| AMC1 | CAT.OP.MPA.150(b) |
|---|---|
| Fuel policy |
| PLANNING CRITERIA - AEROPLANES | 2014/015/R | |||||||||
| The operator should base the defined fuel policy, including calculation of the amount of fuel to be on board for departure, on the following planning criteria: | ||||||||||
| a | Basic procedure | |||||||||
| The usable fuel to be on board for departure should be the sum of the following: | ||||||||||
| 1 | Taxi fuel, which should not be less than the amount expected to be used prior to take-off. Local conditions at the departure aerodrome and auxiliary power unit (APU) consumption should be taken into account. | |||||||||
| 2 | Trip fuel, which should include: | |||||||||
| i | fuel for take-off and climb from aerodrome elevation to initial cruising level/altitude, taking into account the expected departure routing;; | |||||||||
| ii | fuel from top of climb to top of descent, including any step climb/descent; | |||||||||
| iii | fuel from top of descent to the point where the approach is initiated, taking into account the expected arrival procedure; and | |||||||||
| iv | fuel for approach and landing at the destination aerodrome. | |||||||||
| 3 | Contingency fuel, except as provided for in (b), which should be the higher of: | |||||||||
| i | Either: | |||||||||
| A | 5 % of the planned trip fuel or, in the event of in-flight replanning, 5 % of the trip fuel for the remainder of the flight; | |||||||||
| B | not less than 3 % of the planned trip fuel or, in the event of in-flight replanning, 3 % of the trip fuel for the remainder of the flight, provided that an en-route alternate (ERA) aerodrome is available; | |||||||||
| C | an amount of fuel sufficient for 20 minutes flying time based upon the planned trip fuel consumption, provided that the operator has established a fuel consumption monitoring programme for individual aeroplanes and uses valid data determined by means of such a programme for fuel calculation; or | |||||||||
| D | an amount of fuel based on a statistical method that ensures an appropriate statistical coverage of the deviation from the planned to the actual trip fuel. This method is used to monitor the fuel consumption on each city pair/aeroplane combination and the operator uses this data for a statistical analysis to calculate contingency fuel for that city pair/aeroplane combination; | |||||||||
| ii | or an amount to fly for 5 minutes at holding speed at 1 500 ft (450 m), above the destination aerodrome in standard conditions. | |||||||||
| 4 | Alternate fuel, which should: | |||||||||
| i | include: | |||||||||
| A | fuel for a missed approach from the applicable DA/H or MDA/H at the destination aerodrome to missed approach altitude, taking into account the complete missed approach procedure; | |||||||||
| B | fuel for climb from missed approach altitude to cruising level/altitude, taking into account the expected departure routing; | |||||||||
| C | fuel for cruise from top of climb to top of descent, taking into account the expected routing; | |||||||||
| D | fuel for descent from top of descent to the point where the approach is initiated, taking into account the expected arrival procedure; and | |||||||||
| E | fuel for executing an approach and landing at the destination alternate aerodrome; | |||||||||
| ii | where two destination alternate aerodromes are required, be sufficient to proceed to the alternate aerodrome that requires the greater amount of alternate fuel. | |||||||||
| 5 | Final reserve fuel, which should be: | |||||||||
| i | for aeroplanes with reciprocating engines, fuel to fly for 45 minutes; or | |||||||||
| ii | for aeroplanes with turbine engines, fuel to fly for 30 minutes at holding speed at 1 500 ft (450 m) above aerodrome elevation in standard conditions, calculated with the estimated mass on arrival at the destination alternate aerodrome or the destination aerodrome, when no destination alternate aerodrome is required. | |||||||||
| 6 | The minimum additional fuel, which should permit: | |||||||||
| i | the aeroplane to descend as necessary and proceed to an adequate alternate aerodrome in the event of engine failure or loss of pressurisation, whichever requires the greater amount of fuel based on the assumption that such a failure occurs at the most critical point along the route, and | |||||||||
| A | hold there for 15 minutes at 1 500 ft (450 m) above aerodrome elevation in standard conditions; and | |||||||||
| B | make an approach and landing, | |||||||||
| except that additional fuel is only required if the minimum amount of fuel calculated in accordance with (a)(2) to (a)(5) is not sufficient for such an event; and | ||||||||||
| ii | holding for 15 minutes at 1 500 ft (450 m) above destination aerodrome elevation in standard conditions, when a flight is operated without a destination alternate aerodrome. | |||||||||
| 7 | Extra fuel, which should be at the discretion of the commander. | |||||||||
| b | Reduced contingency fuel (RCF) procedure | |||||||||
| If the operator’s fuel policy includes pre-flight planning to a destination 1 aerodrome (commercial destination) with an RCF procedure using a decision point along the route and a destination 2 aerodrome (optional refuel destination), the amount of usable fuel, on board for departure, should be the greater of (b)(1) or (b)(2): | ||||||||||
| 1 | The sum of: | |||||||||
| i | taxi fuel; | |||||||||
| ii | trip fuel to the destination 1 aerodrome, via the decision point; | |||||||||
| iii | contingency fuel equal to not less than 5 % of the estimated fuel consumption from the decision point to the destination 1 aerodrome; | |||||||||
| iv | alternate fuel or no alternate fuel if the decision point is at less than 6 hours from the destination 1 aerodrome and the requirements of CAT.OP.MPA.180(b)(2), are fulfilled; | |||||||||
| v | final reserve fuel; | |||||||||
| vi | additional fuel; and | |||||||||
| vii | extra fuel if required by the commander. | |||||||||
| 2 | The sum of: | |||||||||
| i | taxi fuel; | |||||||||
| ii | trip fuel to the destination 2 aerodrome, via the decision point; | |||||||||
| iii | contingency fuel equal to not less than the amount calculated in accordance with (a)(3) above from departure aerodrome to the destination 2 aerodrome; | |||||||||
| iv | alternate fuel, if a destination 2 alternate aerodrome is required; | |||||||||
| v | final reserve fuel; | |||||||||
| vi | additional fuel; and | |||||||||
| vii | extra fuel if required by the commander. | |||||||||
| c | Predetermined point (PDP) procedure | |||||||||
| If the operator’s fuel policy includes planning to a destination alternate aerodrome where the distance between the destination aerodrome and the destination alternate aerodrome is such that a flight can only be routed via a predetermined point to one of these aerodromes, the amount of usable fuel, on board for departure, should be the greater of (c)(1) or (c)(2): | ||||||||||
| 1 | The sum of: | |||||||||
| i | taxi fuel; | |||||||||
| ii | trip fuel from the departure aerodrome to the destination aerodrome, via the predetermined point; | |||||||||
| iii | contingency fuel calculated in accordance with (a)(3); | |||||||||
| iv | additional fuel if required, but not less than: | |||||||||
| A | for aeroplanes with reciprocating engines, fuel to fly for 45 minutes plus 15 % of the flight time planned to be spent at cruising level or 2 hours, whichever is less; or | |||||||||
| B | for aeroplanes with turbine engines, fuel to fly for 2 hours at normal cruise consumption above the destination aerodrome, | |||||||||
| this should not be less than final reserve fuel; and | ||||||||||
| v | extra fuel if required by the commander. | |||||||||
| 2 | The sum of: | |||||||||
| i | taxi fuel; | |||||||||
| ii | trip fuel from the departure aerodrome to the destination alternate aerodrome, via the predetermined point; | |||||||||
| iii | contingency fuel calculated in accordance with (a)(3); | |||||||||
| iv | additional fuel if required, but not less than: | |||||||||
| A | for aeroplanes with reciprocating engines: fuel to fly for 45 minutes; or | |||||||||
| B | for aeroplanes with turbine engines: fuel to fly for 30 minutes at holding speed at 1 500 ft (450 m) above the destination alternate aerodrome elevation in standard conditions, | |||||||||
| this should not be less than final reserve fuel; and | ||||||||||
| v | extra fuel if required by the commander. | |||||||||
| d | Isolated aerodrome procedure | |||||||||
| If the operator’s fuel policy includes planning to an isolated aerodrome, the last possible point of diversion to any available en-route alternate (ERA) aerodrome should be used as the predetermined point. | ||||||||||
| Appendix |
| Link to: |
| CAT.OP.MPA.180(b)(2) |
| Linked by: |
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