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[Turbo Jets] Minimum Fuel Required
1. Taxi Fuel
2. Trip Fuel
From departure to destination
3. Contingency Fuel
5% of the Trip Fuel or 5min holding (whichever is greater)
4. Alternate Fuel
From destination to the alternate airport
5. Final Reserve Fuel
Fuel for 30min holding at 1500ft
6. Additional Fuel
In case of no alternate, an additional 15min holding at 1500ft
7. Extra Fuel
[Turbo Jets] Specific fuel consumption procedures
1. The Decision Point Procedure (DPP)
It's used to reduce the contingency fuel that has to be carried and thus increase the payload that can be added.
With the DPP, the aircraft now only has to carry contingency fuel corresponding to 5% of the Trip Fuel from the Decision Point to the Destination.
2. Pre-determined point procedure
It's used when the planned alternate is at such a large distance from destination that a flight from the destination to alternate will not be possible due to tank capacity.
Instead, at a certain point along the route, a decision has to be made as to continue to the original destination or redirect to the alternate.
The trip fuel for this procedure will be the higher of:
- Trip fuel to fly from departure to planned destination
- Trip fuel to fly from departure to alternate
Added to that is the contingency fuel and instead of alternate and final reserve, we add a certain amount of additional fuel:
Turbine Engines = 2 hours at normal cruise consumption
3. Isolated Aerodrome Procedure
When no adequate alternate aerodrome can be found in the vicinity of the planned destination. The aircraft still needs to carry trip fuel and contingency as usual.
However, alternate and final reserve are again substituted for the additional fuel:
Turbine Engines = 2 hours at normal cruise consumption
4. Fuel Tankering
In some cases it is undesirable to refuel at the destination for the return leg. In this case it is possible to take the fuel for the return leg already with you on the way to destination.
Keep in mind that this increases the required trip fuel and weight which increases cost of fuel on the outbound leg. Therefore, fuel tankering is only economically viable if the result (sum of fuel price at departure plus all extra transport costs) is still lower than the fuel price at destination.
Fuel/Price Ratio = Departure fuel price / Destination fuel price
1. Taxi Fuel
2. Trip Fuel
From departure to destination
3. Contingency Fuel
5% of the Trip Fuel or 5min holding (whichever is greater)
4. Alternate Fuel
From destination to the alternate airport
5. Final Reserve Fuel
Fuel for 30min holding at 1500ft
6. Additional Fuel
In case of no alternate, an additional 15min holding at 1500ft
7. Extra Fuel
[Turbo Jets] Specific fuel consumption procedures
1. The Decision Point Procedure (DPP)
It's used to reduce the contingency fuel that has to be carried and thus increase the payload that can be added.
With the DPP, the aircraft now only has to carry contingency fuel corresponding to 5% of the Trip Fuel from the Decision Point to the Destination.
2. Pre-determined point procedure
It's used when the planned alternate is at such a large distance from destination that a flight from the destination to alternate will not be possible due to tank capacity.
Instead, at a certain point along the route, a decision has to be made as to continue to the original destination or redirect to the alternate.
The trip fuel for this procedure will be the higher of:
- Trip fuel to fly from departure to planned destination
- Trip fuel to fly from departure to alternate
Added to that is the contingency fuel and instead of alternate and final reserve, we add a certain amount of additional fuel:
Turbine Engines = 2 hours at normal cruise consumption
3. Isolated Aerodrome Procedure
When no adequate alternate aerodrome can be found in the vicinity of the planned destination. The aircraft still needs to carry trip fuel and contingency as usual.
However, alternate and final reserve are again substituted for the additional fuel:
Turbine Engines = 2 hours at normal cruise consumption
4. Fuel Tankering
In some cases it is undesirable to refuel at the destination for the return leg. In this case it is possible to take the fuel for the return leg already with you on the way to destination.
Keep in mind that this increases the required trip fuel and weight which increases cost of fuel on the outbound leg. Therefore, fuel tankering is only economically viable if the result (sum of fuel price at departure plus all extra transport costs) is still lower than the fuel price at destination.
Fuel/Price Ratio = Departure fuel price / Destination fuel price
