Let’s talk about
how EXTRA FUEL
is calculated?
Yes, EXTRA FUEL values
are different for all flights even
for flights operating on the same
leg / city pair, considering the time
of the day and based on data of
Past 3 months + Last
Year’s same month.
When required, Additional Fuel is catered for, and is mentioned in the Company NOTAM
section at the end of the CFP. OCC and FLT OPS Support regularly coordinates with
ATC’s for Wx & Congestion and if need be, recommends crew to uplift additional fuel.
EXTRA FUEL caters for ALL possible delay factors such as –
Extended APU Usage
Avg. Avoidable Burn / Pilot
Extended TAXI Times 200Kg Addl. Uplift / Flight
means
Weather at DEP & DEST
08 Kg Excess Burn/ Flight
Airport Capacity Constraints 40 Flights / Month
HOLD over DEST due Congestion Avoidable Burn = 8x40x12
3840 Kg / Year / Pilot
DEP Procedures / SID 1 kg Fuel Burn = 3 Kg Co2
i.e. 11.6T Excess CO2
ARR Procedure / STAR
Emission / Year / Pilot
(Avoidable)
Real-Time Factors e.g. Cold Wx Ops
Note: It is acceptable to commence Push-back below CFP BLOCK until above the MIN REQ
FUEL as the EXTRA Fuel caters for long halts and extended APU usage.
Let’s perform SET
OUT for this
departure…
Yes Captain, absolutely…
Incase there is no delay
expected for departure,
we can start ENG 2
immediately after
taxiing out.
When no delay is expected at the holding point, ENG 2 can be started immediately after
‘Taxi-Out’. Even then the crew saves atleast 3-5 minutes of fuel burn, as compared to
starting both engines at the bay/ Tug-Disconnect-Point (TDP).
Why Perform Single Engine Taxi (SET) Out ??
Get ahead in Departure Sequence
Avg. Saving / Pilot
Taxi Fuel saved on ground gets added to
SET OUT for 5 mins
Extra Fuel in the Air
means
40 Kg Fuel Saved / Flight
Conserve Contingency Fuel
40 Flights / Month
Fuel Saved = 40x40x12
Reduce Apron Congestion
19,200 Kg / Year / Pilot
1 kg Fuel Burn = 3 Kg Co2
Reduce Carbon Emissions
i.e. 57.6T Less CO2
Emission / Year / Pilot
Reduce No. of Brake Applications
Note: SET is a Read-&-Do Procedure and therefore a ‘SET CARD’ will be placed in the
cockpit for quick reference to ensure easy access to the procedure.
Captain, should we perform a Config
FULL landing, as the EFB calculated F-
LD (with Cong 3 & Low Auto Break) is
slightly greater than the distance to
the expected vacation point?
Not required !! We can always
take Manual Brakes at low
speeds for runway vacation…
The EFB calculated F-LD is for an aircraft from 50 ft. at the threshold to a
complete STOP.
Common Misconceptions cleared about Config 3 Landings:
High Pitch Attitude: The attitude on approach is approximately 5° increasing to
around 7° at touchdown. While flare, maintain the pressure on the sidestick arresting
the rate of descent & hold the flare. It’s just a normal landing !!
Hard Landings: Energy loss, late/weak flare, and incorrect flare technique are the
main contributory factors for High G Landing exceedances.
Nothing to do with flap configuration..
Familiarity and Practice: The technique to fly a Flaps 3 or Flap FULL approach is the
same. Although the Vapp is marginally higher, the corresponding increase in Rate of
Descent is negligible. Conquer your fears..
LDA / Taxi Exit: The calculated F-LD being within runway dimensions, if the RET is
slightly short of this LD (with Config 3/ Low Autobrakes/ No Rev), use Manual brakes at
low speeds to vacate. Yes, You can..
Note : Data shows that config. selection has no impact on rate of ‘Pitch High at Touchdown’ or ‘High G Landing’.
Every landing YOU perform in Config 3, saves 10 Kg Fuel &
atleast 30 Kgs of CO2 Emission.
Confirm Engine Cool Down
Timer for 3 Mins. Started ?
Yes Captain…I’v started the
timer. I understand ‘Every
Minute Counts’.
.
For EVERY MINUTE of SET IN performed, YOU conserve 6 Kg/minute of Fuel
& atleast 18 Kgs of CO2 Emission.
Post runway vacation, SET-IN can be carried out on ALL VARIANTS of our Airbus Fleet
3 minutes of Cool-Down-Time is Mandatory
Shutdown
Keep in mind the Inertia required for turning into the Eng. 2
bay (no lock turns)
Reduces no. of Brake Applications assisting in lower
brake ware and avoiding high brake temperatures
Reduces Avoidable Carbon Footprint
Even if approaching the parking
While backtracking runway after landing, prepare for stand, on completion of the Cool
SET - IN by keeping the APU ready (for CEO’s)
down period (& APU AVAIL for
CEO’s), one must endeavour to
After exiting the runway, its permitted to perform
perform a SET IN.
SET to cross an active runway e.g. VABB
Prepare to execute a SET-IN EVERY TIME, EVEN IF ITS JUST FOR 1 MIN.
EVERY MINUTE COUNTS !!!
Captain, there is a difference
between the Flight Plan Level
& the MCDU OPT FL. What
level should we be flying ??
To determine an accurate OPT FL,
you must insert the wind profile each
time during cockpit preparation. This
also caters for OPT FL changes due
ZFW fluctuations.
Irrespective of sector length/ flying time, it. is strongly recommended to enter the wind
profile using the WIND pages to obtain an accurate OPT FL
Pilots must monitor any change in OPT FL and endeavor to fly the new OPT FL wherever
practical.
CLIMB PHASE
• HISTORY WINDS can be used on reciprocal sectors with
similar return routing. If used, pilots must also insert the Flying below OPT FL
CRZ & DES winds.
CRUISE PHASE 2000FT Below
• Insert winds at up to 4 FL’s at various waypoints on the Increase Fuel Burn
CRZ WIND pages. Pilots must insert a STEP CLIMB during by approx. 54Kg*
cockpit preparation wherever given, to obtain accurate fuel
and time predictions. 4000FT Below
Increase Fuel Burn
DESCENT PHASE by approx. 110Kg*
• Insert winds at up to 5 FL’s / altitudes on the DES WIND (*Avg. IndiGo Leg
page Length)
ALTN F-PLN
• Average wind may be entered on the DES WIND page for
alternate cruise flight level.
If there is a STEP in the F-PLN, the crew must ensure that the wind is properly set at the
first waypoint beyond the step at both initial FL and STEP FL
