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

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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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