Fuel

Question 1

DPA

Answer 1

waypoint or waypoints nominated on the OFP, but not beyond the top of descent, from which the aircraft may divert to a Category A or B Airport with all engines operating whilst meeting all inflight fuel requirements.

Question 2

DPD

Answer 2

The most fuel critical point on the OFP from which the same fuel is required to proceed to two nominated Category A, B, C or Emergency Airports following a depressurisation.

Question 3

DP1

Answer 3

most fuel critical point on the OFP from which the same fuel is required to proceed to two nominated category A or B Airports following an engine failure inflight.

Note:
For two-engine aircraft dispatched under EDTO a Category C Airport, forecast above the Alternate Criteria, may be used.

Question 4

Destination Alternate Fuel

Answer 4

1. Perform a missed approach at the Destination Airport;
2. Climb to the expected cruising altitude;
3. Fly the expected routing;
4. Descend to the point where the expected approach is initiated; and
5. Conduct the approach and landing at the Destination Alternate Airport.
   Note:
   On B737 it is the fuel required from 1,500 ft to 200 ft at the destination followed by a go-around and flight to 1,500 ft at the Alternate.

Question 5

Emergency fuel state

Answer 5

exists at any time when the calculated usable fuel predicted to be available upon landing is less than the Final Reserve Fuel.

Question 6

EOD

Answer 6

endurance of the aircraft at the planned destination, expressed in minutes, which takes into account the expected mass of the aircraft at the point of landing, using the holding fuel flow rate at 1,500 ft in ISA conditions.

Question 7

FRF

Answer 7

Final Reserve Fuel (FRF) is the prescribed minimum fuel needed to fly at 1,500 feet above the Alternate Airport or, if an Alternate is not required, at the Destination Airport at holding speed in ISA conditions. In normal conditions, a usable amount of fuel equal to or greater than FRF is required to be in the fuel tanks until completion of the final landing.

Question 8

Flight Fuel

Answer 8

The fuel required, as shown on the flight plan, from commencement of takeoff to 1,500 ft at the destination.

Question 9

FOD

Answer 9

The quantity of fuel planned to be remaining over the planned destination at 1,500 ft and is calculated by subtracting the Flight Fuel plus Taxi Fuel from the Fuel Uplift.

Question 10

Inflight phase

Answer 10

The period of time during which the inflight requirements of the fuel policy apply. The inflight phase commences at pushback or, in the case where an aircraft is at a power out location, initial engine start. Cessation of this phase is at the completion of the final landing.

Question 11

Minimum fuel

Answer 11

A minimum fuel state exists when, having committed to land at a specific airport, the Flight Crew calculate that any change to the existing clearance may result in landing with less than Final Reserve Fuel.

Question 12

Minimum Operational Requirement (MOR)

Answer 12

The minimum quantity of fuel that must be planned to be onboard the aircraft to allow the aircraft to depart with the required regulatory minimum to reach a Category A or B Airport.

Question 13

Trip fuel

Answer 13

The sum of the fuel required to depart from the expected departure runway, or the point of inflight replanning, to touchdown on the expected arrival runway.

In practical terms, this is the sum of Flight Fuel and Approach Fuel.

Question 14

Preflight fuel requirements

Answer 14

-Taxi Fuel
-Trip Fuel
-Contingency Fuel
-Required Additional Fuel
-Holding Fuel, when required (Note:This does not include Estimated Airborne Traffic Delays ERSA)
-Final Reserve Fuel
-Arrival Allowance (if planned in accordance with Reduced Alternate Weather Criteria) and
-Destination Alternate fuel, when required.

Note: The fuel policy allows for no Destination Alternate to be planned provided a DPA is shown on the OFP and the DPA fuel requirements are met.

Question 15

Contingency fuel

Answer 15

It shall not be less than 5% of the planned trip fuel from DPA to Destination.

-Where no DPA is planned Contingency Fuel shall not be less than 5% of planned Trip fuel

-capped at 1,000kg

-Notwithstanding the above, Contingency Fuel shall not be less than the amount required to fly for five minutes at holding speed at 1,500 ft above the Destination Airport in standard conditions.

Question 16

Destination Airport ETA Close to Curfew Commencement

Answer 16

When the Destination Airport ETA is within 15 minutes of the commencement of curfew restrictions then an alternate will be planned.

Additionally, if holding requirements, e.g. TEMPO, have been added to the Destination Airport ETA, and the resultant ETA is later than 15 minutes before the commencement of curfew restrictions, an alternate will be planned payload permitting. In this scenario the Holding Fuel will be in addition to the Alternate Fuel.

Note 1:
Australian estimated airborne traffic delay times contained in the ERSA are not considered requirements.

Question 17

Critical Point EDTO (CPE)

Answer 17

Preflight, the planned fuel must be sufficient to permit flight from the CPE to either of the nominated EDTO Alternates, with the following fuel requirements:

Trip fuel for the appropriate diversion profile to the EDTO Alternate (e.g. depressurised and/or engine out);

15 minutes Holding Fuel at 1,500 ft;

EDTO APU burn, if required; and

Additional Holding Fuel (weather holding only considered; ATC traffic holding fuel not considered).

Note:
30 minutes FRF is not applicable to the CPE calculation.

Question 18

Inflight Fuel Requirements

Answer 18

At all times, under normal circumstances, during the Inflight phase the fuel onboard shall not be less than sum total of the following amounts:

-Trip Fuel to proceed to a Category A or B Airport;
-Contingency Fuel;
-Final Reserve Fuel;
-Holding Fuel, when required; (Note:This does not include Estimated Airborne Traffic Delays ERSA)
-Arrival Allowance (if planned in accordance with Reduced Alternate Weather Criteria, as shown on the OFP);
-Fuel, if necessary, to meet other mandated fuel requirements, e.g. CDL/MEL requirements.

Question 19

Isolated Airport

Answer 19

When operating to a destination that is declared as an Isolated Airport the flight may proceed beyond DPA provided that:
-Normal inflight requirements are met with Holding Fuel of 90 minutes available in lieu of Diversion Fuel and other Holding Fuel; and
-The destination is forecast to remain above the applicable landing minima for the period from ETA until two hours after ETA.

Note: The 90 minutes holding fuel is in addition to the Final Reserve Fuel. The intent is that the aircraft will arrive at the destination with a total of two hours fuel available.

Question 20

Reduced Alternate Weather Criteria (RAWC)

Answer 20

When applying the Reduced Alternate Weather Criteria procedure inflight the PIC must ensure that sufficient fuel is planned to be not less than the following at DPA:
-Fuel to proceed from DPA to the destination and then the alternate;
-5% of the above, or 5 minutes holding at the destination, whichever is greater;
-Approach Fuel;
-Final Fuel Reserve;
-The greater of the Holding Fuel (ATC, Weather) required at the planned Destination or the Alternate Airport based on Reduced Alternate Weather Criteria;
-Arrival allowance (when carried).

Question 21

Default taxi fuel

Answer 21

190 kg at 15 kg/minute, including 25 kg for APU

Question 22

Fuel Tankering

Answer 22

A 1,000 kg pad on the Maximum Takeoff Weight (MTOW) should be applied when Fuel Tankering.
Note:
The above takeoff weight limit is to allow for ZFW variability. MTOW may be less than the structural limit – refer to the Performance Limitations Manual (e.g. performance limited). If fuel uplift to MTOW is operationally required, crew should uplift to MTOW minus 1,000 kg and keep the tanker attached. After the flight is closed contact load control for the final ZFW, and then uplift to MTOW.

A 1,300 kg pad on the Maximum landing Weight (MLW) should be applied when Fuel Tankering.

Question 23

AV2 Operations to New Zealand Airports

Answer 23

Preflight, if the destination does not have two separate useable runways for the aircraft type, sufficient fuel must be carried to enable enroute diversion fuel from Top of Descent to a SUITABLE Alternate. This Alternate will be nominated in the flight plan.

After fuel uplift, Inflight requirements apply.

Note 1:After commencing descent, if the Destination Airport runway becomes unavailable due to an emergency any available New Zealand airport, including Ohakea, may be used.

Note 2:Additional fuel should not be uplifted as part of the Preflight Fuel Order to cover advisory Traffic Hold at New Zealand airports unless insufficient fuel is available to meet Inflight fly-on requirements.

Two Engine Aircraft Takeoff Alternate requirements departing New Zealand:

One hour flying time in still air at the single engine cruise speed:400 kt.

Question 24

Severe Low Level Turbulence/Wind Shear – CAV 01/02

Answer 24

When severe low level turbulence or wind shear is forecast at the destination 700 kg of Planned Additional Fuel, payload permitting, will be planned when the ETA falls within the period 30 minutes before the forecast commencement time to 30 minutes after the forecast cessation. This Planned Additional Fuel facilitates a go-around for a second approach at the planned destination.

The Planned Additional Fuel is not required if Holding Fuel is planned to cover an INTER/TEMPO conditions, or Diversion Fuel is planned.

Note:Wind shear in Australia is forecast by an Airport Wind Shear Alert and outside of Australia by having WSxx/xxxxxKT on a TAF.

Question 25

Cairns – CAV 01/10

Answer 25

The Cairns Airport Authority regularly assesses the habitats in the vicinity which attract large concentrations of migratory birds and flying foxes. Once the hazard is identified, Cairns Airport routinely promulgate a hazard alert with the condition levels Severe – Moderate – Low, along with the number of birds observed in 10 minute time steps. These alerts will cease once the threat has diminished. For arriving aircraft, whenever the condition is reported Moderate or Severe, 30 minutes Planned Additional Fuel will be flight planned for the period of the threat, with a buffer of 30 minutes either side. This will allow for weather conditions which may cause the birds to vary their flying times. If Diversion or TEMPO/INTER Special Holding Fuel is planned for flights arriving during this hazard period then this threat is considered to be covered and the 30 minute holding will not be included.

Question 26

Sydney Arrivals Between 0500 & 0600 Local Time – CAV 01/98

Answer 26

For flights with a scheduled arrival time (STAB) between 0500 and 0600 local time and the forecast tailwind on runway 34L is greater than 5 kts, then Planned Additional fuel for holding till 0550 local time will be planned. It is assumed that the remaining 10 minutes can be managed enroute, plus the additional time required for the arrival procedure that the flight plan does not take into account. If a Destination Alternate is required for Sydney, then alternate fuel will be planned in addition to any required holding fuel as per this policy. Additionally, if Sydney is subject to INTER or TEMPO weather requirements, the holding to satisfy these requirements is additional to the fuel required to meet the 0550 planned ETA. Along with the application of gate holding, the flight plan planned Cost Index can be reduced to assist with delaying the ETA.