Nauru Airlines Fuel policy Flashcards
Who is reponsible for ensuring the correct amount of fuel is carried onboard?
(Part 121: CH7 Fuel - 7.05)
The operator AND the PIC.
(Part 121: CH7 Fuel - 7.05)
What does the fuel policy say about carrying reduced contingency fuel?
The Aircraft Captain may plan fuel on required to land at an enroute aerodrome where fuel is available. The flight may continue to the planned destination if it is found, at the point at which the flight has been re-flight planned (Re-Dispatch Point), the remaining fuel reserves are at least equal to the required reserves for the remainder of the flight.
NOTE: If planned fuel uplift is based on this procedure, 5% contingency fuel must be added to the flight fuel required to continue onto planned destination. No less than 5 minutes contingency fuel must be carried. See redispatch policy.
(3.1.49 Fuelling Procedures- 3.1.49.1 General)
What is the purpose of Final Reserve fuel?
Final reserve fuel, formerly known as fixed reserve is a mandatory fuel reserve required to compensate for unforeseen factors at the destination. (Part 121 1.04 Definitions)
What is the purpose of Contingency fuel?
The contingency fuel is the amount of fuel required to compensate for unforeseen factors enroute (Part 121 7.03 Definition of contingency fuel)
What is the maximum allowable discrepancy between the total calculated fuel on board, and the gauged fuel on board and when must this check be done?
3%, After refuelling. (3.1.49 Fuelling Procedures- 3.1.49.1 General)
What is the MINIMUM Contingency fuel allowed as per Nauru Airline’s fel policy?
All flights require a secondary reserve fuel to compensate for unforeseen factors and must NOT BE LESS than either of the following:
- Before dispatch:
5% of the trip fuel or from a redispatch point inflight of replanning to the planned DESTINATION or alternate.
or 5 minutes at hold speed at planned arrival weight at 1500ft AFE (destination).
Whichever is MORE.
(Part 121: 7.03 Definition of contingency fuel & 3.1.46 Company Fuel Policy & APPENDIX 7 - DEFINITIONS AND TERMINOLOGY)
What are the Approximate Values of Fixed Reserve for Nauru Airlines fleet at MLW?
� B737-300 � 1252 kg
� B737-700 -1071 kg
� B737-800 � 1206 kg
(3.1.46 Company Fuel Policy & APPENDIX 7 - DEFINITIONS AND TERMINOLOGY)
What is Nauru Airlines Final reserve fuel policy (FIXED ERSERVE) ?
The amount of fuel that is:
1. Required to fly an aeroplane for 30 minutes at 1 500 ft above
aerodrome elevation in ISA conditions (This fuel may be reduced to 15 minutes for decompression calculations).
Note: Calculation are to be made at the relevant holding speed and weight on arrival.
(3.1.46 Company Fuel Policy & APPENDIX 7 - DEFINITIONS AND TERMINOLOGY)
Before a flight commences, what is the fuel requirements that must be CONSIDERED?
Note: This is not always the minimum that must be loaded but could potentially be required and must be considered.
(1) taxi fuel;
(2) trip fuel;
(3) destination alternate fuel;
(4) holding fuel (if required);
(5) contingency fuel;
(6) final reserve fuel;
(7) EDTO fuel requirements
(Part 121 CH7 - 7.05 Amount of fuel that must be carried for a flight & Vol6A 3.1.46 Company Fuel Policy)
When is a Destination Alternate required?
At least one destination alternate aerodrome must be planned for a flight unless ‘EXCEPTIONS’ apply to the flight.
(Part 121 4.08 Destination alternate aerodromes & 3.1.46.2 Requirement For A Destination Alternate Aerodrome)
When considering Destination Alternate requirements, what ‘EXCEPTIONS’ would result in no alternate required?
- If the planned arrival time will be during the ETU, and the weather conditions are greater than the following:
a) Ceiling > 1000 ft above the landing minima for the runway expected to be used; or
b) Ceiling > 500 ft above the circling minima where a circling approach will be needed; and
c) Visibility >5km or >2km above the circling minima if expected to be used. - Aerodrome is an Isolated aerodrome,
- ETU is during night time and necessary lighting for safe operations is available
- NOT located in Australia with seperate runways and one has a IAP available.
NOTE: If AIP: 1000ft above minima + 5km vis, or
If Circling: 500 above minima + 2km vis
(Part 121 4.08 Destination alternate aerodromes & 3.1.46.2 Requirement For A Destination Alternate Aerodrome)
When are TWO Destination Alternate required?
When the ‘EXCEPTIONS’ that would prevent the requirement of a destination alternate requirement does NOT apply, and the following DOES apply:
- The destination is forecast to be below landing minima or,
- The published forecast does not cover the entire period of the operation.
NOTE:
These minimums are less restrictive than the ‘EXCEPTIONS’ that will require an alternate desitantion aerodrome and as such, requires TWO alternates.
(Vol 6A 3.1.46.2 Requirement For A Destination Alternate Aerodrome & Part 121 4.10 (1) Two destination alternate aerodromes for flight)
How can you depart with ONE destination alternate, when TWO destination alternates are required as per part 121?
At least one planned destination alternate aerodrome weather forecast is at or above the Nil Destination Alternate minima at the ETU-30/+60 minutes.
Note: Usual weather holding requirements apply. Traffic holding fuel must also be added if required. An alternative to this requirement is to plan a single destination alternate and utilise a PNR plan to the second and more distant destination alternate.
(Vol 6A 3.1.46.2 Requirement For A Destination Alternate Aerodrome & Part 121 4.10 (1) Two destination alternate aerodromes for flight)
How should ‘extra’ fuel be calculate?
In time endurance at cruise rate. (3.1.46.3 No Requirement For A Destination Alternate Aerodrome)
What is calculated rate per hour for APU usage?
45kg/hr (Vol35 7.8.3 EDTO APU Usage & FPPM Vol3B Performance Manual)
When must fuel remaining be noted on the flight plan? What is the requirement?
At each waypoint, discrepancies must be discussed between F/O and captain to identify the issue.
(Part 121 7.07 Requirements for determining fuel before, and monitoring fuel during, flight & Vol6a 3.1.46.9 Inflight Fuel Management)
What is the required ATC call if crew realise they will land at their destination or alternate with less than the planned final fuel reserve?
MAYDAY x 3 , FUEL (Part 121 7.08 Procedures if fuel reaches specified amounts, Vol6A 3.1.46.9 Inflight Fuel Management & Jeppesen Pacific Australia General Flight procedures: 11 Emergency Fuel)
What is the minimum statutory requirements applicable to Nauru Airlines fuel policy?
Aircraft Captains are to uplift sufficient fuel to ensure that at any stage of a planned flight there is adequate fuel for:
- Flight from the departure aerodrome to the destination aerodrome and flight to an alternate aerodrome if required
- The provision of all reserves
- Holding as required by the state regulations at the destination and/or alternate aerodrome.
(Vol6A 3.1.46 Company Fuel Policy)
What are the ‘Relevant weather conditions.’
- Cloud> SCT below the relevant minima;
- Visibility is less than the relevant minima or a forecast contains a probability indicator of at least 30% or greater of fog, mist, dust or any other phenomenon restricting visibility below the relevant minima;
- Wind component including gust> aircraft max.
- Thunderstorm or its associated severe turbulence (at least a probability of 30% or greater required)
(Part 121 4.04 Definition of relevant weather conditions & Vol6A APPENDIX 7 - DEFINITIONS AND TERMINOLOGY + A2.3 - Relevant Weather Conditions)
When a Destination alternate aerodrome IS required, what is the MINIMUM fuel required?
- Flight fuel from departure to destination.
- Fuel for an IAP + Missed approach from the MDA/DA at the desination
- Fuel to proceed to the alternate aerodrome and complete a IAP.
- A contingency reserve of 5% of the flight fuel from Destination to alternate.
- A Final Reserve Fuel
- Holding fuel if required
- A PDA % allowance (specific to each aircraft) of the sum of fuel required
NOTE: At the flight planning stage, fuel for an IAP, holding or weather at the destination NEED NOT be carried if it is planned to recalculate fuel reserves en route and a suitable en route aerodrome is available
(Vol 6A 3.1.46.4 Alternate Aerodrome Required)
Which emergency scenarios must all fuel calculations cover?
Fuel to cover Operations for:
1. Depressurised with two engines OPERATIVE.
Note: This is the most limiting scenario for the B737
Section 3.1.46.5 � En Route Scenarios.
Are you required to carry contingency fuel (aka variable reserve) on the flight fuel required to fly from your destination to you alternate?
Yes. (Vol6A 3.1.46.4 Alternate Aerodrome Required)
If an alternate aerodrom IS required, are you allowed to take off without holding fuel and/or IAP fuel?
Yes, fuel for an instrument approach and holding at the destination need not be carried if you plan to recalculate fuel reserves en route and a suitable en route aerodrome is available.
(Vol6A 3.1.46.4 Alternate Aerodrome Required)
Can weather and traffic holding fuel be calculated cumulatively?
If there is no requirement for a Destination Alternate Aerodrome, Yes!
(3.1.46.3 No Requirement For A Destination Alternate Aerodrome)
If there is no requirement for a destination alternate aerodrome, what is the minimum amount of reserve fuel that will suffice all regulatory requirements?
Fuel to cruise at final cruising level for two hours PLUS final reserve fuel may be applied.
(3.1.46.3 No Requirement For A Destination Alternate Aerodrome)
Which inflight emergencies must be considered when calculating fuel required?
- One Engine Inoperative (from the sector�s most critical point to an en route alternate aerodrome, hold for 15 minutes, conduct IAP and land
- Depressurised (fly unpressurised at 10000� from the sector�s most critical point to an en route alternate aerodrome, hold for 15min, conduct IAP and land.
- Both together
NOTE: The most limiting scenario for the B737 is depressurised with two engines operative.
(Vol6A 3.1.46.5 En route Scenarios & 3.6.6.4 Critical Point)
At what point would an inflight emergency result in the maximum fuel load required to cover the event safely and legally?
Most critical point is at the EP.
(Vol6A 3.1.46.5 En route Scenarios & 3.6.6.4 Critical Point)
If you suffered an engine failure or lost pressurisation PRIOR to passing an ETP, should you turn back or fly towards the ETP?
Turn back.
When considering inflight emergency’s, what is the most limiting fuel scenario for the B737?
Flying depressurised at FL100 with two engines operative. (Vol6A 3.1.46.5 En route Scenarios)
When must a TAF be valid for as per the planning requirements?
30 minutes before and 60 minutes after your ETA. (Vol6A 3.1.46.6 Alternate Aerodrome Requirements)
Do TAF3’s require 30 min buffer periods for fuel planning purposes?
During the first 3 hours of the TAF3 validity, not beyond the end time for the TAF3 service if such a time is specified, the buffer period does NOT apply.
(Jeppesen Pacific Airport and Ground Aids 3.2.9 a Weather Conditions + Rules & Procedures - Fuel requirments)
What is the term used when carrying fuel above the minimum fuel required called?
Extra fuel (used be known as Marginal fuel)
(3.1.46.3 No Requirement For A Destination Alternate Aerodrome)
When MUST fuel remaining be noted on the flight plan?
At each waypoint (3.1.46.9 Inflight Fuel Management)
What is considered ‘RELEVANT WEATHER’ condidtions? (4 items)
- Cloud > SCT below the relevant minima.
- Visibility < the relevant minima or a forecast (Inlcudes PROB30 or greater of weather restricting visibility below the relevant minima
- Wind > maximum for the aeroplane (Includes gusts)
- Thunderstorms (Includes PROB30)
(Vol6A APPENDIX 7 - DEFINITIONS AND TERMINOLOGY & Part 121 4.04 Definition of relevant weather conditions)
When there is NO requirement for a Destination Alternate Aerodrome, what is the MINIMUM fuel that must be onboard prior to departure?
- Flight fuel from departure to estination
- Fuel for an IAP
- Contingency reserve*
- A Final Reserve Fuel
- Holding fuel (If required)
- A PDA % (specific to each aircraft) of the sum of fuel required in (1) to (7).
Notes:
1. Contingency can either be 5% of (1) or as per redispatch policy (RDP to Dest). Min Contingency must be at least 5 minutes holding at destination.
2. If no holding fuel is required for weather then a minimum of 15 minutes holding fuel msut be carried.
3. Fuel on board must always be enough to cover emergency requirements outline in ‘3.1.46.5 En route Scenarios’.
When NO destination alternate is required, fuel load is similar to a normal domestic flight with a 15 minute minimum hold added to VR & FR.
Refering to Part 121 regulatory requirements, once airborne and determining wether the aircraft can legally continue past its inflight redispatch point onto its destination, is contingency fuel required to be on board? How is this different to Vol6A?
As per Part 121 : NO it’s not required for inflight calculcations (Part 121 7.05 Amount of fuel that must be carried for a flight (3).
Vol6A requires at least 5 minutes Contingency Fuel to onboard to continue.
When planning holding fuel requirements for an ‘ISOLATED DESTINATION’ aerodrome, what is the minimum fuel required upoon arrival?
- Fuel for MAP; and
� Flight fuel to the relevant alternate aerodrome (climb, cruise and descent, including IAP); and
� Final reserve fuel
(Vol6A 3.1.46.7 Isolated Destination Aerodrome Reserve Policy & Part 121 Division 2�Flight preparation (Part 121 alternate aerodrome) requirements - 4.12 Isolated destination aerodromes)
When is a destination considered to be ‘ISOLATED’?
If the fuel required to proceed to a destination alternate would exceed 2 hours of holding fuel at final cruising level above the destination aerodrome, including final reserve fuel.
Note: You can never plan to land with less than final reserve fuel, weather its preflight or in flight, you MUST always plan to land at your destination or alternate with no less than Final Reserve fuel.
Vol6A 3.1.46.7 Isolated Destination Aerodrome Reserve Policy & Part 121 Chapter 4�Flight preparation (Part 121 alternate aerodromes) requirements - 4.03 Definition of isolated destination aerodrome)
What calculation is required when a flight is planned to arrive at an Isolated aerodrome?
A PNR must be calculated
(Vol6a 3.1.46.7 Isolated Destination Aerodrome Reserve Policy & Part 121 Division 2�Flight preparation (Part 121 alternate aerodrome) requirements - 4.12 Isolated destination aerodromes (2))
When may an alternate requirement be cancelled INFLIGHT?
- A new forecast indicates the alternate is no longer requried, OR
- The flight is less than 1 hour to the destination and a landing is assured.
Note: A landing is deemed to be �assured� if:
1. SINGLE failure relating to ground based or airborne equipment would still allow a safe landing.
2. Deterioration in weather forecast will still permit a safe landing at the estimated time of use.
(Vol6A 3.1.46.6 Alternate Aerodrome Requirements &
What forecast weather conditions at Nauru would prohibit the flight from continuing passed the PNR?
Cloud base: More than SCT below (MDA+400ft for VOR-DME approach)
Visibillity: Less than (Min vis +1500m)
(Vol 6A A2.5 �Enroute Alternate Planning Minima (Buffers): See Table 74)
What must crew do if they discover any discrepancies with the fuel onboard the aircraft?
- Obtain the latest weather information for the destination and any alternate aerodromes
- Ensure destination and alternate aerodrome availability
- Request any air traffic delay information from ATC
(Vol6A 3.1.46.9 Inflight Fuel Management)
