FUEL MANAGEMENT AND IN-FLIGHT RE-PLANNING
FUEL MANAGEMENT
Minimum fuel at landing airport
The in-flight remaining fuel must be sufficient to proceed to an airport where a safe landing can be made, with the final reserve fuel still remaining on landing. This regulation applies to the destination airport, the destination alternate airport, as well as to any en route alternate airport.
Note: The captain shall declare an emergency when actual fuel on board less than final reserve fuel.
Minimum fuel at destination airport
With a destination alternate airport
The pilot must arrive over the destination with enough fuel to ensure flight safety. The minimum regulatory fuel above the destination threshold shall be the minimum amount of fuel enabling to reach the alternate airport which defined as follows:
If the expected remaining fuel on arrival at destination airport is less than the alternate fuel plus the final reserve, the Captain must consider the prevailing traffic and operational conditions at the destination airport, along the diversion routes to the destination alternate airport, when deciding whether to go on to the destination, or to divert.
Without destination alternate airport
In this case, the minimum fuel remaining on board at landing shall be the final reserve fuel.
Maximum holding time above destination airport
Available holding fuel
Holding is possible, when the remaining fuel above the destination airport is more than the minimum fuel at destination.
Maximum holding time
From the available holding fuel and the holding hourly consumption, the holding time is obtained as follows:
Fuel Tankering
Company fuel policy to carry more fuel than the amount required to reduce overall costs (ECO/THRU tankage).
Unnecessary fuel
The result caused by variation in estimated ZFW, selection of contingency fuel (5% instead of 3% when an en route is available), unmonitored company fuel and additional fuel (ECO/THRU tank fuel), improper selection of destination alternate, unreasonable carrying of extra fuel.
IN-FLIGHT RE-PLANNING
An operator shall ensure that in flight re-planning procedures for calculating usable fuel required when a flight has to proceed along a route or to a destination other than originally planned includes:
- Trip fuel for the remainder of the flight (from PoR to new destination);
- Reserve fuel consisting of:
- Contingency fuel.
- Alternate fuel, if a destination alternate is required.
- Final reserve or holding fuel.
Re-planning is done in flight when planned operating conditions have changed so much that may cause fuel consumption exceed CG. The operator shall ensure that in flight re-planning procedures has to proceed along a route or to a destination other than originally planned.
Minimum fuel at landing airport
The in-flight remaining fuel must be sufficient to proceed to an airport where a safe landing can be made, with the final reserve fuel still remaining on landing. This regulation applies to the destination airport, the destination alternate airport, as well as to any en route alternate airport.
Note: The captain shall declare an emergency when actual fuel on board less than final reserve fuel.
Minimum fuel at destination airport
With a destination alternate airport
The pilot must arrive over the destination with enough fuel to ensure flight safety. The minimum regulatory fuel above the destination threshold shall be the minimum amount of fuel enabling to reach the alternate airport which defined as follows:
Minimum fuel at destination (with alternate)
=
Alternate fuel + Final reserve fuel
If the expected remaining fuel on arrival at destination airport is less than the alternate fuel plus the final reserve, the Captain must consider the prevailing traffic and operational conditions at the destination airport, along the diversion routes to the destination alternate airport, when deciding whether to go on to the destination, or to divert.
Without destination alternate airport
In this case, the minimum fuel remaining on board at landing shall be the final reserve fuel.
Minimum fuel at destination (without alternate)
=
Final reserve fuel
Maximum holding time above destination airport
Available holding fuel
Holding is possible, when the remaining fuel above the destination airport is more than the minimum fuel at destination.
Available fuel for holding on arrival
=
Remaining fuel at destination - (alternate fuel + final reserve fuel)
Maximum holding time
From the available holding fuel and the holding hourly consumption, the holding time is obtained as follows:
T = Available fuel for holding
Holding hourly consumption
Fuel Tankering
Company fuel policy to carry more fuel than the amount required to reduce overall costs (ECO/THRU tankage).
Unnecessary fuel
The result caused by variation in estimated ZFW, selection of contingency fuel (5% instead of 3% when an en route is available), unmonitored company fuel and additional fuel (ECO/THRU tank fuel), improper selection of destination alternate, unreasonable carrying of extra fuel.
IN-FLIGHT RE-PLANNING
An operator shall ensure that in flight re-planning procedures for calculating usable fuel required when a flight has to proceed along a route or to a destination other than originally planned includes:
- Trip fuel for the remainder of the flight (from PoR to new destination);
- Reserve fuel consisting of:
- Contingency fuel.
- Alternate fuel, if a destination alternate is required.
- Final reserve or holding fuel.
Re-planning is done in flight when planned operating conditions have changed so much that may cause fuel consumption exceed CG. The operator shall ensure that in flight re-planning procedures has to proceed along a route or to a destination other than originally planned.
FUEL MANAGEMENT AND IN-FLIGHT RE-PLANNING
Reviewed by Aviation Lesson
on
11:19 AM
Rating:
Reviewed by Aviation Lesson
on
11:19 AM
Rating:
Excellent article to understand in simple a way. Thanks for your efforts.
ReplyDelete