Very clear and well explained! I'm going to have my flight planning classes! I hope you could post other videos as soon as possible! I would be very grateful for that!
Thank you for the amazing helpful video. I have a question please, for min 17:09 why is the circle for ERA radius calculation not from Destination B, but from C which is the ERA?
Really well explained Grant, I am also becoming a pilot and am studying and videos like this made it clear and understandable Even to the basics of things.👍
Very well explained 👏 I'm currently studying for a MPL program for next year, and your videos are very helpful to my transition process from a neanderthal builder. I'm totally hooked on this now 😁
Hi guys, just need to correct/add some things in this video. RCF procedure; A little thing to add is that if you are using this procedure and there is an ERA available for the destination 2, then you will use 3% for that part of the route and not 5% in relation to contingency fuel. Final reserve; For piston aircraft, you take 45 minutes of fuel at 1500ft holding, not at cruise. You can use cruise fuel flow if no holding fuel flow is given.
Very well explained. Thank you for taking the time to make these videos. In the last example, for the 3% rule, I think you meant to draw the circle on the B side of C (just cosmetics, of course), right?
Just making sure as I use your videos as my bible before getting into any Q's, for the RCF Procedure, do we use fuel from Departure through the DP to the Alternate as stated @12:50, or only from the DP to the Alternate as is mentioned @20:50? Also what or who determines the Decision Point and Pre-Determined Point? Or do we even need to know that? Cheers!
Hi, thanks for this very much! I might have missed this but, what about the fuel required for taxiing to gate after landing? Is that counted in additional fuel or trip fuel? Since the definition of Taxi fuel is from gate to takeoff runway.
Hello, just a question about the RCF example. PadPilot states that it is 3% fuel for the trip between the origin and the alternate via the DP? Thanks for the video!
About PDP procedure when going to destination Airport. When on propeller, you have to choose between 45min plus 15% trip DEP to DEST or 2hours. You take the bigger or the lower of these 2 ??
So to determine the additional fuel for jets, we take the lowest of either 2 hours fuel, or 30 minutes holding fuel? It sounds like the 30 minutes of holding fuel is always gonna be the least of the 2 values, am I right?
Hello, at 15:50 to my understanding you specified that in either cases there has to be final reserve fuel beside the additional fuel. But according to what I found, final reserve fuel is already included in additional fuel and additional fuel should not be less than Final reserve. Can you elaborate if I misunderstood something?
Final reserve fuel is it's own separate category that always has to be included in the total fuel figure. Additional fuel is only there for a supplementary procedure where we might need more fuel.
Great video but ATPQ states otherwise, about the 3% exercise it says that since we are not inside the 20% radius circle we shall use the 5% contingency of the total distance or remaining distance in case of in-flight replanning instead of the rcfp. any suggestion?
Hello. Thanks a lot for the class. I have some questions. 1) 3%contingency : center of Circle 25% from dep or dest ? 2) There some new changes about fuel policy EASA, is it taken into account in this class ?
@@atplclass apparently there are some changes, for example the fuel at discretion of the captain is not included in the extra anymore and is called Discretionary (or SCD) fuel.
Just a question regarding picking which fuel to take for the PDP procedure. How do we know weather to choose the destination fuel values or the alternate? This would have to be decided before the flight, as if we initially choose fuel for the alt (30min holding) and then at the PDP we decide to go to the destination, we wont have the 2 hours of fuel. Just my understanding of the explanation but I'm sure I've missed a key detail somewhere as this cant be the case.
th-cam.com/video/etIWVKQscY0/w-d-xo.html Aviation exam has your example in their database, but their correct answer states 250kg, not 125kg. It is determined that ERA3% is not valid, but DP is not mentioned in the explanation.
great video, thnx! One question, in the ATPL practice exams there is a question about taxi fuel +apu fuel burn at both the departure airport as well as the destination airport. Is this fuel added to the taxi fuel or the takeoff fuel (I would assume the last)?
Taxi fuel is normally just for departure. This is because we want to know our Take-off mass precisely so we can do Ramp Mass - Taxi fuel to get Take-off Mass. At the destination airport after we land we aren't that concerned with measuring the difference in mass between landing and getting onto stand. If we land with final reserves in tact, then we can in theory burn into that fuel to get to the stand because we are no longer flying and don't need it. So we don't really need to consider loading extra fuel for a long taxi in for example.
Yeah i made a bit of a mistake, in this example luckily it doesn't make that much difference because airport C is half way. So the circle for our 3% contingency can be in either the first or second half and not make a difference.
Oh not for a while I'm afraid. I'm struggling to find time to film at the moment as work is so busy. I will get there eventually though. I should have a bit more time next week to get ahead with the filming.
Nice video, very clear and useful!! suprissed it had +2.9K views and only 80 likes!! Cmon guys lets help as we are helped!!
Very clear and well explained! I'm going to have my flight planning classes! I hope you could post other videos as soon as possible! I would be very grateful for that!
Cheers, mate. Thank you for all these videos.
Thank you for the amazing helpful video. I have a question please, for min 17:09 why is the circle for ERA radius calculation not from Destination B, but from C which is the ERA?
Yes it should be what you are saying. I made a mistake but luckily because the ERA is half way along the route it doesn't make a difference.
Extremely glad to see EASA peeps actively on youtube. Need more!
Really well explained Grant, I am also becoming a pilot and am studying and videos like this made it clear and understandable Even to the basics of things.👍
Glad it helped!
❤thank you very much for your time and help with my study!!!
Great Explanation!
Very well explained 👏 I'm currently studying for a MPL program for next year, and your videos are very helpful to my transition process from a neanderthal builder. I'm totally hooked on this now 😁
This was great. Thanks.
amazing man thanks ❤
Hi guys, just need to correct/add some things in this video.
RCF procedure;
A little thing to add is that if you are using this procedure and there is an ERA available for the destination 2, then you will use 3% for that part of the route and not 5% in relation to contingency fuel.
Final reserve;
For piston aircraft, you take 45 minutes of fuel at 1500ft holding, not at cruise. You can use cruise fuel flow if no holding fuel flow is given.
Very well explained. Thank you for taking the time to make these videos.
In the last example, for the 3% rule, I think you meant to draw the circle on the B side of C (just cosmetics, of course), right?
Great point! Luckily for me point "c" is half way so it doesn't make a difference haha
Just making sure as I use your videos as my bible before getting into any Q's, for the RCF Procedure, do we use fuel from Departure through the DP to the Alternate as stated @12:50, or only from the DP to the Alternate as is mentioned @20:50?
Also what or who determines the Decision Point and Pre-Determined Point? Or do we even need to know that?
Cheers!
This is awesome!!! Please keep it up 🥵🔥
Hi, thanks for this very much!
I might have missed this but, what about the fuel required for taxiing to gate after landing?
Is that counted in additional fuel or trip fuel?
Since the definition of Taxi fuel is from gate to takeoff runway.
Its usually included in trip fuel
Hello, just a question about the RCF example. PadPilot states that it is 3% fuel for the trip between the origin and the alternate via the DP? Thanks for the video!
About PDP procedure when going to destination Airport. When on propeller, you have to choose between 45min plus 15% trip DEP to DEST or 2hours. You take the bigger or the lower of these 2 ??
So to determine the additional fuel for jets, we take the lowest of either 2 hours fuel, or 30 minutes holding fuel? It sounds like the 30 minutes of holding fuel is always gonna be the least of the 2 values, am I right?
When your are flying up at altitude you burn a lot less fuel than when down low (holding) in a Jet so it might be closer than you think!
Hello, at 15:50 to my understanding you specified that in either cases there has to be final reserve fuel beside the additional fuel. But according to what I found, final reserve fuel is already included in additional fuel and additional fuel should not be less than Final reserve. Can you elaborate if I misunderstood something?
Final reserve fuel is it's own separate category that always has to be included in the total fuel figure. Additional fuel is only there for a supplementary procedure where we might need more fuel.
Great video but ATPQ states otherwise, about the 3% exercise it says that since we are not inside the 20% radius circle we shall use the 5% contingency of the total distance or remaining distance in case of in-flight replanning instead of the rcfp. any suggestion?
If you have no suitable ERA within the 20% radius then you should default to 5% contingency.
Hello. Thanks a lot for the class. I have some questions.
1) 3%contingency : center of Circle 25% from dep or dest ?
2) There some new changes about fuel policy EASA, is it taken into account in this class ?
1 - Destination.
2 - What are these changes, because i haven't heard of anything changing
@@atplclass apparently there are some changes, for example the fuel at discretion of the captain is not included in the extra anymore and is called Discretionary (or SCD) fuel.
Just a question regarding picking which fuel to take for the PDP procedure. How do we know weather to choose the destination fuel values or the alternate? This would have to be decided before the flight, as if we initially choose fuel for the alt (30min holding) and then at the PDP we decide to go to the destination, we wont have the 2 hours of fuel. Just my understanding of the explanation but I'm sure I've missed a key detail somewhere as this cant be the case.
You always take the larger of the fuel values. That way you are covered if you decide to go to the destination or the alternate.
th-cam.com/video/etIWVKQscY0/w-d-xo.html
Aviation exam has your example in their database, but their correct answer states 250kg, not 125kg. It is determined that ERA3% is not valid, but DP is not mentioned in the explanation.
great video, thnx! One question, in the ATPL practice exams there is a question about taxi fuel +apu fuel burn at both the departure airport as well as the destination airport. Is this fuel added to the taxi fuel or the takeoff fuel (I would assume the last)?
Taxi fuel is normally just for departure. This is because we want to know our Take-off mass precisely so we can do Ramp Mass - Taxi fuel to get Take-off Mass. At the destination airport after we land we aren't that concerned with measuring the difference in mass between landing and getting onto stand.
If we land with final reserves in tact, then we can in theory burn into that fuel to get to the stand because we are no longer flying and don't need it. So we don't really need to consider loading extra fuel for a long taxi in for example.
Hello, I am wrong ? you said that 3%contingency center of Circle 25% is from destination, but the exemple you made the center from departure ?
Yeah i made a bit of a mistake, in this example luckily it doesn't make that much difference because airport C is half way. So the circle for our 3% contingency can be in either the first or second half and not make a difference.
@@atplclass no prob ! Thank you ;)
when will we get the flightplaning practice exam that you have teased?
Oh not for a while I'm afraid. I'm struggling to find time to film at the moment as work is so busy. I will get there eventually though. I should have a bit more time next week to get ahead with the filming.
You are Chuck yeager