FAA-qualified instructors at Momentum Flight Training invite you to keep reading as we walk you through the most vital aspects of fuel planning so you can gain the confidence needed to ensure everything goes smoothly when your knowledge is tested by a regional airline employer.
What Is Fuel Planning?
The concept describes the activity of calculating the total fuel amount required to reach the destination safely. It typically includes ballast fuel, contingency fuel, trip fuel, alternate fuel, taxi fuel, and final reserve fuel.
Trip fuel refers to the fuel needed to get from the point of departure to the point of the destination, including cruise flight, takeoff, descent, climb, approach, and touchdown at the arrival destination.
Meanwhile, contingency fuel comprises the amount that accounts for ATM-related additional movements, bad weather, and other flight-level variation. Here's a refresher on some of the many other components of effective fuel planning.
Alternate fuel
Pilots must file for an alternate aerodrome before flying the plane. The legal IFR filing requirement guarantees there would be adequate fuel to reach another airport in the event that landing at the originally intended destination becomes impossible. So alternate fuel refers to the amounts a pilot will need from the missed approach point at the destination airport until the landing at an alternative one.
Many factors must be considered when planning alternate fuel, including the time of the missed approach at the initially destined aerodrome, approach at alternate, landing at the alternate airport, climb to en route cruise, altitude and descent at the alternate airfield, and an additional 45 minutes at standard cruising speed.
Frequently the corresponding authority will require two alternates. The fuel must be planned to guarantee a reach to the farthest alternate in this case. While alternate airports are usually filed in advance, sometimes pilots have to divert flights according to specific situations. The plan can alter as safety takes priority rather than sticking to the initially filed plan.
Taxi Fuel
An airliner consumes fuel at almost all stages of the flight, including taxiing at the aerodrome. This means the planning must account for more than just the time in the air. Taxi fuel, therefore, refers to the amount required after landing and before takeoff.
It usually includes fuel from pre-start APU consumption, engine start, and then the taxiing as well. Typically, it's planned as a fixed quantity against an average taxi time. Aspects other than the taxi time at the airport must also be considered. Anticipated deicing or other ground delays must also be adjusted to taxi fuel accordingly.
Zero Weight AndBallast Fuel
An aircraft's stability while in the skies is critical when it comes to safety. It's essential to keep the gravity within limits. It can be achieved by a fuel amount known as ballast fuel. This refers to the amount that isn't used at any stage of the flight. It's stored for emergency circumstances.
Moreover, there are some types of aviators where zero fuel weight above the defined threshold necessitates a minimum fuel amount to be carried in the wings across all phases of flight. This helps prevent wings from bending excessively.
Extra and Final Reserve Fuel
There's no such thing as too much fuel, as far as safety is concerned. Most flight instructors and pilots believe leaving fuel on the ground can be useless. So it's often added at the dispatcher or captain's discretion. Pilots can ask for extra fuel beyond the minimum amount required legally if deemed vital, given the potential variables and scenarios for a planned flight.
Additionally, final reserve fuel refers to the amount some authorities require by law. It's the minimum fuel required to fly for 30 to 45 minutes at 1500 feet above the alternate airport. And if the alternate aerodrome isn't required, then above the destination airport at holding speed as per ISA conditions.
Fuel Planning Tips for Pilots
#1- Avoid Using Simple En Route Distance/ Time for Alternate Fuel Planning
Pilots need adequate fuel to go from the departure to the alternate and 30 to 45 additional minutes thereafter at normal cruise speed. Adding approach at the alternate and time for the climb can prevent you from finding yourself in any sudden uncomfortable situations.
#2- Holding
Whether it's unexpected poor weather, traffic delays, or unexpected troubleshooting of an abnormal indication, the holding has a significant impact on the overall flight. When you enter holding, contemplate how long you plan to hold while still making it to the destination safely.
Starting diversion earlier is better than sitting in holding while low on fuel. Adding some extra fuel for holding before taking off is a good practice, especially when flying into airports known for poor weather or busy traffic conditions.
#3- Always Call Ahead
When flying into any unfamiliar aerodrome, especially ones without a Fixed-base operator, always call the airport regarding fuel availability before taking off. You shouldn't have to land at an airport with a broken pump or no fuel supply, forcing you to get stuck there.
#4- Pay Attention to Wind Forecasts
Wind forecasts have gotten much more accurate with the advent of technology. However, it doesn't mean they will always be perfect. Check the actual versus planned groundspeed when you reach the cruise altitude.
Pick an early fuel stop if it's significantly lower than planned when the winds continue to stay above the projected conditions. It's especially important when flying across frontal systems because winds can change drastically within a few miles.
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