INIT B: MASS, CG, FUEL AND RESERVE SEMANTICS
The final mass/fuel preparation is a reconciliation task. The OFP, final loadsheet, actual loading state and accepted MCDU entries must describe the same aircraft. For the metric teaching case, ZFW is 60.0 tonnes, ZFWCG 27.0 percent MAC and block fuel 6.0 tonnes. A convenience transfer cannot establish this agreement on its own, particularly if boarding, fuel loading or distribution is still changing. [66, PDF pp. 123,134-136,666-674] [83]
1. Read the combined-field order. On modern ZFW/ZFWCG, enter 60.0/27.0 and verify each member separately. The historical Thales figure labels ZFWCG/ZFW and must not be copied in reverse into the modern field. Confirm units, decimal placement and the distinction between zero-fuel CG and takeoff CG. They describe different aircraft fuel states and are not interchangeable percentages merely because both contain MAC. [66, PDF pp. 123,134-136,666-674] [83]
2. Establish the actual fuel. Enter 6.0 in BLOCK for the worked case only after reconciling what is aboard. Review taxi fuel against the plan; the exercise uses 0.2 tonnes. ZFW plus block gives 66.0 at the stand and, under that taxi assumption, 65.8 at takeoff. Entering block fuel informs the predictor; it neither loads fuel nor confirms that an EFB loading request finished. [66, PDF pp. 123,134-136,666-674] [83]
3. Read reserve fields by meaning. RTE RSV and its percentage, FINAL/TIME, ALTN/TIME and EXTRA/TIME serve different calculations. Use the applicable OFP policy and actual displayed grammar. A slash distinguishes a percentage member from a mass member in the source format tables. Do not import a historical default as the reserve policy for every Fenix flight or manipulate reserves solely to produce a reassuring EXTRA figure. [66, PDF pp. 123,134-136,666-674] [83]
4. Reconcile transferred data. The dated 24-25 October 2026 issue report says Mass and Balance Send to MCDU transfers live aircraft weights/trim rather than loadsheet values. Read back the accepted result against both the actual loading and latest loadsheet. The report is build-specific evidence; it is not a new definition of what a final loadsheet means. Resolve remaining loading changes before finalizing the dependent takeoff preparation. [66, PDF pp. 123,134-136,666-674] [83]
5. Close the pre-start boundary. Allow predictions to develop with valid route, cruise and mass/fuel inputs, then compare them with the OFP. Investigate material differences rather than forcing the FMS trip result to the exercise's 2.4-tonne arithmetic assumption. After the first engine start, INIT B is no longer available in the documented workflow; complete it while the intended fields are still legitimately accessible. [66, PDF pp. 123,134-136,666-674] [83]