Contingency fuel, etc.
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Join Date: Nov 2002
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Contingency fuel, etc.
Hi all, just wondering what fuel is needed on, say, a flight from LHR to JFK, in regards to names (like contingency...) and what eventualities they're for. I know holding for (30?) minutes is another, self explanatory. Diversions, etc?
TIA.
The Lumpy one!
TIA.
The Lumpy one!
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The simple version.
Ramp Fuel
Total fuel on board the aircraft before starting af engines.
Minimum Ramp Fuel
Is the sum of taxi fuel, trip fuel, contengency and final reserve fuel plus, if required, alternate fuel and additional fuel.
Taxi Fuel
A quantity to cover APU consumption, engine start and groundmaneuvers until start of takeoff.
Trip Fuel
Is fuel required from the aerodrome of departure to the destination, based on planned operating conditions.
Contingency Fuel
Is fuel required to cover deviations during flight from the "Planned operating condition" as well as to provide operational flexibility in case off in-flight malfunctions.
Final Reserve Fuel
Is the amount required to fly for 30 min. at holding speed at 1500 ft. above the alternate aerodrome (or destination when no alternate required) under standart condition and estimated weight.
Alternate Fuel
If alternate(s) aerodrome is required, it is the fuel to fly from your destination aerodrome to the alternate(s), based on planned operating conditions.
Additional fuel
1 If planning without destination alternate, fuel must be carried for 15 min. holding at 1500 ft. above destination in ISA conditions.
2 Fuel to cater for a failure of a power unit and/or the pressurization system at any point along the route, making it possible to proceed to an intermediate alternate or destination aerodrome. Hold there for 15 min. at 15oo ft. in IAS conditions, and to make an approach/landing.
As initially stated, this is the simple version, and I wouldn't like to expand further on this topic.
Ramp Fuel
Total fuel on board the aircraft before starting af engines.
Minimum Ramp Fuel
Is the sum of taxi fuel, trip fuel, contengency and final reserve fuel plus, if required, alternate fuel and additional fuel.
Taxi Fuel
A quantity to cover APU consumption, engine start and groundmaneuvers until start of takeoff.
Trip Fuel
Is fuel required from the aerodrome of departure to the destination, based on planned operating conditions.
Contingency Fuel
Is fuel required to cover deviations during flight from the "Planned operating condition" as well as to provide operational flexibility in case off in-flight malfunctions.
Final Reserve Fuel
Is the amount required to fly for 30 min. at holding speed at 1500 ft. above the alternate aerodrome (or destination when no alternate required) under standart condition and estimated weight.
Alternate Fuel
If alternate(s) aerodrome is required, it is the fuel to fly from your destination aerodrome to the alternate(s), based on planned operating conditions.
Additional fuel
1 If planning without destination alternate, fuel must be carried for 15 min. holding at 1500 ft. above destination in ISA conditions.
2 Fuel to cater for a failure of a power unit and/or the pressurization system at any point along the route, making it possible to proceed to an intermediate alternate or destination aerodrome. Hold there for 15 min. at 15oo ft. in IAS conditions, and to make an approach/landing.
As initially stated, this is the simple version, and I wouldn't like to expand further on this topic.
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If flying to an island runway with no alternate you would take fuel for15mins flight on arrival and be legal??
Thought Island reserve was 2 hours minimum holding at arrival weight.
Thought Island reserve was 2 hours minimum holding at arrival weight.
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Yes, fuel vice, I can plan to an island with no alternate, and if all goes according to plan, I would arrive at the island with my contingency fuel (5% of planned tripfuel), my final reserve fuel (30 min. flight) and my ADDITIONAL FUEL (15 min. flight). In other words, in my MD-80 I would have around 3000 kg of fuel touching down.
There are other requirements thou,
MAX. 6 hrs flighttime,
2 separate runways available at destination
and the prevailing meteorological condition at ETA plus/minus 1 hour is such that the approach from the relevant minimum sector altitude and the landing can be made in VMC.
There are other requirements thou,
MAX. 6 hrs flighttime,
2 separate runways available at destination
and the prevailing meteorological condition at ETA plus/minus 1 hour is such that the approach from the relevant minimum sector altitude and the landing can be made in VMC.
Join Date: Oct 2002
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Any thoughts?
Often had this discussion with Ops. etc. When planning round trip fuel I calculate:
Full flight plan requirement for the INBOUND sector,
+
OUTBOUND burn and Taxy
+
OUTBOUND contingency.
Never found a company fuel policy or Flight Dispatcher that wants to include the OUTBOUND contingency.
Take the example of PER -SIN-PER and SIN advise that, for example, due fuel contamination no uplift fuel available for regional flights able to carry round trip. B746/747 gets airborne from PER on a four hour sector and due preceding and crossing traffic never makes optimum cruise and due to the lower levels burns all of the outbound contingency. On arrival SIN this aircraft is going to have to uplift fuel to stay legal if it didn't plan for and carry outbound contingency fuel.
Before you post your response please look at your company fuel policy and see what they give as the numbers to be included when calculating round trip fuel, (excluding 'commanders discretion due unforseen' etc.) Hopefully times are changing.
Full flight plan requirement for the INBOUND sector,
+
OUTBOUND burn and Taxy
+
OUTBOUND contingency.
Never found a company fuel policy or Flight Dispatcher that wants to include the OUTBOUND contingency.
Take the example of PER -SIN-PER and SIN advise that, for example, due fuel contamination no uplift fuel available for regional flights able to carry round trip. B746/747 gets airborne from PER on a four hour sector and due preceding and crossing traffic never makes optimum cruise and due to the lower levels burns all of the outbound contingency. On arrival SIN this aircraft is going to have to uplift fuel to stay legal if it didn't plan for and carry outbound contingency fuel.
Before you post your response please look at your company fuel policy and see what they give as the numbers to be included when calculating round trip fuel, (excluding 'commanders discretion due unforseen' etc.) Hopefully times are changing.
