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The Fuel Used (FU) analysis is conducted under normal flying conditions and does not require stabilized conditions. It is less restrictive then the Specific Range (SR) analysis in terms of stability and data acquisition requirements, the autothrottle being allowed to remain selected.
As an alternative method, it is sufficient to check or prove the accuracy or confidence level of the applied flight planning method since it accounts for all operational factors such a ATS on, CG movements, aircraft maneuvering, flight path and vertical accelerations, weather influences, etc. The FU method is used as a complement so as to account for changing external or flight conditions. It is also used whenever the stabilization criteria required for the SR method cannot be met
(e.g. short legs, turbulence areas…).
Indeed, the SR method is based on a short time span measurement that needs to satisfy stringent criteria, the FU method relies an a long time span measurement (not shorter than 30 minutes) that is very flexible in terms of data acquisition requirements. Although it is more easily integrated into daily cockpit recording, the efficiency of this method is not very high. Due to the relatively long time intervals (around 40 minutes) the relevant parameters change significantly and require careful integration (averaging) time to avoid misleading conclusions. Conclusions of the FU method are only suited to operationally oriented departments as technical engineering departments. Do not attempt to obtain the diagnostic information potentially available from the SR method trends.
Fuel consumption is determined by subtracting fuel used indications at time over station (from switchover on FMS and RMI bearings). Time between stations .T is determined from a personal stopwatch chronometer.
At high drift angles (> 5 degrees) the wind triangle equations must be taken into account to correctly calculate TAS, GS and longitudinal wind component.
The FU method is operationally attractive but can only be accomplished if conditions and procedures specified above are strictly and precisely adhered to. This makes this improved version of the FU method cumbersome to apply, although it is easy to integrate into normal aircraft operating procedures.
Flight Operations & Line Assistance Getting to Grips with Aircraft Performance Monitoring

APPENDICES

2.2. Measurement procedures and precautions
The next page figure shows a sample recording form for handwritten observations.
2.2.1. Prior to take-off
-Calculate fuel on board at MES by taking remaining fuel + truck uplift
(measured at truck) accounting for actual fuel density. -Determine ZFW and take-off CG -Note APU running time since MES -Compute APU fuel consumption to amend FU
Flight Operations & Line Assistance Getting to Grips with Aircraft Performance Monitoring
APPENDICES

Flight Operations & Line Assistance Getting to Grips with Aircraft Performance Monitoring
　
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