1.

An operator is scheduled to operate a commercial flight from EGBB to LCPH using a medium jet transport aeroplane. An en-route
alternate for contingency fuel has been nominated. Use the following extracts from an operational flight plan and calculate the minimum
required take-off fuel.

ROUTE DIST 1879 NM

AIR DIST 1766 NM
GREAT CIRCLE DIST 1805 NM
ESTIMATED FLIGHT TIME 4 HR 07 MIN
ESTIMATED FLIGHT TIME TO ALTERNATE 23 MIN
AVG W/V 320/034
AVG WC P029
AVG ISA DEV M002
AVG FUEL FLOW 3109 KG/H
HOLDING FUEL FLOW 2694 KG/H

2.
A twin-engine piston aeroplane is planned to fly a VFR flight between EGKB and EGNH. The estimated flight time is 1 hour 50 min and
the departure aerodrome has been nominated as destination alternate. There is no significant wind or temperature deviation. Using the
data below, what is the minimum block fuel required?

Taxi fuel: 8 l
Cruise fuel flow: 58 l/h
Holding fuel flow: 50 l/h
Fuel for departure and climb and go-around and climb: 30 l
Fuel for approach and landing: 14 l

3.
An operator is planning to operate a medium jet transport aeroplane using the reduced contingency fuel procedure. A suitable en-route
alternate for contingency fuel has been nominated. Using the data below, what is the minimum take-off fuel?

Flight time from departure airport to decision point: 5 hours 17 minutes.

Average fuel flow: 2969 kg/h
Final reserve fuel: 1320 kg

Destination 1:
Flight time from decision point: 1 hour 02 minutes
Flight time to alternate: 21 minutes

Destination 2:
Flight time from decision point: 37 minutes
Flight time to alternate: 18 minutes

4.
Below is an extract from the fuel breakdown for a flight from VOGO to EGCC with EDDM nominated as en-route alternate were some
information has been omitted. Using the information below what is the minimum block fuel required?

Average fuel flow: 5758 kg/h.

Fuel flow on the ground: 1500 kg/h.
Holding fuel flow: As for final reserve.
Fuel: Kg.
Time: HHMM.

FUEL ARPT FUEL TIME FUEL TIME

----------------------------------------------------------------------------------
TRIP EGCC ….. 1015 ..... ....
CONT EDDM ….. 0013 ..... ....
ALTN EGGP 2066 0021 ..... ....
FINRES 1046 0030 ..... ....
----------------------------------------------------------------------------------
MIN T/O FUEL ….. ….. ..... ....
TAXI VOGO ….. 0020
----------------------------------------------------------------------------------
MIN BLOCK FUEL VOGO …..
----------------------------------------------------------------------------------
ADDFU 0 0000 ..... ....
BLOCK FUEL ….. ….. ..... ....
EXTRA ..... .....
TOTAL FUEL EGNX ..... ..... ..... ....
----------------------------------------------------------------------------------
TANKERING RECOMMENDED: GAIN 122 USD/T
5.
An aeroplane is performing a commercial air transport flight. Regular fuel checks performed approximately every 30 min as required by
the operator. The flight follows the planned route and the flies at the mach number as planned. The fuel measurements are accurate
within +/- 20 kg and the fuel flow indicators show a constant 1340 kg/h per engine throughout.

Position ETO ATO Required fuel Actual fuel

PBD01 0518 0516 9925 kg 10170 kg
PBD02 0548 0546 8590 kg 8850 kg
PBD03 0630 0628 6721 kg 6930 kg
PBD04 0702 0700 5297 kg 5410 kg
PBD05 0738 0736 3695 kg 3700 kg
PBD05 + 10 min 0746 3225 kg 3080 kg

What is the reason for the creation of the position of PBD05 + 10 min?

a) The aeroplane has less fuel than required but the fuel flow is verified as correct enabling a reasonable conclusion that any
discrepancy is due to the wind being different to planned.

b) The fuel flow appear to be gradually increasing and one way of verifying this is to create a waypoint based on time and use the last
known fuel depletion rate to assess any trends.

c) The fuel flow appear to be gradually reducing and in order to verify a revised fuel flow of 2850 kg/h the new waypoint enables this and
a revised landing fuel may be calculated.

d) The fuel flow is confirmed to be different from the plan and therefore the fuel flow indicators are showing incorrect and the thrust can
be reduced to match the planned fuel flow.

6.
An aeroplane is performing a commercial air transport flight. Regular fuel checks performed as per SOP. What is the remaining
endurance at waypoint PBD05 + 10 min?

Position ETO ATO Required fuel Actual fuel

PBD01 0518 0516 9925 kg 10170 kg
PBD02 0548 0546 8590 kg 8850 kg
PBD03 0630 0628 6721 kg 6930 kg
PBD04 0702 0658 5297 kg 5410 kg
PBD05 0738 0734 3695 kg 3800 kg

7.
(For this question refer to ANNEX 1).

The aeroplane use the fuel in the following order:

The engines always feed from each individual inner tank (left engine from left tank and right engine from right tank).
The trim tank transfer all content to the inner tanks when the inner tanks have less than 4000 kg.
The outer tanks transfer all content to the inner tanks when the inner tanks have less than 3500 kg.

The fuel state of the aeroplane is as follows:

Trim tank: Full.
Outer tanks: Full.

During the flight, the trim tank transfer pump fail when the total fuel on board is 18620 kg. What is the remaining endurance if the
aeroplane fuel consumption is 96 kg/min?

8.
(For this question refer to ANNEX 1).

The aeroplane use the fuel in the following order:

The engines always feed from each individual inner tank (left engine from left tank and right engine from right tank).
When the inner tanks have 4000 kg fuel in them the trim tack transfer all it's content evenly between the two inner tanks.
When the inner tanks have less than 3500 kg the outer tanks transfer all their content into their respective inner tank via transfer valves.

During flight when the fuel quantity reach 12730 kg the left hand transfer valve between the left outer and inner tanks fail to open. What
is the remaining endurance for the right engine if the fuel flow is 5420 kg/h?

Useable fuel on the right side: 3500 kg + 2865 kg = 6365 kg

Endurance: 6365 kg / 5760 kg/h = 1 hours 06 min
9.
(For this question use ANNEX 2).

Fuel checks has been completed overhead positions TESGA and LAMSI. Using the data from these checks, what is the estimated
remaining fuel on board when arriving overhead position BABIT?

Time TESGA to LAMSI: 2413 – 2347 = 26 min

Fuel TESGA to LAMSI: 12.3 tonnes – 10.7 tonnes = 1.6 tonnes
Fuel flow: 1.6 tonnes / 26 min = 3.7 tonnes/h

Time LAMSI to BABIT: 0049 – 0013 = 36 min

Fuel LAMSI to BABIT: 3.7 tonnes/h x 36 min = 2.2 tonnes
Fuel overhead BABIT: 10.7 tonnes – 2.2 tonnes = 8.5 tonnes
ANNEX 1.
ANNEX 2.
1.
Trip fuel: 3109 kg/h x 4 hr 07 min = 12798.7 kg
Contingency: 12798.7 kg x 3 % = 384 kg
Alternate: 3109 kg/h x 23 min = 1191.8 kg
Final reserve: 2694 kg/h x 30 min = 1347 kg
Take-off fuel: 15721.5 kg (No decimal places required throughout)

2.
Taxi fuel: 8l
Departure: 30 l
Cruise fuel: 58 l/h x 1 h 50 min = 106.3 l
Approach: 14 l
Contingency: (30 l + 106.3 l + 14 l) x 5 % = 7.5 l (5 minutes of holding is less: 50 l/h x 5 min = 4.8 l)
Alternate fuel: 30 l + 106.3 l + 14 l = 150.3 l
Final reserve: 50 l/h x 45 min = 37.5 l
Block fuel: 353.6 l (No decimal places required throughout)

3.
Take-off fuel calculation for destination 1:
Trip fuel: 2969 kg/h x (5 hr 17 min + 1 hr 02 min) = 18754.2 kg
Contingency (from decision point): 2969 kg/h x 1 hr 02 min x 5 % = 153.4 kg
Alternate fuel: 2969 kg/h x 21 min = 1039.2 kg
Final reserve: 1320 kg
Take-off fuel: 21266.8 kg (No decimal places required throughout)

Take-off fuel calculation for destination 2:

Trip fuel: 2969 kg/h x (5 hr 17 min + 37 min) = 17517.1 kg
Contingency (from departure): 17517.1 kg x 3 % = 525.5 kg
Alternate fuel: 2969 kg/h x 18 min = 890.7 kg
Final reserve: 1320 kg
Take-off fuel: 20253.3 kg (Less than destination 1 fuel so not applicable)

4.
Trip fuel: 5758 kg/h x 10 h 15 min = 59019.5 kg
Contingency: 59019.5 kg x 3 % = 1770.6 kg
Alternate fuel: 2066 kg
Final reserve: 1046 kg
Taxi fuel: 1500 kg/h x 20 min = 500 kg
Block fuel: 64402.1 kg (No decimal places required throughout)

5.
Alternative b) is correct as the fuel flow suddenly appear to change based on the decreasing difference between planned and actual fuel
over PBD04 and PBD05. Over PBD04 the change was only small but over PBD05 the change was even greater and this triggered the
creation of PBD05 + 10 min fuel check point and this confirmed the trend.

6.
Fuel used PBD04 to PBD05: 5410 kg – 3800 kg = 1610 kg
Time to fly PBD04 to PBD05: 0734 – 0658 = 36 minutes
Fuel flow: (1610 kg / 36 min) x 60 min = 2683 kg/h
Endurance: 3800 kg / 2683 kg/h = 1 hour 25 min

7.
Useable fuel on board: 18620 kg – 4891 kg = 13729 kg
Fuel flow: 96 kg/min x 60 min/h = 5760 kg/h
Endurance: 13729 kg / 5760 kg/h = 2 hours 23 min

8.
Useable fuel on the right side: 3500 kg + 2865 kg = 6365 kg
Endurance: 6365 kg / 5760 kg/h = 1 hours 06 min
The right engine is not affected by the failure.

9.
Time TESGA to LAMSI: 2413 – 2347 = 26 min
Fuel TESGA to LAMSI: 12.3 tonnes – 10.7 tonnes = 1.6 tonnes
Fuel flow: 1.6 tonnes / 26 min = 3.7 tonnes/h

Time LAMSI to BABIT: 0049 – 0013 = 36 min

Fuel LAMSI to BABIT: 3.7 tonnes/h x 36 min = 2.2 tonnes
Fuel overhead BABIT: 10.7 tonnes – 2.2 tonnes = 8.5 tonnes