Fuel & ETOPS Flashcards

1
Q

Responsibility?

Operational and Commercial?

A

Op safety is JOINT responsibility of PIC and Company.

Commercial Risk is responsibility of Company, managed by IOC.

Payload offloads are done in consultation.

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2
Q

What is a cat A airport?

A

Approved for all Operations.

Can be nominated as Destination, Destination Alternate, Adequate or Emer.

Has min equipment to refuel and dispatch without engineering support.

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3
Q

What is a Cat B airport?

How can in be used in Flight Planning?

A

Cat A airport with additional operational, environmental or occasionally commercial considerations.

RMS lists consids.

Can be nominated as Destination, Destination Alternate, Adequate or Emer (unless RMS says no).

Some have restrictions for medical emer div.

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4
Q

What is a Cat C airport?

How can it be used in flight planning?

A

Can’t be classified Cat A or B, but required for flight planning purposes.

Can’t be Destination or Destination Alternate but can be a TO alternate, an adequate (edto) or emerergency (obviously).

Do not divert to Cat C for medical emergencies.

Departing Cat C airport requires IOC contact and duty Capatin approval.

EDTO Cat C requirements: QANTAS ensures these are met.

LDA sufficient,

surface strength sufficient to allow AC to land without damaging itself or render thye airport unusable.

Taxiway strength sufficient to taxi clear

Lighting sufficient as per AIP ‘suitability of aerodromes’

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5
Q

What is an Emer airport?

A

Used in aircraft emergency only. If used for DPD it must be acceptable.

Can not be planned dest, alt, adq.

Departing emer airport requires Chief Pilot approval.

Runways and taxiways may not be rated for AC type but can be used in emer, AC may not be able to vacate runway, gnd services inc parking have not been assessed.

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6
Q

In what conditions can you land at a Cat C or Emergency Airport?

3 items

What must be done in these cases?

A

Landing at a Cat C or Emer airport would normally only be considered due to:

an aircraft systems failure,

an unforecast weather event, or

other significant operational event that prevents the aircraft from proceeding to it’s destination.

A PAN or MAYDAY call must be declared to ATC if PIC intends to land at Cat C or Emer airport.

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7
Q

What is an Alternate airport?

Category?

A

Cat A or B airport that you can proceed to if it is inadvisable to land at destination.

If preflight alternate requirement exists alternate will be specified on FP.

Either dest alternate if payload permits or any suitable airport on which DPA is based.

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8
Q

When is an alternate required?

7 items

1 note on holding options…

A

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.

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9
Q

What is a suitable airport?

Category?

A

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.

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10
Q

Wx report primacy for suitability evaluation?

A

TAF3

TREND (outside oz where issued)

TAF

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11
Q

What is an acceptable airport?

Category?

A

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.

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12
Q

What is an available airport?

A

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…

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13
Q

What is an isolated airport?

Fuel/WX requirements?

A

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.

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14
Q

What are Remote Island Airports?

Fuel requirements?

A

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

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15
Q

Take Off Alt reqs..

When required? (2)

What category airport can be used?

How far away?

What weather is required?

A

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.

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16
Q

When does preflight phase commence?

How about postflight?

A

Preflight ETD-4hrs till PB or ES.

Postflight TD till shutdown.

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17
Q

When do inflight requirements come into effect

A

Commences at pushback or engine start if PB not required (power out bay)

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18
Q

Preflight requirements (8)

A

Taxi

Trip

Alternate (when required) Destination alternate.

Contingency

Holding

FRF

Arr allowance (if planned with reduced alt weather crit)

Req additional……………………………………..T TACH FAR

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19
Q

Min inflight requirements (6)

There is 3 always and 3 situation dependant.

A

Trip fuel to Cat A or B above alternate crit (or RAWC if applicable)

Contingency (5%)

FRF

Holding (when required)

Arr Allowance (if operating in accordance with RAWC requirements)

Inflight Required additional (eg MEL/CDL)…

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20
Q

MOR definition

A

Min qty of fuel that must be planned to be onboard to allow AC to depart with the required reglatory minimum and reach a cat A or B airport.

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21
Q

Minimum requirments for Dispatch (5)?

A

AC servicable for flight

AC has valid airways clearance

OFP crit DP data has been reviewed and min DP requirments are met

AC with min FCOM fuel limitation must have that on board

At all times the inflight fuel requirements are met.

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22
Q

Taxi Fuel?

What is the burn rate 787? How many mins is that?

A

Eng start to commencment of TO roll, accounting for expected traffic and dep runway. Includes APU use after fuelling complete.

Calculated by ongoing statistical analysis of historical taxi fuel and times.

If no data exists or is insufficient then fixed taxy times used:

Fixed Taxi Time 787:

24kg/min - normally 450kg inc 60kg for APU. (18m45s)

Can be varied by PIC.

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23
Q

Flight Fuel?

A

Fuel req from commencement of TO roll to 1500’ over dest.

24
Q

Approach fuel?

A

Fuel planned 1500’ to TD, 200kg in 78.

25
Q

Trip Fuel?

A

Sum of fuel required to depart from expected departure runway, or the point of inflight replanning, to TD on the expected arrival runway.

IE the sum of flight and app fuel.

26
Q

Contingency Fuel preflight?

What’s the max for the 78?

What is the absolute minimum?

A

Fuel to compensate for unseen factors.

Shall not be less than 5% planned fuel from DPA to destination.

With no DPA CF should be min 5% Trip Fuel.

Capped at 1200kg 787

Notwithstanding above CF shall not be less than amt req to fly for 5mins at holding speed at 1500’ abv destination in ISA.

Currently (2022) qantas is using 10% preflight.

27
Q

Contingency Inflight?

A

Shall not be less than 5% planned fuel from DPA to dest.

flights less than 500nm, where DPA in not planned, CF is 5% of trip fuel for remainder of the flight.

28
Q

Final Fuel Reserve?

How is it calculated?

What is the standard figure on 787?

A

30mins holding at 1500’ agl above alternate airport, or if no alternate required then above dest @hold speed @ISA

In normal conditions a useable amount of fuel equal to or GREATER that FRF is REQUIRED to be in the tanks at the end of the landing roll.

Min required fuel to be in tanks at end of landing roll.

787 2500kg

29
Q

Holding fuel?

How is it calculated?

Can you depart without it?

How are INTER thunderstoms accounted for?

A

Fuel required to meet specific ATC or weather requirements.

Holding fuel calculated at 20000’ for:

Projected ATC holding at destination or DPA/Dest alt etc.

Weather holding at destination, or DPA/Dest alt etc. you can choose not to carry holding fuel for destination if you nominate DPA but inflight requirments will still apply at DPA (ie you will need the fuel then if the requirement still exists).

Preflight Australia - INTER Thunderstorms forecast at destination, 60 mins will be uploaded payload permitting.

30
Q

Required additional fuel?

Basic definition

7 or 8 examples

A

Additional fuel to meet compulsory reglatory or company requirments.

AV’s (may be included in other allotments)

DP1 build up to A or B airport. Cat C airport ok of forecast above alternate criteria and dispatched under EDTO.

DPD build up to A,B,C or E airport

CPE buildup to A, B or C airport.

EDTO diversion requirments - Icing and APU use

DPA diversion requirements.

Aircraft requirements CDL/MEL

ATC holding (but this is accounted for in holding fuel)

31
Q

Destination Alternate Fuel?

A

787 fuel 1500-200’ at Destination then GA and flight to 1500’ at alternate.

Fuel req to:

Perform missed at destination

Climb to expected cruise alt

Fly expected routing

Descend to point where expected approach is initiated; and

Conduct the approach and landing at destination alternate airport.

32
Q

Planned additional fuel?

A

Fuel planned and uplifted for non compulsory company requirement.

eg arrival allowance (non rawc)

OPRISK

33
Q

Arrival allowance?

A

Fuel uplifted to allow for additional hori and vert mans during descent at planned Destination and Destination Alt* airports.

Planned additional fuel, except when planned in accordance with Reduced alternate weather criteria then it’s required additional.

Shown on OFP as AA regardless if planned or required.

*Currently (2022) AA NOT planned for destination alternates and is only planned for airports outside of Oz

34
Q

Discretionary Fuel?

For what - and not?

A

PIC fuel

Inc ZFW, MEL, long Taxi, Runway change, unplanned wx requirements

Do not load as mitigator to possible diversion.

35
Q

Discretionary fuel reporting

A

Additional exceeding 1000kg needs to be reported via

EFF+ app.

36
Q

Oprisk?

A

Preflight tool used by dispatch to advise likelihood and risk of certain hazards and prevent safety or commercial risk to the flight.

Adverse wx, ATC consequences etc.

Oprisk high planned using preflight requirments,

Oprisk Low and Moderate planned on inflight requirements ie fuel required at DPA.

Oprisk low only assessed for thunderstorms and fog

ACARS pseudo code RISK

High: PROB 40 40% chance or greater, probs on TAF soon!

Mod: 30-39% chance or greater, and

Low:20-29%

Basically a measure of agreement in weather modelling.

37
Q

DPA

Category…

What weather criteria are DPA airports assessed to?

A

Waypoint or waypoints nominated on the OFP (not beyond TOD) from which the AC may divert to a Cat A or B airport, all engines, meeting inflight fuel requirements.

Airport Wx assessment Alt Crit Pre and Inflight - ie ‘suitable’ airport

38
Q

DPD

Category…

Preflight Fuel Reqs - ie how do they calculate it?

Assessed on what wx minima?

What is 787 Depress descent profile?

A

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 folowing a dpx (from memo).

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’

39
Q

DP1

Category…

Assessed on what criteria?

Preflight fuel requirements - ie how do they calculate it…

A

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.

40
Q

What is PIC responsibility before DPA?

A

Required to assess that min mandatory requirments will be met at DPA. DPA can be adjusted.

41
Q

What are AV’s and CAV’s - ie what’s the diff?

A

Approved Variations are variations to fuel policy mandated by regulatory requirments.

Company AV’s are supplements to company fuel policy.

Designed to better manage operational contingencies and commercial risk.

42
Q

AV2 Ops to NZ airports

Preflight/Inflight?

When does inflight apply?

Advisory Traffic holding fuel?

NZ TO alternate difference?

A

Preflight if destination does not have two seperate useable runways sufficient fuel must be carried for en route diversion from TOD to a suitable alternate.

After fuel uplift inflight requirments apply. (Retained the old inflight policy)

After TOD and runway becomes unusable due an emergency any available NZ airport may be used.

Planned additional should not be uplifted as part of preflight order to cover Advisory Traffic Hold at NZ airports unless insufficient fuel is avail to meet inflight fly-on requirements.

TWO ENGINE AC take off alternate requirments departing NZ:

1 hr flt time in still air @ SE cruise - 409kts.

43
Q

Severe low level turb

CAV 01/02

A

When severe low level turb/WS is forcast at destination 1400kg planned add should be carried payload permitting. Use 30 min buffers on forecast around ETA.

Basically covers GA and second app.

Not required if alternate fuel or inter/tempo holding fuel is carried.

WS forcast in Australia is Airport windshear alert and outside oz it is WSxx?xxxxKT on TAF.

44
Q

Reduced Alternate Weather Criteria

Fuel Requirements (6)

1 note on holding fuel

A

Trip fuel from DPA - Destination THEN Dest Alt. (Flight fuel and app fuel)

Contingency 5% of Trip fuel from DPA to Destination, 5 mins minimum

FRF

Holding if required*

Arrival Allowance (OFP destination AA)

Required additional eg MEL/CDL - this is from Inflight reqs…

Holding Fuel is the greater of ATC or Weather required at planned destination or the alternate based on RAWC.

45
Q

RAWC basic idea…

Can it be applied preflight?

A

Refer to flow chart in QRH

Destination weather below standard alt crit?

You need destination RVR (not cg) to be above CatII/III mins,

You must be ok to do cat II,III app legally (crew qualified)

Dest alternate must be Cat II,III equipped

Dest Alt RVR (not cg) abv Cat I mins

and you have fuel requirements (ie AA and fuel from dest to alternate required)

Yes…

46
Q

Endurance over destination.

How is it calculated?

Is it protected? (ie can it be reduced?)

What are thye numbers for 787?

A

EOD is endurance planned to be remaining at 1500’ at destination airport.

Equivalent to FOD based on holding fuel flow at 1500’ at planned weight at that time.

Unless payload limited:

For 787 min 70 mins should be planned.

KJFK should have 90mins

EGLL after 0600L should have 90mins

you can depart with this unprotected so long as you meet preflight reqs.

47
Q

Tankering

There is 9 rules but 5 really applicable past common sense…

A

2000kg pad on MLW should be applied

@ planning stage fuel tankering should not require Full thrust TO

Dest runway has displaced Thold due runway works

Landing field length avail has 300m buffer on what’s required

No forecast predicting contaminated arrival runway, (slippy)

Dest runway is ‘slippery when wet’ in RMS and forecast predicts wet runway, (slippy)

Notam advises reduced braking for any reason (slippy)

Landing weight doesn’t exceed runway max (common sense)

Arrival fuel should not exceed next sector fuel with APU burn (common sense)

48
Q

What is linear path search?

A

Constellation feature that shows crit fuel calc (DP1 and DPD) to a single airport, where no equi-fuel point between two airports exists.

49
Q

Take off alternates from NZ airports

A

One hour flying time in still air in single eng cruise speed…409kts

50
Q

Minimum Fuel declaration?

What should crew do before getting to this stage?

A

PIC shall adviase ATC minimum fuel when, having commited to land at a specific airport, he calculates that any change to existing clearance will result in landing with less than planned FRF.

Informs ATC no diversion capability exists.

NOT an emer situation (yet), no prio handling

If fuel avail to divert to a suitable A or B airport then diversion should be made prior to declaring min fuel

In Oz flight crew must notify subsequent ATC sectors

51
Q

Emergency Fuel?

Emer Fuel for 787 - do you have to use this number?

How is that number calculated?

A

“Mayday, Mayday, Mayday FUEL”

PIC calculates useable fuel predicted to be available on landing at the nearest airport where a safe landing can be made is less than the FRF (30mins) as shown on OFP.

The nearest airport where a safe landing can be made per Q is A or B airport, in exceptional circumstances PIC may use any ‘available’

Landing at an E airport would not normally be acceptable if the delay was pure ATC holding, unless due to rwy closure, extreme wx etc

EMER fuel 787 2500kg

You may use OFP FRF figure at PIC discretion.

Calculated at MLW, ISA+15, 30mins @ 1500’

52
Q

Curfew fuel?

Arriving before she opens…

A

Destination ETA prior to curfew finish:

Additional fuel carried to hold till curfew end -10mins (ie 10 mins early)

You can slow down to manage the 10 mins.

If a Destination Alternate is required the alternate fuel is loaded in ADDITION to curfew fuel.

Destination holding fuel ie INTER/TEMPO wx requirements will be planned in ADDITION to curfew fuel.

53
Q

Curfew Fuel?

Getting in just before she closes:

A

Destination ETA close to curfew:

ETA within 15 mins of commencement of curfew restrictions then an alternate airport will be planned.

If holding fuel is required (eg TEMPO) then this time is added to destination ETA - if resultant ETA is within 15 mins of curfer then alternate airport will be planned PAYLOAD permitting. Holding fuel will be in addition to Alternate fuel in this scenario.

Autralian ERSA holding times not considered.

These requirements do not apply if a dispensation to arrive after curfew is received.

54
Q

How is preflight compliance met at Qantas?

A

In the Preflight Phase compliance is ensured by the Constellation Flight Planning system

55
Q

In relation to wet runways:

For destination and destination alternate flight planning purposes we consider runway condition to be:

What?

only if the wx forecast indicates:

What?

A
  • Lt precip or drizzle = Wet Runway

Mod precip non-grooved/PFC = Contaminated Runway

Mod precip Grooved or all OZ airports = Wet Runway

+ Heavy precip = Always contaminated runway.

56
Q

Does constellation put in a buffer on ETA for weather planning purposes?

A

Yes, 30 mins