Division (c) F1F2

For aeroplanes, the operator must ensure that the pre-flight calculation of the usable fuel or energy that is required for a flight includes:

1. (1)

   taxi fuel or energy that is not less than the amount expected to be used prior to take-off;

2. (2)

   trip fuel or energy that must be the amount of fuel or energy that is required to enable the aeroplane to fly from take-off, or from the point of in-flight replanning, to landing at the destination aerodrome;

3. (3)

   contingency fuel;

4. (4)

   destination alternate fuel or energy:

   1. (i)

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

   2. (ii)

      when a flight is operated with no destination alternate aerodrome, it must be the amount of fuel or energy required to hold at the destination aerodrome to compensate for the lack of a destination alternate aerodrome;

5. (5)

   final reserve fuel or energy that must be protected to ensure a safe landing; the operator must take into account points (i) and (ii), in that priority order, to determine the quantity of the final reserve of fuel or energy:

   1. (i)

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

   2. (ii)

      the likelihood of unexpected circumstances that the final reserve or fuel or energy may no longer be protected;

6. (6)

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

7. (7)

   extra fuel or energy to take into account anticipated delays or specific operational constraints; and

8. (8)

   discretionary fuel or energy, if required by the pilot-in-command.