Flight time does not exceed 6 hours from takeoff to landing 

At the destination airport, two separate runways1 are available 

From one hour before to one hour after the Estimated Time of Arrival (ETA) a VMC (Visual Meteorological Condition) approach and landing can be made from the minimum altitude sector. 

1.1.4. Decision Point Procedure 

This procedure permits aircraft to carry less contingency fuel than in the standard case. 

Operators select a point called the decision point along the planned route (Figure I2). At this point, the pilot has two possibilities: 

1 Separate runways: Separate landing surfaces which do not overlay or cross such that if one of the runways is blocked, it will not prevent the plane type from operating on the other one, and each has a separate approach procedure based on a separate aid 

Reach a suitable proximate diversion airport, taking into account the maximum landing weight limitation. 

Continue the flight to the destination airport, when the remaining fuel is sufficient. 

Using this procedure, the fuel required is the greatest of: 

“AMC OPS 1.255 [F1:] sum of 

Taxi fuel; 

Trip fuel to the destination aerodrome, via the decision point; 

Contingency fuel equal to not less than 5% of the estimated fuel consumption from the decision point to the destination aerodrome; 

Alternate fuel, if a destination alternate is required; 

Final reserve fuel; 

Additional fuel; and 

Extra fuel if required by the commander; or, 

[F2:] sum of 

Taxi fuel; 

The estimated fuel consumption from the departure aerodrome to a suitable en-route alternate, via the decision point; 

Contingency fuel equal to not less than 3% of the estimated fuel consumption from the departure aerodrome to the en-route alternate; 

Final reserve fuel; 

Additional fuel; and 

Extra fuel if required by the commander.” 

Which gives: 

F1 = taxiA + tripAC + 5% tripBC + alternateCD + holdingD + additional + extra 

F2 = taxiA + tripAE + 3% tripAE +  holdingE + additional + extra 

Comparing the standard fuel planning and the decision point procedure fuel planning, the maximum contingency fuel reduction is 5% of the trip fuel between A and B. 

F1 = taxiA + tripAC +  5% tripBC + alternateCD + holdingD + additional + extra STD= taxiA + tripAC +  5% tripAC  + alternateCD + holdingD + additional + extra 

1.1.5. Pre-Determined Point Procedure 

This procedure is similar to the Decision Point procedure, in case of an isolated destination airport. In this case, operators define a pre-determined point (see Figure I3). 

Figure I3: Pre-determined Point Procedure 

1.1.6. ETOPS Procedure 

To determine the amount of fuel, an ETOPS1 flight requires another condition for additional fuel (See Figure I4), to take into account the following critical scenarios: 

Pressurization failure at the critical point. 

Pressurization failure and engine failure at the critical point. 

1 For more information, refer to the “ Getting to Grips with ETOPS” brochure. 

If one of these critical scenarios occurs, the aircraft must be able to follow a particular procedure (see Figure I5) : 

Descend to FL100 

Continue cruise 

Descend to 1,500 feet when approaching the diversion airport 

Hold for 15 minutes 

Make a missed approach 

Execute a normal second approach 

Land. 

For an ETOPS flight, the minimum onboard fuel quantity must be the greatest of the standard fuel planning and of the sum of the following quantities: 

Taxi fuel 

Trip fuel from departure to the critical point (with all engines operative) 

Trip fuel from the critical point to a suitable en route alternate airport, taking into account the critical scenarios 

Reserves: 

5% of trip fuel, to cover weather forecast errors 

5% of trip fuel or demonstrated performance factor to cover aircraft performance deterioration 

A percentage of trip fuel to cover icing conditions when necessary (depending on aircraft type) 

APU consumption if needed 

Fuel for a 15-minute holding at 1,500 feet 

Fuel for a missed approach 

Fuel for a second approach and landing. 

1.2. Fuel Management 

1.2.1. Minimum Fuel at Landing Airport