8		MRJT Additional Procedures

Procedures Additional MRJT 8

Fuel Tankering

CAP697 MJRT1 Figures 4.8.1 & 4.8.2

When the cost of fuel at the destination airfield is greater than that at the departure, the LRC or .74 Mach Fuel Tankering graphs may be used to determine if it is economical to carry fuel in excess of that required for the flight; a large percentage of this extra fuel can then be used for the return flight or another sector. These charts should only be used if the cruise altitude capability is not adversely affected by tankering.

To obtain the smaller, but potentially significant, percentage of the surplus fuel that will be burnt, due to the increased gross weight of the aircraft resulting from the tankered fuel, the entering values for each graph are:

•Trip distance NAUTICAL AIR MILES

•Cruise pressure altitude

•Landing weight (WITHOUT TANKERING)

The LRC example (Figure 4.8.1) shows that, for a trip of 1600 NAM at FL330 and 42 500 kg Landing Weight (Without Tankered Fuel), if excess fuel is carried 13.2% of it will be consumed as a fuel penalty, due to the aircraft’s higher gross weight.

For fuel tankering to be economical the fuel price at the destination must be greater than the break even fuel price. The Fuel Price Differential Graph (Figure 4.8.2) presents the Break Even Fuel Price Destination Airport for any Surplus Fuel Burn percentage and Fuel Price at Departure Airport; the fuel price is quoted as cents/US.gal.

Using the 13.2% Surplus Fuel Burn in the example and a Departure Airfield Fuel Price of 100 cents the Break Even Fuel Price Destination Airport is 116 cents.

Example 11

An aircraft is planned to fly a LRC at FL350, ISA -10°C, at an average gross cruise weight of 55 000 kg and a Landing Weight (Without Tankered Fuel) of 47 500 kg; the wind component is -30 kt and the trip distance 1600 NGM. Calculate:

a.

The % Surplus Fuel Burn.

..................%

b.The Break Even Fuel Price Destination Airport if the Fuel Price at Departure Airport is

75 cents/US.gal.

..................cents

Example 12

An aircraft is to fly a .74 Mach cruise at FL310, ISA +15°C with a Landing Weight (Without Tankered Fuel) of 40 000 kg. The sector distance is 1050 ngm, wind component +35 kt. Calculate:

a.

The % Surplus Fuel Burn.

....................%

b.The Break Even Fuel Price at Destination if the Fuel price at Departure is 85 cents/US.gal.....................cents

Answers to Examples 11 & 12 on page 121

120

Answers

8

Answers

Example 1

8100 × 1.005

=

8140 kg

Example 2

8600 × 1.005

=

8643 kg

Example 3

5500 × 1.20

=

6600 kg

Example 4

5800 × 1.18

=

6844 kg

Example 5

Speed M/

Div. Wt.

120 min

135 min

150 min

180 min

KIAS

1000 kg

8

.70/280

45

878

1167

Answers

.74/290

55

766

952

.74/310

70

744

834

1103

.74/330

38

908

1007

1205

LRC

60

744

1100

Example 6

7300 kg

2.95 h / 2 h 57 min

Example 7

2800 kg

1.05 h / 1 h 03 min

Example 8

a. 7600 × 1.005 × 1.2

=

9166 kg

b. 7900 × 1.005 × 1.18

=

9369 kg

c. 5400 kg

2.4 h

2 h 24 min

Example 9

7100 kg

2h 24 min

Example 10

10 300 kg

2h 48 min

Example 11

16.8%

90 cents

Example 12

6.2%

92 cents

In Examples 11 & 12 the NAM for the graphs must be calculated from the formula using NGM, GS and TAS. The TAS comes from the Integrated Cruise pages for LRC at FL350 and .74 Mach at FL310. Remember to correct the TAS for ISA Deviation in each case before working out the NAM.

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8		MRJT Additional Procedures

Procedures Additional MRJT 8

Computer Flight Plans - Introduction

The majority of airlines use computer flight planning, either their own systems or those provided, for example, by SITA or Jeppesen. The following is representative of the type of information programmed into a computer database:

Co-ordinates and identification of all likely navigation beacons, waypoints and airfields. Meteorological data, which is automatically loaded from a main International Met. Office (e.g. Bracknell).

The airline’s standard routes.

ATC routes, airways, SIDS and STARS, and the twice daily North Atlantic Tracks which are automatically loaded.

The operator’s fuel management data and policy.

The structural limits and performance details of all the aircraft types operated.

Airfield dimensions and meteorological information in order that the regulated take-off and landing performance data can be calculated.

The operator’s preferred alternate airfield data.

The operator’s fuel costing policy.

The operator’s preferred aircraft operating method. For example: Long Range Cruise, High Speed Cruise, Cruise Climb, Constant Mach No.

Most computer systems require the minimum basic information to provide a flight plan:

Examples of required information:

Aircraft type	Block time
Departure and	Destination.
Cruise mode	Traffic load required

However great care must be taken to ensure that the correct information is loaded. Remember-

“garbage in, garbage out”.

Figure 8.3 shows a printout of a trip from Gatwick (EGKK) to Frankfurt (EDDF).

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MRJT Additional Procedures		8

Line
1 PLAN 6340		EGKK TO EDDF 757B M80/F 09/30/92
2 NONSTOP COMPUTED 1145Z				FOR ETD 1830Z PROGS 30000Z KGS
3		FUEL	TIME	DIST	ARRIVE	TAKEOFF	LAND	AV PLD
OPNLWT
4 POA	EDDF	003091	00/55	0362	1925Z	077390	074299	012500
058638
5 ALT	EDDL	001485 00/24 0101 1949Z COMP M015
6 HLD	001521	00/30
7 CON	000155	00/03
8 REQ	006252	01/52
9 XTR	000000	00/00
10 TOT	006252	01/52
11 EGKK DVR6M DVR UG1 NTM NTM1A EDDF
12 WIND P029 MXSH 5/KOK TEMPO P01 NAM 0337
13 FL 370
14 LRC FL370 003091 00/56
15 LRC FL330 003180 00/57
16 LRC FL410 003111 00/55
17 EGKK ELEV 00202FT
18 AWY WPT MTR DFT ZD ZT ETA ATA CT WIND COMP GRS DSTR REM
19 MSA FRQ
20 DVR6M DVR 092 .. 068 0/11 .. .. 0/11 .... ... . ...						0294
21 023 114.95
22 UG1 TOC 097 .. 014 0/02				02809 0046
23 023
24 UG1	KONAN 097 L01 010 0/01 .. .. 0/14 27045 P045 502 0270 0045

25023

26UG1 KOK 097 L01 025 0/03 .. .. 0/17 26041 P040 497 0245 0043

27023 114.5

28UG1 REMBA 108 L02 090 0/11 .. .. 0/28 27030 P028 488 0155 0038

29026

30UG1 NUVIL 109 L01 024 0/03 .. .. 0/31 27025 P024 485 0131 0036

31034

32UG1 SPI 110 L01 004 0/01 .. .. 0/32 27025 P024 485 0127 0036

33034

34UG1 LARED 131 L02 009 0/01 .. .. 0/33 28025 P020 481 0118 0036

35034

36UG1 TOD 131 L03 007 0/01 .. .. 0/34 28025 P021 481 0111 0035

37043

38 UG1 NTM 131 .. 030 0/06 .. ..	0/40 ...	.. ..	0081 ...
39 043 ..
40 NTM1A EDDF 089 .. 081 0/16	.. .. 0/55 .... ..	.. 000 0 0032

41043

42ELEV 00364FT

43EGKK N51089W000113 DVR N51097E001217 KONAN N51078E002000

44KOK N51057E002392 REMBA N50398E004549 NUVIL N50322E005315

45SPI N50309E005375 LARED N50252E005480 NTM N50010E006320

46EDDF N50021E008343

47FIRS EBUR/0014 EDDU/0036

48(FPL-JD105-IN)

49-B757/M-SXI/C

50-EGKK1830

51-N0457F370 DVR6M DVR UG1 NTM NTM1A

52-EDDF0055 EDDL

53-EET/EBUR0014 EDDU0036

54REG/GBDKC SEL/JDHC

55E/0152 P/121 R/V S/M J/L D/6 150C YELLOW

56A/WHITE BLUE

Figure 8.3 Computer flight plan - Gatwick to Frankfurt

MRJT Additional Procedures 8

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Procedures Additional MRJT 8

8	MRJT Additional Procedures

Line 1	Departure, Gatwick (EGKK) and Destination, Frankfurt (EDDF); aircraft type;
	cruise at Mach 0.8; IFR and date - month/day/year.
Line 2	Computation time; Expected Time of Departure; based upon meteorological
	forecast midnight 30th September; weights in kilograms.
Line 3	AV PLD = available payload; OPLN WT = operational weight.
Line 4	POA = point of arrival, EDDF/Frankfurt; 3091 kg of route fuel; 55 minutes
	flight time; 362 nm route distance; expected arrival time 1925Z; take-off
	weight 77 390 kg; landing weight 74 299 kg; operational weight (weight less
	fuel and payload) 58 638 kg.
Line 5	ALT = alternate airfield EDDL/Dusseldorf; 1485 kg diversion fuel; 24 =min
	diversion time; expected arrival time 1949Z; diversion wind component 15 kt
	head(minus).
Lines 6 to 10	These state the fuel and time for: HLD = holding fuel, 1521 kg.
	CON = contingency fuel, 155 kg (5% of 3091 kg).
	REQ = fuel required, less taxi and start up, for the route, 6252 kg. XTR =
	extra fuel if required.
	TOT = total fuel on board and equivalent time (time to empty tanks)
Line 11	Route summary: The Dover6M Standard Instrument Departure(SID) to Dover
	(DVR) VOR, routing UG1 to Nattenheim (NTM) VOR, the Nattenheim1A
	Standard Arrival Route (STAR) to EDDF.
Line 12	The average wind component for the route is 29 kt tail(plus). MXSH =
	maximum windshear (increase in speed) of 5 kt/1000 ft at the KOK VOR.
	This strength of windshear indicates that clear air turbulence (TURB) is a
	possibility and a climb to a higher level could produce better fuel economy - a
	higher ground speed and a lower fuel flow.The average temperature is -1°C.
	NAM = nautical air mile distance 337 NM.
	362 NGM -	29 × 55	= 335 NAM
		60
Line 13	A Pressure Altitude of 37 000 ft, FL370, chosen for the flight.
Lines 14 to 16	An analysis of the long range cruise fuel and flight times for FL370, 330 and
	410.
Line 17	Elevation of Gatwick (EGKK) airfield, 202 ft.
Line 18	Column headings: AWY = airway designator; WPT = navigation waypoint
	and its identifier; MTR = magnetic track; DFT = drift; ZD = zone, leg or
	sector distance; ZT = zone, leg or sector elapsed time in h/min.; ETA and
	ATA (estimated and actual time of arrival) logged when airborne; CT = the
	accumulative flight time; WIND = wind velocity as a five figure group 27 =
	270°(T), 045 = 45 kt.; COMP = wind component; GRS = ground speed; DSTR =
	total distance remaining; REM = kg of fuel remaining.
Line 19	MSA = zone, leg or sector minimum safe altitude; FRQ = the radio frequency
	of the navigational beacon at the waypoint.
Line 22/36	TOC = top of climb; TOD = top of descent.
Line 42	Elevation, 364 ft, of Frankfurt.
Lines 43 to 46	Waypoint co-ordinates for entry into Flight Management Computers, if
	required.
Line 47	Accumulative elapsed times, from take-off, to the Brussels and Rhein Flight
	Information Region (FIR) boundaries.

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MRJT Additional Procedures		8

Lines 48 to 55 This is the computerized version of the ATC Flight Plan (CA48), which is usually acceptable to ATC:

Aircraft identification is JD105 for a Non-scheduled, N, IFR flight, I.

Type of aircraft is a Boeing 757, medium, M, wake turbulence and carrying Standard navigation and communication equipment, S, plus equipment, X, to fly in Minimum Navigation Performance Specification airspace and an Inertial Navigation System, I. C indicates a Secondary Surveillance Radar with an altitude transmitting capability. EGKK is the departure airfield with an offblocks time of 1830UTC.

The first cruising level, F, is FL370 at a cruising speed, N, of 457 kt TAS, routing via the Dover6M SID to DVR. From DVR to the NTM VOR along UG1 airway, thence via the Nattenheim1A STAR to EDDF.

The Total Estimated Elapsed flight time is 55 minutes with EDDL as the alternate airfield.

The Estimated Elapsed Times, from take-off, to the Brussels and Rhein FIRs are 14 and 36 minutes.

The aircraft registration is GBDKC and its SELCAL code JDHC.

The following details are not transmitted unless the aircraft becomes overdue:

The total fuel endurance is 1 h 52 min. The POB (Persons On Board) is 121. The aircraft is equipped with a separate emergency VHF radio and maritime, M, survival equipment. The life jackets are fitted with a seawater activated light.

The aircraft carries six dinghies, D, with a total capacity of 150; 25 people per dinghy.

Each dinghy has a yellow cover, C.

The aircraft colour and markings are white and blue. (See Chapter 12 for CA48).

MRJT Additional Procedures 8

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8		MRJT Additional Procedures

Procedures Additional MRJT 8

Computer Flight Plans - Checking Accuracy

Never assume that computer plans are correct invariably; errors can, and do, occur; particularly if the wrong information has been loaded into the computer. Check the information to see if it is sensible. Experienced pilots, who fly regularly a series of routes soon become familiar with route patterns, their seasonal fuels, times and distances, and can quickly spot a duff computer plan. Check that:

•It is up to date and using the latest forecasts

•The fuel amounts and flight times make sense for the time of year

•The track directions and distances are sensible

•The wind velocities and average wind component tally with the meteorological forecast

•The alternates chosen are acceptable

•The method of cruise control is appropriate

If the route is a new one, or one rarely flown, then refer to the aircraft’s Simplified Fuel Planning Data to verify the computerized plan or use agreed “Rules of Thumb” based upon average fuel flows and cruise TAS/ground speeds.

126