OM-B and OM-A Flight Planning

Question 1

How much fuel does the APU consume? (per minute)

Answer 1

2kg

Question 2

How much fuel is consumed with running engines / single engine during taxi? (per minute)

Answer 2

10 / 7 kg

Question 3

How much fuel is consumed in the holding (1500ft) ? (per minute)

Answer 3

40kg

Question 4

What is the additional fuel consumption for engine anti ice during CLB, CRZ and HOLD? (per minute)

Answer 4

1,1kg / 1,0kg / 2,0kg

Question 5

What is the additional fuel consumption for engine anti ice and wing anti ice during CLB, CRZ and HOLD? (per minute)

Answer 5

2,0kg / 2,0kg / 3,0kg

Question 6

What is the penalty of carriage of uneconomical fuel per hour? (in %)

Answer 6

3-4%

Question 7

Adequate alternates have to be available along the route. How far may they be away from the route? (in minutes) What are the conditions (aircraft, environmental)

Answer 7

60 minutes flight time
OEI cruise speed
ISA
still air

Question 8

Adequate alternates have to be available along the route. How far may they be away from the route? (in NM for A319, 320 and 321)

Answer 8

A319: 380NM
A320: 400NM
A321: 400NM

Question 9

What are the conditions for takeoff alternate planning? (aircraft, environmental) What is the maximum distance?

Answer 9

OEI
still air
ISA
overweight considered

max 320NM

Question 10

The OFP fuel planning shows taxi fuel. Is it calculated for taxi out only? Or for taxi out and taxi in?

Answer 10

Taxi out only

Question 11

The OFP fuel planning shows taxi fuel. Is it calculated for the planned takeoff runway? How is it calculated?

Answer 11

It’s not planned for a specific runway.

It’s based on historical data.

Question 12

The OFP fuel planning shows taxi fuel. May flightcrew reduce taxi fuel?

Answer 12

Yes, taxifuel may be reduced at pilot’s discretion.

Question 13

The OFP fuel planning shows trip fuel. Can you reduce it for an expected reduction in trip distance? How?

Answer 13

Yes, it can be reduced. 4kg per 1NM less.

Question 14

The OFP fuel planning shows trip fuel. Can you increase it for an expected increase in trip distance? How?

Answer 14

Yes, it can be increased. 5kg per 1NM more.

Question 15

May contingency fuel be used already on the ground?

Answer 15

Yes, it can be used after pushback / engine start.

Question 16

How is contingency calculated (with statistical data avail)?

Answer 16

It is the greater of CONT95 / CONT99 or

5 minutes of holding time at 1500ft overhead destination in ISA conditions

Question 17

How is contingency calculated (no statistical data avail)?

Answer 17

It is the greater of 5% of the trip fuel or

5 minutes of holding time at 1500ft overhead destination in ISA conditions

Question 18

How is reduced contingency calculated (statistical data avail)?

Answer 18

• It is the greater of CONT90 or
• 5 minutes of holding time at 1500ft overhead destination in ISA conditions or
• 190 (A319), 204 (A320ceo), 170(A320neu), 200(A321neo)

Question 19

How is reduced contingency calculated (no statistical data avail)? What is required to reduce contingency?

Answer 19

• It is the greater of 3% trip fuel or
• 5 minutes of holding time at 1500ft overhead destination in ISA conditions or
• 190 (A319), 204 (A320ceo), 170(A320neu), 200(A321neo)
• An enroute alternate is required

Question 20

What is covered by alternate fuel?

Answer 20

• a missed approach at destination
• CLB CRZ and DES to alternate
• approach at alternate

Question 21

If two alternates are planned? What is the fuel figure shown on the OFP?

Answer 21

It’s the fuel to the alternate which is requires more.

Question 22

How is final reserve fuel defined? What if no alternate is planned?

Answer 22

30 minutes holding over destination alternate
in 1500ft
ISA conditions
at the estimated weight

If no alternate is planned, the hold is calculated over destination.

Question 23

What is additional fuel used for? How is it calculated?

Answer 23

• It is used when no alternate is planned.
  In this case it’s 50% of the reserve fuel. (15 minutes hold)
• It is used for special considerations for engine out or loss of pressure at a critical point

Question 24

When should extra fuel be considered? Name some examples!

Answer 24

Only if the strong possibility exists that it will be used.

• TS forecast
• WX at minimums at destination
• freezing FG/RA/DZ
• snowfall
• ATC delays
• icing enroute

Question 25

What is the penalty of extra fuel carried? (in % per hour)

Answer 25

3% per hour

Question 26

What time frame is considered for the weather forecast suitability check of destination and alternate?

Answer 26

± 1 hour of ETA at that aerodrome

Question 27

What weather information is used for planning of the departure airport suitability?

Answer 27

Actual weather

Question 28

May CMV/RVR conversion be used at planning stage?

Answer 28

No.

Question 29

When is a takeoff alternate required? Which limitations must be considered?

Answer 29

When aircraft performance or weather preclude a return to destination. - OEI and MEL related limitations must be considered.

Question 30

When are two alternates required?

Answer 30

- If the WX forecast is below minimum for the expected approach at destination - if no WX data is available - if landing performance is not assured due to specific wind component / runway state

Question 31

For destination and enroute alternate planning, what approach minima can be used?

Answer 31

Approach minima one category lower than what is available. For CAT 2+3 / OTS CAT2 / LTS CAT1 = CAT 1 RVR For CAT 1 = NPA RVR/VIS and ceiling > MDH For APV = NPA minima For NPA = NPA RVR/VIS + 1000 and ceiling > MDH + 200 For circling = circling

Question 32

During planning phase (suitability check) a TAF indicates "FM" or "BECMG AT". When are weather minima applicable? How is wind considered?

Answer 32

Applicable at start of FM / BECMG AT for both improving and deteriorating conditions. Mean wind must be within minima. Gusts may be disregarded.

Question 33

During planning phase (suitability check) a TAF indicates "BECMG", "BECMG FM", "BECMG TL" or "BECMG FM TL". The conditions are deteriorating. When are weather minima applicable? How is wind considered?

Answer 33

Deteriorating conditions are considered at the start of time / time frame. Mean wind must be within minima. Gusts may be disregarded.

Question 34

During planning phase (suitability check) a TAF indicates "BECMG", "BECMG FM", "BECMG TL" or "BECMG FM TL". The conditions are improving. When are weather minima applicable? How is wind considered?

Answer 34

Improving conditions are considered at the end of time / time frame. Mean wind must be within minima. Gusts may be disregarded.

Question 35

During planning phase (suitability check) a TAF indicates "TEMPO", "TEMPO FM", "TEMPO TL" or "TEMPO FM TL". The conditions are deteriorating with SHRA and TS. When are weather minima applicable? How is wind considered?

Answer 35

Weather is not applicable. Wind and gusts may be disregarded, because this is a short lived condition.

Question 36

During planning phase (suitability check) a TAF indicates "TEMPO", "TEMPO FM", "TEMPO TL" or "TEMPO FM TL". The conditions are deteriorating with FOG. When are weather minima applicable? How is wind considered?

Answer 36

Weather is applicable, as it is persistent. Mean wind must be within minima. Gusts may be disregarded.

Question 37

During planning phase (suitability check) a TAF indicates "TEMPO", "TEMPO FM", "TEMPO TL" or "TEMPO FM TL". The conditions are improving. When are weather minima applicable? How is wind considered?

Answer 37

It should be disregarded.

Question 38

During planning phase (suitability check) a TAF indicates "PROB TEMPO". When are weather minima applicable? How is wind considered?

Answer 38

Deterioration may be disregarded. | Improvement should be disregarded including mean wind and gusts.