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planned cruise time.
· extra fuel, at your discretion.
Fixed Wing
The plan should be to arrive over
the destination in a position to make
an approach, overshoot and fly to an
alternate, and still have enough to
hold for 45 minutes (30 if a turbo
jet) at the alternate. Even then, you
must still be able to carry out an
approach and landing, so you should
carry enough for the estimated time
to the destination, plus 5% for
contingencies, time to alternate, and
holding fuel, which may be a set
minimum amount, not forgetting the
start up and unuseable fuel
allowances for type.
Fuel Planning
Based on figures in the Flight
Manual, or data from the Company
Fuel Consumption Monitoring Programme,
if you've got one, from which
contingency fuel is calculated, the
fuel on board at the start of each
flight must cover the elements listed
below. Sometimes this can mean
considerable forward thinking—for
example, fuel for a there-and-back
trip means considering Max Landing
Weight at the first destination, how
much you can accept when you get
back (so you don't need to defuel for
a heavy load next time) and whether
or not you can claim tax drawback
from Customs.
Standard Procedure
The fuel required is the sum of:
· Taxy Fuel, that is, the total
amount you expect to use
before take-off, including ice
systems and the APU.
· Trip Fuel, including take-off and
climb for the expected
departure routeing, cruise from
top of climb (TOC) to top of
Operational Procedures 75
descent (TOD), TOD to initial
approach point according to the
expected arrival procedure, and
approach and landing at
destination.
· Contingency Fuel, which must be
the higher of:
· 5% of planned fuel or that
for the rest of the flight,
reduced to 3% with enroute
alternate, or
· fuel for 20 minutes, based
on the planned trip fuel,
supported by data from the
FCMP, or
· fuel for at least 15 mins
hold at 1500' above the
destination in ISA
supported by data from
FCMP, or
· 5 mins hold at 1500' above
the destination in ISA.
· Alternate Fuel, to include
· a go-around to missed
approach altitude, based on
the procedure
· climb from missed
approach altitude to
cruising level
· cruise from TOC to TOD.
· TOD to initial approach
point, based on the
expected arrival procedure
· approach and landing at the
alternate.
With two alternates, use the
figures for the one that needs
the most fuel. The departure
point can be used as an
alternate.
· Final Reserve Fuel, or enough for
45 minutes for a piston-engined
aeroplane, or 30 minutes at
1500 ft above aerodrome
elevation in ISA for turbo-props
and turbo-jets, based on the
estimated landing weight.
· Additional Fuel, dictated by the
operation, e.g. ETOPS. Only
needed if the fuel calculated
above is not enough for 15 mins
holding at 1500 ft above the
aerodrome in ISA (when IFR)
without an alternate, and
following an engine or
pressurisation failure at the
most critical point en-route,
covering descent as necessary to
a suitable aerodrome, 15
minutes hold at 1500 ft in ISA
and approach and landing.
· Extra fuel, at your discretion.
Decision Point Procedure
For an en-route decision point the
fuel required is the greater of:
For the destination
· taxy fuel
· trip fuel, via the decision
point.
· contingency fuel of at least
5% of estimated fuel from
decision point to
destination.
· alternate fuel, if required.
· Final reserve fuel.
· additional fuel, if required
76 Operational Flying
· extra fuel, at your
discretion.
For the alternate
· taxy fuel
· trip fuel via the decision
point.
· contingency fuel of not less
than 3% of the trip fuel.
· final reserve fuel.
· additional fuel, if required.
· extra fuel, at your
discretion.
Isolated Aerodrome Procedure
Where an alternate does not exist the
fuel required is the sum of:
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