AMC1 CAT.OP.MPA.181 Fuel/energy scheme -- fuel/energy planning and in-flight re-planning policy -- aeroplanes

• ED Decision 2022/005/R found in: Air Operations (965/2012) Part-ARO Part-ORO Part-CAT Part-SPA Part-NCC Part-NCO Part-SPO (Feb 2025)

AMC1 CAT.OP.MPA.181 Fuel/energy scheme — fuel/energy planning and in-flight re-planning policy — aeroplanes ED Decision 2022/005/R BASIC FUEL SCHEME — PRE-FLIGHT CALCULATION OF USABLE FUEL FOR PERFORMANCE CLASS A AEROPLANES For the pre-flight calculation of the usable fuel in accordance with point [CAT.OP.MPA.181](#_DxCrossRefBm927677501), the operator should: (a) for taxi fuel, take into account the local conditions at the departure aerodrome and the APU consumption; (b) for trip fuel, include: (1) fuel for take-off and climb from the aerodrome elevation to the initial cruising level/altitude, taking into account the expected departure routing; (2) fuel from the top of climb to the top of descent, including any step climb/descent; (3) fuel from the top of descent to the point where the approach procedure is initiated, taking into account the expected arrival routing; and (4) fuel for making an approach and landing at the destination aerodrome; (c) for contingency fuel, calculate for unforeseen factors either: (1) 5 % of the planned trip fuel or, in the event of in-flight re-planning, 5 % of the trip fuel for the remainder of the flight; or (2) an amount to fly for 5 minutes at holding speed at 1 500 ft (450 m) above the destination aerodrome in standard conditions, whichever is the higher; (d) for destination alternate fuel, include: (1) when the aircraft is operated with one destination alternate aerodrome: (i) fuel for a missed approach from the applicable DA/H or MDA/H at the destination aerodrome 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, taking into account the expected departure routing; (iii) fuel for cruising from the top of climb to the top of descent, taking into account the expected routing; (iv) fuel for descent from the top of descent to the point where the approach is initiated, taking into account the expected arrival routing; and (v) fuel for making an approach and landing at the destination alternate aerodrome; and (2) when the aircraft is operated with two destination alternate aerodromes, the amount of fuel that is calculated in accordance with point (d)(1), based on the destination alternate aerodrome that requires the greater amount of fuel; (e) for FRF, comply with point [CAT.OP.MPA.181(c)](#_DxCrossRefBm927677501); (f) for additional fuel, include an amount of fuel that allows the aeroplane to proceed, in the event of an engine failure or loss of pressurisation, from the most critical point along the route to a fuel en route alternate (fuel ERA) aerodrome in the relevant aircraft configuration, hold there for 15 minutes at 1 500 ft (450 m) above the aerodrome elevation in standard conditions, make an approach, and land; (g) for extra fuel, include anticipated delays or specific operational constraints that can be predicted; and (h) for discretionary fuel, include a quantity at the sole discretion of the commander. AMC1 CAT.OP.MPA.181 Fuel/energy scheme — fuel/energy planning and in-flight re-planning policy — aeroplanes ED Decision 2022/005/R BASIC FUEL SCHEME — PRE-FLIGHT CALCULATION OF USABLE FUEL FOR PERFORMANCE CLASS A AEROPLANES For the pre-flight calculation of the usable fuel in accordance with point [CAT.OP.MPA.181](#_DxCrossRefBm318085139), the operator should: (a) for taxi fuel, take into account the local conditions at the departure aerodrome and the APU consumption; (b) for trip fuel, include: (1) fuel for take-off and climb from the aerodrome elevation to the initial cruising level/altitude, taking into account the expected departure routing; (2) fuel from the top of climb to the top of descent, including any step climb/descent; (3) fuel from the top of descent to the point where the approach procedure is initiated, taking into account the expected arrival routing; and (4) fuel for making an approach and landing at the destination aerodrome; (c) for contingency fuel, calculate for unforeseen factors either: (1) 5 % of the planned trip fuel or, in the event of in-flight re-planning, 5 % of the trip fuel for the remainder of the flight; or (2) an amount to fly for 5 minutes at holding speed at 1 500 ft (450 m) above the destination aerodrome in standard conditions, whichever is the higher; (d) for destination alternate fuel, include: (1) when the aircraft is operated with one destination alternate aerodrome: (i) fuel for a missed approach from the applicable DA/H or MDA/H at the destination aerodrome 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, taking into account the expected departure routing; (iii) fuel for cruising from the top of climb to the top of descent, taking into account the expected routing; (iv) fuel for descent from the top of descent to the point where the approach is initiated, taking into account the expected arrival routing; and (v) fuel for making an approach and landing at the destination alternate aerodrome; and (2) when the aircraft is operated with two destination alternate aerodromes, the amount of fuel that is calculated in accordance with point (d)(1), based on the destination alternate aerodrome that requires the greater amount of fuel; (e) for FRF, comply with point [CAT.OP.MPA.181(c)](#_DxCrossRefBm318085139); (f) for additional fuel, include an amount of fuel that allows the aeroplane to proceed, in the event of an engine failure or loss of pressurisation, from the most critical point along the route to a fuel en route alternate (fuel ERA) aerodrome in the relevant aircraft configuration, hold there for 15 minutes at 1 500 ft (450 m) above the aerodrome elevation in standard conditions, make an approach, and land; (g) for extra fuel, include anticipated delays or specific operational constraints that can be predicted; and (h) for discretionary fuel, include a quantity at the sole discretion of the commander. ##### AMC1 CAT.OP.MPA.181 Fuel/energy scheme — fuel/energy planning and in-flight re-planning policy — aeroplanes *ED Decision 2022/005/R* **BASIC FUEL SCHEME — PRE-FLIGHT CALCULATION OF USABLE FUEL FOR PERFORMANCE CLASS A AEROPLANES** For the pre-flight calculation of the usable fuel in accordance with point [CAT.OP.MPA.181](#_DxCrossRefBm523087007), the operator should: (a) for taxi fuel, take into account the local conditions at the departure aerodrome and the APU consumption; (b) for trip fuel, include: (1) fuel for take-off and climb from the aerodrome elevation to the initial cruising level/altitude, taking into account the expected departure routing; (2) fuel from the top of climb to the top of descent, including any step climb/descent; (3) fuel from the top of descent to the point where the approach procedure is initiated, taking into account the expected arrival routing; and (4) fuel for making an approach and landing at the destination aerodrome; (c) for contingency fuel, calculate for unforeseen factors either: (1) 5 % of the planned trip fuel or, in the event of in-flight re-planning, 5 % of the trip fuel for the remainder of the flight; or (2) an amount to fly for 5 minutes at holding speed at 1 500 ft (450 m) above the destination aerodrome in standard conditions, whichever is the higher; (d) for destination alternate fuel, include: (1) when the aircraft is operated with one destination alternate aerodrome: (i) fuel for a missed approach from the applicable DA/H or MDA/H at the destination aerodrome 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, taking into account the expected departure routing; (iii) fuel for cruising from the top of climb to the top of descent, taking into account the expected routing; (iv) fuel for descent from the top of descent to the point where the approach is initiated, taking into account the expected arrival routing; and (v) fuel for making an approach and landing at the destination alternate aerodrome; and (2) when the aircraft is operated with two destination alternate aerodromes, the amount of fuel that is calculated in accordance with point (d)(1), based on the destination alternate aerodrome that requires the greater amount of fuel; (e) for FRF, comply with point [CAT.OP.MPA.181(c)](#_DxCrossRefBm523087007); (f) for additional fuel, include an amount of fuel that allows the aeroplane to proceed, in the event of an engine failure or loss of pressurisation, from the most critical point along the route to a fuel en route alternate (fuel ERA) aerodrome in the relevant aircraft configuration, hold there for 15 minutes at 1 500 ft (450 m) above the aerodrome elevation in standard conditions, make an approach, and land; (g) for extra fuel, include anticipated delays or specific operational constraints that can be predicted; and (h) for discretionary fuel, include a quantity at the sole discretion of the commander.