033.03 FUEL PLANNING — CAT.OP.MPA.106 and CAT.OP.MPA.150 plus AMC1, 2 and 3 Flashcards
The minimum additional fuel should permit:
(i) the aeroplane to descend as necessary and proceed to an adequate alternate aerodrome in the event of engine failure or loss of pressurisation, whichever requires the greater amount of fuel based on the assumption that such a failure occurs at the most critical point along the route, and
(A) hold there for (…) minutes at 1 500 ft (450 m) above aerodrome elevation in standard conditions; and
(B) make an approach and landing; and
(ii) holding for (…) minutes at 1 500 ft (450 m) above destination aerodrome elevation in standard conditions, when a flight is operated without (…).
The minimum additional fuel should permit:
(i) the aeroplane to descend as necessary and proceed to an adequate alternate aerodrome in the event of engine failure or loss of pressurisation, whichever requires the greater amount of fuel based on the assumption that such a failure occurs at the most critical point along the route, and
(A) hold there for (15) minutes at 1 500 ft (450 m) above aerodrome elevation in standard conditions; and
(B) make an approach and landing; and
(ii) holding for (15) minutes at 1 500 ft (450 m) above destination aerodrome elevation in standard conditions, when a flight is operated without (a destination alternate aerodrome).
The fuel burn-off is 220 l/hr with a relative fuel density of 0.80. If the relative fuel density is 0.75, the fuel burn will be (192/220/235) l/hr.
The fuel burn-off is 220 l/hr with a relative fuel density of 0.80. If the relative fuel density is 0.75, the fuel burn will be (235) l/hr. (220•0.8÷0.75)
Contingency fuel should be the (lower/higher) of:
(i) Either the lowest of:
(A) (…) % of the planned trip fuel;
(B) not less than (…) % of the planned trip fuel, provided that an en-route alternate aerodrome is available;
(C) an amount of fuel sufficient for (…) minutes flying time based upon the planned trip fuel consumption; or
(D) an amount of fuel based on a statistical method that ensures an appropriate statistical coverage of the deviation from the planned to the actual trip fuel.
(ii) or an amount to fly for (…) minutes at holding speed at (…) ft (450 m), above the (destination/alternate) aerodrome in standard conditions.
Contingency fuel should be the (higher) of:
(i) Either:
(A) (5) % of the planned trip fuel;
(B) not less than (3) % of the planned trip fuel, provided that an en-route alternate aerodrome is available;
(C) an amount of fuel sufficient for (20) minutes flying time based upon the planned trip fuel consumption; or
(D) an amount of fuel based on a statistical method that ensures an appropriate statistical coverage of the deviation from the planned to the actual trip fuel.
(ii) or an amount to fly for (5) minutes at holding speed at (1 500) ft (450 m), above the (destination) aerodrome in standard conditions.
State how Nautical Air Miles can be calculated from Nautical Ground Miles.
NAM/TAS = NM/GS, then cross multiplication
Where two destination alternate aerodromes are required, the alternate fuel used is the fuel required to reach the aerodrome that required the (least/most) fuel to reach.
Where two destination alternate aerodromes are required, the alternate fuel used is the fuel required to reach the aerodrome that required the (most) fuel to reach.
If the reduced contingency fuel procedure is used, the amount of fuel for departure is the (lesser/greater) of
(1) the sum of:
- taxi, final reserve, additional and extra fuel
- trip fuel (direct/via the decision point) to destination 1 aerodrome
- contingency fuel not less than (5% of the estimated fuel consumption/required for the basic contingency procedure) from the (departure aerodrome/decision point) to the destination 1 aerodrome.
- alternate fuel, or no alternate fuel is the DP is at less than 6 hours from destination 1.
(2) the sum of:
- taxi, final reserve, additional and extra fuel
- trip fuel (direct/via the decision point) to destination 2 aerodrome
- contingency fuel not less than (5% of the estimated fuel consumption/required for the basic contingency procedure) from (departure aerodrome/decision point) to destination 2
- alternate fuel, if a destination 2 alternate aerodrome is required
If the reduced contingency fuel procedure is used, the amount of fuel for departure is the (greater) of
(1) the sum of:
- taxi, final reserve, additional and extra fuel
- trip fuel (via the decision point) to destination 1 aerodrome
- contingency fuel not less than (5% of the estimated fuel consumption) from the (decision point) to the destination 1 aerodrome.
- alternate fuel, or no alternate fuel is the DP is at less than 6 hours from destination 1.
(2) the sum of:
- taxi, final reserve, additional and extra fuel
- trip fuel (via the decision point) to destination 2 aerodrome
- contingency fuel not less than (required for the basic contingency procedure) from (departure aerodrome) to destination 2
- alternate fuel, if a destination 2 alternate aerodrome is required
Extra fuel should be at the discretion of (…).
Extra fuel should be at the discretion of (the commander).
The fuel burn-off is 200 kg/hr with a relative fuel density of 0.8. If the relative fuel density is 0.75, the fuel burn will be (188/200/213) kg/hr.
The fuel burn-off is 200 kg/hr with a relative fuel density of 0.8. If the relative fuel density is 0.75, the fuel burn will be (200) kg/hr.
Final reserve fuel should be:
(i) for aeroplanes with reciprocating engines, fuel to fly for (…) minutes; or
(ii) for aeroplanes with turbine engines, fuel to fly for (…) minutes at holding speed at (…) ft above aerodrome elevation in standard conditions.
Final reserve fuel should be:
(i) for aeroplanes with reciprocating engines, fuel to fly for (45) minutes; or
(ii) for aeroplanes with turbine engines, fuel to fly for (30) minutes at holding speed at (1 500) ft (450 m) above aerodrome elevation in standard conditions.
The predetermined point procedure (PDP) provides an option to select an aerodrome as destination alternate which is at a distance from the planned destination that it cannot be reached after first flying to the destination. It therefore increases maximum range by reduction of mandatory fuel reserves. The amount of usable fuel, on board for departure, should be the (lesser/greater) of
(1) The sum of:
- taxi fuel, contingency according to basic procedure and extra fuel;
- trip fuel from the departure aerodrome to the destination aerodrome, via the predetermined point;
- additional fuel if required, but not less than:
(A) for aeroplanes with reciprocating engines, fuel to fly for (…) minutes plus (…) % of the flight time planned to be spent at cruising level or (…) hours, whichever is (more/less); or
(B) for aeroplanes with turbine engines, fuel to fly for (…) hours at (holding/normal cruise) consumption above the destination aerodrome, this should not be less than final reserve fuel.
(2) The sum of:
- taxi fuel, contingency according to basic procedure and extra fuel;
- trip fuel from the departure aerodrome to the destination alternate aerodrome, via the predetermined point;
- additional fuel if required, but not less than:
(A) for aeroplanes with reciprocating engines: fuel to fly for (…) minutes; or
(B) for aeroplanes with turbine engines: fuel to fly for (…) minutes at (holding/cruise) speed at 1 500 ft above the destination alternate aerodrome elevation in standard conditions, this should not be less than final reserve fuel.
The predetermined point procedure (PDP) provides an option to select an aerodrome as destination alternate which is at a distance from the planned destination that it cannot be reached after first flying to the destination. It therefore increases maximum range by reduction of mandatory fuel reserves. The amount of usable fuel, on board for departure, should be the (greater) of
(1) The sum of:
- taxi fuel, contingency according to basic procedure and extra fuel;
- trip fuel from the departure aerodrome to the destination aerodrome, via the predetermined point;
- additional fuel if required, but not less than:
(A) for aeroplanes with reciprocating engines, fuel to fly for (45) minutes plus (15) % of the flight time planned to be spent at cruising level or (2) hours, whichever is (less); or
(B) for aeroplanes with turbine engines, fuel to fly for (2) hours at (normal cruise) consumption above the destination aerodrome, this should not be less than final reserve fuel.
(2) The sum of:
- taxi fuel, contingency according to basic procedure and extra fuel;
- trip fuel from the departure aerodrome to the destination alternate aerodrome, via the predetermined point;
- additional fuel if required, but not less than:
(A) for aeroplanes with reciprocating engines: fuel to fly for (45) minutes; or
(B) for aeroplanes with turbine engines: fuel to fly for (30) minutes at (holding) speed at 1 500 ft above the destination alternate aerodrome elevation in standard conditions, this should not be less than final reserve fuel.
The fuel ERA aerodrome should be located within a circle having a radius equal to (15/20/25/50) % of the total flight plan distance, the centre of which lies on the planned route at a distance from the destination aerodrome of (15/20/25/50) % of the total flight plan distance, or at least (15/20/25/50) % of the total flight plan distance plus (25/50/100) NM, whichever is (less/greater). All distances should be calculated in still air conditions
The fuel ERA aerodrome should be located within a circle having a radius equal to (20) % of the total flight plan distance, the centre of which lies on the planned route at a distance from the destination aerodrome of (25) % of the total flight plan distance, or at least (20) % of the total flight plan distance plus (50) NM, whichever is (greater). All distances should be calculated in still air conditions
