DAFTAR ISI

DAFTAR ISI..............................................................................................................................1
1. PENGANTAR....................................................................................................................2
2. DATA PESAWAT.............................................................................................................2
2.1. 3 View Drawing Pesawat............................................................................................2
2.2. Data Massa Pesawat....................................................................................................2
2.3. Data Payload-Range Pesawat......................................................................................4
3. RUTE..................................................................................................................................4
4. ANALISIS..........................................................................................................................6
5. KESIMPULAN...................................................................................................................9
6. REFERENSI.....................................................................................................................10
LAMPIRAN.............................................................................................................................11

1
1. PENGANTAR

Pesawat yang digunakan pada simulasi kali ini adalah pesawat Airbus A319-100.
Pada laporan ini, akan disimulasikan beberapa rencana penerbangan dengan
menggunakan rute-rute pesawat yang mempertimbangkan regulasi ETOPS. Simulasi
akan dilakukan dengan menggunakan data prestasi terbang pesawat yang termuat
dalam manual pesawat.

2. DATA PESAWAT

2.1. 3 View Drawing Pesawat

. Gambar 1 menunjukkan 3 view drawing dari pesawat Airbus A319-100.

Gambar 1. 3-view drawing pesawat Airbus A319-100.

2.2. Data Massa Pesawat

Data massa pesawat diperoleh dari referensi [2]. Pada referensi tersebut
sebenarnya terdapat beberapa pilihan opsi konfigurasi massa pesawat. Tetapi,
pada laporan ini, akan dipilih data massa pesawat sebagaimana tersaji pada
tabel 1.

2
 Tabel 1. Data massa pesawat.

Maximum Ramp Weight (MRW) 75 900 kg

Maximum Taxi Weight (MTW) (167 331 lb)

Maximum Take-Off Weight (MTOW) 75 500 kg

(166 449 lb)

Maximum Landing Weight (MLW) 62 500 kg

(137 789 lb)

Maximum Zero Fuel Weight (MZFW) 58 500 kg

(128 970 lb)

Selain itu, dibutuhkan juga data kapasitas massa dan/atau volume dari tangki
bahan bakar pesawat. Data ini akan menjadi acuan untuk mempertimbangkan
feasible atau tidaknya rute-rute penerbangan yang akan dianalisis di laporan
ini. Gambar 2 menyajikan data kapasitas tangki bahan bakar pesawat Airbus
A319-100.

Gambar 2. Kapasitas tangki bahan bakar pesawat Airbus A319-100.

3
 2.3. Data Payload-Range Pesawat
Data payload-range pesawat diperoleh dari referensi [2]. Data payload-range
ini akan digunakan untuk menentukan range maksimum yang mampu
ditempuh pesawat untuk payload tertentu. Dalam kata lain, data payload-range
akan secara awal menentukan rute-rute yang mungkin bagi pesawat Airbus
A319-100. Gambar 3 menyajikan grafik payload-range dari pesawat Airbus
A319-100.

Gambar 3. Grafik payload-range Airbus A319-100.

Pada gambar 3, terlihat bahwa ada beberapa grafik yang merepresentasikan
grafik payload-range untuk beberapa konfigurasi massa pesawat. Dengan
mengambil konfigurasi massa sebagaimana pada subbab 2.2, maka grafik yang
dipakai adalah grafik yang berwarna hijau.

3. RUTE

Rute yang akan dianalisis dipilih berdasarkan range maksimum pesawat pada berat
payload yang dipilih. Pada analisis laporan ini, dipilih berat payload sebesar 17000
kg, sehingga berdasarkan gambar 3, range maksimum pesawat adalah sekitar 2700
nm. Maka, dipilih rute dengan keberangkatan dari bandara St. John (YYT) ke
bandara London Heathrow (LHR) dengan bandara alternatif London Gatwick
(LGW).
Pada laporan ini, akan dianalisis beberapa rute ETOPS pada beberapa diversion time.
Dipilih 2 jenis diversion time, yaitu 90 menit dan 120 menit. Tabel 2 menyajikan en-
route dari rute pada dua diversion time tersebut. Agar lebih jelas, visual rute-rute
tersebut dapat dilihat pada peta yang tersaji pada gambar 4 dan 5.

4
 Tabel 2. En-route

ETOPS Diversion En-route Range

Time (nm)

90-minutes  Kangerlussuaq 2596

(SFJ)
 Keflavik (KEF)

120-minutes  Keflavik (KEF) 2554

Gambar 4. Peta rute diversion time 90 menit.

Gambar 5. Peta rute diversion time 120 menit.

5
 Pada beberapa kasus, perlu didefinisikan lokasi titik kritis rute. Titik kritis diambil
saat pesawat berada di lokasi yang memiliki jarak ke bandara terdekat dan jarak ke
bandara tujuan sama besar. Berdasarkan pertimbangan tersebut, titik-titik kritis dari
tiap diversion time adalah sebagaimana tersaji pada tabel 3.
Tabel 3. Titik kritis rute.

ETOPS Diversion Departure to C.P

Time (nm)
4. ANALISIS
90-minutes Diversion 1959
Terdapat beberapa
kasus yang akan 120-minutes Diversion 1958 dianalisis
pada laporan kali ini.
Beberapa kasus ini diambil dari referensi [3], yaitu standard fuel plan, pressure loss
fuel plan, engine fail fuel plan, dan engine fail + pressure loss fuel plan. Profil misi
dari kasus-kasus ini sebagaimana tersaji pada gambar 6,7 dan 8.

Gambar 6. Profil misi standard fuel plan.

6
 Gambar 7. Profil misi pressure loss atau engine fail + pressure loss plan.

Gambar 8. Profil misi engine fail fuel plan.

Hasil perhitungan analisis dari tiap kasus dapat dilihat pada lampiran. Secara singkat,
tabel 4 dan 5 berturut-turut menyajikan rangkuman hasil perhitungan bahan bakar
yang dibutuhkan dan waktu tempuh penerbangan untuk setiap kasus pada setiap
ETOPS diversion time.

7
 Tabel 4. Hasil perhitungan bahan bakar

Standard Pressure Loss Engine Fail Pressure Loss + Engine Fail

[kg] [kg] [kg] [kg]

90-minutes 17178 18191 17028 17368

120-minutes 16954 17508 16433 16693

Tabel 5. Hasil perhitungan waktu penerbangan.

Standard Pressure Loss Engine Fail Pressure Loss + Engine Fail

[min] [min] [min] [min]

90-minutes 393 371 384 389

120-minutes 387 364 377 381

Hasil perhitungan bahan bakar menunjukkan bahwa pressure loss fuel planning
memakan jumlah bahan bakar yang paling tinggi. Terdapat dua hal yang
menyebabkan hasil ini terjadi. Yang pertama adalah bahwa critical point berada pada
lokasi dengan jarak yang cukup jauh dari bandara keberangkatan, yakni sekitar 4/5
dari total jarak perjalanan. Setelah critical point, pesawat diatur untuk melakukan fase
long range cruise yang tidak efektif jika dilakukan dengan jarak pendek, sehingga
bahan bakar yang dibutuhkan besar. Yang kedua adalah bahwa pada pressure loss fuel
planning, setelah critical point, pesawat akan cruise pada ketinggian rendah, FL100.
Terbang pada ketinggian rendah akan lebih banyak mengonsumsi bahan bakar akibat
densitas udara yang lebih tinggi, sehingga bahan bakar yang dibutuhkan lebih banyak.
Meskipun memiliki profil misi sama dengan kasus pressure loss, kasus pressure loss +
engine fail akan membutuhkan bahan bakar yang lebih sedikit dibandingkan kasus
pressure loss saja. Hal ini terjadi karena pada kasus pressure loss + engine fail,
pesawat hanya beroperasi dengan satu engine setelah critical point. Akibatnya, bahan
bakar yang dibutuhkan lebih sedikit.
Kasus engine fail menghasilkan konsumsi bahan bakar yang paling sedikit. Hal ini
dapat terjadi karena pada kasus ini, pesawat beroperasi hanya dengan satu engine
setelah critical point. Selain itu, pada kasus ini, pesawat melakukan fase long range
cruise pada FL180, bukan FL100 sebagaimana kasus pressure loss. Akibat dua hal ini,
konsumsi bahan bakar kasus engine fail menjadi yang paling sedikit.
Keempat kasus tersebut membutuhkan bahan bakar di bawah kapasitas tangki
maksimum pesawat (lihat gambar 2). Oleh karena itu, dapat disimpulkan bahwa
keempat kasus tersebut feasible untuk dilakukan.

8
 Hasil perhitungan waktu penerbangan menunjukkan bahwa waktu penerbangan
terlama terjadi untuk standard fuel planning. Hasil ini diperoleh karena pada standard
fuel planning diperhitungkan juga waktu penerbangan dari bandara tujuan ke bandara
alternatif, tidak seperti 3 kasus lain yang tidak mempertimbangkan hal tersebut.
Kasus pressure loss menunjukkan hasil waktu penerbangan yang paling singkat. Ini
dapat terjadi karena di antara 3 kasus selain standard fuel planning, kecepatan pesawat
yang paling tinggi, sehingga membutuhkan waktu yang lebih singkat untuk
menyelesaikan penerbangan. Lebih lanjut, kasus engine fail membutuhkan waktu
penerbangan lebih singkat daripada kasus pressure loss + engine fail. Hal ini dapat
terjadi karena pesawat melakukan fase long range cruise pada ketinggian yang lebih
tinggi pada kasus engine fail (FL180) dibandingkan dengan pressure loss + engine fail
(FL100). Pada ketinggian yang lebih tinggi, pesawat membutuhkan kecepatan yang
lebih tinggi untuk mempertahankan thrust, sehingga waktu penerbangan kasus engine
fail lebih singkat.

5. KESIMPULAN

Berdasarkan perhitungan dan analisis yang telah dijabarkan di atas, penulis dapat
menyimpulkan beberapa hal sebagai berikut :
 Konsumsi bahan bakar terbesar adalah pada kasus pressure loss karena lokasi
critical point yang jauh dan ketinggian yang rendah saat fase long range cruise
setelah mencapai critical point.
 Waktu penerbangan terlama terjadi pada kasus standard fuel planning karena
mempertimbangkan waktu penerbangan dari bandara tujuan ke bandara alternatif.
 Keempat kasus di atas membutuhkan bahan bakar yang masih di bawah kapasitas
maksimum tangki bahan bakar pesawat, sehingga rute feasible untuk dilakukan.

9
6. REFERENSI

[1] Airbus. A319/A320/A321 Flight Crew Operating Manual; Flight Operations

[2] Airbus. 2005. A319 Aircraft Characteristics Airport and Maintenance Planning.
[3] Airbus. 1998. Getting to Grips with ETOPS

10
 LAMPIRAN

STANDARD FUEL PLANNING 90-MINUTES

From YYT To LHR Alternate LGW
Aircraft A319-100 Engine CFM56 Date Nov-19
Air Cond. Normal Anti Icing On
Max Cabin Rate
Temperature ISA CG. Position 33% 350 ft/min
of Descent

Cruise Altitude 35000 ft Payload Weight 17000

Weight Fuel Time Distance Speeds Wind OAT

Point of Flight FL
[kg] [kg] [min] Ground [nm] Air [nm] [kt]/M [kt] [°C]
Ramp Weight 75000
Taxi out 120 0
Weight at Brake Release 74880
Take-off & Initial Climb 223.38 2 4 4 15 0
Climb 1566.72 19 129.7951807 126 250/300/.78 1
Cruise (1st flight level) 3097.38 65.5021834 514.9587525 500 310 300/.78 16 -46.4
Climb 243.78 4 33.98727767 33 300/.78 16
Cruise (2nd flight level) 9078.933 232 1807.955641 1740 350 300/.78 18 -54.3
Descent to destination altitude 214.5 17.334 106.9162048 103.79 15 .78/300/250 1
Approach & Landing 110 6 0 0 0 0 15
Trip Fuel 14654.69 345.836183 2597.613057 2506.79
Route Reserves (5% Trip fuel) 732.7347
Weight at Destination Airport 60345.30675
Go-around to alternate airport 50 0 15 12
Climb 241.74 2 10 10 250/300/.78 0
Cruise 226.645 4.68468468 25.13333333 26 100 300/.78 -12 -4.812
Descent 74.1 6.42 29.96 29.96 .78/300/250 0
Holding 1138.44 30 15 green dot speed 12
Approach & Landing 60 4 4 4 0 0 15
Alternate Fuel 1790.925 47.1046847 69.09333333 69.96
Landing Weight at Alternate 58554.38171
Minimum Block 17178.35 392.940868
Distance from Departure to Destination 2597.613057 2506.79
Distance from Destination to Alternate 69.09333333 69.96

Ramp Weight 75000 [kg] Total Fuel on Board 17178.35295 [kg] Total Flight Time 392.9409 [min]
TO Weight 74880 [kg] Trip Fuel 14654.69325 [kg] Trip Time 345.8362 [min]
Landing Weight at Dest. 60345.30675 [kg] Alternate Fuel 1790.925045 [kg] Alternate Time 47.10468 [min]
Landing Weight at Altern. 58554.38171 [kg] Route Reserves 732.7346623 [kg]
Zero Fuel Weight 57821.64705 [kg] Extra Reserves 0 [kg]
Payload 17000 [kg]

11
STANDARD FUEL PLANNING 120-MINUTES
From YYT To LHR Alternate LGW
Aircraft A319-100 Engine CFM56 Date Nov-19
Air Cond. Normal Anti Icing On
Max Cabin Rate
Temperature ISA CG. Position 33% 350 ft/min
of Descent
Cruise Altitude 35000 ft Payload Weight 17000

Weight Fuel Time Distance Speeds Wind OAT

Point of Flight FL
[kg] [kg] [min] Ground [nm] Air [nm] [kt]/M [kt] [°C]
Ramp Weight 75000
Taxi out 120 0
Weight at Brake Release 74880
Take-off & Initial Climb 223.38 2 4 4 15 0
Climb 1566.72 19 129.7951807 126 250/300/.78 1
Cruise (1st flight level) 3097.38 65.5021834 514.9587525 500 310 300/.78 16 -46.4
Climb 243.78 4 33.98727767 33 300/.78 16
Cruise (2nd flight level) 8865.004 226.533333 1765.354388 1699 350 300/.78 18 -54.3
Descent to destination altitude 214.5 17.334 106.9162048 103.79 15 .78/300/250 1
Approach & Landing 110 6 0 0 0 0 15
Trip Fuel 14440.76 340.369517 2555.011803 2465.79
Route Reserves (5% Trip fuel) 722.0382
Weight at Destination Airport 60559.23564
Go-around to alternate airport 50 0 15 12
Climb 241.74 2 10 10 250/300/.78 0
Cruise 226.645 4.68468468 25.13333333 26 100 300/.78 -12 -4.812
Descent 74.1 6.42 29.96 29.96 .78/300/250 0
Holding 1138.44 30 15 green dot speed 12
Approach & Landing 60 4 4 4 0 0 15
Alternate Fuel 1790.925 47.1046847 69.09333333 69.96
Landing Weight at Alternate 58768.3106
Minimum Block 16953.73 387.474201
Distance from Departure to Destination 2555.011803 2465.79
Distance from Destination to Alternate 69.09333333 69.96

Ramp Weight 75000 [kg] Total Fuel on Board 16953.72762 [kg] Total Flight Time 387.4742 [min]
TO Weight 74880 [kg] Trip Fuel 14440.76436 [kg] Trip Time 340.3695 [min]
Landing Weight at Dest. 60559.23564 [kg] Alternate Fuel 1790.925045 [kg] Alternate Time 47.10468 [min]
Landing Weight at Altern. 58768.3106 [kg] Route Reserves 722.0382179 [kg]
Zero Fuel Weight 58046.27238 [kg] Extra Reserves 0 [kg]
Payload 17000 [kg]

12
PRESSURE LOSS FUEL PLANNING 90-MINUTES
From YYT To LHR Alternate LGW
Aircraft A319-100 Engine CFM56 Date Nov-19
Air Cond. Normal Anti Icing On
Max Cabin Rate
Temperature ISA CG. Position 33% 350 ft/min
of Descent
Cruise Altitude 35000 ft Payload Weight 17000

Weight Fuel Time Distance Speeds Wind OAT

Point of Flight FL
[kg] [kg] [min] Ground [nm] Air [nm] [kt]/M [kt] [°C]
Ramp Weight 75000
Taxi out 120 0 15
Weight at Brake Release 74880
Take-off & Initial Climb 223.38 2 4 4 15 0
Climb 1566.72 19 129.7951807 126 250/300/.78 1
Cruise (1st flight level) 3097.38 65.5021834 514.9587525 500 310 300/.78 16 -46.4
Climb 243.78 4 33.98727767 33 300/.78 16
Cruise (2nd flight level) 6417.867 164 1278.037608 1230 350 300/.78 18 -54.3
Trip Fuel to Critical Point 11549.13 254.502183 1960.778819 1893
Route Reserves (2% Trip fuel) 230.9825
Weight at Critical Point 63330.87342
Descent to Diversion Cruise Level 140.4 10.914 73.83 73.83 100 .78/300/250
Cruise 4845.703 97.8106509 531.0536258 551 100 Long Range cruise -15
Descent to Diversion Airport 74.1 6.42 29.96 29.96 15 .78/300/250 0
Holding 575 15 15 Green dot speed
Approach + Go around 296 2
Approach & Landing 60 4 4 4 0 0 15
Diversion Fuel Burn 5991.203 136.144651 638.8436258 658.79
Route Reserves After C.P. (7%) 419.3842
Weight at Diversion Airport 57339.67076
Minimum Block 18190.7 370.648
Distance from Departure to Div. Airport 2599.622445 2551.79
Distance from C.P. to Div. Airport 638.8436258 658.79

Ramp Weight 75000 [kg] Total Fuel on Board 18190.69596 [kg] Total Flight Time 370.648 [min]
TO Weight 74880 [kg] Trip Fuel 11549.12658 [kg] Time untill C.P 254.5022 [min]
Landing Weight 57339.67076 [kg] Route Reserves untill C.P 230.9825316 [kg] Time After C.P 136.1447 [min]
Zero Fuel Weight 56809.30404 [kg] Route Reserves after C.P 419.3841864 [kg]
Payload 17000 [kg] Extra Reserves 0 [kg]

13
PRESSURE LOSS FUEL PLANNING 120-MINUTES
From YYT To LHR Alternate LGW
Aircraft A319-100 Engine CFM56 Date Nov-19
Air Cond. Normal Anti Icing On
Max Cabin Rate
Temperature ISA CG. Position 33% 350 ft/min
of Descent
Cruise Altitude 35000 ft Payload Weight 17000

Weight Fuel Time Distance Speeds Wind OAT

Point of Flight FL
[kg] [kg] [min] Ground [nm] Air [nm] [kt]/M [kt] [°C]
Ramp Weight 75000
Taxi out 120 0 15
Weight at Brake Release 74880
Take-off & Initial Climb 205 2 4 4 15 0
Climb 1362.72 17 111.253012 108 250/300/.78 1
Cruise (1st flight level) 3679.672 83.1877729 653.9976157 635 310 300/.78 16 -46.4
Climb 185 4 26.77785513 26 300/.78 16
Cruise (2nd flight level) 5843.911 149.333333 1163.741562 1120 350 300/.78 18 -54.3
Trip Fuel to Critical Point 11276.3 255.521106 1959.770045 1893
Route Reserves (2% Trip fuel) 225.5261
Weight at Critical Point 63603.6964
Descent to Diversion Cruise Level 140.4 10.914 73.83 73.83 100 .78/300/250
Cruise 4467.544 90.1775148 489.6102394 508 100 Long Range cruise -15
Descent to Diversion Airport 74.1 6.42 29.96 29.96 15 .78/300/250 0
Holding 575 15 15 Green dot speed
Approach + Go around 296 2
Approach & Landing 60 4 4 4 0 0 15
Diversion Fuel Burn 5613.044 128.511515 597.4002394 615.79
Route Reserves After C.P. (7%) 392.9131
Weight at Diversion Airport 57990.65202
Minimum Block 17507.79 364.0326
Distance from Departure to Div. Airport 2557.170284 2508.79
Distance from C.P. to Div. Airport 597.4002394 615.79

Ramp Weight 75000 [kg] Total Fuel on Board 17507.78716 [kg] Total Flight Time 364.0326 [min]
TO Weight 74880 [kg] Trip Fuel 11276.3036 [kg] Time untill C.P 255.5211 [min]
Landing Weight 57990.65202 [kg] Route Reserves untill C.P 225.526072 [kg] Time After C.P 128.5115 [min]
Zero Fuel Weight 57492.21284 [kg] Route Reserves after C.P 392.9131065 [kg]
Payload 17000 [kg] Extra Reserves 0 [kg]

14
ENGINE FAIL FUEL PLANNING 90-MINUTES
From YYT To LHR Alternate LGW
Aircraft A319-100 Engine CFM56 Date Nov-19
Air Cond. Normal Anti Icing On
Max Cabin Rate
Temperature ISA CG. Position 33% 350 ft/min
of Descent
Cruise Altitude 35000 ft Payload Weight 17000

Weight Fuel Time Distance Speeds Wind OAT

Point of Flight FL
[kg] [kg] [min] Ground [nm] Air [nm] [kt]/M [kt] [°C]
Ramp Weight 75000
Taxi out 120 0 15
Weight at Brake Release 74880
Take-off & Initial Climb 223.38 2 4 4 15 0
Climb 1566.72 19 129.7951807 126 250/300/.78 1
Cruise (1st flight level) 3097.38 65.5021834 514.9587525 500 310 300/.78 16 -46.4
Climb 243.78 4 33.98727767 33 300/.78 16
Cruise (2nd flight level) 6417.867 164 1278.037608 1230 350 300/.78 18 -54.3
Trip Fuel to Critical Point 11549.13 254.502183 1960.778819 1893
Route Reserves (2% Trip fuel) 230.9825
Weight at Critical Point 63330.87342
Descent to Diversion Cruise Level 789.48 22.6 158 158 180 .78/300/250 -20.6616
Cruise 3146.947 83.5158501 465.5152473 483 180 Long Range cruise -15 -20.6616
Descent to Diversion Airport 37.6 2.4 11.2 11.2 15 .78/300/250 0 12.0282
Holding 575 15 15 Green dot speed 12.0282
Approach + Go around 296 2
Approach & Landing 60 4 4 4 0 0 15
Diversion Fuel Burn 4905.027 129.51585 638.7152473 656.2
Route Reserves After C.P. (7%) 343.3519
Weight at Diversion Airport 58425.84659
Minimum Block 17028.49 384.018034
Distance from Departure to Div. Airport 2599.494067 2549.2
Distance from C.P. to Div. Airport 638.7152473 656.2

Ramp Weight 75000 [kg] Total Fuel on Board 17028.48782 [kg] Total Flight Time 384.018 [min]
TO Weight 74880 [kg] Trip Fuel 11549.12658 [kg] Time untill C.P 254.5022 [min]
Landing Weight 58425.84659 [kg] Route Reserves untill C.P 230.9825316 [kg] Time After C.P 129.5159 [min]
Zero Fuel Weight 57971.51218 [kg] Route Reserves after C.P 343.3518781 [kg]
Payload 17000 [kg] Extra Reserves 0 [kg]

15
ENGINE FAIL FUEL PLANNING 120-MINUTES
From YYT To LHR Alternate LGW
Aircraft A319-100 Engine CFM56 Date Nov-19
Air Cond. Normal Anti Icing On
Max Cabin Rate
Temperature ISA CG. Position 33% 350 ft/min
of Descent
Cruise Altitude 35000 ft Payload Weight 17000

Weight Fuel Time Distance Speeds Wind OAT

Point of Flight FL
[kg] [kg] [min] Ground [nm] Air [nm] [kt]/M [kt] [°C]
Ramp Weight 75000
Taxi out 120 0 15
Weight at Brake Release 74880
Take-off & Initial Climb 205 2 4 4 15 0
Climb 1362.72 17 111.253012 108 250/300/.78 1
Cruise (1st flight level) 3679.672 83.1877729 653.9976157 635 310 300/.78 16 -46.4
Climb 185 4 26.77785513 26 300/.78 16
Cruise (2nd flight level) 5843.911 149.333333 1163.741562 1120 350 300/.78 18 -54.3
Trip Fuel to Critical Point 11276.3 255.521106 1959.770045 1893
Route Reserves (2% Trip fuel) 225.5261
Weight at Critical Point 63603.6964
Descent to Diversion Cruise Level 792.54 22.7 161 161 180 .78/300/250 -20.6616
Cruise 2847.238 75.5619597 421.1804619 437 180 Long Range cruise -15 -20.6616
Descent to Diversion Airport 37.6 2.4 11.2 11.2 15 .78/300/250 0 12.0282
Holding 575 15 15 Green dot speed 12.0282
Approach + Go around 296 2
Approach & Landing 60 4 4 4 0 0 15
Diversion Fuel Burn 4608.378 121.66196 597.3804619 613.2
Route Reserves After C.P. (7%) 322.5864
Weight at Diversion Airport 58995.31879
Minimum Block 16432.79 377.183066
Distance from Departure to Div. Airport 2557.150507 2506.2
Distance from C.P. to Div. Airport 597.3804619 613.2

Ramp Weight 75000 [kg] Total Fuel on Board 16432.79371 [kg] Total Flight Time 377.1831 [min]
TO Weight 74880 [kg] Trip Fuel 11276.3036 [kg] Time untill C.P 255.5211 [min]
Landing Weight 58995.31879 [kg] Route Reserves untill C.P 225.526072 [kg] Time After C.P 121.662 [min]
Zero Fuel Weight 58567.20629 [kg] Route Reserves after C.P 322.5864326 [kg]
Payload 17000 [kg] Extra Reserves 0 [kg]

16
ENGINE FAIL + PRESSURE LOSS FUEL PLANNING 90-MINUTES
From YYT To LHR Alternate LGW
Aircraft A319-100 Engine CFM56 Date Nov-19
Air Cond. Normal Anti Icing On
Max Cabin Rate
Temperature ISA CG. Position 33% 350 ft/min
of Descent
Cruise Altitude 35000 ft Payload Weight 17000

Weight Fuel Time Distance Speeds Wind OAT

Point of Flight FL
[kg] [kg] [min] Ground [nm] Air [nm] [kt]/M [kt] [°C]
Ramp Weight 75000
Taxi out 120 0 15
Weight at Brake Release 74880
Take-off & Initial Climb 223.38 2 4 4 15 0
Climb 1566.72 19 129.7951807 126 250/300/.78 1
Cruise (1st flight level) 3097.38 65.5021834 514.9587525 500 310 300/.78 16 -46.4
Climb 243.78 4 33.98727767 33 300/.78 16
Cruise (2nd flight level) 6417.867 164 1278.037608 1230 350 300/.78 18 -54.3
Trip Fuel to Critical Point 11549.13 254.502183 1960.778819 1893
Route Reserves (2% Trip fuel) 230.9825
Weight at Critical Point 63330.87342
Descent to Diversion Cruise Level 1383.12 40.1 258 258 100 .78/300/250 -4.8
Cruise 2870.439 71.0625 365.2800802 379 100 Long Range cruise -15 -4.8
Descent to Diversion Airport 37.6 2.4 11.2 11.2 15 .78/300/250 0 12.0282
Holding 575 15 15 Green dot speed 12.0282
Approach + Go around 296 2
Approach & Landing 60 4 4 4 0 0 15
Diversion Fuel Burn 5222.159 134.5625 638.4800802 652.2
Route Reserves After C.P. (7%) 365.5512
Weight at Diversion Airport 58108.71401
Minimum Block 17367.82 389.064683
Distance from Departure to Div. Airport 2599.2589 2545.2
Distance from C.P. to Div. Airport 638.4800802 652.2

Ramp Weight 75000 [kg] Total Fuel on Board 17367.81968 [kg] Total Flight Time 389.0647 [min]
TO Weight 74880 [kg] Trip Fuel 11549.12658 [kg] Time untill C.P 254.5022 [min]
Landing Weight 58108.71401 [kg] Route Reserves untill C.P 230.9825316 [kg] Time After C.P 134.5625 [min]
Zero Fuel Weight 57632.18032 [kg] Route Reserves after C.P 365.5511584 [kg]
Payload 17000 [kg] Extra Reserves 0 [kg]

17
ENGINE FAIL + PRESSURE LOSS FUEL PLANNING 120-MINUTES
From YYT To LHR Alternate LGW
Aircraft A319-100 Engine CFM56 Date Nov-19
Air Cond. Normal Anti Icing On
Max Cabin Rate
Temperature ISA CG. Position 33% 350 ft/min
of Descent
Cruise Altitude 35000 ft Payload Weight 17000

Weight Fuel Time Distance Speeds Wind OAT

Point of Flight FL
[kg] [kg] [min] Ground [nm] Air [nm] [kt]/M [kt] [°C]
Ramp Weight 70000
Taxi out 120 0 15
Weight at Brake Release 69880
Take-off & Initial Climb 205 2 4 4 15 0
Climb 1362.72 17 111.253012 108 250/300/.78 1
Cruise (1st flight level) 3679.672 83.1877729 653.9976157 635 310 300/.78 16 -46.4
Climb 185 4 26.77785513 26 300/.78 16
Cruise (2nd flight level) 5843.911 149.333333 1163.741562 1120 350 300/.78 18 -54.3
Trip Fuel to Critical Point 11276.3 255.521106 1959.770045 1893
Route Reserves (2% Trip fuel) 225.5261
Weight at Critical Point 58603.6964
Descent to Diversion Cruise Level 1383.12 38.7 259 259 100 .78/300/250 -4.8
Cruise 2500.252 63.4069401 322.8728941 335 100 Long Range cruise -15 -4.8
Descent to Diversion Airport 37.6 2.4 11.2 11.2 15 .78/300/250 0 12.0282
Holding 575 15 15 Green dot speed 12.0282
Approach + Go around 296 2
Approach & Landing 60 4 4 4 0 0 15
Diversion Fuel Burn 4851.972 125.50694 597.0728941 609.2
Route Reserves After C.P. (7%) 339.638
Weight at Diversion Airport 53751.72451
Minimum Block 16693.44 381.028046
Distance from Departure to Div. Airport 2556.842939 2502.2
Distance from C.P. to Div. Airport 597.0728941 609.2

Ramp Weight 70000 [kg] Total Fuel on Board 16693.4396 [kg] Total Flight Time 381.028 [min]
TO Weight 69880 [kg] Trip Fuel 11276.3036 [kg] Time untill C.P 255.5211 [min]
Landing Weight 53751.72451 [kg] Route Reserves untill C.P 225.526072 [kg] Time After C.P 125.5069 [min]
Zero Fuel Weight 53306.5604 [kg] Route Reserves after C.P 339.6380325 [kg]
Payload 17000 [kg] Extra Reserves 0 [kg]

18