AMC7 CAT.OP.MPA.182 Fuel/energy scheme -- aerodrome selection 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)

AMC7 CAT.OP.MPA.182 Fuel/energy scheme — aerodrome selection policy — aeroplanes ED Decision 2022/005/R BASIC FUEL SCHEMES WITH VARIATIONS — ISOLATED AERODROME — POINT OF NO RETURN (a) Unless destination alternate fuel is carried, the operator should use a destination aerodrome as an isolated aerodrome if the alternate fuel plus the FRF that is required to reach the nearest adequate destination alternate aerodrome is more than: (1) for aeroplanes with reciprocating engines, the amount of fuel required to fly either for 45 minutes plus 15 % of the flying time planned for cruising, including FRF or for 2 hours, whichever is less; or (2) for turbine-engined aeroplanes, the amount of fuel required to fly for 2 hours with normal cruise consumption above the destination aerodrome, including the FRF. (b) If the operator’s fuel planning policy includes an isolated aerodrome, a PNR should be determined by a computerised flight-planning system and specified in the operational flight plan. The required usable fuel for pre-flight calculation should be as indicated in points (b)(1) or (b)(2), whichever is greater: (1) the sum of: (i) taxi fuel; (ii) trip fuel from the departure aerodrome to the isolated aerodrome via the PNR; (iii) contingency fuel that is calculated in accordance with the operator’s current fuel scheme; (iv) additional fuel, if required, but not less than: (A) for aeroplanes with reciprocating engines, the fuel to fly either for 45 minutes plus 15 % of the flight time planned for cruising or for 2 hours, whichever is less; or (B) for turbine-engined aeroplanes, the fuel to fly for 2 hours with normal cruise consumption above the destination aerodrome, including the FRF; (v) extra fuel if there are anticipated delays or specific operational constraints; and (vi) discretionary fuel, if required by the commander; or (2) the sum of: (i) taxi fuel; (ii) trip fuel from the departure aerodrome to the fuel ERA PNR aerodrome via the PNR; (iii) contingency fuel that is calculated in accordance with the operator’s current fuel scheme; (iv) additional fuel, if required, but not less than: (A) for aeroplanes with reciprocating engines, fuel to fly for 45 minutes; or (B) for turbine-engined aeroplanes, fuel to fly for 30 minutes at holding speed at 1 500 ft (450 m) above the fuel ERA aerodrome elevation in standard conditions, which should not be less than the FRF; (v) extra fuel if there are anticipated delays or specific operational constraints; and (vi) discretionary fuel, if required by the commander. AMC7 CAT.OP.MPA.182 Fuel/energy scheme — aerodrome selection policy — aeroplanes ED Decision 2022/005/R BASIC FUEL SCHEMES WITH VARIATIONS — ISOLATED AERODROME — POINT OF NO RETURN (a) Unless destination alternate fuel is carried, the operator should use a destination aerodrome as an isolated aerodrome if the alternate fuel plus the FRF that is required to reach the nearest adequate destination alternate aerodrome is more than: (1) for aeroplanes with reciprocating engines, the amount of fuel required to fly either for 45 minutes plus 15 % of the flying time planned for cruising, including FRF or for 2 hours, whichever is less; or (2) for turbine-engined aeroplanes, the amount of fuel required to fly for 2 hours with normal cruise consumption above the destination aerodrome, including the FRF. (b) If the operator’s fuel planning policy includes an isolated aerodrome, a PNR should be determined by a computerised flight-planning system and specified in the operational flight plan. The required usable fuel for pre-flight calculation should be as indicated in points (b)(1) or (b)(2), whichever is greater: (1) the sum of: (i) taxi fuel; (ii) trip fuel from the departure aerodrome to the isolated aerodrome via the PNR; (iii) contingency fuel that is calculated in accordance with the operator’s current fuel scheme; (iv) additional fuel, if required, but not less than: (A) for aeroplanes with reciprocating engines, the fuel to fly either for 45 minutes plus 15 % of the flight time planned for cruising or for 2 hours, whichever is less; or (B) for turbine-engined aeroplanes, the fuel to fly for 2 hours with normal cruise consumption above the destination aerodrome, including the FRF; (v) extra fuel if there are anticipated delays or specific operational constraints; and (vi) discretionary fuel, if required by the commander; or (2) the sum of: (i) taxi fuel; (ii) trip fuel from the departure aerodrome to the fuel ERA PNR aerodrome via the PNR; (iii) contingency fuel that is calculated in accordance with the operator’s current fuel scheme; (iv) additional fuel, if required, but not less than: (A) for aeroplanes with reciprocating engines, fuel to fly for 45 minutes; or (B) for turbine-engined aeroplanes, fuel to fly for 30 minutes at holding speed at 1 500 ft (450 m) above the fuel ERA aerodrome elevation in standard conditions, which should not be less than the FRF; (v) extra fuel if there are anticipated delays or specific operational constraints; and (vi) discretionary fuel, if required by the commander. ##### AMC7 CAT.OP.MPA.182 Fuel/energy scheme — aerodrome selection policy — aeroplanes *ED Decision 2022/005/R* **BASIC FUEL SCHEMES WITH VARIATIONS — ISOLATED AERODROME — POINT OF NO RETURN** (a) Unless destination alternate fuel is carried, the operator should use a destination aerodrome as an isolated aerodrome if the alternate fuel plus the FRF that is required to reach the nearest adequate destination alternate aerodrome is more than: (1) for aeroplanes with reciprocating engines, the amount of fuel required to fly either for 45 minutes plus 15 % of the flying time planned for cruising, including FRF or for 2 hours, whichever is less; or (2) for turbine-engined aeroplanes, the amount of fuel required to fly for 2 hours with normal cruise consumption above the destination aerodrome, including the FRF. (b) If the operator’s fuel planning policy includes an isolated aerodrome, a PNR should be determined by a computerised flight-planning system and specified in the operational flight plan. The required usable fuel for pre-flight calculation should be as indicated in points (b)(1) or (b)(2), whichever is greater: (1) the sum of: (i) taxi fuel; (ii) trip fuel from the departure aerodrome to the isolated aerodrome via the PNR; (iii) contingency fuel that is calculated in accordance with the operator’s current fuel scheme; (iv) additional fuel, if required, but not less than: (A) for aeroplanes with reciprocating engines, the fuel to fly either for 45 minutes plus 15 % of the flight time planned for cruising or for 2 hours, whichever is less; or (B) for turbine-engined aeroplanes, the fuel to fly for 2 hours with normal cruise consumption above the destination aerodrome, including the FRF; (v) extra fuel if there are anticipated delays or specific operational constraints; and (vi) discretionary fuel, if required by the commander; or (2) the sum of: (i) taxi fuel; (ii) trip fuel from the departure aerodrome to the fuel ERA PNR aerodrome via the PNR; (iii) contingency fuel that is calculated in accordance with the operator’s current fuel scheme; (iv) additional fuel, if required, but not less than: (A) for aeroplanes with reciprocating engines, fuel to fly for 45 minutes; or (B) for turbine-engined aeroplanes, fuel to fly for 30 minutes at holding speed at 1 500 ft (450 m) above the fuel ERA aerodrome elevation in standard conditions, which should not be less than the FRF; (v) extra fuel if there are anticipated delays or specific operational constraints; and (vi) discretionary fuel, if required by the commander.