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At the planning stage not all factors that could have an influence on the fuel consumption to the destination airport can be foreseen. The flight can be restricted with fuel or weather. Take account the following fuel planning procedures to commence flight:
d) Fuel for approach - an allowance of at least 4 minutes (however normally 7
minutes) shall be considered as a company standard (included in the
\u201cdescent figures\u201d of the AOM) - and fuel for the final approach and landing
(a) 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. In case a suitable en-route alternate is available, the percentage 5% may be reduced to 3% if authorised.
\u2022Fuel from missed approach altitude to cruising level/altitude
\u2022Fuel from top of climb to top of descent
\u2022Fuel from top of descent to the point where the approach is initiated, taking
At the planning stage, not all factors, which could have an influence on the fuel
consumption to the destination airport, can be foreseen. A flight can be restricted
with fuel or weather. If, after planning, the fuel is calculated to be critical (near the
minimums required for the flight), then the following procedure should be
implemented. Once arriving at the decision point, a calculation should be made of
the fuel required and fuel remaining. If insufficient fuel situation exists, a decision
should be made to divert to the fuel enroute alternate.
A flight may be planned to the destination aerodrome, via a Decision Point
along the route. Select an enroute alternate, a Decision Point, and will require a
reclearance to the enroute alternate.
\u2022Trip Fuel to the destination aerodrome, via the decision point
\u2022Contingency Fuel from the decision point to the destination aerodrome (at
\u2022Trip Fuel to Provisional Destination via Decision Point
\u2022Contingency Fuel from Departure Aerodrome to the Enroute Alternate (3%)
\u2022Final Reserve Fuel
(a) An operator must establish a fuel policy forthe purpose of flight planning and
in-flightreplanning to ensure that every flight carries sufficient fuel for the
planned operation and reserves to cover deviations from the planned operation.
(1) Procedures contained in the Operations Manual and data derived from:
(i) Data provided by the aeroplane manufacturer; or
(ii) Current aeroplane specific data derived from a fuel consumption
(c) An operator shall ensure that the pre-flight calculation of usable fuel required
for a flight includes:
(1) Taxy fuel;
(2) Trip fuel;
(3) Reserve fuel consisting of:
(i) Contingency fuel (see IEM OPS 1.255(c)(3)(i));
(ii) Alternate fuel, if a destination alternate is required. (This does not preclude
selection of the departure aerodrome as the destination alternate);
(iii) Final reserve fuel; and
(iv) Additional fuel, if required by the type of operation (e.g. ETOPS); and
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