Determining bingo fuel while holding
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Bingo
Bingo has several meanings. In combat the pilot would call bingo, meaning I need either to get back to base or hit a tanker.
In the civilian world it means we are out of here and heading to an alternate airport.
Many moons ago, sitting in the right seat of a 727 holding north of Atlanta. The Captain had added additional fuel, about a hours worth, just cause the forecast was for lots of fog and low visibility. We were just starting the decent when the first hold was assigned. We were about FL240. So the burn is not to high. Then get a couple of step downs to about FL180. Now we are hearing lots of flight below and above us heading to alternates. The Captain started noting were each seemed to be diverting. Calls to the company asking where they would like the divert, if we do, to be. Greenville and Spartanburg are open and suggested.
The long a short of it is we called our ops at each airport and both said the ramp area was getting full and did not know how many more jets could be handled with out starting to close the place down. Remember Tenerife. We had already worked out a bingo, but then readdressed the issue and added another twenty five or so minutes to the bingo. About ten minutes later we started toward Greenville. Well into the decent ATC advised us that the ramp was full and only one runway was open, cause jet were parked everywhere. The company call with the same information and said the had room for us at Spartanburg. We landed with about 30 minutes remaining. We parked on the taxi way leading from the ramp. The place was all but full.
The only advantage was we got refueled first, cause no one could leave the ramp area till we moved on.
In the civilian world it means we are out of here and heading to an alternate airport.
Many moons ago, sitting in the right seat of a 727 holding north of Atlanta. The Captain had added additional fuel, about a hours worth, just cause the forecast was for lots of fog and low visibility. We were just starting the decent when the first hold was assigned. We were about FL240. So the burn is not to high. Then get a couple of step downs to about FL180. Now we are hearing lots of flight below and above us heading to alternates. The Captain started noting were each seemed to be diverting. Calls to the company asking where they would like the divert, if we do, to be. Greenville and Spartanburg are open and suggested.
The long a short of it is we called our ops at each airport and both said the ramp area was getting full and did not know how many more jets could be handled with out starting to close the place down. Remember Tenerife. We had already worked out a bingo, but then readdressed the issue and added another twenty five or so minutes to the bingo. About ten minutes later we started toward Greenville. Well into the decent ATC advised us that the ramp was full and only one runway was open, cause jet were parked everywhere. The company call with the same information and said the had room for us at Spartanburg. We landed with about 30 minutes remaining. We parked on the taxi way leading from the ramp. The place was all but full.
The only advantage was we got refueled first, cause no one could leave the ramp area till we moved on.
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I always well-pad my bingo fuel to allow for the unexpected at the alternate, as not only you but every other Tom Dick and Harry (and the odd Harriet) will probably be heading to the same place, on top of the scheduled inbound traffic to said alternate. This of course depends on the actual circumstances however, and how the CFP divert fuel is computed.
The box at least gives you an idea of how long you can hang around, but I never take its computations as written in stone.
The box at least gives you an idea of how long you can hang around, but I never take its computations as written in stone.
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I use the BAR method. Fuel Burn to destination, to Alternate, plus Reserve gives required fuel. Subtract this from FOB (Fuel on Board) gives how extra much fuel to hold with. Divide this number by fuel PPH and it gives your time in the hold.
B - 3000 lbs
A - 2000
R - 1200
________
6200 required. If you have, say, 7500 lbs on board, you have 1300 lbs of holding fuel. Burn 2000 lbs/hour (both engines), it leaves you with .65 hours of holding, or 39 minutes.
B - 3000 lbs
A - 2000
R - 1200
________
6200 required. If you have, say, 7500 lbs on board, you have 1300 lbs of holding fuel. Burn 2000 lbs/hour (both engines), it leaves you with .65 hours of holding, or 39 minutes.
Last edited by jsfboat; 13th Jul 2015 at 05:03.
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In the hold other factors could be an issue:
- What is reason for holding, as you may not be the only one diverting;
- Have you got an EAT, if so, alternate full could be used if committing to the destination;
- How many runways are at destination vs alternate (e.g. what is the point of diverting from 4 runways airport to a single strip)
- What facilities are in place in both destination and alternate (e.g. full radar control vs procedural arrivals)
- How is weather at alternate and facilities vs intended destination (e.g. if weather approaching operating minima at alternate, you may be better holding longer and committing to destination)
- There are many more of these...
If in doubt, DECLARE iaw ATC procedures your fuel state to get priority.
- What is reason for holding, as you may not be the only one diverting;
- Have you got an EAT, if so, alternate full could be used if committing to the destination;
- How many runways are at destination vs alternate (e.g. what is the point of diverting from 4 runways airport to a single strip)
- What facilities are in place in both destination and alternate (e.g. full radar control vs procedural arrivals)
- How is weather at alternate and facilities vs intended destination (e.g. if weather approaching operating minima at alternate, you may be better holding longer and committing to destination)
- There are many more of these...
If in doubt, DECLARE iaw ATC procedures your fuel state to get priority.
