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·  taxy fuel
·  trip fuel
·  contingency fuel (see
Standard Procedure, above).
·  additional fuel if required,
but at least 2 hours' worth,
based on normal cruise
consumption over the
destination, or 45 mins for
piston-engines, plus 15% of
planned cruise time.
·  extra fuel, at your
discretion.
Predetermined Point Procedure
Where the distance between the
destination and alternate means you
can only go through a predetermined
point, use the greater of:
For the destination
·  taxy fuel
·  trip fuel to the destination
via predetermined point.
·  standard contingency fuel.
·  additional fuel if required,
but not less than 2 hours'
worth, based on normal
cruise consumption over
the destination, or 45 mins
for piston-engined aircraft,
plus 15% of planned cruise.
·  extra fuel, at your
discretion.
For the alternate
·  taxy fuel
·  trip fuel from the departure
aerodrome to the alternate,
via predetermined point.
·  standard contingency fuel..
·  additional fuel if required,
but at least 45 mins for
piston-engined aircraft, or
30 mins hold at 1500 ft in
ISA including Final reserve
fuel for turbo-props and
turbo-jets
·  extra fuel, at your
discretion.
Oil
Just check before flight that the
engine has been topped up
according to the manufacturer’s
recommendations, and that no
excess oil consumption has taken
place between flights.
Operational Procedures 77
Water Methanol
See the Flight manual.
Mass and Centre of Gravity
Loading presents similar problems
for all aircraft, but heavier types will
have things like Maximum Zero Fuel
Weight to contend with, aside from
larger areas in which to place loads
and present more chances for
mistakes to happen. Some aircraft
have a proper cargo fit, but
problems arise where one that
normally carries passengers is used
without modification, which is why
you may need to be certificated on
your training forms as being cleared
to change the aircraft layout.
Naturally, in small aircraft where the
emergency exits are obvious, this
really only involves removing the
seats, because the aim is just to
substitute loads that use the same
fixtures and locations, but where you
get involved in removing galleys and
otherwise converting the cabin in
larger ones, the exercise becomes a
little more difficult (just because a
Flight Manual contains details of
freight loading limitations, don’t
assume that any modifications you
make are permitted—those figures
may only have been used for basic
certification).
There are two aspects to Loading,
the weights and their distribution,
and you sometimes get some nasty
surprises—fuel in wings means
unusually shaped fuel tanks, so you
won't get a straight line variation;
every fuel load will have a different
figure, principally because the fuel
tanks have a C of G system all of
their own, running separately from
the aircraft. In this case, it's not
enough just to subtract the closing
fuel moment from the start—for
example, say 1000 lbs has a moment
of 1843 and 300 has 558. The result
for 700 may not be 1843-558 (1285),
but the actual figure of 1294, which
is enough of a difference to cause an
insurance company to have qualms
about paying up in an accident.
Basic Weight is that on the Weight and
Centre of Gravity Schedule (in the Flight
Manual), which must be established
by actual weighing before the
machine is used for commercial air
transport, and reweighing every 4
years, unless fleet masses are used, in
which case try every 9 years. The
figures are used to calculate a DOM
(Dry Operating Mass) and CG for each
machine or fleet, as appropriate.
Note: Newer documentation uses
the word Mass instead of Weight.
The Maximum Taxi (Ramp) Weight
(Mass) is the max permitted weight at
which the aircraft may be moved,
under its own power or otherwise.
The Maximum Takeoff Weight (Mass) is
that in the Flight Manual, which is
not necessarily the Maximum Permitted
Takeoff Weight, or Maximum Structural
Takeoff Mass, the max weight at the
start of the take-off run that varies
due to performance factors such as
　
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