GM1 CAT.OP.MPA.185 Fuel/energy scheme -- in-flight fuel/energy management policy -- aeroplanes

• ED Decision 2023/007/R found in: Air Operations (965/2012) Part-ARO Part-ORO Part-CAT Part-SPA Part-NCC Part-NCO Part-SPO (Sep 2023)

GM1 CAT.OP.MPA.185 Fuel/energy scheme — in-flight fuel/energy management policy — aeroplanes ED Decision 2023/007/R BASIC FUEL SCHEME RELEVANT FUEL DATA TO BE RECORDED (a) The operator may decide at which regular intervals the relevant fuel data should be recorded. An example of such intervals could be every 30 minutes for short-range flights and every 60 minutes for longer flights. (b) The operator should record at least the following relevant fuel-related data: (1) off-block fuel; (2) take-off fuel if this data can be recorded automatically; (3) ‘MINIMUM FUEL’ declarations; (4) ‘MAYDAY MAYDAY MAYDAY FUEL’ declarations; (5) fuel after touchdown if this data can be recorded automatically; and (6) on-block fuel. When an aircraft communications addressing and reporting system (ACARS) is available, the pilot does not need to be the one recording this data. RELIABLE SOURCE TO OBTAIN DELAY INFORMATION (c) A reliable source to obtain delay information may be derived from data provided by an air navigation services provider (ANSP) and should have the following characteristics ranked in order of priority: (1) integrity: provide timely warnings to users when the delay information should not be used; (2) availability: the time during which the delay information is accessible to the crew; (3) accuracy: the degree of conformity between the estimated delay and the true delay; the delay information should be communicated with its corresponding gap error, e.g. delay of 15 ± 2 minutes; the gap error should be added to the base value; and (4) continuity: the capability of the service to provide the delay information without unscheduled interruptions during the intended operation. ‘MINIMUM FUEL’ DECLARATION (d) The ‘MINIMUM FUEL’ declaration informs the ATC that all planned aerodrome options have been reduced to a specific aerodrome of intended landing. It also informs the ATC that any change to the existing clearance may result in landing with less than the planned FRF. This is not an emergency situation but an indication that an emergency situation is possible, should any additional delay occur. (e) When committed to land at a specific aerodrome, the commander should take into account any operational factor that may cause a delay to landing, and thus determine whether the aircraft will land with less than the planned FRF, even after receiving clearance from ATC. A change that may cause a delay to landing could be other than the ATC, e.g. a change of weather conditions, etc. If any such factor is likely to result in landing with less than the planned FRF, the commander should declare ‘MINIMUM FUEL’ to ATC. (f) The pilot should not expect any form of priority handling as a result of a ‘MINIMUM FUEL’ declaration. However, the ATC should advise the flight crew of any additional expected delays, as well as coordinate with other ATC units when transferring the control of the aeroplane, to ensure that the other ATC units are aware of the flight’s fuel state. (g) Example 1: The aircraft is on the final approach to the destination aerodrome with a single runway, with just the destination alternate fuel plus FRF available. The aircraft ahead has a tyre burst upon landing and has stopped on the runway. The ATC orders the aircraft on final approach to execute a go-around as the destination aerodrome is closed due to a blocked runway. After completing the go-around, the flight crew decides to divert to the destination alternate aerodrome. After the ATC gives clearance for the destination alternate aerodrome and if the calculated fuel upon landing is close to the FRF, the flight crew should declare ‘MINIMUM FUEL’. The flight crew has now committed to land at the destination alternate aerodrome, and any change to the clearance may result in landing there with less than the planned FRF. (h) Example 2: The aircraft is approaching the clearance limit point, which has a holding pattern operating at this point in time. The ATC gives the aircraft an expected arrival time that would result in a delay of 25 minutes, and the aircraft enters the holding zone. On receiving this information and prior to entering the holding pattern, the remaining fuel is 7-minute contingency fuel plus 25-minute destination alternate fuel plus 30-minute FRF. The weather conditions and aircraft serviceability are such that the flight crew can convert the destination alternate fuel into holding time over the destination aerodrome. When the remaining fuel no longer allows a diversion from the holding pattern, then the flight crew should declare ‘MINIMUM FUEL’. The flight crew has committed to land at the destination aerodrome, and any change to the clearance may result in landing with less than the planned FRF. (i) Example 3: The aircraft reaches FL 350, which is the cruising flight level on its 5-hour flight. The weather forecast information that was obtained before departure was favourable and, therefore, the commander did not order any discretionary fuel. The destination alternate fuel is sufficient for 25-minute flight time and the destination alternate aerodrome is located beyond the destination aerodrome. For some reason (unexpected severe turbulence, cockpit window crack, etc.), the aircraft has to descend and continue the flight at FL 230, where fuel consumption is higher. In-flight fuel checks and fuel management now show that the destination aerodrome can still be reached but only if in-flight re-planning is done without the destination alternate aerodrome (the destination aerodrome has two runways and good weather, and it is less than 4-hour flight time away, thus meeting the conditions for not requiring an alternate aerodrome). By doing so, the aircraft will arrive at destination for a straight-in approach with exactly the FRF plus 15-minute flight time. During the next 3,5 hours, an ERA aerodrome is available, and the situation is under control. When approaching the destination, the aircraft has to commit to land at the destination aerodrome as there is no other destination alternate aerodrome within 15 minutes of reaching the destination aerodrome. The ATC now informs the pilots that there is a change of landing runway resulting in a 12-minute trip fuel increase. It is time to declare ‘MINIMUM FUEL’. (j) Several scenarios illustrating circumstances that could lead to a ‘MINIMUM FUEL’ declaration are provided in ICAO Doc 9976 Flight Planning and Fuel Management (FPFM) Manual (1st Edition, 2015) and the EASA Fuel Manual. ENSURING A SAFE LANDING — FINAL RESERVE FUEL PROTECTION (k) The objective of the FRF protection is to ensure that a safe landing is made at any aerodrome when unforeseen circumstances may not allow to safely complete the flight, as originally planned. The commander should always consider first planning a safe-landing option and estimating whether this landing can be performed with more than the FRF. When this estimation indicates that the FRF can no longer be protected, then a fuel emergency should be declared and any landing option explored (e.g. aerodromes not assessed by operators, military aerodromes, closed runways), including deviating from rules, operational procedures, and methods in the interest of safety (as per point [CAT.GEN.MPA.105(b)](#_DxCrossRefBm318085952)). ICAO Doc 9976 and the EASA Fuel Manual provide further detailed guidance on the development of a comprehensive in-flight fuel management policy and related procedures. Note: See [Annex I (Definitions)](#_DxCrossRefBm318085074) to Regulation (EU) No 965/2012 for the definition of ‘safe landing’. FURTHER GUIDANCE ON PROCEDURES FOR IN-FLIGHT FUEL MANAGEMENT (l) ICAO Doc 9976 and the EASA Fuel Manual provide guidance on procedures for in-flight fuel management including reanalysis, adjustment, and/or re-planning considerations when a flight begins GM1 CAT.OP.MPA.185 Fuel/energy scheme — in-flight fuel/energy management policy — aeroplanes ED Decision 2023/007/R BASIC FUEL SCHEME RELEVANT FUEL DATA TO BE RECORDED (a) The operator may decide at which regular intervals the relevant fuel data should be recorded. An example of such intervals could be every 30 minutes for short-range flights and every 60 minutes for longer flights. (b) The operator should record at least the following relevant fuel-related data: (1) off-block fuel; (2) take-off fuel if this data can be recorded automatically; (3) ‘MINIMUM FUEL’ declarations; (4) ‘MAYDAY MAYDAY MAYDAY FUEL’ declarations; (5) fuel after touchdown if this data can be recorded automatically; and (6) on-block fuel. When an aircraft communications addressing and reporting system (ACARS) is available, the pilot does not need to be the one recording this data. RELIABLE SOURCE TO OBTAIN DELAY INFORMATION (c) A reliable source to obtain delay information may be derived from data provided by an air navigation services provider (ANSP) and should have the following characteristics ranked in order of priority: (1) integrity: provide timely warnings to users when the delay information should not be used; (2) availability: the time during which the delay information is accessible to the crew; (3) accuracy: the degree of conformity between the estimated delay and the true delay; the delay information should be communicated with its corresponding gap error, e.g. delay of 15 ± 2 minutes; the gap error should be added to the base value; and (4) continuity: the capability of the service to provide the delay information without unscheduled interruptions during the intended operation. ‘MINIMUM FUEL’ DECLARATION (d) The ‘MINIMUM FUEL’ declaration informs the ATC that all planned aerodrome options have been reduced to a specific aerodrome of intended landing. It also informs the ATC that any change to the existing clearance may result in landing with less than the planned FRF. This is not an emergency situation but an indication that an emergency situation is possible, should any additional delay occur. (e) When committed to land at a specific aerodrome, the commander should take into account any operational factor that may cause a delay to landing, and thus determine whether the aircraft will land with less than the planned FRF, even after receiving clearance from ATC. A change that may cause a delay to landing could be other than the ATC, e.g. a change of weather conditions, etc. If any such factor is likely to result in landing with less than the planned FRF, the commander should declare ‘MINIMUM FUEL’ to ATC. (f) The pilot should not expect any form of priority handling as a result of a ‘MINIMUM FUEL’ declaration. However, the ATC should advise the flight crew of any additional expected delays, as well as coordinate with other ATC units when transferring the control of the aeroplane, to ensure that the other ATC units are aware of the flight’s fuel state. (g) Example 1: The aircraft is on the final approach to the destination aerodrome with a single runway, with just the destination alternate fuel plus FRF available. The aircraft ahead has a tyre burst upon landing and has stopped on the runway. The ATC orders the aircraft on final approach to execute a go-around as the destination aerodrome is closed due to a blocked runway. After completing the go-around, the flight crew decides to divert to the destination alternate aerodrome. After the ATC gives clearance for the destination alternate aerodrome and if the calculated fuel upon landing is close to the FRF, the flight crew should declare ‘MINIMUM FUEL’. The flight crew has now committed to land at the destination alternate aerodrome, and any change to the clearance may result in landing there with less than the planned FRF. (h) Example 2: The aircraft is approaching the clearance limit point, which has a holding pattern operating at this point in time. The ATC gives the aircraft an expected arrival time that would result in a delay of 25 minutes, and the aircraft enters the holding zone. On receiving this information and prior to entering the holding pattern, the remaining fuel is 7-minute contingency fuel plus 25-minute destination alternate fuel plus 30-minute FRF. The weather conditions and aircraft serviceability are such that the flight crew can convert the destination alternate fuel into holding time over the destination aerodrome. When the remaining fuel no longer allows a diversion from the holding pattern, then the flight crew should declare ‘MINIMUM FUEL’. The flight crew has committed to land at the destination aerodrome, and any change to the clearance may result in landing with less than the planned FRF. (i) Example 3: The aircraft reaches FL 350, which is the cruising flight level on its 5-hour flight. The weather forecast information that was obtained before departure was favourable and, therefore, the commander did not order any discretionary fuel. The destination alternate fuel is sufficient for 25-minute flight time and the destination alternate aerodrome is located beyond the destination aerodrome. For some reason (unexpected severe turbulence, cockpit window crack, etc.), the aircraft has to descend and continue the flight at FL 230, where fuel consumption is higher. In-flight fuel checks and fuel management now show that the destination aerodrome can still be reached but only if in-flight re-planning is done without the destination alternate aerodrome (the destination aerodrome has two runways and good weather, and it is less than 4-hour flight time away, thus meeting the conditions for not requiring an alternate aerodrome). By doing so, the aircraft will arrive at destination for a straight-in approach with exactly the FRF plus 15-minute flight time. During the next 3,5 hours, an ERA aerodrome is available, and the situation is under control. When approaching the destination, the aircraft has to commit to land at the destination aerodrome as there is no other destination alternate aerodrome within 15 minutes of reaching the destination aerodrome. The ATC now informs the pilots that there is a change of landing runway resulting in a 12-minute trip fuel increase. It is time to declare ‘MINIMUM FUEL’. (j) Several scenarios illustrating circumstances that could lead to a ‘MINIMUM FUEL’ declaration are provided in ICAO Doc 9976 Flight Planning and Fuel Management (FPFM) Manual (1st Edition, 2015) and the EASA Fuel Manual. ENSURING A SAFE LANDING — FINAL RESERVE FUEL PROTECTION (k) The objective of the FRF protection is to ensure that a safe landing is made at any aerodrome when unforeseen circumstances may not allow to safely complete the flight, as originally planned. The commander should always consider first planning a safe-landing option and estimating whether this landing can be performed with more than the FRF. When this estimation indicates that the FRF can no longer be protected, then a fuel emergency should be declared and any landing option explored (e.g. aerodromes not assessed by operators, military aerodromes, closed runways), including deviating from rules, operational procedures, and methods in the interest of safety (as per point [CAT.GEN.MPA.105(b)](#_DxCrossRefBm927678333)). ICAO Doc 9976 and the EASA Fuel Manual provide further detailed guidance on the development of a comprehensive in-flight fuel management policy and related procedures. Note: See [Annex I (Definitions)](#_DxCrossRefBm927677436) to Regulation (EU) No 965/2012 for the definition of ‘safe landing’. FURTHER GUIDANCE ON PROCEDURES FOR IN-FLIGHT FUEL MANAGEMENT (l) ICAO Doc 9976 and the EASA Fuel Manual provide guidance on procedures for in-flight fuel management including reanalysis, adjustment, and/or re-planning considerations when a flight begins ##### GM1 CAT.OP.MPA.185 Fuel/energy scheme — in-flight fuel/energy management policy — aeroplanes *ED Decision 2023/007/R* **BASIC FUEL SCHEME** RELEVANT FUEL DATA TO BE RECORDED (a) The operator may decide at which regular intervals the relevant fuel data should be recorded. An example of such intervals could be every 30 minutes for short-range flights and every 60 minutes for longer flights. (b) The operator should record at least the following relevant fuel-related data: (1) off-block fuel; (2) take-off fuel if this data can be recorded automatically; (3) ‘MINIMUM FUEL’ declarations; (4) ‘MAYDAY MAYDAY MAYDAY FUEL’ declarations; (5) fuel after touchdown if this data can be recorded automatically; and (6) on-block fuel. When an aircraft communications addressing and reporting system (ACARS) is available, the pilot does not need to be the one recording this data. RELIABLE SOURCE TO OBTAIN DELAY INFORMATION (c) A reliable source to obtain delay information may be derived from data provided by an air navigation services provider (ANSP) and should have the following characteristics ranked in order of priority: (1) integrity: provide timely warnings to users when the delay information should not be used; (2) availability: the time during which the delay information is accessible to the crew; (3) accuracy: the degree of conformity between the estimated delay and the true delay; the delay information should be communicated with its corresponding gap error, e.g. delay of 15 ± 2 minutes; the gap error should be added to the base value; and (4) continuity: the capability of the service to provide the delay information without unscheduled interruptions during the intended operation. ‘MINIMUM FUEL’ DECLARATION (d) The ‘MINIMUM FUEL’ declaration informs the ATC that all planned aerodrome options have been reduced to a specific aerodrome of intended landing. It also informs the ATC that any change to the existing clearance may result in landing with less than the planned FRF. This is not an emergency situation but an indication that an emergency situation is possible, should any additional delay occur. (e) When committed to land at a specific aerodrome, the commander should take into account any operational factor that may cause a delay to landing, and thus determine whether the aircraft will land with less than the planned FRF, even after receiving clearance from ATC. A change that may cause a delay to landing could be other than the ATC, e.g. a change of weather conditions, etc. If any such factor is likely to result in landing with less than the planned FRF, the commander should declare ‘MINIMUM FUEL’ to ATC. (f) The pilot should not expect any form of priority handling as a result of a ‘MINIMUM FUEL’ declaration. However, the ATC should advise the flight crew of any additional expected delays, as well as coordinate with other ATC units when transferring the control of the aeroplane, to ensure that the other ATC units are aware of the flight’s fuel state. (g) Example 1: The aircraft is on the final approach to the destination aerodrome with a single runway, with just the destination alternate fuel plus FRF available. The aircraft ahead has a tyre burst upon landing and has stopped on the runway. The ATC orders the aircraft on final approach to execute a go-around as the destination aerodrome is closed due to a blocked runway. After completing the go-around, the flight crew decides to divert to the destination alternate aerodrome. After the ATC gives clearance for the destination alternate aerodrome and if the calculated fuel upon landing is close to the FRF, the flight crew should declare ‘MINIMUM FUEL’. The flight crew has now committed to land at the destination alternate aerodrome, and any change to the clearance may result in landing there with less than the planned FRF. (h) Example 2: The aircraft is approaching the clearance limit point, which has a holding pattern operating at this point in time. The ATC gives the aircraft an expected arrival time that would result in a delay of 25 minutes, and the aircraft enters the holding zone. On receiving this information and prior to entering the holding pattern, the remaining fuel is 7-minute contingency fuel plus 25-minute destination alternate fuel plus 30-minute FRF. The weather conditions and aircraft serviceability are such that the flight crew can convert the destination alternate fuel into holding time over the destination aerodrome. When the remaining fuel no longer allows a diversion from the holding pattern, then the flight crew should declare ‘MINIMUM FUEL’. The flight crew has committed to land at the destination aerodrome, and any change to the clearance may result in landing with less than the planned FRF. (i) Example 3: The aircraft reaches FL 350, which is the cruising flight level on its 5-hour flight. The weather forecast information that was obtained before departure was favourable and, therefore, the commander did not order any discretionary fuel. The destination alternate fuel is sufficient for 25-minute flight time and the destination alternate aerodrome is located beyond the destination aerodrome. For some reason (unexpected severe turbulence, cockpit window crack, etc.), the aircraft has to descend and continue the flight at FL 230, where fuel consumption is higher. In-flight fuel checks and fuel management now show that the destination aerodrome can still be reached but only if in-flight re-planning is done without the destination alternate aerodrome (the destination aerodrome has two runways and good weather, and it is less than 4-hour flight time away, thus meeting the conditions for not requiring an alternate aerodrome). By doing so, the aircraft will arrive at destination for a straight-in approach with exactly the FRF plus 15-minute flight time. During the next 3,5 hours, an ERA aerodrome is available, and the situation is under control. When approaching the destination, the aircraft has to commit to land at the destination aerodrome as there is no other destination alternate aerodrome within 15 minutes of reaching the destination aerodrome. The ATC now informs the pilots that there is a change of landing runway resulting in a 12-minute trip fuel increase. It is time to declare ‘MINIMUM FUEL’. (j) Several scenarios illustrating circumstances that could lead to a ‘MINIMUM FUEL’ declaration are provided in ICAO Doc 9976 Flight Planning and Fuel Management (FPFM) Manual (1st Edition, 2015) and the EASA Fuel Manual. ENSURING A SAFE LANDING — FINAL RESERVE FUEL PROTECTION (k) The objective of the FRF protection is to ensure that a safe landing is made at any aerodrome when unforeseen circumstances may not allow to safely complete the flight, as originally planned. The commander should always consider first planning a safe-landing option and estimating whether this landing can be performed with more than the FRF. When this estimation indicates that the FRF can no longer be protected, then a fuel emergency should be declared and any landing option explored (e.g. aerodromes not assessed by operators, military aerodromes, closed runways), including deviating from rules, operational procedures, and methods in the interest of safety (as per point [CAT.GEN.MPA.105(b)](#_DxCrossRefBm523087884)). ICAO Doc 9976 and the EASA Fuel Manual provide further detailed guidance on the development of a comprehensive in-flight fuel management policy and related procedures. Note: See [Annex I (Definitions)](#_DxCrossRefBm523086940) to Regulation (EU) No 965/2012 for the definition of ‘safe landing’. FURTHER GUIDANCE ON PROCEDURES FOR IN-FLIGHT FUEL MANAGEMENT (l) ICAO Doc 9976 and the EASA Fuel Manual provide guidance on procedures for in-flight fuel management including reanalysis, adjustment, and/or re-planning considerations when a flight begins