the distance covered in NM. Item 5 shows
that the chart is based on a Mach .80 airspeed until 280
knots indicated airspeed (KIAS) is obtained. The 250-
knot airspeed limitation below 10,000 feet mean sea
level (MSL) is not included on the chart, since its effect
is minimal. Also, the effect of temperature or weight
variation is negligible and is therefore omitted.
Due to the increased cockpit workload, you want to get
as much done ahead of time as possible. As with the
Note: Subtract 30 lb. of fuel and 36 seconds
for each 1,000 feet that the destination airport
is above sea level.
.80/280
Press
Alt - 1000 Ft
Time -
Min
Fuel -
Lbs
Dist -
NAM
39
37
35
33
31
29
27
25
23
21
19
17
15
10
5
20
19
18
17
16
15
14
13
12
11
10
10
9
6
3
850
800
700
650
600
600
550
550
500
500
450
450
400
300
150
124
112
101
92
86
80
74
68
63
58
52
46
41
26
13
a
or ea
t
a
ote: e: S
1
2
　
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本文鏈接地址：Instrument Procedures Handbook (IPH)儀表程序手冊上(88)