AMC1 CAT.OP.MPA.191(b)&(c) Fuel/energy scheme — fuel/energy planning and in-flight re-planning policy —helicopters

PLANNING CRITERIA

(a) The pre-flight calculation of the required usable fuel to be carried on board should include the following:

(1) taxi fuel, which should take into account local conditions at the departure site and the APU consumption;

(2) trip fuel, which should include fuel:

(i) for take-off and climb from the departure site elevation to the initial cruising level/altitude, taking into account the expected departure routing;

(ii) from the top of climb to the top of descent, including any step climb/descent;

(iii) from the top of descent to the point where the approach procedure is initiated, taking into account the expected arrival procedure; and

(iv) for the approach and landing at the destination site;

(3) contingency fuel, which should be:

(i) for IFR flights, or for VFR flights in a hostile environment, 10 % of the planned trip fuel; or

(ii) for VFR flights in a non-hostile environment, 5 % of the planned trip fuel;

(4) alternate fuel, which should be:

(i) fuel for a missed approach from the applicable DA/H or MDA/H at the destination to the missed-approach altitude, taking into account the complete missed approach procedure;

(ii) fuel for climb from the missed approach altitude to the cruising level/altitude;

(iii) fuel for the cruise from the top of climb to the top of descent;

(iv) fuel for descent from the top of descent to the point where the approach is initiated, taking into account the expected arrival procedure;

(v) fuel for the approach and landing at the destination alternate that is selected in accordance with point CAT.OP.MPA.192; and

(vi) for helicopters operating to or from helidecks that are located in a hostile environment, 10 % of points (a)(4)(i) to (a)(4)(v);

(5) FRF;

(6) extra fuel if there are anticipated delays or specific operational constraints; and

(7) discretionary fuel, which should be at the sole discretion of the commander.

(b) Reduced contingency fuel (RCF) IFR procedure

If the operator’s fuel scheme 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 refuelling destination), the pre-flight calculation of the required usable fuel should be according to points (b)(1) or (b)(2), whichever is greater:

(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 10 % of the estimated fuel consumption from the decision point to the destination 1 aerodrome;

(iv) alternate fuel;

(v) FRF;

(vi) extra fuel if there are anticipated delays or specific operational constraints; and

(vii) discretionary fuel, which should be at the sole discretion of the commander; or

(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 10 % of the estimated fuel consumption from the decision point to the destination 2 aerodrome;

(iv) alternate fuel, if a destination 2 alternate aerodrome is required;

(v) FRF;

(vi) extra fuel if there are anticipated delays or specific operational constraints; and

(vii) discretionary fuel, which should be at the sole discretion of the commander.

(c) Isolated aerodrome IFR procedure

If the operator’s fuel policy includes planning to fly to an isolated aerodrome under IFR or under VFR over routes not navigated by reference to visual landmarks, for which a destination alternate does not exist, the pre-flight calculation of the required usable fuel should include:

(1) taxi fuel;

(2) trip fuel;

(3) contingency fuel calculated in accordance with point (a)(3);

(4) additional fuel to fly for 2 hours at holding speed, including FRF; and

(5) extra fuel if there are anticipated delays or specific operational constraints; and

(6) discretionary fuel, which should be at the sole discretion of the commander.

(d) Sufficient fuel should be carried at all times to ensure that following the failure of an engine that occurs at the most critical point along the route, the helicopter is able to:

(1) descend as necessary and proceed to an adequate aerodrome;

(2) hold for 15 minutes at 1 500 ft (450 m) above aerodrome elevation in standard conditions; and

(3) make an approach and land.