Hey guys,

 

I was just on approach to a very windy East Midlands airport in the NGX, and upon landing ended up coming in too far and bouncing, which resulted in a go-around. I was flying manual, and therefore autothrottle and autopilot were not engaged. On go-around I pressed the TOGA button thinking the throttles would go into togo mode, but they didn't and I had to thorttle up manually. I thought that on a go-around TOGA should work even without autothrottle engaged?

 

Secondly, after watching a video the other day about a Scandanavian crew flying the 737-800ng, It came to my attention that crews in every day life do fuel checks while en-route.

 

I was wondering if someone could tell me when these fuel checks are carried out on the routes, for example say every hour, and also how they check the fuel. Do they check the fuel tank number indications on the Lower DU against the FMC predicted fuel usage? Or is it some other method?

 

TIA and kind regards,

 

Danny

I was wondering if someone could tell me when these fuel checks are carried out on the routes, for example say every hour, and also how they check the fuel. Do they check the fuel tank number indications on the Lower DU against the FMC predicted fuel usage? Or is it some other method?

 

At my company after takeoff we receive a flight progress report via ACARS. It lists each fix on the flight plan along with the planned ETA and fuel on board at each fix, adjusted for the actual takeoff time. We compare the planned vs. actual fuel on board at each fix. Often you will receive a clearance direct to a fix down the line. When this happenes you lose a lot of the check points since you will not actually cross them. In this situation you can determine when you are abeam of your planned fixes and use that as your check point. If the ACARS is not available we can do the same using the flight release to determine the planned fuel burn to each fix.

8.3.7 POLICY AND PROCEDURES FOR IN-FLIGHT FUEL MANAGEMENT

 

8.3.7.1 FUEL QUANTITY CHECKS

 

8.3.7.1.1 GENERAL The fuel on board when starting the engines must not be less than the minimum fuel quantity defined by the fuel policy. Refer to 8.1.7.1, “Fuel Policy”. The fuel on board must be periodically checked in flight to determine if the remaining fuel is not less than the minimum fuel required to continue the intended flight.

 

8.3.7.1.2 IN-FLIGHT FUEL CHECKS In-flight fuel monitoring is made using the Operational Flight Plan (OFP). A fuel check shall be recorded at top of climb (TOC), or cruise altitude on the OFP, thereafter a written check shall be made at intervals not exceeding 1 hour and a verbal check made at 30 minute intervals. On shorter flights one fuel check shall be recorded on the OFP unless the total elapsed time from take-off to landing is less than 20 minutes. PNF will check fuel on board and compare with the Operational Flight Plan. The crew must carry out regular fuel checks noting:

 

• Time of observation

 

• Remaining fuel on board (FOB)

 

• The expected useable fuel at the destination aerodrome

 

Subtract “Fuel used” from the block fuel (recorded before engine start) and compare this figure with the “Remaining fuel on board”. If there is no major discrepancy, the figures read on the aircraft should be used. This type of monitoring would detect fuel leaks and provide a more reliable basis of calculation in case of either Fuel Quantity Indicator (FQI) or Fuel Used (FU) failure during flight. However, without any failure or fuel leak, some discrepancies, which may be considered large can be evidenced. This may be due to:

 

(a) APU consumption which is not recorded by FU

 

(B) FQI errors on block fuel and on FOB

 

© FU indication tolerance

 

Water freezing in the tanks may also affect the FQI indications.

 

8.3.7.1.3 IN-FLIGHT FUEL MANAGEMENT The commander shall ensure that the flight is conducted so that the expected useable fuel remaining on arrival at the destination aerodrome is not less than:

 

• The required Alternate Fuel plus Final Reserve Fuel, or

 

• The Final Reserve Fuel if no alternate aerodrome is required

 

If as the result of an in-flight fuel check, the expected useable fuel remaining on arrival at the destination aerodrome is less than:

 

(a) The required Alternate Fuel plus Final Reserve Fuel, the Commander must take into account the traffic and the operational conditions prevailing at the destina-tion aerodrome, at the destination alternate aerodrome and at any other adequate aerodrome, in deciding whether to proceed to the destination aerodrome or to divert so as to perform a safe landing with not less than Final Reserve Fuel, or

 

(B) The Final Reserve Fuel if no alternate aerodrome is required, the Commander must take appropriate action and proceed to an adequate aerodrome so as to perform a safe landing with not less than Final Reserve Fuel.

 

In all cases the following fuel conservation measures should be considered in the event of a fuel shortfall:

 

(a) Decrease aircraft speed (down to Max Range Speed / Cost Index minimum)

 

B) Obtain a more direct route

 

© Fly closer to the optimum FL (taking the wind into account)

 

(d) Select a closer alternate aerodrome

 

(e) Land and refuel

 

8.3.7.1.4 RE-PLANNING IN-FLIGHT Re-planning in-flight may be done when planned operating conditions have changed or other reasons make further adherence to the original flight plan unacceptable or impractical, for example:

 

(a) Bad weather conditions or runway conditions at the planned destination and al-ternate.

 

(B) Fuel penalties due to ATC constraints or unfavourable wind.

 

© Degraded aircraft performance

 

NOTE: A landing is “assured” if, in the judgement of the Flight Crew, it could be completed in the event of any forecast deterioration in the weather and plausible single failures of ground and/or airborne facilities e.g. CAT II/III to CAT I.

 

8.3.7.2 LOW FUEL STATE If at any time, it becomes apparent that the aircraft may land with less than Final Reserve Fuel; an emergency “PAN” call to ATC must be made, reporting fuel remaining in minutes. ATC must thereafter be kept fully informed of the situation. If at any time, it is evident that the aircraft will land with less than Final Reserve Fuel remaining; an emergency “MAYDAY” call must be made, reporting fuel remaining in minutes.

 

8.3.7.3 ADDITIONAL CONDITIONS FOR ALTERNATIVE FUEL PROCEDURES

 

8.3.7.3.1 RCF PROCEDURE On a flight using the RCF procedure, in order to proceed to the Destination 1 aerodrome, the Commander must ensure that the useable fuel remaining at the decision point is at least the total of:

 

(a) Trip Fuel from the decision point to the destination 1 aerodrome; and

 

(B) Contingency Fuel equal to 5% of the trip fuel from the decision point to destination 1 aerodrome; and

 

© Destination 1 aerodrome Alternate Fuel, if a destination 1 alternate aerodrome is required; and

 

(d) Final Reserve Fuel

If the AT is not armed/on, then you need to set power manually. You're flying manually, not the computer.

Some guys preffer to flick the AT switch back on after disengaging, so that AT is armed, while allowing you full control. Should you press TOGA in this state, throttles will go forward to GA thrust.

 

Note that for this to work properly, you must setup your PMDG NGX to allow joystick throttle control on AT ARM.