07 Flight Operations

What are the operationally important components of the EASA fuel scheme?

Taxi + trip + contingency + destination alternate if required + final reserve + additional if required; extra and discretionary fuel are added when applicable.

What is the key difference between contingency fuel and Final Reserve Fuel?

Contingency covers unforeseen variation in planned trip consumption; Final Reserve is a protected reserve intended to remain available until landing.

Under the basic EASA fuel scheme for Performance Class A aeroplanes, how is contingency fuel normally calculated?

The higher of 5% of planned trip fuel or 5 minutes at holding speed at 1,500 ft above destination, unless an approved alternative fuel scheme is used.

What is Final Reserve Fuel for a turbine-engined CAT aeroplane?

30 minutes at holding speed at 1,500 ft above the relevant aerodrome in standard conditions.

What does destination alternate fuel include?

Missed approach at destination, then climb, cruise, descent, approach and landing at the selected alternate.

What is the purpose of additional fuel?

To protect a critical scenario such as engine failure or loss of pressurisation when the other planned fuel components are insufficient.

What does the basic additional-fuel critical scenario provide for?

Flight from the most critical point to a fuel ERA, then 15 minutes holding at 1,500 ft, approach and landing.

What is the difference between extra fuel and discretionary fuel?

Extra fuel covers anticipated delays or specific operational constraints; discretionary fuel is added solely at the commander’s discretion.

What is the key decision principle during an in-flight fuel check?

Reassess whether the flight can still reach a safe landing aerodrome while protecting the required Final Reserve Fuel.

What is the difference between MINIMUM FUEL and MAYDAY FUEL?

MINIMUM FUEL means further delay or clearance change may cause landing below FRF; MAYDAY FUEL means landing at the nearest safe aerodrome below FRF is already predicted.

Does MINIMUM FUEL automatically give ATC priority?

No. It is not an emergency declaration.

Should a crew wait until Final Reserve Fuel is actually being consumed before declaring MAYDAY FUEL?

No. The declaration is based on predicted fuel at landing.

What is the fundamental difference between an MMEL and an MEL?

The MMEL is the type-level master document; the MEL is the operator-specific approved document used for dispatch.

What is the purpose of the MEL?

To define the conditions under which safe dispatch is permitted with specified equipment inoperative; it is an alleviating document, not a target operating condition.

What do (O) and (M) mean in an MEL?

(O) requires an operational procedure; (M) requires a maintenance procedure.

What are the standard MEL rectification intervals?

A: as specifically stated; B: 3 calendar days; C: 10 calendar days; D: 120 calendar days, normally excluding the day of discovery.

Why must multiple deferred defects be considered together?

Their combined effect may create operational consequences or hazards not present when each defect is considered separately.

How can an MEL item affect the operation beyond the failed system itself?

It may change performance, procedures, fuel requirements, route/aerodrome capability or approvals such as RVSM or LVO.

What is the practical difference between MEL and CDL?

MEL deals mainly with inoperative equipment; CDL permits operation with specified external parts missing, subject to limitations and performance penalties.

What is the clean-aircraft principle?

Take-off must not commence with contamination that can adversely affect performance or controllability, except where specifically permitted by approved aircraft procedures.

What is the operational difference between de-icing and anti-icing?

De-icing removes existing contamination; anti-icing provides temporary protection against further accumulation.

How do one-step and two-step de/anti-icing differ?

One-step removes contamination and provides protection in one treatment; two-step removes contamination first and applies anti-icing protection separately.

When does Holdover Time start?

For one-step treatment, at the start of de/anti-icing; for two-step treatment, at the start of the second anti-icing step.

Is Holdover Time a guaranteed safe period?

No. It is an estimate and actual protection may end earlier as conditions change.

What conditions can make a published HOT unreliable or invalid?

Changes in precipitation type/intensity, temperature, wind, aircraft surface temperature or other conditions outside the HOT assumptions.

What should be done if frozen contamination begins accumulating before HOT expires?

The protection has failed; the aircraft must not take off without the required reassessment or treatment.

What are the current wake-turbulence categories?

SUPER: designated types; HEAVY: ≥136,000 kg except SUPER; MEDIUM: >7,000 kg and <136,000 kg; LIGHT: ≤7,000 kg MCTOM.

Which aircraft append wake category to the callsign on initial radiotelephony contact?

HEAVY and SUPER aircraft use “HEAVY” or “SUPER” as applicable.

What is RVSM and where is it normally applied?

1,000 ft vertical separation between appropriately approved aircraft from FL290 through FL410 inclusive.

What aircraft systems are fundamental for RVSM operation?

Two independent altitude-measurement systems, altitude alerting, automatic altitude control and an altitude-reporting SSR transponder.

What should be done if required RVSM equipment fails before entering RVSM airspace?

Do not enter as RVSM; advise ATC and obtain an appropriate clearance.

What is an important RVSM cross-check between primary altimeters?

At least two primary altitude indications should agree within ±200 ft; otherwise the altimetry system is treated as defective and ATC is notified.

What is the purpose of EDTO/ETOPS planning?

To ensure that an aircraft operating far from suitable aerodromes can safely divert following relevant failures.

Which two scenarios are especially important in extended-diversion planning?

Engine failure and loss of pressurisation.

Why can depressurisation become the fuel-critical extended-diversion scenario?

The required low-altitude diversion can greatly increase fuel consumption.

What is the EASA Window of Circadian Low (WOCL)?

02:00–05:59 in the time zone to which the crew member is acclimatised.

How may a planned maximum daily FDP be extended without in-flight rest?

By up to 1 hour, no more than twice in any 7 consecutive days, subject to the applicable sector/WOCL limitations.

What additional rest is required with a planned 1-hour FDP extension?

Either pre- and post-flight rest are each increased by 2 hours, or post-flight rest alone is increased by 4 hours.

What are the key EASA split-duty rules worth remembering?

The ground break is at least 3 consecutive hours, counts fully as FDP, and the basic FDP may be extended by up to 50% of the qualifying break.

When is suitable accommodation required during split duty?

For a break of 6 hours or more or a break encroaching the WOCL.

How does positioning before an operating sector affect FTL?

Positioning after reporting and before operating counts as FDP but does not count as a sector; all positioning counts as duty.

What are the basic minimum-rest rules at and away from home base?

At home base: the longer of 12 hours or the preceding duty; away from home base: the longer of 10 hours or the preceding duty.

What is commander’s discretion intended for?

Unforeseen circumstances in actual operations, not routine roster planning.

How far may FDP normally be increased using commander’s discretion?

Up to 2 hours; up to 3 hours with augmented flight crew, subject to the applicable conditions.

What is the most important limitation behind every FTL calculation?

Being legally within an FDP limit does not by itself mean a crew member is fit to operate; fatigue and alertness remain safety considerations.