0.00.40 PMDG 737NGX
TUTORIAL #2
27FEB15 RTM DO NOT DUPLICATE For Simulator Use Only
So, our final values for trip fuel are:
6400 lbs + 660 lbs + 286 lbs = 7346 lbs trip fuel
(2900 kg + 300 kg + 130 kg = 3330 kg trip fuel
Contingency fuel:
This is a legal requirement for airline flights and is defined as 5% of the
trip fuel. This accounts for things like ATC vectoring, being assigned non-
optimal altitudes and so on.
Multiply our trip fuel by 0.05
7346 lbs * 0.05 = 367 lbs contingency fuel
(3330 kg * 0.05 = 167 kg contingency fuel)
Taxi fuel:
This is an estimate of the fuel that’s going to be used by the APU and by
the engines while taxiing. The standard figures used on almost every NG
flight in real life are 30 minutes APU time and 10 minutes taxi time. The
APU burns around 4 lbs (1.8 kg) per minute. Two engine taxi burns
around 27 lbs (12.2 kg) per minute)
4 lbs * 30 = 120 lbs APU
(1.8 kg * 30 = 54 kg APU)
27 lbs * 10 = 270 lbs taxi
(12 kg * 10 = 122 kg taxi)
120 lbs + 270 lbs = 390 lbs taxi fuel
(54 kg + 122 kg = 176 kg taxi fuel)
Extra fuel:
This is where your decision making as the captain comes into play. There
is no set number for how much extra fuel you need, but for this route
there are several obvious practical concerns we need to account for.
The LOC/DME East approach that’s currently loaded into the
FMC is set up to land on Runway 26, but we’ll be breaking off
from it to circle around and land on Runway 8. This uses extra
fuel. You always want to plan for the worst case scenario as far
as the distance you’ll need to go in the terminal area – the winds
could change and ATC can always assign you an approach that
causes you to have to circle around to the opposite side of the
airport that you planned on.
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