FUEL REQUIREMENT

Definition of the Standard Fuel Requirements

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:

TAXI FUEL - taxi fuel must not be less than the amount expected to be used prior
to takeoff, taking into account the local conditions.
When operating aeroplanes with an APU, then the APU fuel consumption must
be taken into account as well.

TRIP FUEL - the trip fuel must include

a) The fuel for takeoff and climb from aerodrome elevation to initial cruising
level / altitude considering the expected departure route
b) Fuel from top of climb to top of descent - including step climbs / descents -
along the expected airway routing
c) Fuel from top of descent to the point where the approach procedure is
initiated, taking into account the expected arrival procedure
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
“descent figures” of the AOM) - and fuel for the final approach and landing
Fuel figures presented in the AOM for the climb include the fuel for takeoff.
Descent tables include fuel for descent, approach and landing.

CONTINGENCY FUEL - the minimum amount of contingency fuel shall be the

higher of (a) or (b)
(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.
(b) An amount to fly for 5 minutes at holding speed at 1500ft above the
destination aerodrome in ISA conditions.

ALTERNATE FUEL - the alternate fuel must include:

• Fuel for missed approach from the applicable MDA/MDH at the destination
aerodrome to missed approach altitude via the prescribed missed approach
procedure.
• Fuel from missed approach altitude to cruising level/altitude
• Fuel from top of climb to top of descent
• Fuel from top of descent to the point where the approach is initiated, taking
into account the expected arrival route
• Fuel for approach - an allowance of at least 4 minutes shall be considered as
a company standard
 Remarks:
1) Alternate distances shall be calculated using the same criteria as for the route
to destination
2) The alternate tables in the AOM include the fuel from missed approach point
at destinations as well as 4 minutes approach allowance.
3) If two destination alternates required, alternate fuel should be sufficient to
proceed to the alternate that requires the greater amount of alternate fuel.

FINAL RESERVE FUEL - shall be calculated to fly for 30 minutes at holding

speed at 1500ft MSL/ISA conditions calculated for the expected landing mass at
alternate (or at destination - if no alternate is required)

EXTRA FUEL - is an amount of fuel that may be carried either for economical
reasons (economic tankering) or at the discretion of the Commander.
As always, the Commander makes the final decision on actual fuel to be
boarded according to his assessment of the conditions that could affect his flight.

FLIGHT PLAN FUEL – total of the above fuel requirements

Ayrıca bir de DPP yakıt planlaması var.

Decision Point Procedures

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.
The amount of fuel shall be the greater of that required by (a) or (b) below:
a)
• Taxi Fuel
• Trip Fuel to the destination aerodrome, via the decision point
• Contingency Fuel from the decision point to the destination aerodrome (at
least 5% of the amount of fuel calculated as the trip fuel from the decision
point to the destination aerodrome)
• Alternate Fuel
• Final Reserve Fuel
 • Extra Fuel

b)
• Taxi Fuel
• Trip Fuel to Provisional Destination via Decision Point
• Contingency Fuel from Departure Aerodrome to the Enroute Alternate (3%)
• Final Reserve Fuel

This fuel planning is preferred when either:

1. Weather is critical at destination and no suitable alternate close to destination
without fuel restriction. Check weather at decision point.
2. Fuel is critical at destination.

JAR REQUIREMENTS

JAR-OPS 1.255 Fuel policy

(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.
(b) An operator shall ensure that the planning of flights is at least based upon (1)
and (2) below:
(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
monitoring system.
(2) The operating conditions under which the flight is to be conducted including:
(i) Realistic aeroplane fuel consumption data;
(ii) Anticipated masses;
(iii) Expected meteorological conditions; and
(iv) Air Traffic Services procedures and restrictions.
(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
(4) Extra fuel if required by the commander.
(d) An operator shall ensure that in-flight replanning procedures for calculating
usable fuel required when a flight has to proceed along a route or to a
destination other than originally planned includes:
(1) Trip fuel for the remainder of the flight;
(2) Reserve fuel consisting of:
(i) Contingency fuel;
(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
(3) Extra fuel if required by the commander.
[Amdt. 3, 01.12.01]