Regle emport carburant

Vous passez l'ATPL théorique EASA? Vous vous tirez les cheveux pour comprendre ci ou ça? vous cherchez des exemples de questions? Ce forum est fait pour vous!

Modérateur : Big Brother

Répondre
Avatar du membre
Auteur du sujet
Gabaile
Elève-pilote posteur
Messages : 9
Enregistré le : 24 déc. 2018, 16:08

Regle emport carburant

Message par Gabaile »

Bonjour

Es ce que quelqu'un aurait la liste des differentes regles d'emport carburant selon les situations? Car a ce niveau la mon cours n'est pas top.
Merci d'avance
Avatar du membre
JAimeLesAvions
Chef de secteur posteur
Messages : 7447
Enregistré le : 02 mars 2008, 08:03

Re: Regle emport carburant

Message par JAimeLesAvions »

Gabaile a écrit :liste des differentes regles d'emport carburant
Les cours ATPL théorique sont en grande partie des recopie de la réglementation, c'est pour ça qu'ils ne sont pas toujours très clairs. Donc autant lire la réglementation directement, et à partir de là tu peux te faire des fiches aide mémoire.
Ci-dessous la réglementation du transport public, la part CAT, suivie des AMC, dont la lecture est compliquée par le fait que les AMC répètent une partie, mais pas tout, de la règle de base.
CAT.OP.MPA.150 Fuel policy
(a) The operator shall establish a fuel policy for the purpose of flight planning and in-flight replanning to ensure that every flight carries sufficient fuel for the planned operation and reserves to cover deviations from the planned operation. The fuel policy and any change to it require prior approval by the competent authority.
(b) The operator shall ensure that the planning of flights is based upon at least:
(1) procedures contained in the operations manual and:
(i) data provided by the aircraft manufacturer; or
(ii) current aircraft-specific data derived from a fuel consumption monitoring system;
and
(2) the operating conditions under which the flight is to be conducted including:
(i) aircraft fuel consumption data;
(ii) anticipated masses;
(iii) expected meteorological conditions; and
(iv) air navigation services provider(s) procedures and restrictions.
(c) The operator shall ensure that the pre-flight calculation of usable fuel required for a flight includes:
(1) taxi fuel;
(2) trip fuel;
(3) reserve fuel consisting of:
(i) contingency fuel;
(ii) alternate fuel, if a destination alternate aerodrome is required;
(iii) final reserve fuel; and
(iv) additional fuel, if required by the type of operation;
and
(4) extra fuel if required by the commander.

(d) The operator shall ensure that in-flight replanning procedures for calculating usable fuel required when a flight has to proceed along a route or to a destination aerodrome other than originally planned includes:
(1) trip fuel for the remainder of the flight; and
(2) reserve fuel consisting of:
(i) contingency fuel;
(ii) alternate fuel, if a destination alternate aerodrome is required;
(iii) final reserve fuel; and
(iv) additional fuel, if required by the type of operation;
and
(3) extra fuel if required by the commander.
CAT.OP.MPA.151 Fuel policy — alleviations
(a) Notwithstanding CAT.OP.MPA.150(b) to (d), for operations of performance class B aeroplanes the operator shall ensure that the pre-flight calculation of usable fuel required for a flight includes:
(i) taxi fuel, if significant;
(ii) trip fuel;
(iii) reserve fuel, consisting of:
(A) contingency fuel that is not less than 5 % of the planned trip fuel or, in the event of in-flight replanning, 5 % of the trip fuel for the remainder of the flight; and
(B) final reserve fuel to fly for an additional period of 45 minutes for reciprocating engines or 30 minutes for turbine engines;
(iv) alternate fuel to reach the destination alternate aerodrome via the destination, if a destination alternate aerodrome is required; and
(v) extra fuel, if specified by the commander.
(a1) Notwithstanding CAT.OP.MPA.150(b) to (d), for operations taking off and landing at the same aerodrome or operating site with ELA2 aeroplanes under VFR by day the operator shall specify the minimum final reserve fuel in the OM. This minimum final reserve fuel shall not be less than the amount needed to fly for a period of 45 minutes.
(b) Notwithstanding CAT.OP.MPA.150(b) to (d), for helicopters with an MCTOM of 3 175 kg or less, by day and over routes navigated by reference to visual landmarks or local helicopter operations, the fuel policy shall ensure that, on completion of the flight, or series of flights the final reserve fuel is not less than an amount sufficient for:
(1) 30 minutes flying time at normal cruising speed; or
(2) 20 minutes flying time at normal cruising speed when operating within an area providing continuous and suitable precautionary landing sites.


Et les AMC

AMC1 CAT.OP.MPA.150(b) Fuel policy
PLANNING CRITERIA — AEROPLANES
The operator should base the defined fuel policy, including calculation of the amount of fuel to be on board for departure, on the following planning criteria:
(a) Basic procedure
The usable fuel to be on board for departure should be the sum of the following:
(1) Taxi fuel, which should not be less than the amount expected to be used prior to take-off. Local conditions at the departure aerodrome and auxiliary power unit (APU) consumption should be taken into account.
(2) Trip fuel, which should include:
(i) fuel for take-off and climb from aerodrome elevation to initial cruising level/altitude, taking into account the expected departure routing;
(ii) fuel from top of climb to top of descent, including any step climb/descent;
(iii) fuel from top of descent to the point where the approach is initiated, taking into account the expected arrival procedure; and
(iv) fuel for approach and landing at the destination aerodrome.
(3) Contingency fuel, except as provided for in (b), which should be the higher of:
(i) Either:
(A) 5 % of the planned trip fuel or, in the event of in-flight replanning, 5 % of the trip fuel for the remainder of the flight;
(B) not less than 3 % of the planned trip fuel or, in the event of in-flight replanning, 3 % of the trip fuel for the remainder of the flight, provided that an en-route alternate (ERA) aerodrome is available;
(C) an amount of fuel sufficient for 20 minutes flying time based upon the planned trip fuel consumption, provided that the operator has established a fuel consumption monitoring programme for individual aeroplanes and uses valid data determined by means of such a programme for fuel calculation; or
(D) an amount of fuel based on a statistical method that ensures an appropriate statistical coverage of the deviation from the planned to the actual trip fuel. This method is used to monitor the fuel consumption on each city pair/aeroplane combination and the operator uses this data for a statistical analysis to calculate contingency fuel for that city pair/aeroplane combination;
(ii) or an amount to fly for 5 minutes at holding speed at 1 500 ft (450 m), above the destination aerodrome in standard conditions.


(4) Alternate fuel, which should:
(i) include:
(A) fuel for a missed approach from the applicable DA/H or MDA/H at the destination aerodrome to missed approach altitude, taking into account the complete missed approach procedure;
(B) fuel for climb from missed approach altitude to cruising level/altitude, taking into account the expected departure routing;
(C) fuel for cruise from top of climb to top of descent, taking into account the expected routing;
(D) fuel for descent from top of descent to the point where the approach is initiated, taking into account the expected arrival procedure; and
(E) fuel for executing an approach and landing at the destination alternate aerodrome;
(ii) where two destination alternate aerodromes are required, be sufficient to proceed to the alternate aerodrome that requires the greater amount of alternate fuel.
(5) Final reserve fuel, which should be:
(i) for aeroplanes with reciprocating engines, fuel to fly for 45 minutes; or
(ii) for aeroplanes with turbine engines, fuel to fly for 30 minutes at holding speed at 1 500 ft (450 m) above aerodrome elevation in standard conditions, calculated with the estimated mass on arrival at the destination alternate aerodrome or the destination aerodrome, when no destination alternate aerodrome is required.
(6) The minimum additional fuel, which should permit:
(i) the aeroplane to descend as necessary and proceed to an adequate alternate aerodrome in the event of engine failure or loss of pressurisation, whichever requires the greater amount of fuel based on the assumption that such a failure occurs at the most critical point along the route, and
(A) hold there for 15 minutes at 1 500 ft (450 m) above aerodrome elevation in standard conditions; and
(B) make an approach and landing,
except that additional fuel is only required if the minimum amount of fuel calculated in accordance with (a)(2) to (a)(5) is not sufficient for such an event; and
(ii) holding for 15 minutes at 1 500 ft (450 m) above destination aerodrome elevation in standard conditions, when a flight is operated without a destination alternate aerodrome.
(7) Extra fuel, which should be at the discretion of the commander.
(b) Reduced contingency fuel (RCF) procedure
If the operator’s fuel policy includes pre-flight planning to a destination 1 aerodrome (commercial destination) with an RCF procedure using a decision point along the route and a destination 2 aerodrome (optional refuel destination), the amount of usable fuel, on board for departure, should be the greater of (b)(1) or (b)(2):
(1) The sum of:
(i) taxi fuel;
(ii) trip fuel to the destination 1 aerodrome, via the decision point;
(iii) contingency fuel equal to not less than 5 % of the estimated fuel consumption from the decision point to the destination 1 aerodrome;
(iv) alternate fuel or no alternate fuel if the decision point is at less than 6 hours from the destination 1 aerodrome and the requirements of CAT.OP.MPA.180(b)(2), are fulfilled;
(v) final reserve fuel;
(vi) additional fuel; and
(vii) extra fuel if required by the commander.
(2) The sum of:
(i) taxi fuel;
(ii) trip fuel to the destination 2 aerodrome, via the decision point;
(iii) contingency fuel equal to not less than the amount calculated in accordance with (a)(3) above from departure aerodrome to the destination 2 aerodrome;
(iv) alternate fuel, if a destination 2 alternate aerodrome is required;
(v) final reserve fuel;
(vi) additional fuel; and
(vii) extra fuel if required by the commander.
(c) Predetermined point (PDP) procedure
If the operator’s fuel policy includes planning to a destination alternate aerodrome where the distance between the destination aerodrome and the destination alternate aerodrome is such that a flight can only be routed via a predetermined point to one of these aerodromes, the amount of usable fuel, on board for departure, should be the greater of (c)(1) or (c)(2):
(1) The sum of:
(i) taxi fuel;
(ii) trip fuel from the departure aerodrome to the destination aerodrome, via the predetermined point;
(iii) contingency fuel calculated in accordance with (a)(3);
(iv) additional fuel if required, but not less than:
(A) for aeroplanes with reciprocating engines, fuel to fly for 45 minutes plus 15 % of the flight time planned to be spent at cruising level or 2 hours, whichever is less; or
(B) for aeroplanes with turbine engines, fuel to fly for 2 hours at normal cruise consumption above the destination aerodrome,
this should not be less than final reserve fuel; and
(v) extra fuel if required by the commander.
(2) The sum of:
(i) taxi fuel;
(ii) trip fuel from the departure aerodrome to the destination alternate aerodrome, via the predetermined point;
(iii) contingency fuel calculated in accordance with (a)(3);
(iv) additional fuel if required, but not less than:
(A) for aeroplanes with reciprocating engines: fuel to fly for 45 minutes; or
(B) for aeroplanes with turbine engines: fuel to fly for 30 minutes at holding speed at 1 500 ft (450 m) above the destination alternate aerodrome elevation in standard conditions,
this should not be less than final reserve fuel; and
(v) extra fuel if required by the commander.
(d) Isolated aerodrome procedure
If the operator’s fuel policy includes planning to an isolated aerodrome, the last possible point of diversion to any available en-route alternate (ERA) aerodrome should be used as the predetermined point.

AMC2 CAT.OP.MPA.150(b) Fuel policy
Location of the fuel ERA aerodrome for the purposes of reducing contingency fuel to 3 %
(a) The fuel ERA aerodrome should be located within a circle having a radius equal to 20 % of the total flight plan distance, the centre of which lies on the planned route at a distance from the destination aerodrome of 25 % of the total flight plan distance, or at least 20 % of the total flight plan distance plus 50 NM, whichever is greater. All distances should be calculated in still air conditions (see Figure 1).

AMC3 CAT.OP.MPA.150(b) Fuel policy
PLANNING CRITERIA — HELICOPTERS
The operator should base the company fuel policy, including calculation of the amount of fuel to be carried, on the following planning criteria:
(a) The amount of:
(1) taxi fuel, which should not be less than the amount expected to be used prior to take-off. Local conditions at the departure site and APU consumption should be taken into account;
(2) trip fuel, which should include fuel:
(i) for take-off and climb from aerodrome elevation to initial cruising level/altitude, taking into account the expected departure routing;
(ii) from top of climb to top of descent, including any step climb/descent;
(iii) from top of descent to the point where the approach procedure is initiated, taking into account the expected arrival procedure; and
(iv) for approach and landing at the destination site;
(3) contingency fuel, which should be:
(i) for IFR flights, or for VFR flights in a hostile environment, 10 % of the planned trip fuel; or
(ii) for VFR flights in a non-hostile environment, 5 % of the planned trip fuel;
(4) alternate fuel, which should be:
(i) fuel for a missed approach from the applicable MDA/DH at the destination aerodrome to missed approach altitude, taking into account the complete missed approach procedure;
(ii) fuel for a climb from missed approach altitude to cruising level/altitude;
(iii) fuel for the cruise from top of climb to top of descent;
(iv) fuel for descent from top of descent to the point where the approach is initiated, taking into account the expected arrival procedure;
(v) fuel for executing an approach and landing at the destination alternate selected in accordance with CAT.OP.MPA.181; and
(vi) for helicopters operating to or from helidecks located in a hostile environment, 10 % of (a)(4)(i) to (v);
(5) final reserve fuel, which should be:
(i) for VFR flights navigating by day with reference to visual landmarks, 20 minutes’ fuel at best range speed; or
(ii) for IFR flights or when flying VFR and navigating by means other than by reference to visual landmarks or at night, fuel to fly for 30 minutes at holding speed at 1 500 ft (450 m) above the destination aerodrome in standard conditions calculated with the estimated mass on arrival above the alternate, or the destination, when no alternate is required;
and
(6) extra fuel, which should be at the discretion of the commander.
(b) Isolated aerodrome IFR procedure
If the operator's fuel policy includes planning to an isolated aerodrome flying IFR, or when flying VFR and navigating by means other than by reference to visual landmarks, for which a destination alternate does not exist, the amount of fuel at departure should include:
(1) taxi fuel;
(2) trip fuel;
(3) contingency fuel calculated in accordance with (a)(3);
(4) additional fuel to fly for 2 hours at holding speed, including final reserve fuel; and
(5) extra fuel at the discretion of the commander.
(c) Sufficient fuel should be carried at all times to ensure that following the failure of an engine occurring at the most critical point along the route, the helicopter is able to:
(1) descend as necessary and proceed to an adequate aerodrome;
(2) hold there for 15 minutes at 1 500 ft (450 m) above aerodrome elevation in standard conditions; and
(3) make an approach and landing.
GM1 CAT.OP.MPA.150(b) Fuel policy
CONTINGENCY FUEL STATISTICAL METHOD — AEROPLANES
(a) As an example, the following values of statistical coverage of the deviation from the planned to the actual trip fuel provide appropriate statistical coverage.
(1) 99 % coverage plus 3 % of the trip fuel, if the calculated flight time is less than 2 hours, or more than 2 hours and no weather-permissible ERA aerodrome is available.
(2) 99 % coverage if the calculated flight time is more than 2 hours and a weather-permissible ERA aerodrome is available.
(3) 90 % coverage if:
(i) the calculated flight time is more than 2 hours;
(ii) a weather-permissible ERA aerodrome is available; and
(iii) at the destination aerodrome two separate runways are available and usable, one of which is equipped with an ILS/MLS, and the weather conditions are in compliance with CAT.OP.MPA.180(b)(2), or the ILS/MLS is operational to CAT II/III operating minima and the weather conditions are at or above 500 ft.
(b) The fuel consumption database used in conjunction with these values should be based on fuel consumption monitoring for each route/aeroplane combination over a rolling 2-year period.
GM1 CAT.OP.MPA.150(c)(3)(i) Fuel policy
CONTINGENCY FUEL
Factors that may influence fuel required on a particular flight in an unpredictable way include deviations of an individual aeroplane from the expected fuel consumption data, deviations from forecast meteorological conditions and deviations from planned routings and/or cruising levels/altitudes.
GM1 CAT.OP.MPA.150(c)(3)(ii) Fuel policy
DESTINATION ALTERNATE AERODROME
The departure aerodrome may be selected as the destination alternate aerodrome.
Répondre
  • Sujets similaires
    Réponses
    Vues
    Dernier message