 Chapter 2 FUEL FOR FLIGHT PLANNING

FUEL FLIGHT PLANNING

The success, or failure, of any flight largely depends on the accuracy of the pre-flight fuel
planning and/or payload/range calculations, which are covered under the following main
headings :

1. Limiting Weights

Before loading fuel onto an aircraft, it is necessary to consult the weight schedule to ensure that
the given weight limitations are not exceeded the performance or structural restriction of that
aircraft type.

2. Route Selection

It’s the company and/or the operators policy for civil transport aeroplane, before dispatch flights,
to compare routes to be flown and selected the most suitable route consideration of safety,
efficiency and economy.

3. Meteorological Planning

Weather conditions at any aerodrome of destination, alternate and en route are affected in flight
planning procedures. It is most important, therefore, that the flight dispatcher should have
sufficient skill and knowledge to interpret meteorological information, reports, forecasts and
warning correctly and efficiently.

4. Aeroplane In-flight performance and cruise control

There are five phases of in-flight performance that normally require separate assessment for fuel
requirements in flight planning: Climb, Cruise, Descent, Holding and Alternate.

FUEL DEFINITIONS AND SPECIFICATIONS

Planned Operating Conditions

All fuel mentioned below are calculated based on “Planned Operating Conditions” which
comprising of:

- Forecast meteorological conditions

- Anticipated weights
- Routings
- Altitudes
- ATS procedures
- Applicable climb, cruise descent and approach procedures as specified in Aircraft Operation
Manual (AOM) and
- Aircraft fuel consumption data.

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Taxi fuel

A standard quantity to cover APU consumption, engine start and ground maneuvers until start of
takeoff.

Trip fuel

The fuel required to fly from the aerodrome of departure to the destination, based on planned
operating conditions.

This amount shall include fuel for takeoff, climb following a normal used SID giving longest
distance, normal cruise, descent to initial approach fix, approach to the least favorable
runway and landing.

Contingency fuel (CF)

Fuel required to cover deviations during flight from the Planned operating conditions as well as
to provide operational flexibility in case of in-flight malfunctions.

When planning a flight, the CF shall be 5% of the planned trip fuel. This amount may, to
accommodate payload or for fuel economy, be reduced to a minimum of 3% of the planned trip
fuel, provided an en route alternate is available.

Alternate fuel

The fuel required to fly from planned destination to the planned alternate. The alternate fuel will
include fuel from a start of missed approach following a normally used SID given longest
distance (to be corrected when missed approach procedure longer than SID), climb, LRC,
descent, approach to the least favorable runway and landing at alternate. The calculation is
based on planned landing weight and a realistic FL / altitude.

Holding fuel (Final reserve fuel)

The fuel required to fly for 30 minutes (45 minutes for reciprocating engines aircraft) at holding
speed at1500 ft above aerodrome elevation, calculated with the estimated landing weight at
alternate or the destination when no alternate is required for flight planning.

Note :
Whenever possible, a landing with fuel less than final reserve fuel should be avoided which
means, under normal operating conditions, final reserve fuel must remain unused upon landing.

Destination Holding or (Company fuel)

Fuel required to cover Company specific operational requirements such as Destination holding.
Fuel quantities shall be based on the holding fuel consumption specified in the respective
Aircraft Operation Manual.

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Additional fuel

Fuel uplifted in addition to minimum fuel and company fuel, when applied, to cover Economy
tankage/Thru tankage or ETOPS planning requirement.

Additional reserve fuel

The amount of fuel required for isolated destination, to fly for two hours at normal cruise
consumption after arriving overhead the destination, including holding fuel.

Extra fuel

Fuel required upon the P-i-C’s discretion.

Ramp fuel

The total fuel on board the aircraft before starting engines which are the sum of;

Taxi fuel + Trip fuel + Contingency fuel + Alternate fuel + Holding fuel

Takeoff fuel

Ramp fuel minus Taxi fuel.

Burnoff fuel

Trip fuel plus Taxi fuel.

OOO

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