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Sebastian M

Contingency Berechnung unter B043 falsch

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Moin,

ich habe einen Flug von LHR nach JFK geplant. Als Fuel Policy habe ich B043 gewählt.

Warum veranschlagt mir PFPX lediglich 103lbs Contingency, obwohl ich schätzungsweise 2,5h in Class II verbringe?

Vielen Dank und Gruß

Basti

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Ohne das Szenario genau nachzustellen kann ich folgendes sagen:

Treibstoffreserven werden erst ab (Standardwert) einer Stunde im Class 2 Luftraum berechnet. Da man sich (wahrscheinlich) zwischen dem Punkt HOIST und vor 5940N weniger als eine Stunde im Class 2 Luftraum befindet fallen hier keine Reserven an. von 5940N bis GINGA wird man sich evtl. knapp über eine Stunde im Class 2 Luftraum befinden. Von dieser (eher kurzen) Zeitraum über einer Stunde werden dann 10% genommen.

Das könnte den geringen Contingency Fuel erklären.

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Zunächst einmal vielen Dank für deine Antwort, Christian. Die 60min, ab der die 10% Contigency in Class II erst gelten, war mir nicht bekannt und diese habe ich nach Studium der SpecOps Dokumente auch so nicht wiederfinden können.

Mal angenommen ich verbringe minimum 60min in diesem Bereich. Die 777-300ER verbraucht schätzungsweise 12-18.000lbs pro Stunde abhängig von Gewicht und FL. Geht man von 12.000 aus, dann sind das bei 10% -> 6min mindestens 1200lbs. Die 103lbs sind daher auch mit deiner Erklärung nicht plausibel.

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Ich habe diesbezüglich nochmal recherchiert und eine offizielle FAA Quelle diesbezüglich gefunden.

http://fsims.faa.gov/wdocs/8900.1/v03%20tech%20admin/chapter%2018/03_018_004_chg_97a.htm

OPSPEC/LOA B043, SPECIAL FUEL RESERVES IN INTERNATIONAL OPERATIONS. A. Purpose. OpSpec B043 provides the method for approving operators that conduct operations under 14 CFR part 121 or 125 to use fuel supplies specified in OpSpec B043 in place of fuel supplies required by part 121, § 121.645 or part 125, § 125.377, as applicable. This authorization, OpSpec B043, is applicable to 14 CFR part 119 certificate holders conducting operations under part 121 or 125. As LOA B043, it is also applicable to those operators that have been issued a deviation from the certificate and OpSpec requirements of part 125 but are still required to conduct operations in accordance with part 125. 1) This authorization grants the operator a deviation from certain requirements of § 121.645( B) or § 125.377( B), as applicable. Therefore, § 121.645( B) or § 125.377( B), as applicable, and OpSpec B043 must be listed in the operator’s OpSpec A005. 2) Fuel supplies required by OpSpec B043 are a hybrid between domestic fuel reserves and international fuel reserves. a) When a portion of the route is conducted in an area(s) where the aircraft’s position can not be reliably fixed at least once each hour in accordance with paragraph B032 of these OpSpecs additional international reserve fuel supplies must be loaded in accordance with subparagraph B) below. B) The additional reserve fuel must be equal to the amount of fuel required to fly for a period of 10 percent of the time it takes to fly that portion of the route in Class II Navigation, unless utilizing this deviation in conjunction with OpSpec B343, Fuel Reserve for Nonstandard Flag and Supplemental Operations. B. Rationale. The rationale for the provisions of OpSpec B043 includes the following: 1) The additional international fuel supply is required only for that portion of a flight in areas where there is a lack of International Civil Aviation Organization (ICAO) standard Navigational Aids (NAVAID), reliable very-high frequency (VHF) communications, reliability of winds aloft flight planning forecast, and diversionary airports. Examples of areas lacking these facilities and services include transoceanic areas, Northern Canada, the Polar Regions, and certain areas in South America, Africa, the Middle East, and Asia. 2) The additional international reserve fuel supply is not required for flights in areas where there are ICAO standard NAVAIDs (Class I Navigation), reliable VHF communications, reliable upper air wind pattern information and availability of adequate diversionary airports. 3) For example, the additional international reserve fuel supply is not required between inter-European cities or for certain routes between U.S. cities and Central and South American cities. In another example, the additional international reserve fuel supply is not required for certain airways between the U.S. and Canada, or Alaska exclusive of the Northern Control Area (NCA) tracks which require long-range navigation systems (LRNS) to adequately navigate to the degree of accuracy required by air traffic control (ATC) Class II Navigation. C. Reviewing the Proposed Operations. When an operator requests authorization to conduct operations using the special fuel reserves described in OpSpec B043, the principal operations inspector (POI) will advise AFS–400 or AFS–220/820 (202-267-7493) and the San Francisco International Field Office (SFO-IFO) (650-876-2756) navigation specialists as appropriate. AFS–400 will arrange for one of the FAA’s navigation and aircraft dispatch aviation safety inspector (ASI) specialists to work with the POI to ensure the operator’s proposed operations with special fuel reserves will meet appropriate requirements. AFS–220/820 will review the operator’s request and supporting documentation and advise the POI of concurrence and or comments. D. Operator Procedures. Before issuing OpSpec B043, the operator must develop procedures, which ensure that flightcrews and aircraft dispatchers (or flight followers) are made specifically aware of fuel supplies to be used for a particular flight. 1) The procedures must provide for strict in-flight monitoring of fuel consumption and calculation of fuel remaining at the end of flight. 2) These procedures must specifically prohibit use of the provisions of OpSpec B044 (re-dispatch or re-release) when a flight is conducted in accordance with OpSpec B043. 3) These procedures must require flightcrews report immediately to the aircraft dispatcher or flight follower anytime the estimated time of arrival at the destination exceeds 15 minutes beyond the flight plan estimated time of arrival (ETA), the cruise altitude varies by 4,000 feet or more from the flight plan, or the airplane deviates more than 100 nautical miles (NM) from the flight-planned route. 4) Procedures must be established for flightcrews, aircraft dispatchers, or flight followers, as applicable, for the reporting of a fuel emergency or any fuel states that result in coordination with ATC or dispatch that then result in ATC providing priority handling of that aircraft. 5) These procedures must be included in the operator’s manual. 6) Flight crewmembers and aircraft dispatchers or flight followers, as applicable, must be trained to use these procedures. E. Reviewing the Proposed Procedures. The POI must ensure the operator’s procedures are adequate and that crewmembers and aircraft dispatchers (or flight followers), as applicable, who will be using the procedures are properly trained. The POI should request the assistance of the AFS–400 navigation specialists and AFS–220/820 specialists to review the procedures. OpSpec B043 authorization may be issued when the response from AFS–400 and AFS–220/820 has concurred that the procedures are adequate. The POI will review the response and comments and resolve any issues and issue OpSpec B043.

NOTE: OpSpec/LOA A005 must also be amended to list the deviation from § 121.645 or § 125.377, as applicable.

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Es tut mir Leid, aber zur Zeit haben wir keine Intention dies nochmal zu ändern.
Wir schreiben es einmal ganz unten auf die Liste, aber es ist mehr als unwahrscheinlich, dass dies geändert wird.

Da wir im Moment nicht vielmehr hierzu sagen können werde ich diesen Thread schließen.

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