NBAA IFR Range DEFINITION
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NBAA IFR Range DEFINITION
Hello Folks,
I couldn't find the exact definition of NBAA IFR Range on the net.
How is the economy cruise to alternate defined (300nm, 200nm, 100nm)? Where can I get the definition? The NBAA site wasn't a help...
Do you have an idea?
Thx in advance,
pilot007
I couldn't find the exact definition of NBAA IFR Range on the net.
How is the economy cruise to alternate defined (300nm, 200nm, 100nm)? Where can I get the definition? The NBAA site wasn't a help...
Do you have an idea?
Thx in advance,
pilot007
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I'm afraid I can't find the link to the definition either, but as I recall it is the following:
Missed approach to 5000ft.
Hold for 5 minutes at 5000 to get clearance
Proceed to alternate at long range cruise
Hold at alternate for 30 minutes at 5000 ft
Approach and land.
The "standard" alternate is 200nm, but sometimes you will find 100nm figures quoted if the manufacturer is trying to "prove" that you can reach a specific destination.
All the fuel numbers are obviously done at the most economical holding and cruising speeds as the manufacturer is trying to show his machine in the best light, which results in the actual reserve fuel required being uncomfortably low in virtually every machine I have flown!
I hope this answers your question!
Missed approach to 5000ft.
Hold for 5 minutes at 5000 to get clearance
Proceed to alternate at long range cruise
Hold at alternate for 30 minutes at 5000 ft
Approach and land.
The "standard" alternate is 200nm, but sometimes you will find 100nm figures quoted if the manufacturer is trying to "prove" that you can reach a specific destination.
All the fuel numbers are obviously done at the most economical holding and cruising speeds as the manufacturer is trying to show his machine in the best light, which results in the actual reserve fuel required being uncomfortably low in virtually every machine I have flown!
I hope this answers your question!
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What are NBAA IFR Range Formats?
The Business and Commercial Aviation Planning and Purchasing Handbook uses the NBAA Range Format in depicting aircraft performance. The intent of the Range Format was to provide a standard for prospective aircraft purchasers to use in comparing the performance of various aircraft. The format includes an aircraft’s maximum range and performance for 300, 600, and 1,500 nautical mile trips. Operators must remember that the Range Format is not an operational recommendation on how to plan a flight, but a template used for comparing performance. Each profile describes a trip on a "real-life" basis. For example, trips include a missed approach and a flight to an alternate airport. The origin-to-destination segment may use up to three step climbs to higher altitudes, at the manufacturer’s discretion. All altitudes and speeds for origin to destination are the optimum for the aircraft involved. The optimum altitude and best fuel speed are used for the destination to alternate stage. For flight stages in which the performance is difficult to measure, some conditions are assumed. For example, a standard instrument approach is considered to be equivalent to the fuel required to fly at 5,000 feet mean sea level (MSL) for 5 minutes. The actual Range Format profiles for jets, turboprops, and helicopters can be found in Appendix D of the NBAA Management Guide at www.nbaa.org/mgmtguide.
The Business and Commercial Aviation Planning and Purchasing Handbook uses the NBAA Range Format in depicting aircraft performance. The intent of the Range Format was to provide a standard for prospective aircraft purchasers to use in comparing the performance of various aircraft. The format includes an aircraft’s maximum range and performance for 300, 600, and 1,500 nautical mile trips. Operators must remember that the Range Format is not an operational recommendation on how to plan a flight, but a template used for comparing performance. Each profile describes a trip on a "real-life" basis. For example, trips include a missed approach and a flight to an alternate airport. The origin-to-destination segment may use up to three step climbs to higher altitudes, at the manufacturer’s discretion. All altitudes and speeds for origin to destination are the optimum for the aircraft involved. The optimum altitude and best fuel speed are used for the destination to alternate stage. For flight stages in which the performance is difficult to measure, some conditions are assumed. For example, a standard instrument approach is considered to be equivalent to the fuel required to fly at 5,000 feet mean sea level (MSL) for 5 minutes. The actual Range Format profiles for jets, turboprops, and helicopters can be found in Appendix D of the NBAA Management Guide at www.nbaa.org/mgmtguide.
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You can always join if you like to read it from NBAA webpage. However, BizJetJock is right on his formula for jets. Obviously different for piston, turboprop and helicopters.
Don't loose a sleep over these formulas, they are mainly produced to compare different types on same level.
Don't loose a sleep over these formulas, they are mainly produced to compare different types on same level.
