Fuel 16 Flashcards
Risk?
Responsibility?
Operational and Commercial?
Fuel policy is risk based, manages commercial risk, maintains operational safety.
Management of operational safety is JOINT responsibility of PIC and Company.
Commercial Risk is responsibility of Company, managed by IOC.
Payload offloads are done in consultation.
16.2
The Qantas Fuel Policy is a risk-based policy that manages commercial risk while maintaining required levels of operational safety.
The management of operational safety is a joint responsibility between the Pilot In Command and the Company.
The management of commercial risk is the responsibility of the Company, on a day to day basis this is managed by IOC. If the Pilot In Command believes that payload needs to be offloaded in order to meet the objectives of the flight, such offloads shall only occur after consultation, and with the approval of the IOC (see FAM Section 16.6.13 – Payload Offload Policy). The Pilot In Command is required to submit a Pilot Report when the payload offload is initiated by the Pilot In Command.
When can you order discretionary fuel?
Known, but unplanned, operational reasons.
Fam used to say:
Do not load as mitigator to possible diversion, but I can’t find it any more…
16.2
The Pilot In Command should only order Discretionary Fuel to cater for a known, but unplanned, 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.
Notwithstanding any of the above it is the responsibility of the Pilot In Command to determine the final fuel order.
Approach fuel?
Fuel planned 1500’ to TD
300kg 737
16.3.1
Approach Fuel is the fuel planned from 1500 ft to the point of touchdown and is presented on the OFP.
Arrival allowance?
16.3.3
A quantity of fuel uplifted to allow for additional manoeuvring (both lateral and vertical) during descent at the planned Destination and Destination Alternate Airports.
Arrival allowance is considered as Planned Additional Fuel. However, whenever the flight is planned in accordance with Reduced Alternate Weather Criteria, the Arrival Allowance is planned as Required Additional Fuel.
Note:
Whilst Arrival Allowance is considered either Planned or Required Additional Fuel, it will be displayed on the OFP in the Arrival Allowance fuel line.
What are AV’s and CAV’s - ie what’s the diff?
Approved Variations are variations to fuel policy mandated by regulatory (compulsory) requirements.
Company AV’s are supplements to company fuel policy - non compulsory requirements , eg payload permiotting.
Designed to better manage operational contingencies and commercial risk.
16.3.2 Approved Variation (AV)
A variation to the fuel policy due to regulatory or compulsory Company requirements. Fuel planned to cover the requirements of an AV will be included in the Required Additional Fuel section of the flight plan.
16.3.5 Company Approved Variation (CAV)
A variation to the fuel policy due to a non-compulsory Company requirement, e.g. a Payload Permitting Requirement. Fuel planned to cover the requirements of a CAV will be included in the Planned Additional Fuel section of the OFP.
What is contingency fuel?
16.3.6
An amount of fuel required to compensate for unforeseen factors which could have an influence on the fuel consumption to the Destination Airport, such as deviations of an individual aircraft from the expected fuel consumption data, deviations from forecast enroute meteorological conditions, extended taxi times and deviations from planned routings and/or cruising levels/altitudes.
DPA definition:
Weather assessment?
16.3.9
The waypoint or waypoints nominated on the OFP, but not beyond the top of descent, from which the aircraft may divert to a Category A or B Airport with all engines operating whilst meeting all inflight fuel requirements.
DPA will be shown on OFPs for flights greater than 500 nm.
- Airport Wx assessment (Alt Criteria) Pre and Inflight - ie ‘suitable’ airport
DPD definition.
What Category…?
Preflight Fuel Reqs - ie how do they calculate it?
Assessed on what wx minima?
16.3.10
The most fuel critical point on the OFP from which the same fuel (equifuel) is required to proceed to two nominated Cat A,B,C,E airports following a dpx
Shown on OFP greater than 500nm
Assessment Landing mins - ie an ‘acceptable’ airport.
Where an equi-fuel point exists, the point where the same fuel is required to proceed to either one of two nominated Cat A,B,C,E airports following a depx. Where a linear path search is calculated the point where fuel is sufficient to proceed to a single A.B,C,E airport. (From FAM)
Trip fuel depx dest-nominated
15min hold @ 1500’
required Weather holding fuel (not atc holding)
Inflight SA only - no reqs…
DPD will not be past TOD
Descent profile: 14000’ till limit of O2 (78mins) then 10000’
DP1
Category…
Assessed on what criteria?
Preflight fuel requirements - ie how do they calculate it…
The most fuel critical point on track from which the same fuel (equifuel) is required to proceed to either of two A or B airports following eng fail.
Cat C airport OK if forecast above alternate criteria and you dispatched under EDTO.
Assessed above alt crit preflight and A,B land mins inflight, C always alt crit.
(With linear path search this can be reduced to 1)
Preflight planned fuel must be sufficient to permit flight to either nominated airport(s) with:
1eng inop &
15min hold@1500’
required weather holding fuel.
When is an alternate required?
7 items
1 note on holding options…
During currency of or 30 mins prior to following conds:
More than SCT below alt crit
vis less than alt crit
vis above alt crit but endorsed with ANY probability of fog, mist, dust or any phenom reducing vis below alt crit.
xwind or dwind exceeding max for ac type. (inclusive of gusts)
thunderstorms or their associated sev turb or the probability thereof.
precip which could result in runway becoming contaminated and preflight or enroute landing distances eceeding LDA.
If wx if forecast to improve no alt nec if holding fuel is avail for end of conds + 30mins
destination does not have approved inst app.
Clouds, vis, wind, storm, precip, no approach.
What is a suitable airport?
Category?
Cat A/B Does not require an alternate for the intended period of use or:
For which appropriate holding fuel is carried, for wx or navaid avail etc.
Wx report primacy for suitability evaluation?
TAF3
TREND (outside oz where issued)
TAF
What is an acceptable airport?
Category?
A,B,C or E which at the time of departure is forecast to be above the LANDING minima for intended period of use; or
Has appropriate holding fuel included due to weather/ navaid availability etc.
What is an available airport?
In PIC judgment is APPROPRIATE for landing in terms of wx, airport conditions, runway length at the time of intended landing.
FAM doesn’t stipulate A,B etc, note “available” is the same wording from the QRH and I assume Boeing…
What is an isolated airport?
Fuel/WX requirements?
Airport which does not have an alternate airport geographically available.
You may proceed beyon DPA with normal inflight requirements with holding fuel of 90 mins in lieu of diversion fuel and other holding fuel. (ie. 90 mins hold fuel + FRF = 2 hrs of fuel overhead)
AND
Airport forecast is above applicable landing minima from ETA till ETA + 2hrs.
Current isolated airports: Tahiti.
What are Remote Island Airports?
Fuel requirements?
If destination is a RIA then Destination alternate needs to be planned PREFLIGHT, irrespective of the forecast weather.
Destination alternate is planned in lieu of holding fuel requirements that may exist at destination.
Dest alternate can not be a RIA.
Christmas Island
Coco Keeling Island
Lord Howe
Norfolk
Take Off Alt reqs..
When required? (2)
What category airport can be used?
How far away?
What weather is required?
Req when
WX at dep airport blw lowest published useable landing mins or
other op considerations preclude return to departure airport.
May be A,B,C or E.
Located within published EDTO dist for flights operating under ER crit, otw 409nm.
TO alt must be above ADQ crit. for time to be used.
when required will be on flt plan
may be appended by hand.
When does preflight phase commence?
How about postflight?
Preflight ETD-4hrs till PB or ES.
Postflight TD till shutdown.
When do inflight requirements come into effect
Commences at pushback or engine start if PB not required (power out bay)
