Fuel 8
LIMITATIONS
RVSM check on gnd: Max error 75’ and 50’ btw the 2 Primary Altimeters. Max diff in cruise 200’
T/O Altitude Freeze Pt +3 or –45 to Max +49
Low Fuel light at 907 Kgs off at 1134 Kgs each tank
IMBAL on at >453 Kg, off at 91 Kgs
CONFIG on at 726 Kgs, off at 363 Kgs
Must have Full Wings if Centre Tank fuel >453Kg
Engine Anti-Ice on if 10 > TAT > -40 or SAT > -45
Antiskid INOP – Light braking. RTOW – 7000Kg and V1 reduced by approx 15 kts QRH PI
Hydraulics: >760 Kg Fuel in wing tanks for Elec Hydraulic Pump Operation
Min QTY 88% for Despatch
APU
Bleed + Elec 10000’ 2 Engine Pitch/Power/Flap
Bleed 17000’ Pwr 63 63 73 53 59/65
Elec 41000’ 2Eng Flap 0 1 5 15GD 15GD 30/40
Speeds Pitch 6 6 6 2.5 1/0
TURB 280/. 76
MMO 340/. 82
Max Gear extend 270/. 82
Wake Turb Sep:
0 min after M and 2 min after Heavy
Autopilot
Engage 400, Disengage 50’, Autoland X/W 20, H/W 25, T/W 10
Crosswind Limits Vol1 and FCTM 3.13
Takeoff Dry 34 Wet 25 FCTM 3.13
Landing – Wet and Dry 40 kts but CRAB only. See sideslip limits in FCTM 6.42
Single Engine Ops
Driftdown technique FCTM 4.11
Engine Failure in Crz – then set MCP .76/250kts and DES to about FL200 or 23/23 (230kts and 23000’)
Driftdown takes about 30 minutes
What performance figures do you use? FPPM or QRH
290ktsIAS is a good compromise between time to get home and LRC
290IAS = 387TAS between about FL300 and F190
Engine anti-ice penalty: approx 2,000’ off Altitude capability
Wing and engine anti-ice penalty: approx 7,000’
Know S/E Pitch and Power settings
Pitch into DES at .5nm before ToD for APP
Configure fully for Final before starting Approach even if at 5000’
Pull Engine Run Power CB on No1 P182B3 to retract gear after manual extension.
Pitch/Power/Flap Single Engine
Pwr 82 72 92 72
1 Eng Flap 0 1 5 15GD 15GD 30/40
Pitch 2
Set 72% 3 nm before DES pt and Flap 5
Diversion Checklist
GRADE
Route and Destination in FMC
DEP/ARR
Dist to go, plan descent
Fuel check, hold time avail
Pressurisation and landing alt.
Wx and other alternates
NITS and PA
FUEL
(A1 8.1.7.2, CAR 91.403 and CAR121.75)
A-B T/O, DEP CLB, CRZ, DES, APP + PDA
Extra Holding INTER, TEMPO, Weather, Traffic. ETOPS applicability A1 8.5.4.5
Taxi (no APU allowance) 165 Kg (Extra at 15Kg/min)
Final Reserve 30 mins hold at 1500’ – should be intact on LDG
Contingency 3% of A-B-C – should not be planned to be burnt and does not include APP/DEP
Alternate B-C + Inst App (250Kg) + PDA
ETP Buildup CP to EoD + 5%, +15mins HOLD, an instrument app, missed app then visual app and land
Margin (Not Mandatory) Additional to have 60 mins over Destination.
Fuel additions:
APU = 120Kg/hr on GND and 45Kg/hr in AIR unloaded QRH 57.11
Taxi = 15Kg/min
DES .78/280/250 see FPPM Chart
Flap out = +50Kg/min
Flap and Gear = + 60kg/min
Gear DN Crz = 10Kg/nm at F250 or 15Kg/nm at F100
GEAR DOWN HOLD about 1800Kg for 30mins
LRC in FMC or QRH is 99% of best SAR and absolute MAX Range = CI 0 FCTM4.8
Rough idea if Leading edge is stuck out: then add 5% to FMC Fuel predictions
Icing: If TAI used then add 45 Kg/Hr (Eng Anti-ice only) or 140 Kg/Hr (Wing and Eng Ant-ice)
Severe Icing fuel burn increases by (3xT in hours) %. Moderate = 1.5xT in Hours
Specific Ground Range
|@ 60000 Kg |ALT |HW | |TW |
| | |100 |50 |0 |50 |100 |
|ENG INOP |F220 |9 |7 |6 |5 |4 |
|DEPRESS |A100 |11 |9 |7.5 |7 |6 |
|NORMAL |FL370 |6 |5 |4.5 |4 |3.5 |
|NORMAL |F250 |9 |7 |5.5 |5 |4.5 |
|LED EXT |F150 |13 |10 |8.5 |7.5 |7 |
|GEAR DN |F250 |16 |13 |10 |9 |9 |
|GEAR DN |A100 | | |15 | | |
|INOP + G DN |A090 |22 |16 |12 |11 |9 |
Fuel Notes FPPM and FCTM 4.10
Enroute/Step Climb uses 135-225 Kgs Fuel for a 4000’ climb FCTM 4.8
ISA + 10 = 1% increase fuel burn
Optimum – 2000’ = 1%-2% penalty
Optimum – 4000’ = 3%-5% penalty
Optimum – 8000’ = 8%-14% penalty
For each M.01 increase in CRZ Speed above LRC = 1% to 2% increase in Trip Fuel
CI = 0 is Max Range Cruise = LRC – 1%
Compressibility gives a TAT rise of .5 to .7 degrees / .01M
For each 60 kts of tailwind ECON CRZ is reduced M.01
For each 100 kts of headwind ECON CRZ is increased M.01
CRZ below FL310 and it wasn’t planned then use LRC
What fuel is saved between ECON CLIMB and 250/10000’? About 25Kg
CLB1 burns about 100Kg more than ECON CLB
LRC = M.78 within 2000’ of Optimum and gives best Buffet Margin FCTM 4.10
Low Fuel Light comes on at 1814 Kg so always plan to land with 1800Kg or more
Low Fuel Temp see Limitations above and FCTM 4.8
For Accurate Fuel planning:
Take 3% CONTINGENCY fuel from plan.
What is CON Fuel actually 3%of? It is 3% of A-B fuel + PDA from plan A1 8.1.7
Example where Contingency Fuel= 239Kg:
CON is 3% of expected Burn Off
So 239/3x100 = 7967 Kg. This is expected B/O inc PDA
PDA = 1.8% A-B + .3% Safety Margin
(Checking Fuel Used after flight seems to show PDA is not being used or is overly conservative)
ETOPS FUEL A1 8.5 and FPPM2.1.3
Fuel Planning:
DEP to CPDP + {PDA + 3%} + APU
CPDP to 1500’ overhead Alternate (@ LRC) + {PDA+5%} + APU
15 mins hold at 1500’
Instrument approach and missed approach
Visual approach and landing
Any DDG requirements
Inter and Tempo {disregard PROB FL340
1min/230kts 1.5min/240kts 265kts .83M
Holding FCTM 4.20 Jepps ATC NZ and PAC IS –1, AU-707
Reduce speed 3 min before hold
>FL250 Vref40+100
10nm change alt by 300’ as follows
Track 000-179 and deviating LEFT then DES
Track 180-359 and deviating LEFT then CLB
-----------------------
Performance Penalties
Landing:
Antiskid INOP:
RTOW-8500 and V1 – 16 QRH 57.4
Autospeedbrake – 4300Kg
Takeoff:
Wet runway and 1 reverser INOP =
-1050Kg and V1 – 2kts QRH 57.5
EAI - 300Kg
WAI -
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