Fuel policy

Question 1

Pre-Flight Requirements

Answer 1

To achieve the required level of schedule reliability Pre-Flight Fuel Order shall
not normally be less than:
• Taxi Fuel;
• Flight Fuel;
• Alternate Fuel (when required);
• Variable Reserve;
• Fixed Reserve;
• Weather/Traffic Fuel (when required);
• Contingency (the additional fuel required to meet the appropriate engine
failure, depressurisation fuel requirements) or Contingency + WX Fuel
(when required);
• Manoeuvring Fuel (included in flight fuel).
Note: (1) Pre-flight whenever ‘INTER’ thunderstorms are forecast for
Destination or Destination Alternate, on a TAF or TTF, 60 minutes
holding fuel will be carried to cover the requirement (payload
permitting).
(2) If the normal Variable Fuel reserve required above cannot be
carried, the flight may depart with reduced Variable Fuel reserve
of 10% of flight fuel required from PNR to destination (and
Diversion Fuel when required).
(3) If the reserve fuel required after applying Note (2) cannot be
carried, a flight may be planned, depart and proceed to a PNR
based on a Suitable Airport.

Question 2

In-Flight Requirements

Answer 2

After dispatch, and under normal circumstances, at all times in-flight onboard
fuel shall not be less than:
• Fuel to proceed to a Suitable Airport;
• 10% of the above;
• Fixed Reserve;
• Weather/Traffic Holding Fuel (when required).
When it is necessary to re-plan fuel requirements in-flight due to an engine
failure or pressurisation failure, the aircraft must be able to proceed to, and land
at, an Adequate airport with reserve fuel as follows:
• In the case of an engine failure en route (CP1):
• 10 minutes Single Engine Fixed Reserve; plus
• 10% variable;
• Any Weather Holding Fuel (when required).
• In the case of a pressurisation failure en route (CP2D):
• 30 minutes Fixed Reserve; plus
• Any Weather Holding Fuel (when required).
When evaluating the requirement for Weather Holding Fuel, where the forecast
conditions are appended with INTER or TEMPO, the minima to be referenced,
shall be that associated with the applicable airport category (i.e. Suitable,
Adequate, ETOPS Alternate).
Note: (1) The Suitable Airport may be, in order of priority:
(a) The destination airport;
(b) An Alternate Airport, following an approach and go-around at
destination, if the destination requires an alternate;
(c) Any other Suitable Airport to which an en route diversion can
be made.
(2) The PIC is required to assess, prior to the PNR based on a Suitable
Airport, that the above minimum mandatory requirements will be
met at PNR.
(3) It is recognised that there are occasions when a flight may pass the
PNR with the required fuel onboard and a subsequent deterioration
in forecast weather may then result in the minimum mandatory
requirements above not being met.
(4) Should a reduction below the minimum in-flight requirements be
imminent then refer Section 12.10 – Fuel Emergency.

Question 3

Definitions

Taxi Fuel

Answer 3

An allowance for 30 minutes APU usage, engine start, and pre-departure taxi:
• A320 – 120 kg;
• A321 – 120 kg;

Question 4

Flight Fuel

Answer 4

The fuel required, as shown on the flight plan, from commencement of takeoff
to touchdown at the destination

Question 5

Alternate Fuel

Answer 5

Fuel required to carry out a missed approach from the destination airport and
flight to the Alternate Airport.
Note: For International Operations refer to Section 7.4 – Alternate Airport
Policy.

Question 6

Variable Reserve (VR)

Answer 6

10% of Flight Fuel (and Alternate Fuel when required) with a maximum value
of:
• A320/A321 – 1000 kg;

Note: If no Suitable Airport is available upon which to base the PNR, the
Variable Fuel must be 10% of the total Flight Fuel (and Alternate Fuel if
carried).

Question 7

Fixed Reserve (FR)

Answer 7

The reserve fuel calculated as 30 minutes of holding fuel at 1500 ft. It is the
minimum fuel required to be in tanks at the completion of the landing roll.
Single engine fixed reserve (CP1) fuel is calculated as 10 minutes of holding fuel
at the engine-out consumption rate, at 1500 ft.

Question 8

Weather/Traffic Fuel

Answer 8

Fuel calculated at 20 000 ft holding fuel flow to cover the following as required:
• Projected ATC traffic holding.
• Periods when a Suitable Airport is forecast to require an Alternate for an
‘INTER’ or ‘TEMPO’ interval during the applicable period.
Note: When ATC Holding Fuel is required and a simultaneous requirement
exists for ‘TEMPO’ or ‘INTER’ Holding Fuel, the following applies:
• ‘TEMPO’ requirement:
ATC Holding Fuel should be added to the ‘TEMPO’ requirement, but
the total Weather/Traffic Fuel should not exceed 80 minutes. If the
required Weather/Traffic holding exceeds 80 minutes, diversion to a
suitable alternate will be planned.
Where planning to an alternate aerodrome incurs a payload penalty,
Dispatch will refer to the Duty Operations Manager and the
operating crew if possible. If in the PIC’s opinion the alternate is not necessary, revert to holding fuel in order to resolve the payload
issue.
• ‘INTER’ requirement:
ATC Holding Fuel should be added to the ‘INTER’ requirement, but
the total Weather/Traffic Fuel should not exceed 60 minutes.

Question 9

ETP Build Up Fuel

Answer 9

The additional fuel (when necessary) to meet engine failure, depressurisation,
ETOPS Critical Fuel scenario or PNR diversion fuel requirements.
Note: (1) ETP Build Up Fuel will be shown in the CFP fuel summary as either
‘ETP B/U’ or ‘ETP B/U + WX’.
(2) Pre-Flight ETP Build Up Fuel can be substituted for destination ATC
holding fuel.

Question 10

ETP Build Up + WX Fuel

Answer 10

As per Section 9.1.4.7 – ETP Build Up Fuel, plus the extra fuel carried to ensure:
• Any ‘INTER’ or ‘TEMPO’ requirement is satisfied at either of the Useable
Adequate Airports considered in the Critical Fuel Scenario (ETOPS), or
either Adequate Airports considered in CPD and/or CP1 calculations; and/
or
• If the route sector between the ETP and an ETOPS Alternate Airport
passes through forecast icing conditions, additional fuel to account for
the use of anti-ice equipment. It shall be at least:
• A320 – 0.5 kg/nm;
• A321 – 0.6 kg/nm;

When this fuel is carried, the ‘FUEL IN EXCESS AT DIVERSION AIRPORT AFTER
ETP REQ’ shown in the CFP ‘CRITICAL FUEL SUMMARIES’ must not be less than:
• ‘INTER’ – 1200 kg (A320), 1500 kg (A321), 2400 kg (A330);
• ‘TEMPO’ – 2400 kg (A320), 3000 kg (A321), 4800 kg (A330).
When evaluating the requirement for Weather Holding Fuel, where the forecast
conditions are appended with INTER or TEMPO, the applicable minima to be
referenced are:
• ETOPS Alternate Aerodrome Planning Minima for ETOPS Alternate
pre-departure;
• Landing Minima for Adequates for non-ETOPS.
Note: (1) The Dispatcher has to manually account for the weather holding
fuel and the additional fuel for the anti-ice equipment, as it is not
automatically calculated by the Computer Flight Planning system.
(2) Pre-flight ETP B/U + WX Fuel can be substituted for destination
ATC holding fuel.

Question 11

Manoeuvring Fuel

Answer 11

A quantity of fuel included in the Pre-Flight Fuel Order to allow for additional
manoeuvring for departure/arrival procedures.
The standard manoeuvring fuel is:
• A320 – 200 kg;
• A321 – 250 kg;
• A330 – 400 kg.
Included in flight fuel.
Note: If lengthy or extended departure/arrival procedures are expected, the
PIC is authorised to uplift additional manoeuvring fuel as appropriate.

Question 12

Additional Fuel

Answer 12

Any fuel in excess of that defined in Section 9.1.2 – Pre-Flight Requirements

Question 13

Reserve Fuel

Answer 13

Reserve fuel is all fuel at departure in excess of the total of:
• Taxi fuel;
• Flight fuel.

Question 14

Point of No Return all Engines Operating (PNR)

Answer 14

The furthest point en route to which an aircraft may fly and then divert to a
selected airport, other than the destination, whilst meeting the in-flight fuel
requirements.

Question 15

Critical Points
 Critical Point (CP)

Answer 15

The generic term for the most critical point on track from which the same time
is required to proceed to either of two selected airports.
Critical Point 2 Engine Depressurised (CP2D)
Indicated on Flight plans as 2 ENG DEPRESSURISED IN-FLIGHT.
The most critical point on track from which the same time is required to proceed
on 2 engines depressurised at 10 000 feet to either of two selected airports,
which are forecast to be above the landing minima (for the expected approach).
CP2D is applicable to both non-ETOPS and to ETOPS flights.
Critical Point – 2 Engine Depressurised – ETOPS (CP2DE)
Indicated on flight plans as 2 ENG DEPRESSURISED.
The most critical point on track from which the same time is required to proceed
on 2 engines depressurised at 10 000 feet to either of two selected airports,
which are forecast to be above the appropriate ETOPS Alternate Aerodrome
Planning Minima.
CP2DE is applicable to only the pre dispatch requirement for ETOPS flights –
post-dispatch, the in-flight policy applies.
Critical Point – 1 Engine Out – (CP1)
Indicated on Flight plans as 1 EO IN-FLIGHT.
The most critical point on track from which the same time is required to proceed
with 1 engine inoperative to either of two selected airports which are forecast
to be above the landing minima (for the expected approach)CP1 is applicable to both non-ETOPS and to ETOPS flights.
Note: The fuel required for either of CP2D/CP2DE or CP1DE scenarios will
always exceed the fuel requirement for the CP1 scenario.
Critical Point One Engine Out Depressurised – ETOPS (CP1DE)
Indicated on Flight plans as 1 EO DEPRESSURISED.
The most critical point on track from which the same time is required to proceed
depressurised with 1 engine inoperative to either of two selected airports, which
are forecast to be above the appropriate ETOPS Alternate Aerodrome Planning
Minima.
CP1DE is applicable to only the pre dispatch requirement for ETOPS flights –
post-dispatch the in-flight policy applies.
Note: For standard (non-ETOPS) fuel scenario parameters, see Section 9.1 –
Fuel Policy.
Note: For ETOPS fuel scenario parameters, see Section 8.1.7 – ETOPS Fuel
Policy..

Question 16

Approved Variations (AV)

Answer 16

These are variations to the fuel policy approved by the Company.

AV1 – Operations to Isolated Airports:

When the destination is a designated Isolated Airport, Special Holding Fuel of
90 minutes is required pre-flight in lieu of Alternate Fuel and other Weather/
Traffic Fuel irrespective of destination forecast.
In-flight:
• Should the destination require an alternate, the flight may proceed
beyond PNR provided that:
• Normal in-flight requirements are met with Special Holding Fuel of
90 minutes available in lieu of Alternate Fuel and other Weather/
Traffic Fuel; and
• The destination is forecast to remain above the applicable landing
minima for the period from ETA until two hours after ETA.
• Should the destination forecast not require an alternate, the Special
Holding Fuel requirements applicable to Isolated Airports no longer apply.
Note: For CP1, CP2D, and CP purposes, an Isolated Airport may be considered
‘suitable’ irrespective of the forecast when Special Holding Fuel of
90 minutes is included in the applicable calculation unless the airfield is
closed for the period (i.e. fog).
Current designated Isolated Airports are:
• Nil.

AV4 – Wellington Operations (A320)
When Wellington is the planned destination, pilots should consider arriving with
sufficient holding fuel to permit a missed approach and another ILS if the
2000 ft wind (Mt. Kaukau METAR wind) is greater than 30 kts.
Should Wellington be nominated as an alternate and the 2000 ft wind
(Mt. Kaukau METAR wind) is greater than 30 kts, then extra fuel may be added
at PIC discretion payload permitting.

9.1.5.5 AV5 – Queenstown Operations
All operations to Queenstown require an alternate to be carried. At the planning
stage this will be Christchurch, Wellington or Dunedin (subject to normal
suitability requirements).Once en route, Invercargill may be considered after consultation with the JOCC
due to limitations with refuelling and ground handing and subject to normal
suitability requirements.

AV6 – A320/A321 Operations to Jakarta on A585 or B469
Due to terrain south of Jakarta and the associated depressurisation escape
procedure, flights planned to land at Jakarta from airways A585 or B469 shall
be planned such that the ‘fuel in excess at diversion after ETP required’ figure
shown on the CFP at the ETP immediately south of Jakarta shall be at least
750 kg. Additional fuel may have to be uplifted to cover this requirement.

AV10 – Denpasar and Phuket Operations
Pre-Dispatch, all flights to Denpasar or Phuket will be flight planned to arrive
with a minimum Fuel Over Destination (FOD) of 90 minutes payload permitting.
• A320 – 3600 kg.
• A321 – 4500 kg.
• A330 – 7500 kg.
Post-Dispatch, standard in-flight fuel policy applies.
This figure is inclusive of any other fuel requirements including variable reserve,
however planned FOD may be greater than the above-mentioned FOD due to a
number of reasons including, but not limited to: ATC, Weather, Technical,
NOTAM, extended SID/STAR requirements or PIC determination

AV11 – Beijing Operations
Only the following ports are to be utilised for the pre-dispatch planning of
destination alternates for Beijing:
• Shanghai (Pudong);
• Seoul;
• Hong Kong;
• Guangzhou;
Payload permitting – to provide additional buffer, Dispatch will nominate two
destination alternates for Beijing on the flight plan and the port requiring the
higher fuel requirement shall be utilised for fuel planning purposes.
Post-Dispatch, standard in-flight policy applies and the full list of alternates may
be utilised.

Question 17

AV9 – Company Minimum Planned Fuel Over Destination –

Answer 17

For normal A320/A321 operations, it is intended to achieve a minimum planned
fuel over destination (FOD as annotated on the flight plan) of 2400 kg for A320
and 3000 kg for A321. Additional Tanker fuel will be planned to achieve this if
necessary.
This figure is inclusive of any other fuel requirements including variable reserve,
however planned FOD may be greater than the Company Minimum due to a
number of reasons including, but not limited to ATC, Weather, Technical,
NOTAM, extended SID/STAR requirements or PIC determination.
FOD may be reduced below Company Minimum to the minimum legal
requirement as determined by the Flight Plan if required to maximise payload,
however Flight dispatch will not plan a fuel figure of less than Company
Minimum without prior consultation with the PIC.

Question 18

Fuel Tankering

Answer 18

Subject to aircraft performance, structural limitations and next sector
requirements, it is recommended that additional fuel be tankered on sectors
which show a positive cost saving. The cost gain/loss differential is calculated
using actual planned flight conditions. However, fuel should not be tankered,
irrespective of cost savings, when any of the following conditions exist:
• Ice, snow or slush is forecast at the destination;
• The destination runway is forecast to be WET and NOTAM advises
reduced braking action for any reason;
• The forecast landing runway has a displaced threshold due to runway
works;
• When Company operational documents specifically advise that tankering
should not be undertaken on a particular sector.
Note: Nothing in this Policy precludes the PIC from uplifting additional fuel if
operationally necessary.

Standard Tankering Limitations
The following limitations apply for flight planning purposes:
• The planned landing weight shall not exceed the airport weight bearing
capacity;
• Next sector performance limitations must be taken into account when
tankering;
• Fuel to meet destination weather requirements should be included within
the tankering quantity;
• A320/A321 – For all sectors a minimum buffer of 500 kg below the
maximum landing weight for the applicable runway/conditions shall be
applied;
• A330 – For all tankering sectors a minimum buffer of 2000 kg below
Maximum Landing Weight for the applicable runway/conditions shall
apply.
Other specific limitations may be published in INTAPs.
9.2.2 Nominated Tankering Sectors
Sectors nominated for tankering will be advised by the nomination of a figure
greater than zero in the ‘Tanker’ field of the Fuel Summary section of the flight
plan package, and must be followed by the PIC unless operational requirements
dictate otherwise.
CAUTION: Tankering sectors always result in margins to performance
restrictions being diminished, therefore crew must endeavour to
obtain the latest passenger numbers and cargo figures prior to
ordering final fuel.

Question 19

Contractual Fuel Obligations

Answer 19

Contractual obligations are in place with fuel companies at selected ports to
uplift a specific quantity of fuel. Contractual fuel obligations should be uplifted
when transiting these ports unless operational requirements dictate otherwise.
Contractual fuel obligations will be listed on the Flight Brief Cover Page of the
flight plan package to aid with the flight planning process.
The ‘Fuel Load’ figure on the inbound tankering sector will incorporate the
contractual fuel obligation quantity. That is, the fuel remaining on the inbound
sector, combined with the contractual obligation uplift will give the fuel load for
the outbound sector.
Crews should minimise uplifting more than instructed in the flight plan fuel
summary unless dictated by operational requirements.

Question 20

Fuel Loading

Answer 20

General
The refuelling or defuelling of Company aircraft shall be conducted in
accordance with the requirements of CAO 20.9.
Extreme care must be taken when refuelling or defuelling as serious incidents
and accidents can result from carelessness and mismanagement.
Strict adherence to all procedures is required to avoid incidents and accidents
due to fuel starvation in-flight, fuel spillage on the ground and maintenance of
aircraft balance and structural limitations.

Two or more fire extinguishers shall be positioned within 15 m (50 ft) but not
less than 6 m (20 ft) from the aircraft and the fuelling equipment except where
two or more fire extinguishers are carried on the fuelling equipment.
Careful crosschecking of fuel uplift and fuel quantities is necessary to detect
incorrect fuel loads resulting from miscalculations and/or gauge errors.
9.3.2.1 A320/A321
The PIC shall ensure the aircraft is refuelled to the required amount, the correct
type and grade of fuel is loaded, a water check completed and the refuelling
panel is secure.
If, on any occasion, a significant quantity of water is found to be present,
appropriate maintenance action shall be taken to ensure that all traces of water
are removed before further flight.
The PIC shall complete the certification block on the Flight Log, stating they are
satisfied that fuel distribution is as shown and that the aircraft has been serviced
with the correct fluids to the required quantities.
A clearance to start engines from the Ground Handling Agent is an assurance
that all hatches, including the refuelling panel and refuelling cap, are secure.

Fuel Quantity Checks

A320/A321
The quantity of fuel onboard the aircraft shall be checked by two separate
methods prior to every flight.
This shall be achieved by comparing the arrival fuel, as determined by the PIC,
plus Fuel Uplift (first method) against the fuel quantity indicator readings
(second method).
Having regard to previous readings, a check of fuel quantity indicator readings
(first method) against fuel consumed readings (second method) may also be
used.
The foregoing crosscheck of the fuel onboard shall have an allowable
discrepancy not exceeding 3% of the higher amount.
The certification by the PIC/FO on the flight log is evidence of satisfactory
compliance with the 3% fuel quantity crosscheck.
A magna stick check is normally only used in the event that a fuel indicator
reading is inoperative. They may however be used for the 3% check when a fuel
record required for the 3% calculation is missing and there is no other method
to verify the fuel quantity indicator readings.

To facilliatae a 3% fuel check when an aircraft has been on the ground
for an extended time and since the last fuel remaining entry, the PIC should
calculate the fuel burn that would be expected for the use of APU, for the period
it has been operating since the aircraft arrival (and the last fuel remaining
entry). This should then be noted in the maintenance burn section of the tech
log before the 3% check is conducted.
The APU burn may be assumed to be 100 kg per hour.

Question 21

Water Testing of Fuel

Answer 21

Water testing of fuel shall be carried out by a ‘Trained Person’ in accordance
with the requirements of the Maintenance Control Manual.
Note: Water drains are carried out on the A320/A321 aircraft by engineering
as part of the normal system of maintenance during daily inspections.

Question 22

Fuel Documentation

Answer 22

A320/A321
Details of the fuel onboard at arrival, fuel burned and the Fuel Uplift, and the
fuel onboard at departure, the fuel S.G. and the refuelling receipt number shall
be recorded in the Flight Log.
Note: If no S.G. is recorded on the fuel docket, a standard SG of 0.79 should
be used.
The fuel delivery docket shall be retained with the original copy of Aircraft
Technical Log.
If any abnormality in the fuel consumption rate is detected, the PIC shall notify
the Duty Captain, via the Jetstar Operations Control Centre (JOCC), and action
shall be taken giving due consideration to all the factors which may have
contributed to the abnormal fuel usage rate.
The Flight Operations Support Manager shall regularly review Technical Logs to
ensure Standard Flight Plan fuel is equivalent to the actual fuel used. Records
shall be kept of the reviews

Question 23

Refuelling with Passengers Onboard

Answer 23

The procedures and requirements relating to refuelling of aircraft whilst
passengers are onboard, which are outlined hereunder, are to be strictly
complied with at all times.
Company fuel suppliers have advised that aviation turbine fuel contains an antistatic
additive. No wide-cut fuel shall be uplifted.
Refuelling with passengers onboard is permitted provided the following
procedures are complied with.
• The PIC shall ensure all persons who may be onboard, or entering or
leaving the aircraft, during refuelling are advised by a crew member that:
• Fuel is being loaded; and
• Their seat belts must not be fastened while fuel is being loaded;
• They must not smoke, use any electrical equipment or do anything
that might cause fuel vapours to ignite during refuelling.
• The CM/CSM shall normally brief persons onboard the aircraft on the
above points and ensure they obey the instructions outlined in the
briefing.
• While the fuel is being loaded, the CM/CSM shall:
• Ensure the safety of the passengers;
• Maintain discipline inside the aircraft;
• Supervise any necessary evacuation of the aircraft.
• During refuelling, the PIC shall ensure that:
• The aircraft ‘FASTEN SEAT BELTS’ signs are turned OFF;
• The aircraft ‘NO SMOKING’ signs are turned ON;
• The aircraft’s emergency lights are ARMED;
• Areas outside the aircraft that would be used if the aircraft were
evacuated are kept clear;
• Refuelling is only by ‘single point’ or similar method where fuel is
not exposed to the air during delivery into the aircraft’s fuel tanks;
• Engines are not operated or started;
• The onboard pilot is in a position to receive communication of an
impending refuelling problem by the on ground pilot or ground
staff.
Either the pilot or ground staff must remain in the vicinity of the fuel
truck at all times to manage communication with the pilot onboard,
and shall ensure that:
– A ground power supply connected prior to commencement of
the fuelling operation may remain connected. However, it must
not be disconnected until the fuelling operation is completed;
– Alert the onboard pilot if fire or spill occurs;
– Stop refuelling upon pilot/ground staff request.
• All other relevant provisions of CAO 20.9 are complied with; and
• Steps and/or aerobridge in place at required doors

Note: Steps are not required to be in place when loading/unloading a
passenger via the wheelchair lift device at the forward passenger entry
door (L1) provided that the cabin crew normally stationed at L1 is
positioned at door R1 in addition to the cabin crew at the rear passenger
entry doors – A320/A321/A330.

• The PIC shall ensure that refuelling is stopped immediately if:
• Fuel vapour is detected inside the aircraft;
• It is considered unsafe, for any reason, to continue the refuelling;
or
• It becomes apparent an infringement exists of any of the
requirements.
• The CM/CSM shall ensure that there is at least one cabin crew member
on duty in each aircraft zone in which there are passengers, and at least
one crew member for every 72 passengers, whichever is greater.
• The CM/CSM shall also ensure there is at least one cabin crew member in
the vicinity of each exit door in each of the aircraft zones in which there
are passengers.
• All cabin crew on duty in the aircraft while the fuel is being loaded shall:
• Be prepared for an emergency evacuation;
• Supervise the conduct of the passengers;
• Ensure the aisles and exits are unobstructed;
• Ensure passengers do not have their seat belts fastened;
• Ensure persons do not smoke or operate electrical equipment, or
any other implement, which may cause the ignition of fuel vapours.

Question 24

Operation of Engines and APU During Refuelling/Defuelling

Answer 24

Engines shall not be operated while an aircraft is being refuelled/defuelled

CASA is satisfied that operation of the APU, as specified in the following subparagraphs,
will not present a hazard.
9.3.7.1 A320/A321
During refuelling operations the APU may be running, however it shall not be
started or intentionally shut down unless in accordance with FCOM procedures.

Question 26

Location of Aircraft During Refuelling

Answer 26

During refuelling operations, the PIC shall ensure the aircraft and ground
fuelling equipment are located such that no aircraft fuel tank filling point or
vents lie:
• Within 5 m (17 ft) of any sealed building;
• Within 6 m (20 ft) of other stationary aircraft;
• Within 15 m (50 ft) of any exposed public area;
• Within 15 m (50 ft) of any unsealed building.
Where the refuelling equipment is not mobile, the PIC shall ensure the aircraft
is positioned such that it can be rapidly moved to a place of safety and a means
of ensuring this can be done is readily available.
Note: A sealed building is one with all external parts within 15 m (50 ft) of an
aircraft’s fuel tank filling points or ground fuelling equipment,
constructed of non-flammable materials, and has no openings, or all
openings are closed.

Question 27

Ignition Hazards

Answer 27

During refuelling or defuelling:
• The aircraft engines (except the APU) must not be operated.
• The aircraft radar must not be operated.
• Ground power units must not be connected or disconnected from the
aircraft.
• For the A320/A321 – the APU shall not be started or shutdown unless in
accordance with FCOM procedures.
• The HF radios shall not be tuned.
• The refuelling equipment and the aircraft must be connected such that
the same electrical potential exists.
• The PIC shall ensure no person:
• Smokes or uses a naked flame within 15 m (50 ft) of the aircraft
and fuelling equipment;
• Operates engines, generators or electrical apparatus within 15 m
(50 ft) of the aircraft fuel tank filling points or vent outlets and
ground fuelling equipment unless the engines, generators or
electrical apparatus meet the requirements of CAO 20.9.

Question 28

Fuel Spillage (Refuelling/Defuelling/Fuel Leak)

Answer 28

Fuelling operation shall be suspended and the Airport Fire Service notified when
fuel of a quantity likely to create a fire hazard (i.e. approximately 2 m x 2 m
patch of surface area or greater) is spilled on, or within 15 m (50 ft) of the
aircraft or ground fuelling equipment.
The fuelling operation shall not recommence and aircraft engines shall not be
operated until the fire hazard is removed.
The PIC shall ensure that:
• Passengers remaining onboard, or in the process of embarking or
disembarking, are removed to a point at least 15 m (50 ft) from the
spilled fuel.
• Airport Fire Fighting Services are called.
• Mobile power units, vehicles and power operated loading devices
operating within 15 m (50 ft) of the spilled fuel are shut down.
• Maintenance work of any nature on, or within, the aircraft is suspended
and not recommenced until the spilled fuel has been removed.
• The APU shall not be started, or a normal APU shutdown must be
completed, if a fuel spill has occurred in accordance with the procedure
described in the A320/A330 FCOM PER-LOD-FUL