AMC1 CAT.OP.MPA.180 Fuel/energy scheme — aeroplanes

INDIVIDUAL FUEL SCHEME

(a) Prior to submitting an individual fuel scheme for approval, the operator should perform all the following actions to establish a baseline safety performance:

(1) measure the baseline safety performance of its operation with the current fuel scheme by:

(i) selecting safety performance indicators (SPIs) and targets that are agreed with the competent authority; and

(ii) collecting statistically relevant data for a period of at least 2 years of continuous operation (note: the number of flights should be sufficient to provide data to support the intended deviation);

(2) identify the hazards associated with the individual fuel scheme and carry out a safety risk assessment of these hazards; and

(3) based on this safety risk assessment, establish a mechanism for risk monitoring and risk control to ensure an equivalent level of safety to that of the current fuel scheme.

(b) In order to ensure the approval of the competent authority and its continuous oversight, the operator should establish an effective continuous reporting system to the competent authority on the safety performance and regulatory compliance of the individual fuel scheme.

(c) When determining the extent of the deviation from the current fuel scheme, the operator should take into account at least the following elements for the relevant area of operation:

(1) the available aerodrome technologies, capabilities, and infrastructure;

(2) the reliability of meteorological and aerodrome information;

(3) the reliability of the aeroplane systems, especially the time-limited ones; and

(4) the type of ATS provided and, where applicable, characteristics and procedures of the air traffic flow management and of the airspace management.

(d) An operator wishing to apply for the approval of an individual fuel scheme should be able to demonstrate that it exercises sufficient organisational control over internal processes and the use of resources. The operator should adapt its management system to ensure that:

(1) processes and procedures are established to support the individual fuel scheme;

(2) involved flight crew and personnel are trained and competent to perform their tasks; and

(3) the implementation and effectiveness of such processes, procedures, and training are monitored.

(e) The operator should have as a minimum the following operational capabilities that support the implementation of an individual fuel scheme:

(1) use a suitable computerised flight-planning system;

(2) ensure that the planning of flights is based upon current aircraft-specific data that is derived from a fuel consumption monitoring system and reliable meteorological data;

(3) have airborne fuel prediction systems;

(4) be able to operate in required navigation performance (RNP) 4 oceanic and remote continental airspace and in area navigation (RNAV) 1 continental en-route airspace, as applicable;

(5) be able to perform APCHs that require an LVO approval and RNP APCHs down to VNAV minima; and

(6) update the available landing options by establishing an operational control system with the following capabilities:

(i) flight monitoring or flight watch;

(ii) collection and continuous monitoring of reliable meteorological, aerodrome, and traffic information;

(iii) two independent airborne communications systems to achieve rapid and reliable exchange of relevant safety information between flight operations personnel and flight crew during the entire flight; and

(iv) monitoring of the status of aircraft systems that affect fuel consumption and of ground and aircraft systems that affect landing capabilities.

(f) After receiving the approval, the operator should:

(1) continually measure and monitor the outcome of each SPI; and

(2) in case of degradation of any SPI:

(i) assess the root cause of the degradation;

(ii) identify remedial actions to restore the baseline safety performance; and

(iii) when the associated safety performance target is not met, inform the authority as soon as practicable.