DRIFTDOWN SPEED/LEVEL OFF ALTITUDE
The table shows optimum driftdown speed as function of cruise weight at start of driftdown. Also shown are the approximate weight and pressure altitude at which the airplane will level off considering 100 ft/min residual rate of climb
The level off altitude is dependent on air temperature (ISA Deviation)
DRIFTDOWN/LRC RANGE CAPABILITY
This table shows the range capability from the start of driftdown. Driftdown is continued to level off altitude. As weight decreases due to fuel burn. The airplane is accelerated to Long Range Cruise speed. The cruise segment is at a level off altitude which is based on 100 ft/min residual rate of climb.
To Determine fuel required, enter the ground to air miles conversion table with the desired ground distance and adjust for anticipated winds to obtain air distance to destination. Then enter the driftdown/cruise fuel and time table with air distance and weight at start of driftdown to determine fuel and time required. If altitudes other than the level off altitude are used, fuel and time required may be obtained by using the engine inoperative Long Range Cruise enroute fuel and time table.
LONG RANGE CRUISE ALTITUDE CAPABILITY
The table shows the maximum altitude that can be maintained at a given weight and air temperature (ISA Deviation) based on Long Range Cruise speed, Max continuous thrust, and 100 ft/min residual rate of climb.
LONG RANGE CRUISE CONTROL
The table provides target %N1, engine inoperative Long Range Cruise mach number IAS and fuel flow per engine weight and pressure altitude. The fuel flow values in this table reflect single engine fuel burn.
APU OPERATION DURING FLIGHT
For APU operation during flight. Increase fuel flow according to the following table. These increments include the APU fuel flow and the effect of increased drag from the APU door.
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