Fuel and Planning

Question 1

“MAYDAY MAYDAY MAYDAY Fuel”

Answer 1

Calculated usable fuel predicted to be available upon landing at the nearest aerodrome where a safe landing can be made is less than planned final reserve fuel.

Question 2

“Minimum Fuel”

Answer 2

All planned aerodrome options have been reduced to a specific aerodrome of intended landing.
Any change to the existing clearance may result in landing with less than the planned Final Reserve.
This is not an emergency situation but an indication that an emergency situation is possible, should any additional delay occur - no priority handling.

Question 3

CNR

Answer 3

Company Normal Reserves
Alternate + Final Reserve rounded to nearest 100kg

Question 4

FOD

Answer 4

Fuel Overhead Destination
Alternate + Final Reserve + Contingency + Additional + Tankering rounded to nearest 100kg

Question 5

What is CMV and when is it to be used?

Answer 5

Converted Meteorological Visibility
Do not use for planning; do use in flight
Do not use when reported RVR is available; for calculating take off minima; for any RVR minima less than 800m (after conversion)

Question 6

In terms of re-planning in-flight, when must normal pre-flight planning criteria apply and when are they not applicable?

Answer 6

Apply when re-planning in-flight due to changing operating conditions or other reasons make adherence to original flight plan impracticable e.g. change of destination due operational/engineering constraints; degraded aircraft performance
Not required in an emergency or urgency situation when diverting to an en route alternate
Not required when diverting from destination aerodrome because of weather below minima or aerodrome closed

Question 7

In the event of a fuel shortfall, name 5 fuel conservation measures listed in the OMA

Answer 7

Decrease aircraft speed - Cost Index 0
Obtain a more direct route
Fly closer to the optimum flight level
Select a closer alternate aerodrome
Land and refuel

Question 8

If as a result of an in flight fuel check it is calculated that you will arrive with less than FRF + Alternate Fuel what MUST the commander do?

Answer 8

Assess the traffic and operational conditions prevailing at the destination and destination alternate in deciding whether to proceed to the destination or divert
Must ensure a safe landing with not less than Final Reserve Fuel

Question 9

What fuel shall the commander ensure they arrive at the destination with?

Answer 9

Not less than Final Reserve Fuel and Alternate Fuel i.e. CNR

Question 10

What is the definition of Safe Landing?

Answer 10

In the context of fuel schemes, a landing at an adequate aerodrome with no less than the final reserve fuel remaining and in compliance with the applicable operational procedures and aerodrome operating minima.

Question 11

What are the planning minima for a destination alternate with a NPA?

Answer 11

NPA RVR/Vis +1km
Ceiling at/above MDH + 200’
At ETA +/- 1 hour

Question 12

When do you require 2 destination alternates?

Answer 12

Weather reports/forecast at destination is below applicable minima
No met info available
Landing performance at destination requires certain wind direction
Destination may not be reached before curfew/night ban

Question 13

Destination aerodrome planning minima

Answer 13

Weather reports or forecasts shall be at or above applicable minima for expected instrument approach at ETA +/- 1 hour
If NPA or circling, must also take into account ceiling

Question 14

When do you require a take off alternate?

Answer 14

When conditions at departure aerodrome prevent an immediate return, considering an engine failure
Suitable if at or above minima for approach in use
I.e. if departure airfield is CATIII equipped, require take off alternate if weather below CATIIIA

Question 15

Define Cloud Ceiling

Answer 15

Height of cloud covering more than half the sky i.e. BKN or OVC

Question 16

Define Cloud Base

Answer 16

Height of the lowest cloud

Question 17

What calculations can you make to reduce Total Fuel required for a flight?

Answer 17

Alternative Flight Planning Procedures; only used when performance/payload restrictions; consider getting a new OFP; flight crew can make these adjustments at Commander’s discretion
Taxi Fuel reduction - take into account expected taxi time on the day. Table in OMB 5.4
Trip Fuel reduction - estimate reduction based on FMGC distance. Table in OMB 5.4
Reduced Contingency Fuel - calculation depends on whether SCF available; must have suitable ERA

Question 18

Can you take less fuel than displayed on the PLOG?

Answer 18

The Commander retains final responsibility for adjusting the Total Fuel if in their opinion it is operationally justified.
Flight crew can use Alternative Flight Planning and use necessary adjustments e.g. reduced taxi fuel, reduced trip fuel, reduced contingency fuel

Question 19

How is Contingency Fuel calculated?

Answer 19

If Statistical Contingency Fuel data is available, Contingency Fuel is the GREATER OF: CONT95 (or CONT99 on selected city pairs) OR an amount to fly for 5 minutes at holding speed at 1500’ above the destination aerodrome in ISA
If Statistical Contingency Fuel data is not available, Contingency Fuel is the GREATER OF: 5% planned Trip Fuel OR an amount to fly for 5 minutes at holding speed at 1500’ above the destination aerodrome in ISA

Question 20

Describe the necessary criteria to conduct a flight under ‘No Destination Alternate Aerodrome Procedures’

Answer 20

Fuel according to procedure: Taxi, Trip, Contingency, Additional Fuel 15 mins at 1500’ above aerodrome in ISA, Final Reserve Fuel, Extra if required
Planned duration less than 6 hours or if in-flight reroute, remaining time to destination less than 6 hours
Two separate runways (separate runways can cross but each will have a separate approach procedure based on a separate navigation aid)
Weather reports for period one hour before until one hour after ETA indicate ceiling will be at least 2000’ or circling height +500, whichever is greater, and visibility will be 5km.

Question 21

When selecting a Take Off, Destination or Enroute Alternate, how should a PROB TEMPO in the TAF be treated?

Answer 21

In the case of a PROB TEMPO, a deterioration may be disregarded and an improvement should be disregarded

Question 22

In selecting a Destination Alternate at the Pre-flight Planning stage (not ETOPS), the TAF includes a ‘TEMPO FG’ covering your ETA. In determining whether the aerodrome is suitable should this FG be considered or disregarded?

Answer 22

If the TAF contains a TEMPO and a persistent condition e.g. fog, haze, dust, continuous precipitation, this must be considered

Question 23

What are the Planning Minima for a Destination Alternate for each type of approach?

Answer 23

CATII/III: Ceiling N/A, Visibility CATI
CATI: Ceiling above NPA MDH, Visibility: NPA
NPA: Ceiling: above NPA MDH + 200’, Visibility: NPA + 1km
Circling: Circling

Question 24

Basically explain the Reduced Contingency Fuel procedure.

Answer 24

If Statistical Contingency Fuel (SFC) data is available, contingency fuel can be reduced to the greater of:
1) CONT90
2) An amount to fly for 5 minutes at holding speed at 1500’ above the destination aerodrome in ISA
3) 190 kgs (A319), 204 kgs (A320), 170 kgs (A320 NEO), 200 kgs (A321 NEO)

Only if SCF data is not available, Contingency can be reduced to greater of:
1) 3% planned trip
2) An amount to fly for 5 minutes at holding speed 1500’ above the destination aerodrome in ISA
For non-SCF, a suitable fuel en route alternate must be nominated. See OMA for more details (circle diagram)

Question 25

Define Final Reserve Fuel.

Answer 25

Fuel to fly 30 minutes at holding speed at 1500’ above destination alternate aerodrome elevation in standard conditions.
Calculated with estimated weight on arrival at destination alternate (or destination where no alternate is required)

Question 26

When can contingency fuel be used?

Answer 26

Contingency fuel may be used at any time after commencement of the flight i.e. after push-back or engine start.

Question 27

What does taxi fuel include?

Answer 27

Fuel used prior to take off
Includes engine start, taxi and APU burn

Question 28

Name the 7 sections that make up the minimum fuel to be carried in Basic Fuel Planning?

Answer 28

1. Taxi
2. Trip
3. Contingency
4. Alternate (if required)
5. Additional (if required)
6. Final Reserve
7. Extra (if required by commander)

Question 29

What is the associated burn with ENG ANTI ICE ON in hold?

And ENG + WING ON in hold?

Answer 29

ENG ANTI ICE 2kg min
ENG + WING 3kg min

Question 30

What is the APU fuel burn?

Answer 30

2kg min

Question 31

What is the taxi fuel burn?

Answer 31

10kg min or OETD 7kg min

Question 32

What is contingency fuel carried for?

Answer 32

Contingency fuel is carried to account for additional enroute fuel consumption caused by wind, routing changes or ATC

Question 33

What do two amber dashes across the last two digits of a fuel figure mean?

Answer 33

That the FQI is inaccurate

Question 34

If a fuel figure is boxed Amber what does it mean?

What happens to the total fuel indication?

Answer 34

That the associated valve has failed to open and the fuel is now unusable.

The total fuel will then be half boxed amber. Meaning the total fuel is not all useable.

Question 35

If you had a fuel fqi failure, how could you get accurate fuel predictions from your fmgs?

Answer 35

Try and reset the circuit breaker.
And. On the fuel page, line 4R, where is says FF+FQ. This can be overwritten, by entering just FF.
The system will then only look at fuel flow and should give a reading for what you will land with.
However spotting a leak is still not possible on the ecam pages.
FCOM 22 20 50 10 25 (SEARCH FF).