Sunnybhatt
26th Dec 2015, 04:28
Hi guys, I am new to this forum. I am a student preparing a coursework for my masters degree. As a part of my coursework, I am using JetPlanner and with help of it, I have data of Drift down analysis. Could you please explain me what it means (in this specific report)? I am posting my Jet planner data below:
DRIFTDOWN SUMMARY DATA
CRZ TO BURN FL MSA TO BURN FL MSA FOB W
LRC LIMC 011689 100 158 UKBB 011705 100 108 097625 M
UKBB 008813 100 030 UWLL 008819 100 032 084563
UWLL 011533 100 058 UAKK 011578 100 048 071604
UAKK 008320 100 106 ZWWW 008264 100 167 059318 M
ZWWW 009514 100 210 ZLXN 009508 100 212 048809 M
*ZLXN 012137 100 222 VHHH 012092 100 103 033573 M
1LE LIMC 009451 210 158 UKBB 009481 210 108 097758
UKBB 006700 220 030 UWLL 006649 220 032 084643
UWLL 008063 230 058 UAKK 008123 230 048 071740
UAKK 005092 240 075 ZWWW 005198 240 167 059490
ZWWW 005772 251 210 ZLXN 005820 241 212 049129
*ZLXN 008294 241 222 VHHH 008342 241 103 033791
WARNING FLAGS: M-MSA, D-FUEL DUMP REQ., F-DIVERT FUEL REQ.,
S-SPIRAL DESCENT
DRIFTDOWN DETAIL DATA
DEPRESSURIZED (LRC) DIVERT SUMMARY ...
LAT/LONG N48546 E018534 LIMC UKBB
ETP TIME 01.15 @ 0375KT
ETP F.L. 099
ETP FOB 097625
G/C DIST 0459 0475
ETP W/C M006 P006
DRIFTDOWN BURN DATA ... LRC LRC
DRIFT F.L. 100 100
ENROUTE TEMP P000 M001
AVG GWT 293524 293515
MSA F.L. 157 107
DRIFTDOWN DUMP FUEL 000000 000000
EMERGENCY DESCENT 000000 000000
CRUISE 009465 009480
FINAL DESCENT 000363 000363
HOLD 001862 001862
TOTAL 011689 011705
Depressurise divert summary is more difficult to understand. Any help would be really appreciated since my college resumes on 4th and submission is also on 4th. So please kindly help :)
eckhard
26th Dec 2015, 15:32
Hi Sunnybhatt,
I am not familiar with the JetPlanner programme but the data looks similar to other programmes that I have used in the past, so I will give it my best shot. I stress that this is my interpretation based on similar operational flight planning and may not truly reflect the answers required by your coursework. In any event, I would have thought that you should be able to obtain a ‘decode’ of the data from the programme supplier?
Anyway, here goes:
The ‘DRIFTDOWN SUMMARY DATA’ concerns a flight from Milan Malpensa to Hong Kong, routing via some en-route alternates (Kyiv, Ulyanovsk, Karaganda, Urumqi and Xining).
The data is presented twice: once for a scenario involving a depressurisation and a rapid descent to FL100; and again for a second scenario involving an engine failure and driftdown to a FL in the mid-200s. The data is presented to show the fuel burn and MSA from an Equal Time Point (ETP) between each pair of en-route alternate airports (Milan-Kyiv, Kyiv-Ulyanovsk, Ulyanovsk-Karaganda, etc.)
The information is given on the same line both for returning to the previous airport as well as continuing to the next airport.
Taking the first line:
LRC LIMC 011689 100 158 UKBB 011705 100 108 097625 M
LRC The fuel burn is based on Long Range Cruise speed following the descent to FL100.
LIMC The ‘TO’ waypoint is Milan Malpensa, so the aircraft is turning back from the ETP.
011689 The amount of fuel (in KG?) required from the ETP to the ‘TO’ waypoint (Malpensa).
100 The planned Flight Level following the descent, on the way to Milan.
158 The MSA (15800ft) between the ETP and Milan Malpensa.
UKBB The ‘TO’ waypoint is now Kyiv Borispil, so the aircraft is continuing from the ETP.
011705 The amount of fuel (in KG?) required from the ETP to Kyiv.
100 The planned Flight Level following the descent, on the way to Kyiv.
108 The MSA (10800ft) between the ETP and Kyiv.
097625 The planned fuel remaining (in KG?) at the ETP before the descent.
M A ‘Warning Flag’, indicating that the MSA in at least one direction exceeds the planned FL100.
The next lines show the same data for a descent at the ETP between Kyiv and Ulyanovsk, and so on.
In theory, the fuel figure ‘back’ should be the same as the fuel figure ‘onwards’ but the small differences are probably due to environmental effects, rounding errors and other computational margins.
I’m not sure what the asterisk means before ZLXN but it could be because the MSA is very high (22200ft) and this may have triggered some other warning in the JetPlanner system.
I’m also not sure what the ‘1LE’ means but I think it may mean that the next data set refers to an engine failure at the ETP and a driftdown to the one-engine-inoperative LRC stabilisation altitude, adjusted for ICAO/Chinese cruise levels. For example:
ZWWW 005772 251 210 ZLXN 005820 241 212 049129
ZWWW The ‘TO’ waypoint is Urumqi, so the aircraft is turning back from the ETP.
005772 The amount of fuel (in KG?) required from the ETP to the ‘TO’ waypoint (Urumqi).
251 The planned Flight Level following the descent, on the way to Urumqi.
210 The MSA (21000ft) between the ETP and Urumqi.
ZLXN The ‘TO’ waypoint is now Xining, so the aircraft is continuing from the ETP.
005820 The amount of fuel (in KG?) required from the ETP to Xining.
241 The planned Flight Level following the descent, on the way to Xining.
212 The MSA (21200ft) between the ETP and Xining.
049129 The planned fuel remaining (in KG?) at the ETP before the descent.
The ‘DEPRESSURIZED (LRC) DIVERT SUMMARY’ shows detailed figures for each airport pair. Taking the example provided line by line:
LAT/LONG N48546 E018534 LIMC UKBB
This is the geographical position of the ETP between Milan and Kyiv. It is over eastern Czech Republic so makes sense as it is approx. half way between the two airports.
ETP TIME 01.15 @ 0375KT
The ETP will be reached 1hr and 15min after take-off, assuming the cruise speed of 375KT.
ETP F.L. 099
After the depressurization, the following data assumes a descent to FL099 (FL100)
ETP FOB 097625
At the ETP, the estimated fuel on board will be 97625. Note that this is the same figure as that shown in the Driftdown Summary Data in the first paragraph.
G/C DIST 0459 0475
The Great Circle Distance from the ETP back to Milan is 459NM and from the ETP on to Kyiv is 475NM.
ETP W/C M006 P006
The wind component used to calculate the ETP between Milan and Kyiv assumes a 6KT headwind (Minus006) if the flight returns to Milan and a 6KT tailwind (Plus006) if the flight continues to Kyiv.
DRIFTDOWN BURN DATA … LRC LRC
This means that the fuel burn data is calculated at Long Range Cruise speed both for the ‘back’ and ‘on’ cases.
DRIFT F.L. 100 100
This means that the data assumes a cruise at FL100 both ‘back’ and ‘on’.
ENROUTE TEMP P000 M001
This means that the ISA deviation at FL100 is 0C for the ‘back’ case and -1C for the ‘on’ case.
AVG GWT 293524 293515
The Average Gross Weight used in the calculation is 293524 (KG?) for the ‘back’ case and 293515 (KG?) for the ‘on’ case.
MSA F.L. 157 107
The Minimum Safe Altitude from the ETP back to Milan is 15,700ft and from the ETP on to Kyiv is 10,700ft. Note that these figures differ slightly from those shown in the first paragraph (158 and 108 respectively) probably due to ‘computer marginal errors’.
DRIFTDOWN DUMP FUEL 000000 000000
The programme has assumed that no dumping of fuel will be necessary, either ‘back’ or ‘on’.
EMERGENCY DESCENT 000000 000000
I’m not sure what this means but I assume that no extra fuel will be required due to an emergency descent profile being carried out.
CRUISE 009465 009480
The cruise fuel burn from the ETP back to Milan is 9465 (KG?) and the fuel from the ETP on to Kyiv is 9480 (KG?).
FINAL DESCENT 000363 000363
The fuel allowed for a final approach to land is 363 (KG?) for both Milan and Kyiv.
HOLD 001862 001862
The fuel allowance for holding is 1862 (KG?) both at Milan and Kyiv.
TOTAL 011689 011705
The total of CRUISE, FINAL DESCENT and HOLD fuel for the flight back to Milan is 11689 (KG?) and for the flight on to Kyiv it is 11705 (KG?)
Check out the route, including the ETP between LIMC and UKBB, here:
http://gc.kls2.com/cgi-bin/gc?PATH=limc-n4854E01853-ukbb-uwll-uakk-zwww-zlxn-vhhh%0D%0A&RANGE=&PATH-COLOR=red&PATH-UNITS=nm&PATH-MINIMUM=&MARKER=1&SPEED-GROUND=375&SPEED-UNITS=kts&RANGE-STYLE=best&RANGE-COLOR=navy&MAP-STYLE=
Hope this helps and good luck with your course!
Sunnybhatt
27th Dec 2015, 08:40
I cannot begin to thank you enough. This helped me a lot and made everything much more clearer. Big thanks! :)