The last line of this section, printed line 11, contains entries as follows:

FUEL BIAS The OPARS-calculated figure for fuel used for engine start, taxi, and takeoff, in pounds.

DBIAS (departure bias) The requester-entered figure for extra fuel that may be required during departure for such things as being held on the taxiway during heavy traffic or for local area departure routes that may require the pilot to take the aircraft off a direct routing to the first in-flight navaid or location.

ABIAS (arrival bias) The requester-entered figure for extra fuel that may be required for in-flight holding patterns at the destination or to keep the engines running on the ramp during loading/unloading of passengers.

IBIAS (icing bias) The requester-entered figure for extra fuel that may be necessary if in-flight airframe icing conditions are encountered. One additional line of data that is used on all the Kneeboard formats, the Standard format, and the Tactical format and that should be considered as fuel-use summary information is the very last line of the CFPs. On figure 4-6-1, look at the last line of data, which begins FL/FUEL/ETE. This is the Alternate Flight Levels summary. It provides information on the overall fuel use and flight time for the aircraft if it were to fly at different flight levels than those actually selected. In the example, the data should be read from left to right as three groups of three pieces of data, with each group providing the alternate flight level (FL), the fuel required for the flight at that flight level, in pounds (FUEL), and the cumulative time for the flight at that level (ETE). You would interpret 270/ 4900/ 1+09 as follows: If flight level 270 (27,000 feet) were used, the aircraft would require 4,900 pounds of fuel and 1 hour 9 minutes to make the flight. In the example, information is also given for alternate flight levels 250 and 230. In comparing this information to the actual planned flight level, fuel use, and cumulative time information given earlier in the summary, we can see that the best flight level for this particular flight would be 270 vice the planned 290. While a 1-minute difference in flying time and a 70-pound fuel use difference is barely significant, large differences in fuel use or required flight times should be pointed out to the pilot. 

The MAC format uses a different type of fuel and time summary than any of the other OPARS formats. In table 4-6-1, the fuel and time summary appears as the last three printed lines of the CFP. The summary is composed of the figures labeled 1- through 13- and B/O-. Two columns of data follow each label: one for time, in hours and minutes, and the other for fuel weight, in pounds. Not all labels are used in all summaries, and some labels only have data entered in the fuel column. The summary section contains the following information after each label:

3- Total flying time available from en route fuel and reserve fuel, and the total en route and reserve fuel (1 + 2).

4- Time necessary to reach the alternate or time required to conduct a missed approach, and fuel required to reach the alternate or to conduct a missed approach. (The greater of the two.)

5- Identified time which maybe required for an arrival holding pattern (due to heavy traffic), and fuel required for an arrival holding pattern (similar to ABIAS).

6- Identified time necessary to conduct a non-direct approach at destination, and required fuel to conduct approach at destination (similar to ABIAS).

10- Required ramp fuel (the amount of fuel that must be loaded onboard the aircraft) (8+ 9).

13- Required Over Destination fuel (the fuel that should be remaining in addition to the required reserve fuel when the aircraft arrives over the destination) (4 + 5 + 6).

B/O- Total burn-off fuel (includes engine start, taxi, takeoff, en route, and approach and landing fuel.

For a specific type of aircraft, the fuel and weight summary provides the pilot with calcula-tions of overall required fuel and time for the flight, based in the cargo weight for the flight leg.

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