Fuel for APU ops
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Fuel for APU ops
1.For an A320 a/c according to FCOM , Fuel burn for APU is 130 kg/ hr ..
Where do pilot accommodate this fuel for an a/c which is ready for Operation
Is it accommodated in Ramp fuel ? or extra fuel ?
2.In Air crash investigation series , I have seen when one engine fails , Pilot
switch on APU to supply the Bleed.Does the fuel for the APU in this case supplied from failed engines tank using cross feed valves ?
Where do pilot accommodate this fuel for an a/c which is ready for Operation
Is it accommodated in Ramp fuel ? or extra fuel ?
2.In Air crash investigation series , I have seen when one engine fails , Pilot
switch on APU to supply the Bleed.Does the fuel for the APU in this case supplied from failed engines tank using cross feed valves ?
Join Date: May 2000
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What are your company procedures? How long do you normally have from end of fueling to block-out? What does your Dispatch Release say? What does your ground school instructor say?
Block fuel is generally that fuel required on block-out. The final fuel load will have to consider any fuel use prior to block-out.
Block fuel is generally that fuel required on block-out. The final fuel load will have to consider any fuel use prior to block-out.
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APU fuel will be part of Taxi fuel and quantity is as per your company OPS manual.
In case of engine failure is it better to start APU so that bleed is extracted from it, which other wise would have been extracted from live engine and performance would have been reduced. Left fuel feed line supplies APU. If the Left side pumps are not working then APU fuel pump starts automatically. Fuel X feed may be selected on to take care of fuel imbalance only when there is no fuel leak.
In case of engine failure is it better to start APU so that bleed is extracted from it, which other wise would have been extracted from live engine and performance would have been reduced. Left fuel feed line supplies APU. If the Left side pumps are not working then APU fuel pump starts automatically. Fuel X feed may be selected on to take care of fuel imbalance only when there is no fuel leak.
Join Date: Mar 2011
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Just a curiosity, as I am not a pilot, only an aircraft lover.
In most of the Italian airports boarding can start only after completing refuelling. Usually boarding takes from 10 to 20 mins on A320, in this case do you board extra fuel for APU use?
Kind regards
In most of the Italian airports boarding can start only after completing refuelling. Usually boarding takes from 10 to 20 mins on A320, in this case do you board extra fuel for APU use?
Kind regards
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Yes, though generally the overflow after the airplane fuel system signals for shutoff of the refueler will be enough for a short APU run. Even the APU on a 744 only burns 300 Kg/hour...
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Originally Posted by Intruder
Yes, though generally the overflow after the airplane fuel system signals for shutoff of the refueler will be enough for a short APU run.
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1. As APU fuel is normally included as part if the taxi fuel, it would be part of Ramp or Block Fuel. Extra fuel is exactly what it says on the tin. Fuel that is in excess of everything that is planned to be burnt.
2. The most important function of the APU following an engine failure in a twin is to provide an additional generator, not bleed air. It's fuel will be supplied from whatever source is available.
And referring to my comment in an additional thread, you really need to get some more (lots more) time in aircraft, preferably under supervision. Also, you will not make it in an A320. It will be too fast for you and your knowledge will be found lacking. Furthermore, should you find yourself in the left hand seat of one in the near future, you will be working for an operator who will have lethally low standards.
I do admire you asking the questions you do but you must do your training in a structured classroom environment, not on an Internet forum with information from un-attested, unregulated and anonymous sources.
So where should you go next? You must find an operator with instructors and a range of aircraft from singles to twins. When you are earning a living flying a piston twin, then, and only then start thinking about a jump to a turbo-prop and after that an A320. It's either that or pay for a considerable amount of Procedure Training (sophisticated cardboard bomber) under supervision, and the key bit is 'supervision'.
2. The most important function of the APU following an engine failure in a twin is to provide an additional generator, not bleed air. It's fuel will be supplied from whatever source is available.
And referring to my comment in an additional thread, you really need to get some more (lots more) time in aircraft, preferably under supervision. Also, you will not make it in an A320. It will be too fast for you and your knowledge will be found lacking. Furthermore, should you find yourself in the left hand seat of one in the near future, you will be working for an operator who will have lethally low standards.
I do admire you asking the questions you do but you must do your training in a structured classroom environment, not on an Internet forum with information from un-attested, unregulated and anonymous sources.
So where should you go next? You must find an operator with instructors and a range of aircraft from singles to twins. When you are earning a living flying a piston twin, then, and only then start thinking about a jump to a turbo-prop and after that an A320. It's either that or pay for a considerable amount of Procedure Training (sophisticated cardboard bomber) under supervision, and the key bit is 'supervision'.
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I profit by your great disposability and as I am really curious.
I'd like to know when usually APU is started during boarding and for an A320 how much extra fuel do you board for APU use during boarding?
Kind regards
I'd like to know when usually APU is started during boarding and for an A320 how much extra fuel do you board for APU use during boarding?
Kind regards
Join Date: Jun 2002
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An E190 APU burns 90-250 kgs per hour, depending on electrical and bleed loading. We turn it on as late as we can to save noise, fuel and use (ie. economy). So the latest is just before departure, the earliest depends on cabin temperature (or if I want a tea - which requires bleed pressure). So the longest we might have it running is 30 minutes before departure. It is normally turned off immediately following the second engine generator coming on line.
