Optimum Altitude

Optimum altitude is the cruise altitude for minimum cost when operating in the ECON mode and for
minimum fuel burn when in the LRC or pilot selected speed modes. The Optimum altitude increases
under the following conditions:
-In the ECON mode when airplane weight or cost index decreases.
-In LRC or selected speed modes - when airplane weight or speed decreases.
-On each flight as weight decreases during flight.
Flight plans not constrained by short trip distance are typically based on conducting the cruise portion of
flight within plus or minus 2000 feet of optimum altitude. Since the optimum altitude increases as fuel is
consumed during the flight, it is necessary to climb to a higher cruise altitude every few hours to achieve
the flight plan fuel burn. This technique, referred to as Step Climb Cruise, is typically accomplished by
initially climbing 2000 feet above optimum altitude and then cruising at that flight level until 2000 feet
below optimum. For most flights one or more step climbs may be required before reaching TOD.
Optimum altitude gives the minimum trip cost for a given trip length, cost index and gross weight. It
provides approximately a 1.5 load factor (approx. 48 degree bank to buffet onset) or better buffet margin.
As deviation from optimum cruise altitude increases, performance economy deteriorates.
On airplanes with higher thrust engines, the altitude selection is most likely limited by maneuver margin
to initial buffet. Projected temperature and turbulence conditions along the route of flight should be
reviewed when requesting or accepting initial cruise altitude as well as subsequent step climbs.
Heading and Tailwind Management
The existence of a headwind or tailwind respectively decreases or increases range from the no wind
conditions found in basic POH curves and tables. Whenever practical, speed adjustments should be
used to optimize either condition. In particular, strong headwinds reduce range severely, especially when
not managed correctly. The longer a headwind works on the airplane, the greater the damage.
Conversely, prolonging the beneficial effects of a tailwind optimizes the advantage. Therefore, the rule is
that headwinds call for increasing airspeed, and tailwinds for decreasing speed, compared to the no wind
maximum range airspeed, VMR. Analysis of the POH based empirical data yielded the fol practical rules:
-Headwind Rules of Thumb
If cruising at or above VLRC*, do not adjust speed unless headwind component exceeds 25% of VLRC
(TAS). Since VLRC=1.07VMR, minor headwind conditions receive automatic compensation.For each five
knots that headwind exceeds the .25 VLRC threshold, increase cruise TAS 2 knots above no wind VLRC.
Example: VLRC=120 KTAS and headwind component is 60 knots. "Excess" headwind is 60-.25x12O=30
knots. Therefore, cruise speed should be increased to 120+(6x2)=132 KTAS. Ground speed is increased
from 60 to 72 knots, reducing enroute time by 17%, while fuel burned (per ground mile) is reduced 3.7%.
A rare example of "having your cake and eating it too!"
-Tailwind Rule of Thumb
Decrease TAS 1 knot for every two knots of tailwind component, but not below 0.8VLRC. Example:
VLRC=120 KTAS and tailwind component is 36 knots. To maximize range, decrease speed to (120 .
5x36)=102 KTAS=.85VLRC. SR increases 3.5%, although enroute time is increased 13%. MAXRNG
(* VLRC = Long Range Cruise Speed for the type, VMRC = Max Range Cruise Speed. Long Range
Cruise is a bit faster than Max Range, simply because in that area of the performance graph you can go

10% faster (saving quite a bit of time) for only 1% more fuel.)
Wind Trade
The Wind Altitude Trade Table (WTT) is one of the least understood and (consequently) least taught
and used tables in the QRH. Which is a pity, since there is a wealth of information hidden in this simple
table. However to understand the what's and why's of this, it is necessary to understand what the
numbers mean / are and where they come from.
To start this at the beginning, we have to understand Specific Fuel Consumption (SFC). A simple
definition would be Unit of Fuel per Unit of Air Distance (or the other way around - the numbers are
easier depending upon the size of the beast). In this part of the world we talk, usually, of Kilograms per
Nautical Mile. For a medium weight -200 at optimum cruising altitude it works out around 13.5 kgs/nm.
The formula is simply FF/TAS. The important thing to remember is that the BEST SFC (lowest value) is,
for a given weight, obtained at Optimum Altitude. ALL OTHER ALTITUDES will produce a WORSE
(larger) SFC. If you understand that, then all of the rest is relatively easy. There will be those who want to
say "But ISA?" Well ISA is largely cancelled out of this equation in a Mach Limited Cruise. But remember
SFC is a STILL AIR figure.
The numbers on the WTT are penalties, nautical miles in a sense, that you pay for being anywhere other
than at optimum altitude. They are more specifically the number of Air Miles less that you will obtain from
the amount of fuel burnt / Air miles travelled at one hour at the Optimum Altitude. So you can quickly see
that where the table shows 0 is, in fact, the Optimum Altitude for that weight. All but the most
mathematically challenged should now be able to understand the rather cryptic method that is printed
below the table for using it as a WTT proper.
I would like to pass on the use of the WTT for its' original purpose by at the moment. We do not carry
wind data for alternate levels (just now), so this is a rather inappropriate topic. However the WTT has
much more to tell us.
Conventional wisdom and teaching has it that we fly 2000 ft on either side of (above/below) the Optimum
Level (as shown on the FMC) for selection of cruise levels. As far as it goes, this rule works fine and it
errs on the side of sensibility since the aircraft is always reducing weight as fuel is burnt. For those of us
who do not know the Rule of Thumb: 1000 kgs off the AUW will increase Optimum (and all the other
Altitudes) by 100ft.
Fuel Policy
Start and Taxi Fuel. The mass of fuel used in starting and operating the APU and the main engines and
in taxying to the runway threshold for take off. It is assumed that at the point of releasing the brakes for
take off the aircraft is at or below the regulated take-off mass for the conditions prevailling. In operations
where fuel is critical the start and taxi fuel must not be less than the amount expected to be consumed
during the start and taxi procedures.
Trip Fuel. This is the mass of fuel required to complete the take-off run, the climb, the cruise, the
descent, the expected arrival procedures, the approach and landing at the designated airport.
Contingency Fuel. Fuel carried in addition to the trip fuel for unforseen eventualities such as a avoiding
bad weather or having an extended hold duration at the destination airport, the contingency
fuel mass and balance calculations is usually given as a percentage of the trip fuel i.e. f the
trip fuel is 1000 kg mass the contingency fuel at 5% of the trip fuel would be 50 kg. Dont forget
that the contingency fuel is part of the landing mass if it is not actually used during trip
Alternate (Diversion) Fuel :That mass of fuel required to carry out a missed approach at the destination
airfield, the subsequent climb out, transit to, expected arrival procedures, approach, descent and landing
at an alternate airfield

Final Reverse Fuel: The minumum fuel that should be in the tanks on landing. Essentially it is a final
reverse for unplanned eventualities and should allow a piston engine aircraft to fly for a further 45
minutes or a jet engine aeroplane to fly for a further 30 minutes at a given height and holding speed.
Additional Fuel : Only required if the sum of the trip, contingency, alternate and final reserve fuels are
insufficient to cover the requirements of AMC OPS 1.255(instrument landings and power unit failures
which not required for mass and balance calculations).
BOEING 737-200 WIND TRADE

OPTIMUM ALT

LRC M.74
A/ICE OFF
52T
50T
48T
46T
44T
42T
40T

315
325
335
340
350
360
370

310
320
330
335
345
355
365

OPTIMUM
HOLDING ALT

M.78

290
300
305
315
325
335
345

OPTIMUM
HOLDING ALT

220 KIAS

FL 250
FL 250
FL 250
FL 250
FL 300
FL 300
FL 300

1 ENG INOP
MCT ISA +10

1 ENG INOP

FL 100
FL 100
FL 110
FL 120
FL 150
FL 150
FL 150

FL 118
FL 130
FL 145
FL 160
FL 174
FL 188
FL 204

BUFFET LIMITS
MAX WT (kg) FOR FLIGHT LEVEL
FLIGHT LEVEL

CRUISE
SCHEDULE

MANDATORY

ADVISORY

TURBULENCE

370

LRC
.72
.74
.78

43.5
43.6
44.2
43.8

43.2
43.3
42.0
35.0

35.7
35.7
35.7
35.7

350

LRC
.72
.74
.78

48.2
48.0
48.6
48.0

47.5
47.6
46.1
39.0

39.1
39.1
39.1

LRC
.72
.74
.78

52.8
52.7
53.4
52.9

52.0
52.1
50.7
43.0

330

310
290

LRC
.72
.74
.78

39.1

42.9

42.9
42.9
42.9
47.1
47.1
47.1

47.0

LRC
.72
.74
.78

52.0

47.1
51.5
51.5
51.5

51.5
LRC
.72
.74
.78

270

FUEL CORRECTION FOR DEVIATION FROM

OPTIMUM ALTITUDE:
CONSTANT

LRC

LRC TANKER ANALYSIS

@ FL 350
TRIP DIST
SURPLUS

MACH

2,000
1%
- 4,000
2%
- 8,000
8%
-12,000
15%
Cruise N1
N1 = (2 x Alt/1000) + 10

NM

2%
4%
12%
22%

BURNOFF

800
700
600
500

9%
8%
7%
6%

eg @ FL350 N1 = 70+10 = 80%

WIND-ALTITUDE TRADE
LONG RANGE CRUISE
FLIGHT
LEVEL
52T
370
350

Eg

50T

48T

46T

44T

42T

40T

38T

15

19
2

8
0

2
2

0
6

3
12

330
310

5
0

1
3

0
6

2
11

6
17

11
23

17
30

38

290
270

8
19

12
24

17
30

23
37

29
44

36
51

44
59

69

250
230

31
45

37
52

44
58

50
66

58
74

66
83

76
93

86
105

@ FL290, 50T present wind = -20 kts. Breakeven wind @ FL 330 = {20 + (1-12)} = -31kts.
If HWC is stronger than 31 kts @ FL330, remain @ FL290.

M0.72-M0.74 CRUISE
FLIGHT
LEVEL

24
53

52T
370
350

50T

48T

46T

44T

42T

40T

38T

18

22
4

10
0

3
2

0
6

2
13

330
310

7
0

2
3

0
7

2
12

6
19

12
28

20
38

51

290
270

8
22

13
30

19
39

28
49

38
60

49
73

63
89

76
106

250
230

40
62

50
74

60
84

72
99

86
115

101
132

117
150

139

30