SPO.OP.131 Fuel/energy scheme – fuel/energy planning and in flight re-planning policy – aeroplanes and helicopters

ANNEX VIII (Part-SPO) · Regulation (EU) No 965/2012 · EAR revision 27 Mar 2026

IRImplementing rule

SPO.OP.131Fuel/energy scheme – fuel/energy planning and in flight re-planning policy – aeroplanes and helicopters

(a)As part of the fuel/energy scheme, the operator shall establish a fuel/energy planning and inflight re-planning policy to ensure that the aircraft carries a sufficient amount of usable fuel/energy to safely complete the planned flight and to allow for deviations from the planned operation.

(b)The operator shall ensure that the fuel/energy planning of flights is based upon at least the following elements:

(1)procedures contained in the operations manual as well as:

(i)current aircraft-specific data derived from a fuel/energy consumption monitoring system or, if not available;

(ii)data provided by the aircraft manufacturer; and

(2)the operating conditions under which the flight is to be conducted including:

(i)aircraft fuel/energy consumption data;

(ii)anticipated masses;

(iii)anticipated meteorological conditions;

(iv)the effects of deferred maintenance items and/or configuration deviations; and

(v)anticipated delays.

(c)For aeroplanes, the operator shall ensure that the pre-flight calculation of the usable fuel/energy that is required for a flight includes:

(1)taxi fuel/energy that shall not be less than the amount expected to be used prior to takeoff;

(2)trip fuel/energy that shall be the amount of fuel/energy that is required to enable the aeroplane to fly from take-off, or from the point of in-flight re-planning, to landing at the destination aerodrome;

(3)contingency fuel/energy that shall be the amount of fuel/energy required to compensate for unforeseen factors;

(4)destination alternate fuel/energy

(i)when a flight is operated with at least one destination alternate aerodrome, it shall be the amount of fuel/energy required to fly from the destination aerodrome to the destination alternate aerodrome; or

(ii)when a flight is operated with no destination alternate aerodrome, it shall be the amount of fuel/energy required to hold at the destination aerodrome to compensate for the lack of a destination alternate aerodrome;

(5)final reserve fuel/energy that shall be protected to ensure a safe landing; the operator shall take into account all of the following, and in the following order of priority, to determine the quantity of the final reserve fuel/energy:

(i)the severity of the hazard to persons or property that may result from an emergency landing after fuel/energy starvation;

(ii)the likelihood of unexpected circumstances that the final reserve fuel/energy may no longer be protected;

(6)additional fuel/energy, if required by the type of operation; it shall be the amount of fuel/energy to enable the aeroplane to perform a safe landing at a fuel/energy en route alternate aerodrome (fuel/energy ERA aerodrome critical scenario) in the event of an engine failure or loss of pressurisation, whichever requires the greater amount of fuel/energy, based on the assumption that such a failure occurs at the most critical point along the route; this additional fuel/energy is required only if the minimum amount of fuel/energy that is calculated according to points (c)(2) to (c)(5) is not sufficient for such an event;

(7)extra fuel/energy to take into account anticipated delays or specific operational constraints; and

(8)discretionary fuel/energy, if required by the pilot-in-command.

(d)For helicopters, the operator shall ensure that the pre-flight calculation of the usable fuel/energy that is required for a flight includes all of the following:

(1)fuel/energy to fly to the aerodrome or operating site of intended landing;

(2)if a destination alternate is required, destination alternate fuel/energy, which shall be the amount of fuel/energy that is required to execute a missed approach at the aerodrome or operating site of intended landing, and thereafter, to fly to the specified destination alternate, approach and land; and

(3)final reserve fuel/energy, which shall be protected to ensure a safe landing; the operator shall take into account all of the following, and in the following order of priority, to determine the quantity of the final reserve fuel/energy:

(i)the severity of the hazard to persons or property that may result from an emergency landing after fuel/energy starvation; and

(ii)the likelihood of such unexpected circumstances that the final reserve fuel/energy may no longer be protected;

(4)extra fuel/energy to take into account anticipated delays or specific operational constraints; and

(5)discretionary fuel/energy, if required by the pilot-in-command.

(e)The operator shall ensure that, if a flight has to proceed to a destination aerodrome other than the one originally planned, in-flight re-planning procedures for calculating the required usable fuel/energy are available and comply with points (c)(2) to (c)(7) for aeroplanes, and point (d) for helicopters.

(f)The pilot in command shall only commence a flight or continue in the event of in-flight replanning, when satisfied that the aircraft carries at least the planned amount of usable fuel/energy and oil to safely complete the flight.

IR · SPO.OP.131 — Regulation (EU) No 965/2012 · Regulation (EU) 2021/1296 · Air OPS Easy Access Rules · EAR revision 27 Mar 2026

AMCAcceptable means of compliance

AMC1 SPO.OP.131Fuel/energy scheme — fuel/energy planning and in-flight re-planning policy — aeroplanes and helicopters

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AEROPLANES For the fuel planning policy, the amount of the required usable fuel for a flight should not be less than the sum of the following:

(a)taxi fuel that should take into account the local conditions at the departure aerodrome and the APU consumption;

(b)trip fuel that should include:

(1)fuel for take-off and climb from the aerodrome elevation to the initial cruising level/altitude, taking into account the expected departure routing;

(2)fuel from the top of climb to the top of descent, including any step climb/descent;

(3)fuel from the top of descent to the point where the approach procedure is initiated, taking into account the expected arrival routing; and

(4)fuel for making an approach and landing at the destination aerodrome;

(c)contingency fuel that should be:

(1)5 % of the planned trip fuel or, in the event of in-flight re-planning, 5 % of the trip fuel for the remainder of the flight; or

(2)an amount to fly for 5 minutes at holding speed at 1 500 ft (450 m) above the destination aerodrome in standard conditions, whichever is higher;

(d)destination alternate fuel that should be:

(1)when the aeroplane is operated with one destination alternate aerodrome:

(i)fuel for a missed approach from the applicable DA/H or MDA/H at the destination aerodrome to the missed-approach altitude, taking into account the complete missed-approach procedure;

(ii)fuel for climb from the missed-approach altitude to the cruising level/altitude, taking into account the expected departure routing;

(iii)fuel for cruising from the top of climb to the top of descent, taking into account the expected routing;

(iv)fuel for descent from the top of descent to the point where the approach is initiated, taking into account the expected arrival routing; and

(v)fuel for making an approach and landing at the destination alternate aerodrome;

(2)when the aeroplane is operated with no destination alternate aerodrome, the amount of fuel to hold for 15 minutes at 1 500 ft (450 m) in standard conditions above the destination aerodrome elevation;

(3)when the aerodrome of intended landing is an isolated aerodrome:

(i)for aeroplanes with reciprocating engines, the amount of fuel required to fly either for 45 minutes plus 15 % of the flight time planned for cruising, including the FRF, or for 2 hours, whichever is less; or

(ii)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.

(e)FRF that should not be less than the fuel required to fly:

(1)for 10 minutes at normal cruising altitude 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 normal cruising altitude for other VFR flights by day; and

(3)for 45 minutes at normal cruising altitude under VFR by night, and under IFR for aeroplanes with reciprocating engines; and

(4)for 30 minutes at holding speed at 1 500 ft (450 m) above the aerodrome elevation in standard conditions, which is calculated according to the estimated mass on arrival under VFR by night and under IFR for turbine-engined aeroplanes, Note: When the operator follows point (e)(1) for the FRF, the operator should specify in the standard operating procedures (SOPs): the type of operation in which such reduced RFR may be used; and the methods of reading and calculating the remaining fuel.

(f)additional fuel that should be the amount of fuel that allows the aeroplane to proceed, in the event of an engine failure or loss of pressurisation, from the most critical point along the route to a fuel en route alternate (fuel ERA) aerodrome in the relevant aircraft configuration, hold there for 15 minutes at 1 500 ft (450 m) above the aerodrome elevation in standard conditions, make an approach, and land;

(g)extra fuel if there are anticipated delays or specific operational constraints; and

(h)discretionary fuel, if required by the pilot-in-command.

HELICOPTERS

(i)The FRF should not be less than the fuel required to fly:

(1)for 10 minutes at best-range speed, provided that the helicopter remains within 25 NM of the aerodrome/operating site of departure, under VFR;

(2)for 20 minutes at best-range speed for flights other than the ones referred to in (i)(1) under VFR; and

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

(j)If point (i)(1) is used for the FRF, the operator should specify in the SOPs:

(1)the type of operation in which such reduced FRF may be used; and

(2)methods of reading and calculating the remaining fuel.

AMC · AMC1 SPO.OP.131 — Regulation (EU) No 965/2012 · ED Decision 2022/005/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026

AMCAcceptable means of compliance

AMC1 SPO.OP.131(a)(1)(ii)Fuel and oil supply – helicopters

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REDUCED RESERVE FUEL

(a)The operator should specify in the SOP:

(1)the type of activity where such reduced reserve fuel may be used; and

(2)methods of reading and calculating the remaining fuel.

(b)Refuelling facilities should be available at the aerodrome/operating site.

AMC · AMC1 SPO.OP.131(a)(1)(ii) — Regulation (EU) No 965/2012 · ED Decision 2014/018/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026

All rules in SUBPART B: OPERATIONAL PROCEDURES

Consolidated from the EASA Easy Access Rules (revision 27 Mar 2026, extracted 17 Aug 2026) for convenience. Not the official publication — verify against the Official Journal of the European Union and the EASA publications before operational use.

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