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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
60
0
0
6
00 60
50
0
0
12 2
AM
t Figure 4-2. Typical Air Carrier Descent Planning Chart
4-3
climb and cruise phases of flight, you should consult the
proper performance charts to compute your fuel requirements as well as the time and distance needed for your
descent. Figure 4-3 is an example of a descent-planning
chart. If you are descending from 17,000 feet to a final
(approach gate) altitude of 5,650, your time to descend
is 11 minutes and distance to descend is 40 NM.
During the cruise and descent phases of flight, you need
to monitor and manage the airplane according to the
appropriate manufacturer’s recommendations. The
flight manuals and operating handbooks contain cruise
and descent checklists, performance charts for specific
cruise configurations, and descent charts that provide
information regarding the fuel, time, and distance
required to descend. Review this information prior to
the departure of every flight so you have an understanding of how your airplane is supposed to perform at cruise
and during descent. A stabilized descent constitutes a
pre-planned maneuver in which the power is properly
set, and minimum control input is required to maintain
the appropriate descent path. Excessive corrections or
control inputs indicate the descent was improperly
planned. Plan your IFR descent from cruising altitude so
you arrive at the approach gate altitude or initial
approach fix altitude prior to beginning the instrument
approach. [Figure 4-4 on page 4-4]
Descending from cruise altitude and entering the
approach environment can be a busy time during the
flight. You are talking on the radio, changing radio frequencies, pulling out different charts, adjusting controls,
Figure 4-3. Descent Planning Chart.
Altitude Loss
Required
Approach Gate
Altitude
Determine the required altitude loss
by subtracting the approach gate
altitude from the cruise altitude.
Calculate the descent time by
dividing the total altitude loss by the
descent rate. This provides you with
the total time in minutes that it will
take to descend.
Using a flight computer, determine
the distance required for descent by
finding the distance traveled in the
total time found using the known
groundspeed. The resulting figure is
the distance from the destination
airport approach gate at which you
need to begin your descent.
4-4
reading checklists, all of which can be distracting. By
planning your descent in advance, you reduce the workload required during this phase of flight, which is smart
workload management. Pilots often stay as high as they
can as long as they can, so planning the descent prior to
arriving at the approach gate is necessary to achieve a
stabilized descent, and increases situational awareness.
Using the information given, calculate the distance
needed to descend to the approach gate.
• Cruise Altitude: 17,000 feet MSL
• Approach Gate Altitude: 2,100 feet MSL
• Descent Rate: 1,500 feet per minute
　
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本文鏈接地址：Instrument Procedures Handbook (IPH)儀表程序手冊下(84)