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Appendix 7
Study of route dossiers and associated fuel
The three flight plans proposed were:
(1) ETF M 0.82 load 38.6 t TOF 68.4 t TOW 233.0 t
(2) DCT M 0.82 load 37.5 t TOF 69.5 t TOW 233.0 t
(3) DCT M 0.81 with a planned load of 37.8 t TOF 68.5 t TOW 232.3 t
The route was identical on the three flight plans.
The ETF allowed the load to be increased by reducing the route reserve. The
latter is calculated from a decision point up to the final destination. The route
reserve thus went from 1,450 Kg to 360 Kg.
The flight level, the load reducing factor and the take-off weight (TOW) for
flight plans 1 and 2 are identical. The difference in load is compensated by
fuel. The navigation log (developed flight plan) was thus usable for flight
plans 1 and 2.
The ATC flight plan in ETF was filed until the destination with (in box 18) a
re-clearance in flight (RIF) including the decision point, the route and the
optional technical stopover.
 Summary of the fuel quantities for the operational flight plans presented
to the crew
Flight plan 1
Flight plan 2
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Flight plan 3
 Summary of the fuel quantities for the final load sheet
A/C take-off weight 232757 Kg
Block fuel 70900 Kg
Estimated fuel at takeoff 70400 Kg (500kg taxiing)
 Summary of the fuel quantities for the fuel fill order with explanations.
Fuel fill order
Fuel supplied 81001 litres
Density 0.789
or 63909 Kg
Fuel remaining arrival block 7400 Kg idem ATL
or 71309 Kg
Consumption APU 409 Kg (estimation by the crew consistent with
or 70900 Kg
Estimation fuel for taxiing 500 K
Estimated fuel at takeoff 70400 Kg
Analysis of the load and of the quantity of takeoff fuel (TOF) confirms the possibility
of a direct flight at M0.82, with a load reduction of 1.1 t and 0.9 t of additional fuel:
Note:
(1) ETF M 0.82 load 38.6 t TOF 68.4 t
(2) DCT M 0.82 load 37.5 t TOF 69.5 t
----------------- ----------------- ---------------
REAL load 36.4 t TOF 70.4 t
The minimum fuel required at start-up to undertake the flight without ETF at M 0.82
at a takeoff weight of 233 t was 70 t (69.5 t + 0.5 t for taxiing).
The operational fuel decided on by the captain was 70.9 t, in accordance with the
operational flight plan approved by the latter.
Notes :
 Taxi fuel:
Set taxiing quantity, decided during fl ight preparation, of twenty minutes or 500 Kg,
which is consistent with sequence from pushback and start-up to takeoff.
 Regulatory fuel:
The regulatory fuel necessary to perform a fl ight is determined at brake release before
takeoff, thus 69.5 t in this case.
APU consumption of 200 Kg/h with
air bleed and electricity on during
stopover)
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Appendix 8
Extract from Air France manual on fuel policy

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Appendix 9
Procedure for flight with unreliable IAS / ADR check
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
Bureau d’Enquêtes et d’Analyses
pour la sécurité de l’aviation civile
Zone Sud - Bâtiment 153
200 rue de Paris
Aéroport du Bourget
93352 Le Bourget Cedex - France
T : +33 1 49 92 72 00 - F : +33 1 49 92 72 03
www.bea.aero
N° ISBN : 978-2-11-098704-4
CPflight OPERATIONS MANUAL
Revision 1.00 December 2007
FCU320
This manual is intended for Flight Simulator use only and may not be used in any
real world aviation application. The authors are not responsible for any errors or omissions.
FCU320
2
FOREWORD
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read through this manual carefully. This manual contains the latest information at the time of drafting,
eventual later informations can be found at CPflight website www.cpflight.com
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