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EFA - FAM > Ch16: Fuel Definitions > Flashcards

Ch16: Fuel Definitions Flashcards

1
Q

Approach Fuel

A

1500 ft to the point of touchdown

Where? OFP.

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2
Q

Approved Variation (AV)

A
  • Variation to the fuel policy due to regulatory or compulsory Company requirements.
  • Where? Required Additional Fuel section of the OFP.
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3
Q

Arrival Allowance

A
  • Additional manoeuvring (lateral and vertical) during descent at the planned Destination and Destination Alternate Airports.
  • Considered either Planned or Required Additional Fuel
  • Shown in Arrival Allowance fuel line on OFP.
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4
Q

Ballast Fuel

A
  • Uplifted for W&B trim purposes only.
  • Appears on the Loadsheet as an adjustment to DOW.
  • Not included in takeoff fuel and cannot be used, jettisoned, or included in reserves.
  • Not displayed on the OFP.
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5
Q

Company Approved Variation (CAV)

A
  • Variation to the fuel policy due to a non-compulsory Company requirement, e.g. a Payload Permitting Requirement.
  • Considered Planned Additional Fuel.
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6
Q

Contingency Fuel

A
  • Unforeseen factors which may impact fuel consumption to the Destination.
  • Eg deviations from expected fuel consumption data, deviations from forecast enroute meteorological conditions, extended taxi times and deviations from planned routings and/ or cruising levels/altitudes.
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7
Q

Critical DP Data

A
  • DP calculation where the planned fuel remaining less the fuel required for the DP scenario is at a minimum.
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8
Q

Critical Point EDTO (CPE)

A
  • The most fuel critical of the equi-time points between two sequential EDTO Alternates.
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9
Q

Decision Point All Engine (DPA)

A
  • The waypoint or waypoints nominated on the OFP, but not beyond the top of descent, from which the aircraft may divert to a CAT A or CAT B Airport with all engines operating whilst meeting all inflight fuel requirements (FAM 16.8).
  • Shown on OFP for flights greater than 500nm.
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10
Q

Decision Point Depressurised (DPD)

A
  • The most fuel critical point on the OFP from which same fuel is required to proceed to two nominated CAT A, CAT B, CAT C or CAT D Airports following a depressurisation.
  • Shown on OFPs for flights greater than 500nm
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11
Q

Decision Point One Engine Inoperative (DP1)

A
  • Most fuel critical point on the OFP from which the same fuel is required to proceed to two nominated CAT A or CAT B Airports following an engine failure inflight.
  • For EDTO ops, a CAT C Airport, forecast above the Alternate Criteria, may be used.
  • Shown on OFPs for flights greater than 500nm.
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12
Q

Decision Point Planning

A

System of flight planning whereby the flight is planned and filed to a destination via one or more decision points.

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13
Q

Departure Airport

A
  • Normal operations: Main and Alternate.
  • Adequate: PIC must gain the Duty Captain’s approval.
  • Emergency: PIC must gain Chief Pilot or Delegate approval.
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13
Q

Departure Airport

A
  • Normal operations: Main and Alternate.
  • Adequate: PIC must gain the Duty Captain’s approval.
  • Emergency: PIC must gain Chief Pilot or Delegate approval.
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14
Q

Destination Alternate Fuel

A
  • missed approach, climb, cruise, descent, approach and landing
  • fuel required from 1,500ft to 200ft at the destination followed by a go-around and flight to 1,500ft at the alternate.
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15
Q

Discretionary Fuel

A

Fuel ordered by the Pilot In Command in excess of the Planned Fuel figure

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16
Q

Emergency Fuel State

A

Any time when the calculated usable fuel predicted to be available upon landing is less than the Final Reserve Fuel.

17
Q

Endurance Over Destination (EOD)

A

The endurance of the aircraft at the planned destination, expressed in minutes, which takes into account the expected mass of the aircraft at the point of landing, using the holding fuel flow rate at 1,500ft.

18
Q

Enroute Alternate

A
  • An airport, not being the planned Destination or Destination Alternate, to which a flight may proceed when it becomes impossible or inadvisable to continue the flight to the airport of intended landing due to weather, system failure or another operational requirement.
  • When required preflight, an Enroute Alternate may be specified on the OFP.
  • DP1 and DPD airports would be considered Enroute Alternates.
19
Q

Equi-fuel Point

A

The point where the same fuel is required to proceed to either one of two nominated Airports.

20
Q

Final Reserve Fuel (FRF)

A
  • Minimum fuel needed to fly at 1,500 feet above the Alternate Airport or, if an Alternate is not required, at the Destination Airport at holding speed in ISA conditions.
  • A usable amount of fuel equal to or greater than FRF is required to be in the fuel tanks until completion of the final landing.
21
Q

Flight Fuel

A

Commencement of takeoff to 1,500 ft at the destination.

22
Q

Fuel Order

A

The fuel quantity determined by the Pilot In Command to be required for the flight. The fuel order will be transmitted to the refuelling staff as the quantity to be loaded onboard the aircraft

23
Q

Fuel Order

A

The fuel quantity determined by the Pilot In Command to be required for the flight. The fuel order will be transmitted to the refuelling staff as the quantity to be loaded onboard the aircraft

24
Q

Holding Fuel

A

Fuel required to meet specific ATC and/or weather holding requirements.

25
Q

Inflight Phase

A
  • Commencement: pushback or initial engine start.
  • Completion: final landing.
26
Q

Isolated Airport

A

Does not have an Alternate Airport geographically available.

27
Q

Linear Path Search

A

A functionality of the Constellation Flight Planning system that shows the critical fuel calculation for DP1 and DPD to a single airport, where no equi-fuel point between two airports exists.

28
Q

Minimum Fuel

A

Any change to the existing clearance may result in landing with less than Final Reserve Fuel.

29
Q

Minimum Operational Requirement (MOR)

A

The minimum quantity of fuel that must be planned to be on board the aircraft to allow the aircraft to depart with the required regulatory minimum to reach a Main or Alternate Airport.

30
Q

OPRISK

A

The process of identifying additional hazards to the flight as a result of potential weather events, Air Traffic Management or other identified operational issues, and then mitigating those hazards to prevent, as far as reasonably practical, an increase in either safety or commercial risk to the flight.

31
Q

Payload Fuel

A
  • Fuel loaded to satisfy the requirements of a MEL dispatch requirement.
  • Included in the Zero Fuel Weight of the aircraft.
  • Payload fuel may be consumed provided:
  1. The appropriate MEL requirements are met;
  2. Weight and balance limitations are observed; and
  3. All fuel system limitations are observed.
32
Q

Planned Additional Fuel

A
  • The fuel planned and uplifted to meet a non-compulsory Company requirement.
  • May be offloaded at the discretion of the PIC to facilitate payload uplift.
  • Included in the calculation of the fuel burn presented on the OFP.
33
Q

Planned Fuel

A

The Planned Fuel is equivalent to the sum of the Minimum Operational Requirement (MOR) fuel plus any Planned Additional Fuel.

34
Q

Preflight Phase

A
  • Begins: at the commencement of flight planning for a specific flight
  • Ends: at the commencement of pushback or, in the case where an aircraft is at a power out location, initial engine start.
35
Q

Remote Island Airport

A

A Remote Island Airport is an airport means:

(a) Christmas Island; or
(b) Lord Howe Island; or
(c) Cocos (Keeling) Islands, or
(d) Norfolk Island.

36
Q

Required Additional Fuel

A
  • The fuel planned and uplifted to meet compulsory regulatory and/or compulsory Company requirements.
  • Must be uplifted prior to departure and payload must be off loaded to accommodate this requirement.
37
Q

Set Heading Allowance

A

A time and fuel allowance included in the flight plan for manoeuvring at airports known to have lengthy departure procedures.

38
Q

Takeoff Phase

A

Time from when the thrust levers are advanced for the purposes of commencing the takeoff roll, until the aircraft is in the clean configuration (i.e. flaps and gear retracted.)

39
Q

Taxi Fuel

A
  • The fuel allowance from commencement of the engine start procedure to the commencement of the takeoff roll, taking into account expected traffic and the departure runway.
  • Taxi Fuel includes an allowance for APU usage after completion of refuelling.
40
Q

Total Hold Available

A
  • Based on holding at FL200
  • Before requiring descent with a 10% reserve,
  • To make an approach and have the planned FRF remaining upon landing.
41
Q

Reasons for Discretionary Fuel

A

Known, but unplanned, PREVEIW ONLY - NOT TO BE USED FOR OPERATIONAL PURPOSES operational reason. Such reasons may include, but are not limited to: • Increase in ZFW; • Runway changes; • Application of MEL/CDL that has not been included in the Operational Flight Plan (OFP); • Known taxi times in excess of that planned; or • Unplanned weather requirements

EFA - FAM (5 decks)

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