CAT.OP.MPA.182 Fuel/energy scheme – aerodrome selection policy – aeroplanes

BASIC FUEL SCHEME — TAKE-OFF ALTERNATE AERODROME The take-off alternate aerodrome should not be farther from the departure aerodrome than:

(a)for two-engined aeroplanes:

(1)1-hour flight time at an one-engine-inoperative (OEI) cruising speed according to the AFM in ISA and still-air conditions using the actual take-off mass; or

(2)the extended-range twin operations (ETOPS) diversion time that is approved in accordance with Subpart F of Annex V (Part-SPA) to Regulation (EU) No 965/2012, subject to any minimum equipment list (MEL) restriction, up to a maximum of 2-hour flight time at OEI cruising speed according to the AFM in ISA and still-air conditions using the actual take-off mass; and

(b)for three- or four-engined aeroplanes, 2-hour flight time at an all-engines-operating cruising speed according to the AFM in ISA and still-air conditions using the actual take-off mass;

(c)for operations approved in accordance with Annex V (Part-SPA), Subpart L SINGLE-ENGINED TURBINE AEROPLANE OPERATIONS AT NIGHT OR IN IMC (SET-IMC), 30 minutes flying time at normal cruising speed in still-air conditions, based on the actual take-off mass;

(d)in the case of multi-engined aeroplanes, if the AFM does not contain an OEI cruising speed, the speed to be used for calculation shall be that which is achieved with the remaining engine(s) set at maximum continuous power.

BASIC FUEL SCHEME — DESTINATION ALTERNATE AERODROME

(a)For each IFR flight, the operator should select and specify in the operational and ATS flight plans at least one destination alternate aerodrome.

(b)For each IFR flight, the operator should select and specify in the operational and ATS flight plans two destination alternate aerodromes when for the selected destination aerodrome, the safety margins for meteorological conditions of AMC5 CAT.OP.MPA.182, and the planning minima of AMC6 CAT.OP.MPA.182 cannot be met, or when no meteorological information is available. BASIC FUEL SCHEME WITH VARIATIONS — NO DESTINATION ALTERNATE AERODROME

(c)The operator may operate with no destination alternate aerodrome when the destination aerodrome is an isolated aerodrome or when the following two conditions are met:

(1)the duration of the planned flight from take-off to landing does not exceed 6 hours or, in the event of in-flight re-planning, in accordance with point CAT.OP.MPA.181(d), the remaining flying time to destination does not exceed 4 hours; and

(2)two separate runways are usable at the destination aerodrome and the appropriate weather reports and/or weather forecasts indicate that for the period from 1 hour before to 1 hour after the expected time of arrival, the ceiling is at least 2 000 ft (600 m) or the circling height + 500 ft (150 m), whichever is greater, and ground visibility is at least 5 km.

BASIC FUEL SCHEME — AERODROME FORECAST METEOROLOGICAL CONDITIONS Table 1 — Aerodrome forecasts (TAFs) and landing forecasts (TRENDs) to be used for pre-flight planning

BASIC FUEL SCHEME — REACHING THE DESTINATION AERODROME In the context of the basic fuel scheme and basic fuel scheme with variations, ‘reaching the destination’ means the point at which the aircraft has reached the applicable DA/H or MDA/H at the destination aerodrome.

BASIC FUEL SCHEME — SAFETY MARGINS FOR METEOROLOGICAL CONDITIONS

(a)The operator should only select an aerodrome as:

(1)take-off alternate aerodrome; or

(2)destination aerodrome when the appropriate weather reports and/or forecasts indicate that during a period commencing 1 hour before and ending 1 hour after the estimated time of arrival at the aerodrome, the weather conditions will be at or above the applicable landing minima as follows:

(i)RVR or VIS specified in accordance with point CAT.OP.MPA.110; and

(ii)for a type A or a circling operation, ceiling at or above MDH.

(b)The operator should only select an aerodrome as:

(1)destination alternate aerodrome;

(2)fuel ERA aerodrome; or

(3)isolated destination aerodrome when the appropriate weather reports and/or forecasts indicate that during a period commencing 1 hour before and ending 1 hour after the estimated time of arrival at the aerodrome, the weather conditions will be at or above the planning minima.

(c)For the take-off alternate aerodrome and isolated destination aerodrome, any limitations related to OEI operations should be taken into account.

BASIC FUEL SCHEME— PLANNING MINIMA The operator should select an aerodrome as:

(a)destination alternate aerodrome;

(b)fuel ERA aerodrome; or

(c)isolated destination aerodrome only when the appropriate weather reports and/or forecasts indicate that the weather conditions will be at or above the planning minima of Table 2 below (any limitations related to OEI operations are also taken into account): Table 2 — Basic fuel scheme — planning minima — aeroplanes Destination alternate aerodrome, fuel ERA aerodrome, isolated destination aerodrome

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.

BASIC FUEL SCHEME WITH VARIATIONS — PLANNING MINIMA

(a)Variations to the basic fuel schemes in the selection of aerodromes in regard to the planning minima are methods to reduce the meteorological margins based on the established mitigating measures.

(b)As a minimum, the operator should:

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

(2)have established an operational control system that includes flight monitoring.

(c)In addition:

(1)the duration of the planned flight from take-off to landing does not exceed 6 hours or, in the event of in-flight re-planning, in accordance with point CAT.OP.MPA.181(d), the remaining flying time to destination does not exceed 4 hours; and

(2)the planned flight should have a minimum flight crew of two pilots.

(d)Additionally, the operator should select an aerodrome as:

(1)a destination alternate aerodrome, or

(2)a fuel ERA aerodrome, only when the appropriate weather reports and/or forecasts indicate that the weather conditions will be at or above the planning minima of Table 3 below. Table 3 — Basic fuel scheme with variations — planning minima — aeroplanes Destination alternate aerodrome, fuel ERA aerodrome

* The higher of the usable DA/H or MDA/H. ** The higher of the usable RVR or VIS. *** Compliance with point CAT.OP.MPA.182(f) should be ensured. Note: The operator may select the most convenient planning minima row. For example, aerodrome with two type A approaches: one ILS CAT I (DA 350 ft/DH250 ft/550 m) another VOR/DME (MDA 650 ft/1 500 m). The operator may use Row 2 instead of Row 3.

BASIC FUEL SCHEME WITH VARIATIONS — PLANNING MINIMA

(a)Variations to the basic fuel schemes in the selection of aerodromes in regard to the planning minima are methods to reduce the meteorological margins based on the established mitigating measures.

(b)As a minimum, the operator should:

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

(2)hold an approval for low-visibility approach operations for that fleet; and

(3)have established an operational control system that includes flight monitoring.

(c)Additionally, the operator should select an aerodrome as:

(1)destination alternate aerodrome;

(2)fuel ERA aerodrome; or

(3)isolated destination aerodrome only when the appropriate weather reports and/or forecasts indicate that the weather conditions will be at or above the planning minima of Table 4 below. Table 4 — Basic fuel scheme with variations — planning minima Destination alternate aerodrome, fuel ERA aerodrome, isolated destination aerodrome

* The higher of the usable DA/H or MDA/H. ** The higher of the usable RVR or VIS. *** Compliance with point CAT.OP.MPA.182(f) should be ensured. Note: The operator may select the most convenient planning minima row. For example, aerodrome with two type B approaches: one CAT3 (0 ft/75 m) another CAT1 (200 ft/550 m). The operator may use Row 2 and use CAT3 (0 + 150 ft/75 + 450 m) instead of Row 1 CAT1 (200 + 100 ft/550 + 300 m).

BASIC FUEL SCHEME

SAFE-LANDING OPTIONS

(a)Point CAT.OP.MPA.182 sets out the safety objectives of the selection of aerodromes policy. This GM expands on the intent of that provision.

ONE SAFE-LANDING OPTION

(b)Point CAT.OP.MPA.182(a) requires the fuel planning and in-flight re-planning policy to ensure that the aircraft can always proceed to at least one aerodrome where landing is possible, even in abnormal operational conditions. This may require additional fuel (point CAT.OP.MPA.181(c)(6)) to reach an en route alternate (ERA) aerodrome in case of engine or pressurisation failure.

ONE OR MORE AERODROMES

(c)Point CAT.OP.MPA.182(d) requires the operator to select one or more aerodromes at the planning stage; the operator may select only one aerodrome, i.e. the destination aerodrome, in compliance with point CAT.OP.MPA.181(c)(4)(ii).

TWO SAFE-LANDING OPTIONS

(d)Point CAT.OP.MPA.182(d) requires that when planning the flight, two safe-landing options are expected to remain available until the flight reaches its destination, where a decision will be made to commit to land or divert. This will typically be a runway at the destination aerodrome itself and a runway at a destination alternate aerodrome. The requirement may also be satisfied by two landing runways at the destination aerodrome, provided that the risk of a single event (such as an aircraft accident) or meteorological deterioration at that single aerodrome will not eliminate both options.

(e)Point CAT.OP.MPA.182(d) may also be satisfied by two destination alternate aerodromes when the destination aerodrome is not a weather-permissible aerodrome or when there is insufficient weather information at the time of planning.

(f)In the case of an isolated aerodrome, only one safe-landing option exists beyond the point of no return (PNR), therefore, an exception is set out in point CAT.OP.MPA.182(d)(2), where the conditions to proceed beyond the PNR are laid down, and further explained in AMC7 CAT.OP.MPA.182 and in point (b) of AMC2 CAT.OP.MPA.185(a).

SAFETY MARGINS

(f)Point CAT.OP.MPA.182(e) requires operators to apply safety margins to the aerodrome operating minima to mitigate the risk that the destination alternate aerodromes, isolated aerodromes, or fuel ERA aerodromes fall below aerodrome operating minima due to minor unforeseen weather deteriorations.

BASIC FUEL SCHEME WITH VARIATIONS — NORMAL CRUISE CONSUMPTION In the context of AMC7 CAT.OP.MPA.182 on isolated aerodromes, normal cruise consumption is the consumption of fuel for 2 hours above the isolated aerodrome. These two hours include 30-minute FRF, leaving enough fuel for an approximately 90-minute hold over the destination. More information is provided in ICAO Doc 9976 Flight Planning and Fuel Management (FPFM) Manual (1st Edition, 2015).

BASIC FUEL SCHEME WITH VARIATIONS — FACILITIES WITH A SYSTEM MINIMUM OF 200 FT OR LESS

(a)Table 3 in AMC8 CAT.OP.MPA.182 and Table 4 in AMC9 CAT.OP.MPA.182 refer to type A instrument approach operations based on a facility with a system minimum of 200 ft or less. Such facilities include ILS/MLS, GBAS landing system (GLS) and GNSS/SBAS (LPV). The system minima for various facilities are contained in AMC3 CAT.OP.MPA.110, Table 3.

(b)In regard to system minima and type of instrument approach operation (type A or B), the following should be noted:

(1)System minimum is the lowest height to which a facility can be used without visual references. This value is not related to a particular runway or obstacle environment.

(2)The type of instrument approach operations is related to each individual runway with its obstacle environment.

(c)Amongst other things the lowest DH for an instrument approach operation is determined by the system minima for the facility and the obstacle clearance height (OCH). The resulting DH determines the type of approach operation (type A or B). If the DH is 250 ft or more, it will be a type A approach operation; if the DH is less than 250 ft, it will be a type B approach operation. So, while ILS approaches to most runways may be conducted as type B approach operations, difficult obstacle situations, driving up the DH to 250 ft or higher, will result in type A approach operations.

(d)For example, Row 2 of Table 3 in AMC8 CAT.OP.MPA.182 refers to a case where the obstacle situation and associated OCH result in a DH of 250 ft or more, even though the facility involved supports a DH of 200 ft or less.

(e)This GM refers only to DH (not MDH) since facilities with a system minimum of 200 ft or less are only operated with a DH (or DA), not an MDH.

FUEL SCHEMES — PLANNING MINIMA — INSTRUMENT APPROACH OPERATIONS An instrument approach operation is considered usable for planning minima (e.g. Tables 2, 3 and 4 in AMC6 CAT.OP.MPA.182, AMC8 CAT.OP.MPA.182 and AMC9 CAT.OP.MPA.182 respectively) when the approach facilities are available, the aircraft is equipped to perform such an approach, the flight crew is accordingly trained, and the runway is available for landing.

INDIVIDUAL FUEL SCHEME — REACHING THE DESTINATION AERODROME In the context of individual fuel schemes, ‘reaching the destination’ means being as close as possible to the destination, but not necessarily overhead the destination, and no farther than IAF of the planned instrument approach procedure for the destination aerodrome.

BASIC FUEL SCHEME — DESTINATION AERODROMES — PBN OPERATIONS

(a)To comply with point CAT.OP.MPA.182(f), when the operator intends to use PBN, the operator should select an aerodrome as destination alternate aerodrome only if an instrument approach procedure that does not rely on a GNSS is available either at that aerodrome or at the destination aerodrome. BASIC FUEL SCHEME — DESTINATION AERODROMES — OPERATIONAL CREDITS

(b)To comply with point CAT.OP.MPA.182(f), when the operator intends to use ‘operational credits’ (e.g. EFVS, SA CAT I, etc.), the operator should select an aerodrome as destination alternate aerodrome only if an approach procedure that does not rely on the same ‘operational credit’ is available either at that aerodrome or at the destination aerodrome.

BASIC FUEL SCHEME — DESTINATION AERODROMES — PBN OPERATIONS

(a)Point (a) of AMC1 CAT.OP.MPA.182(f) applies only to destination alternate aerodromes in flights that require a destination alternate aerodrome. A take-off or an ERA aerodrome with instrument approach procedures that rely on a GNSS may be planned without restrictions. A destination aerodrome with all instrument approach procedures that rely solely on a GNSS may be used without a destination alternate aerodrome if the conditions for a flight without a destination alternate aerodrome are met.

(b)The term ‘sufficient means are available to navigate to and land at’ means that the procedure can be used in the planning stage and should comply with planning minima requirements.