NCO.OP.125 Fuel/energy and oil supply

PLANNING CRITERIA — FINAL RESERVE FUEL/ENERGY The final reserve fuel (FRF)/energy should be no less than the required fuel/energy to fly:

(a)for aeroplanes:

(1)for 10 minutes at maximum continuous cruise power at 1 500 ft (450 m) above the destination under VFR by day, taking off and landing at the same aerodrome/landing site, and always remaining within sight of that aerodrome/landing site;

(2)for 30 minutes at holding speed at 1 500 ft (450 m) above the destination under VFR by day; and

(3)for 45 minutes at holding speed at 1 500 ft (450 m) above the destination or destination alternate aerodrome under VFR flights by night and IFR; and

(b)for rotorcraft:

(1)for 10 minutes at best-range speed under VFR by day, taking off and landing at the same aerodrome/landing site, and always remaining within 25 NM of that aerodrome/landing site, when needed for the purpose of specialised operations;

(2)for 20 minutes at best-range speed for other VFR flights; and

(3)for 30 minutes at holding speed at 1 500 ft (450 m) above the destination or destination alternate aerodrome under IFR.

FINAL RESERVE FUEL/ENERGY The quantity of the FRF/energy should be planned before flight and be an easily recalled figure against which the pilot-in-command can assess the current fuel/energy state of the aircraft.

FINAL RESERVE FUEL/ENERGY PROTECTION The planned FRF/energy should be protected as a reserve in normal operations. If the fuel/energy on board falls below the FRF/energy, the pilot-in-command should consider this to be an emergency. The FRF/energy should not be used as contingency fuel in normal operations. When the FRF/energy can no longer be protected, then a fuel/energy emergency should be declared and any landing option explored, including deviating from rules, operational procedures, and methods in the interest of safety (as per point CAT.GEN.MPA.105(b)).

LIKELIHOOD OF UNEXPECTED CIRCUMSTANCES TO INCREASE WITH FLIGHT DURATION The likelihood of unexpected circumstances arising after the aircraft is fuelled may increase with the duration of the planned flight (for example, during a long flight, a problem at the destination aerodrome or operating site is more likely to have occurred than during a short local flight).

PLANNING of FUEL/ENERGY QUANTITY — HOLDING When planning the fuel/energy quantity, in case of holding, and if the aircraft documentation does not provide approved data for the holding regime, the pilot should derive the fuel/energy flow data from the long-range/best-range cruise data or, if this is not provided, from the lowest available cruise data in power setting tables.