The quantity of fuel which is calculated to be necessary for a jet aeroplane to fly IFR from departure aerodrome to the destination aerodrome is 5352 kg Fuel consumption ?
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Using the Power Setting Table for the single engine aeroplane determine the manifold pressure and fuel flow lbs/hr with full throttle and cruise lean mixture in the following conditions OAT ?
Given the following Head wind component 50 ktTemperature ISA +10°CBrake release mass 65000 kgTrip fuel available 18000 kgWhat is the maximum possible trip distance 2363 ?
The fuel burn off 200 kg/h with a relative fuel density of 0 8 if relative density 0 75 fuel burn will be 22 4 in hg 69 3 lbs/hr. volume changes mass consumption will not change if they ask 'litre/hour' instead of 'kg/h' then fuel burn will be 235 l/h. 
The trip fuel a jet aeroplane to fly from departure aerodrome to destination aerodrome 5 350 kg fuel consumption in holding mode 6 000 kg/h the quantity of fuel which needed to carry out one go around and land on alternate airfield 4 380 kg the destination aerodrome has a single runway what the minimum quantity of fuel which should be on board at take off 22 4 in hg 69 3 lbs/hr. minimum quantity of fuel at take off = trip fuel + alternate + contingency + 30 min final reserve (jet aircraft) trip fuel = 5350 kg alternate = 4380 kg contingency = the greater of 5% of trip or 5 min holding at 1500 ft 5% of trip = 5% x 5350 = 267 kg 5 min holding at 1500 ft = 6000 x 5/60 = 500 kg 30 min final reserve = 6000 /2 = 3000 kg minimum quantity of fuel at take off = 5350 + 4380 + 500 + 3000 = 13230 kg. 
Given fl 75 oat +10°c lean mixture 2300 rpm find fuel flow in gallons per hour gph and tas 2461 6 gph tas 6 kt. at fl75 in standard atmosphere isa is 15°c (2°c x 7 5) = 0°c oat +10°c thus we are at isa +10°c no need long interpolations fuel flow around 11 4 to 12 gph tas between 158 to 160 kt . 
A public transport aeroplane with reciprocating engines final reserve should be Fuel to fly 45 minutes. Eu ops 1 255 fuel policy (c) an operator shall ensure that pre flight calculation of usable fuel required a flight includes 1 taxi fuel and 2 trip fuel and 3 reserve fuel consisting of (i) contingency fuel (see eu ops 1 192) and (ii) alternate fuel if a destination alternate aerodrome required (this does not preclude selection of departure aerodrome as destination alternate aerodrome) and (iii) final reserve fuel (see appendix 1 to ops 1 255 below) and (iv) additional fuel if required the type of operation (e g etops) and 4 extra fuel if required the commander appendix 1 to eu ops 1 255 final reserve fuel which shall be (a) aeroplanes with reciprocating engines fuel to fly 45 minutes or (b) aeroplanes with turbine engines fuel to fly 30 minutes at holding speed at 1 500 ft (450 m) above aerodrome elevation in standard conditions calculated with estimated mass on arrival at destination alternate aerodrome or destination aerodrome when no destination alternate aerodrome required. Question 87-8
Assuming following data ground distance to be covered 1 500 nmcruise flight level fl 310cruising speed mach 0 82 true airspeed 470 kthead wind component 40 ktplanned destination landing mass 140 000 kgtemperature isa +15°ccg 37%total anti ice on pack flow hifuel consumption such a flight 2462 Fuel to fly 45 minutes. proceed like this 1500 nm / (470kt 40kt) = 3 49 h 3 49 x 470 = 1640 nam on table to find corresponding value 1640 nam you have to interpolate between line 1600 1700 nam ((22221 20955)/10)x4 = 506 kg 20955 + 506 = 21461 kg you must add +1% pack flow high and you have to add +7% total anti ice on it means 8% of 21461 = 1717 kg 21461 + 1717 = 23178 kg we are on isa+15 condition each degree above isa temperature apply fuel correction 0 010 x 15 x 1640 = 246 kg 23178 + 246 = 23424 kg. Question 87-9
For a flight of 2400 ground nautical miles following apply tail wind 25 kttemperature isa 10°cbrake release mass 66000 kgthe a trip fuel and b trip time respectively are 2463 (a) 4 kg (b) 5h 35 min. . Question 87-10
Given brake release mass 58 000 kgtemperature isa +15the fuel required to climb from an aerodrome at elevation 4000 ft to fl300 1515 (a) 4 kg (b) 5h 35 min. you have to decrease fuel 100 kg as prescribe in fuel adjustment table. Question 87-11
The flight crew of a turbojet aeroplane prepares a flight using following data flight level fl 370 at 'long range' lr cruise regime mass at brake release 212 800 kg flight leg ground distance 2 500 nm temperatures isa cg 37% headwind component 30 kt 'total anti ice' set on 'on' the entire flight no requested climb and descent correction of fuel consumptionthe fuel consumption from take off to landing err _a_033 99 (a) 4 kg (b) 5h 35 min. nam = ngm x (tas/gs) nam = 2500 x (470/440) nam = 2670 nam 212 800 kg corresponding to 8083 nam in table img /com_en/com033 99 jpg 8083 2670 = 5413 nam 5413 nam corresponding to 180 329 kg in table fuel = 212 800 180 329 = 32 471 kg fuel consumption with total anti ice 0n = 32 471 x 1 06 = 34 419 kg renfernandes i still did not understand what do values on top of columns (0 2 4 in this case 8) mean i couldn't choose a column unless i knew what they mean thanks! mass at brake release 212 800 kg ==> 212 ton + 0 8 ton if mass at brake release was 213 600 kg ==> 212 ton + 1 6 ton miguel would you be so kind to explain why 5413 are exactly 180 329 kg? because i'm trying to calculate it via interpolation but i cannot find a successful result thank you 180400 180200 = 200 kg 5419 5402 = 17 nam 17 nam 200 kg 1 nam = 11 8 kg 5419 5413 = 6 nam 6 x 11 8 kg = 71 kg 180400 71 = 180329 kg. Question 87-12
The purpose of decision point procedure To reduce minimum required fuel therefore be able to increase traffic load. reduced contingency fuel (rcf) procedure (decision point procedure) this a technique increasing traffic load reducing minimum fuel required you reduce contingency figures using it only from decision point to destination if an operator's fuel policy includes pre flight planning to a destination 1 aerodrome (commercial destination) with a reduced contingency fuel procedure using a decision point along route a destination 2 aerodrome (optional refuel destination) amount of usable fuel on board departure shall be greater of 2 1 or 2 2 below 2 1 sum of (a) taxi fuel and (b) trip fuel to destination 1 aerodrome via decision point and (c) contingency fuel equal to not less than 5% of estimated fuel consumption from decision point to destination 1 aerodrome and (d) alternate fuel or no alternate fuel if decision point at less than six hours from destination 1 aerodrome are fulfilled and (e) final reserve fuel and (f) additional fuel and (g) extra fuel if required the commander 2 2 the sum of (a) taxi fuel and (b) trip fuel to destination 2 aerodrome via decision point and (c) contingency fuel from departure aerodrome to destination 2 aerodrome and (d) alternate fuel if a destination 2 alternate aerodrome required and (e) final reserve fuel and (f) additional fuel and (g) extra fuel if required the commander. Question 87-13
At reference or see flight planning manual mrjt 1 figure 4 7 2for purpose of planning an extended range flight it required that with a start of diversion mass of 55000kg a diversion of 600 nautical miles should be achieved in 90 minutes using above table only listed cruise technique to meet that requirement err _a_033 120 To reduce minimum required fuel therefore be able to increase traffic load. img /com_en/com033 120 jpg . Question 87-14
Using power setting table the single engine aeroplane determine cruise tas and fuel flow lbs/h with full throttle and cruise lean mixture in following conditions oat 3°c pressure altitude 6000 ft power 21 in/hg / 2100 rpm 2155 To reduce minimum required fuel therefore be able to increase traffic load. first step search isa temperature oat +3°c isa at 6000 ft = 15°c (2 x 6) = +3°c we are in standard condition (isa) for standard day (isa) ktas the same 134 kt step two search fuel flow for standard condition (isa) fuel flow 55 7 pph (pound per hour or lbs/h). Question 87-15
For turbojet engine driven aeroplane given taxi fuel 600 kgfuel flow cruise 10 000 kg/hfuel flow holding 8 000 kg/halternate fuel 10 200 kgplanned flight time to destination 6 hforecast visibility at destination 2000 mthe minimum ramp fuel required To reduce minimum required fuel therefore be able to increase traffic load. fuel flow cruise 6h x 10000 kg = 60000 kg contingency fuel 5% x 60000 = 3000 kg taxi fuel 600 kg alternate fuel 10200 kg 30 minutes fuel holding at 8000kg/h = 4000 kg total = 60000 + 3000 + 600 + 10200 + 4000 total = 77800 kg. Question 87-16
The following apply temperature isa +15°cbrake release mass 62000 kgtrip time 5h 20 min what the trip fuel 2180 To reduce minimum required fuel therefore be able to increase traffic load. enter graph at 5 33 (5h20). Question 87-17
At reference or see flight planning manual mrjt 1 figure 4 3 1c for a flight of 2800 ground nautical miles following apply head wind component 15 kttemperature isa + 15°ccruise altitude 35000 ftlanding mass 50000 kgthe a trip fuel and b trip time respectively are err _a_033 146 (a) 76 kg (b) 6 hr 5 min. first set red lines on graph img /com_en/com033 146 jpg reach ref lines first after join red lines above landing mass (on right part of graph) you have to use dashed line (it for high pressure alitude flights). Question 87-18
At reference or see flight planning manual mrjt 1 figure 4 3 5 for a flight of 3500 ground nautical miles following apply tail wind component 50 kttemperature isa +10°cbrake release mass 65000kgthe a trip fuel and b trip time respectively are err _a_033 150 (a) 8 kg (b) 7hr 2 min. img /com_en/com033 150 jpg you always need to go first to ref line then apply condition (mass temperature wind). Question 87-19
Mark correct statement if a decision point procedure applied flight planning The trip fuel to destination aerodrome to be calculated via decision point. the decision point procedure permits aircraft to carry less contingency fuel than in standard case operators select a point called decision point along planned route at this point pilot has two possibilities reach a suitable proximate diversion airport taking into account maximum landing weight limitation continue flight to destination airport when remaining fuel sufficient. Question 87-20
An aeroplane has following masses estimated landing weight 50 000 kgtrip fuel 4 300 kgcontingency fuel 215 kgalternate fuel final reserve included 2 100kgtaxi 500 kgblock fuel 7 115 kg before departure captain orders to make block fuel 9 000 kg the trip fuel in operational flight plan should read The trip fuel to destination aerodrome to be calculated via decision point. trip fuel trip fuel! in operational flight plan trip fuel 4300 kg. Question 87-21
In a flight plan when destination aerodrome a and alternate aerodrome b final reserve fuel a turbojet engine aeroplane corresponds to 3 minutes holding 5 feet above aerodrome b. trip fuel trip fuel! in operational flight plan trip fuel 4300 kg. Question 87-22
A jet aeroplane has a cruising fuel consumption of 4060 kg/h and 3690 kg/h during holding if destination an isolated airfield aeroplane must carry in addition to contingency reserves additional fuel of 3 minutes holding 5 feet above aerodrome b. isolated aerodrome if acceptable to authority destination aerodrome can be considered as an isolated aerodrome if fuel required (diversion plus final) to nearest adequate destination alternate aerodrome more than for aeroplanes with reciprocating engines fuel to fly 45 minutes plus 15 % of flight time planned to be spent at cruising level or two hours whichever less or for aeroplanes with turbine engines fuel to fly two hours at normal cruise consumption above destination aerodrome including final reserve fuel 2 x 4060 kg = 8120 kg. Question 87-23
Given fuel density = 0 78 kg/l dry operating mass = 33500 kg traffic load = 10 600 kg maximum allowable take off mass = 66200 kg taxi fuel = 200 kg tank capacity = 22 500 litresthe maximum possible take off fuel 3 minutes holding 5 feet above aerodrome b. 22500 x 0 78 = 17550 kg minus 200 kg taxi we obtain 17350 kg we also need to check if our maximum allowable take off mass not exceeded mtow > dry operating mass + traffic load + fuel mtow > 33500 + 10600 + 17550 mtow > 61650 kg that's ok maximum possible take off fuel 17350 kg. Question 87-24
Planning an ifr flight from paris to london the twin jet aeroplane estimated take off mass tom 52000 kgairport elevation 387 ftfl 280w/v 280°/40 ktisa deviation 10°caverage true course 340° find fuel to top of climb toc 2228 3 minutes holding 5 feet above aerodrome b. wind has influence on ground distance but not on time to reach top of climb (11 min) or fuel flow. Question 87-25
Provided that flight conditions on leg gamma to delta remain unchanged and fuel consumption remains unchanged what fuel remaining should be expected at waypoint delta 2244 3 minutes holding 5 feet above aerodrome b. actual flight time between beta gamma 35 minutes actual fuel used 5285 4970 = 315 kg fuel flow from beta to gamma 315 / 35 = 9 kg/min fuel used from gamma to delta 55 min x 9 kg = 495 kg on arrival overhead delta fuel on board will be 4970 495 = 4475 kg. Question 87-26
The required time final reserve fuel turbojet aeroplane 3 minutes holding 5 feet above aerodrome b. an operator shall ensure that pre flight calculation of usable fuel required a flight includes 1 taxi fuel and 2 trip fuel and 3 reserve fuel consisting of (i) contingency fuel and (ii) alternate fuel if a destination alternate aerodrome required (this does not preclude selection of departure aerodrome as destination alternate aerodrome) and (iii) final reserve fuel (see appendix below) and (iv) additional fuel if required the type of operation (e g etops) and 4 extra fuel if required the commander appendix final reserve fuel which shall be (a) aeroplanes with reciprocating engines fuel to fly 45 minutes or (b) for aeroplanes with turbine engines fuel to fly 30 minutes at holding speed at 1 500 ft (450 m) above aerodrome elevation in standard conditions calculated with estimated mass on arrival at destination alternate aerodrome or destination aerodrome when no destination alternate aerodrome required. Question 87-27
A flight has to be made with a single engine aeroplane for fuel calculation allow 10 lbs fuel start up and taxi3 minutes and 6 lbs of additional fuel to allow the climb10 minutes and no fuel correction the descent planned flight time overhead to overhead 02 hours and 37 minutes reserve fuel 30% of trip fuel power setting 23 in hg or full throttle 2300 rpm 20°c lean flight level 50 and and standard day isa the minimum block fuel 2268 3 minutes holding 5 feet above aerodrome b. total flight time 2h37 + 3 min + 10 min = 2h50 (2 83h) fuel comsumption at fl50 (isa) is (69 4+71 7)/2 = 70 55 pph 2 83h x 70 55 = 200 pph 200 + 6 lbs the climb + (reserve fuel 30% of 200) + 10 taxi = 276 lbs. Question 87-28
See flight planning manual mrjt 1 figure 4 5 2 and 4 5 3 1given distance c d 3200 nmlong range cruise at fl 340temperature deviation from isa +12°ctailwind component 50 ktgross mass at c 55 000 kgthe fuel required from c d err _a_033 298 3 minutes holding 5 feet above aerodrome b. For 55000 kg we have a tas of 431 kt temperature isa +12 we have to increase tas 1 kt per degrees above isa so tas = 431 + 12 = 443 kt nam = ground distance x (tas/gs) nam = 3200 x (443/493) = 2875 nam at line 55000 cruise distance nautical air miles 4151 nautique air miles substract 2875 you find 1276 nam what the mass 1276 nm img /com_en/com033 298 jpg we find 40600 kg (this our end mass) 55000 40600 = 14400 kg last step we have to increase fuel required 0 6 percent per 10 degrees above isa 14400 x 0 6% = 14486 kg see section 5 4 2 method on caa cap697 flight planning manual that kind of questions. Question 87-29
At reference or see flight planning manual mrjt 1 figure 4 5 4planning an ifr flight from paris to london the twin jet aeroplane given estimated landing mass 49700 kgfl 280w/v 280°/40 ktaverage true course 320°procedure descent 74 m/250 kiasthe fuel consumption from top of descent to london elevation 80 ft err _a_033 317 3 minutes holding 5 feet above aerodrome b. img /com_en/com033 317 jpg no need calculation our fuel consumption will be between 270 kg 275 kg wind has influence on ground distance but not on descent time (19 min) or fuel flow. Question 87-30
At reference or see flight planning manual mrjt 1 paragraph 2 1 and figure 4 1given long range cruisecruise mass 53000 kgfl 310find fuel mileage penalty fmp the twin jet aeroplane with regard to given flight level err _a_033 324 3 minutes holding 5 feet above aerodrome b. img /com_en/com033 324 jpg . Question 87-31
The final reserve fuel aeroplanes with turbine engines Fuel to fly 3 minutes at holding speed at 5 ft (45 m) above aerodrome elevation in standard conditions. img /com_en/com033 324 jpg . Question 87-32
The fuel burn of an aircraft turbine engine 220 l/h with a fuel density of 0 80 if density 0 75 fuel burn will be Fuel to fly 3 minutes at holding speed at 5 ft (45 m) above aerodrome elevation in standard conditions. volume changes if temperature changes mass consumption will not change the fuel burn 220 l/h in mass it 176 kg/h it will remain same mass if temperature increases but volume will be higher 220 x 0 8 / 0 75 = 235 l/h. Question 87-33
At reference or see flight planning manual mep1 figure 3 1a flight to be made from one airport elevation 3000 ft to another in a multi engine piston aireroplane mep1 the cruising level will be fl 110 the temperature at fl 110 isa 10° c the temperature at departure aerodrome 1° c calculate fuel to climb with mixture rich err _a_033 358 Fuel to fly 3 minutes at holding speed at 5 ft (45 m) above aerodrome elevation in standard conditions. Isa temperature at fl110 is 15°c (2°c x 11) = 7°c outside air temperature at fl110 is 10°c + ( 7°c) = 17°c img /com_en/com033 358 jpg fuel to climb from 3000 ft to 11000 ft = (9 5 3 5) = 6 us gallon. Question 87-34
When using decision point procedure you reduce Contingency fuel adding contingency only from burnoff between decision point destination. the decision point procedure a specific set of fuel planning rules which you apply in pre flight planning phase it makes use of an en route alternate it tells you to calculate fuel requirement in two different ways take higher of those two fuel figures you will need approval from authority to use this procedure the overall result in this method of planning will be a reduction of minimum fuel requirement through a reduction of contingency fuel. Question 87-35
A jet aeroplane to fly from a to b the minimum final reserve fuel must allow 3 minutes hold at 5 ft above destination aerodrome elevation when no alternate required. caestudent06 if no alternate required 15 minutes extra reserve fuel must be taken above 30 minutes you are right final reserve fuel a jet always 30 minutes at 1500 ft above aerodrome elevation (at holding speed) 15 minutes extra reserve fuel (additional fuel ) mandatory if there no alternate at destination above final reserve fuel of 30 minutes. Question 87-36
At reference or see flight planning manual mrjt 1 figure 4 5 1 given brake release mass 57500 kgtemperature isa 10°c average headwind component 16 ktinitial fl 280find climb fuel enroute climb 280/ 74 err _a_033 411 3 minutes hold at 5 ft above destination aerodrome elevation when no alternate required. img /com_en/com033 411 jpg extrapolate fuel a mass of 57000 kg (1150 + 1100) / 2 = 1125 kg extrapolate fuel a mass of 57500 kg (1150 + 1125) / 2 = 1137 5 kg wind has an effect on ground distance only not fuel consumption. Question 87-37
At reference or see flight planning manual sep 1 figure 2 2 table 2 2 3using power setting table the single engine aeroplane determine cruise tas and fuel flow lbs/h with full throttle and cruise lean mixture in following conditions given oat 13°cpressure altitude 8000 ftrpm 2300 err _a_033 413 3 minutes hold at 5 ft above destination aerodrome elevation when no alternate required. first step search isa temperature oat +13°c isa at 8000 ft = 15°c (2 x 8) = 1°c we are in isa +14°c for standard day (isa) isa +20°c ktas the same 160 kt seconde step search fuel flow for standard day (isa) fuel flow 71 1 pph for isa +20°c fuel flow 68 5 pph interpolation isa +14°c is (71 1 68 5) x (6/20) = 0 8 fuel flow 68 5 + 0 8 = 69 3 pph. Question 87-38
At reference or see flight planning manual mep 1 figure 3 3a flight has to be made with a multi engine piston aeroplane mep 1 for fuel calculations take 5 us gallons the taxi and an additional 13 minutes at cruise condition to account climb and descent calculated time overhead to overhead 2h37min powersetting 65% 2500 rpm calculated reserve fuel 30% of trip fuel fl 120 and temperature 1°c find minimum block fuel err _a_033 456 3 minutes hold at 5 ft above destination aerodrome elevation when no alternate required. from table fuel flow in us gallons per hour 23 3 gph 2h37 + 13min = 2h50 = 2 83 hours 23 3 x 2 83 = 65 93 usg reserve fuel 30% of trip fuel 65 93 x 1 30 = 85 7 usg minimum block fuel 85 7 + 5 usg taxi = 90 7 usg moonen i found 118 us gallons power setting 65% if i read table 23 3 gph for 45% this the good response can you explain to me thank you we are looking fuel flow not manifold pressure img /com_en/com033 456 jpg . Question 87-39
Integrated range' curves or tables are presented in aeroplane operations manuals their purpose is To determine fuel consumption a certain still air distance considering decreasing fuel flow with decreasing mass. from table fuel flow in us gallons per hour 23 3 gph 2h37 + 13min = 2h50 = 2 83 hours 23 3 x 2 83 = 65 93 usg reserve fuel 30% of trip fuel 65 93 x 1 30 = 85 7 usg minimum block fuel 85 7 + 5 usg taxi = 90 7 usg moonen i found 118 us gallons power setting 65% if i read table 23 3 gph for 45% this the good response can you explain to me thank you we are looking fuel flow not manifold pressure img /com_en/com033 456 jpg . Question 87-40
At reference or see flight planning manual sep 1 figure 2 4 using range profile diagramm the single engine aeroplane determine range with 45 minutes reserve in following conditions given oat isa +16°cpressure altitude 4000 ftpower full throttle / 25 0 in/hg/ 2100 rpm err _a_033 491 To determine fuel consumption a certain still air distance considering decreasing fuel flow with decreasing mass. img /com_en/com033 491 jpg .
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