IF Fuel Policy/SIs/Gouge

Question 1

How many’s “Oktas” of cloud cover does FEW, SCT, BKN and OVC mean?

Answer 1

Few = 1-2
SCT = 3-4
BKN = 5-7
OVC = 8

Question 2

What is instrument approach fuel and what conditions require the pilot to carry it?

Answer 2

80lbs
Carried when VIS = less than 8Ks and more than SCT cloud below 2400ft (LSALT 1900ft + 500ft)

Question 3

What do HAT and HAA mean regarding IFR approaches and what generic kind of approach are they associated with?

Answer 3

HAT = Height above threshold (Used in precision approach = 3D Approach = ILS/VNAV approaches)
HAA = Height above aerodrome (Used in non precision approach = 2D Approach = RNAV approaches)

Question 4

How many ILS receivers does the PC-21 have and why is this relevant?

Answer 4

The PC-21 has 2 ILS receivers, this is notable because this allows the PC-21 to follow a different set of alternate/IFR/approach rules

Assuming that the ILS is serviceable

Question 5

(WIP) Under what conditions should an aircraft carry TEMPO fuel?

Answer 5

• If there is any TS within the validity period (Thunderstorms)
• If the visibility is expected to reduce below 5000m
• Wind limits are outside XWind landing limits (24KTS)

Question 6

When considering alternate fuels, does the pilot use alternate criteria from the ILS or RNAV approach plate, when would one be used over the other?

Answer 6

The pilot will default to using the ILS (I think because it has the lowest cloud/visibility requirements), should the ILS not be active/doesn’t exist at this RWY the pilot will default to the RNAV (e.g. Using RWY 09/27 and 22 is out of limits for XWind, ILS standards for alternate fuel cannot be used as the ILS cannot be used)

Question 7

What does RNAV mean for the purposes of training at 1FTS?

Answer 7

RNAV means “area navigation” and is a technique where pilots use GNSS to accurately determine their location within 3D space to complete an approach for landing

Question 8

What does GNSS mean?

Answer 8

GNSS means “Global Navigation Satellite System”

Question 9

(WIP) Using the ILS approach RWY22, what are the conditions in which alternate fuel would be required?

Answer 9

• If cloud is more than SCT below 706ft (Calculated by 306ft - 100ft for correct QNH = 206ft, adding 500ft for alternate buffer = 706ft)
• If visibility is less than 3.5kms (Calculated by 1.5kms for accurate QNH +2000m for alternate buffer = 3.5Ks)

Question 10

How long are INTER and TEMPO and how can you remember the difference?

Answer 10

T = Time (longer time) = TEMPO = 60 Mins
Therefore, INTER = 30mins

Question 11

If an INTER and TEMPO are both on the TAF for the relevant time for landing, how much extra fuel is the pilot to carry?

Answer 11

The pilot is only required to carry the longer of the two, therefore TEMPO fuel

Question 12

When carrying instrument approach fuel, what is this fuel actually carried for?

Answer 12

Instrument approach fuel is carried because an instrument approach takes longer to setup and fly. If an aircraft had departed and intended to RTB visually once they have hit BINGO fuel but weather would require an IFR approach, that aircraft would go below min fuel. Instrument approach fuel exists so that should an aircraft plan to RTB visually, extra fuel for the inefficiency of an IFR approach is carried should the conditions worsen during their RTB.

Question 13

If a TEMPO starts at 1400 but you are landing at 1330, do you have to carry TEMPO fuel for that LDG?

Answer 13

Yes, the pilot has to carry TEMPO fuel if landing during or 30 mins or less prior to the TEMPO starting (Unless its a TAF3)

Question 14

If a TEMPO ends at 1000 but you are landing at 1030, do you have to carry TEMPO fuel for that LDG?

Answer 14

Yes, because in a normal TAF a half hour buffer exists either side of the times

Question 15

What is the holding fuel required for an INTER and TEMPO?

Answer 15

Holding fuel is calculated using FF of 400lbs/hr for aircraft holding at 160KIAS between 20-30%TQ.
TEMPO = 400lbs
INTER = 200lbs

Question 16

If you have a TAF 3, how does that effect fuel decisions?

Answer 16

In a normal TAF, a buffer of 30mins applies to INTER and TEMPO fuel before and after landing. This is not required if it is a TAF3

Question 17

What is the phnuemonic used to remeber all the points relevant to alternate decision making?

Answer 17

Alternates could very well prove life saving (ACVWPLS)

Question 18

Regarding alternates, what does the Pneumonic “Alternates could very well prove life saving” (ACVWPLS) mean?

Answer 18

A: Aids, needs to have two ways of making the approach (ILS or RNAV)
C: Cloud, if below the approach minima +500ft, you will need an alternate
V: Visibility, if below the approach vis +2000m, alternate is required
W: Wind, if forecast XWind is greater than 24KTS and no 2nd runway you need an alternate
P: Provisional forecast, if used in remote areas with poor forecasting, you need an alternate
L: Lighting, if limited lighting you will need an alternate
S: Storms, you will need an alternate

Question 19

How does a TAF 3 work and under what conditions does it reduce buffers on INTER and TEMPO?

Answer 19

A TAF3 effectively means that the TAF is being more closely watched by someone at the BOM, the benefits of the TAF 3 can be applied to the first 3 hours of the prediction

Question 20

What are the requirements for a pilot to carry alternate fuel? (5)

Answer 20

If cloud is more than SCT below the MDA+500ft
If visibility is LESS than the approach plate +2000
Thunderstorms
Fog/mist/dust with 30% or more PROB
Wind out of limits