12 Fuel Policy:

12.3 Definitions:
12.3.1 Taxi fuel: Fuel expected to be used prior to take-off, including engine
start, taxi and APU consumption. A standard quantity of fuel depending on the
aircraft may be used

12.3.2 Reserve fuel: Consists of contingency fuel, alternate fuel, final reserve
fuel and additional fuel if required by the type of operation 12.3.3 Trip fuel:
Fuel for take-off and climb to cruise altitude taking into account a) Fuel for
take-off and climb from aerodrome elevation to initial cruising level/altitude,
taking into account the expected departure routing and; b) Fuel from top of
climb to top of descent, including any step climb/descent, at LRC or variable
cost index ECON Speed, or Fixed Mach No., and; c) Fuel from top of descent to
the point where the approach is initiated, taking into account the expected
arrival procedure; and; d) Fuel for approach and landing at the destination
aerodrome

12.3.4 Contingency fuel: This is the fuel to compensate for deviations from the
planned operating conditions such as unfavourable variations in cruise
altitude/ level or routings, deviations from the forecast meteorological
conditions, deviations of an individual aeroplane from the expected fuel
consumption data or any other unforeseen adverse circumstances.
Contingency Fuel shall be the higher of a), b) or c) below:

a) Either: 5% of the planned Trip Fuel of the flight or, in the event of in-flight
re-planning, 5% of the trip fuel for the remainder of the flight; or Not less than
3% of the planned Trip Fuel of the flight or, in the event of in-flight re-planning,
3% of the trip fuel for the remainder of the flight, provided that an en-route
alternate is available. The en-route alternate shall be located within a circle
having a radius equal to 20% of the total flight plan distance, the centre of
which lies on the planned route at a distance from the destination of 25% of
the total flight plan distance,

or at least 20% of the total flight plan distance plus 50 nm., whichever is
greater, or An amount of fuel based on a statistical method which ensures an
appropriate statistical coverage of the deviation from the planned to the actual
trip fuel. This method is used to monitor the fuel consumption on each city
pair/aeroplane combination and the data for a statistical analysis to calculate
contingency fuel for that city pair/aeroplane combination.

b) An amount to fly for 5 minutes at holding speed at 1500 feet above the
destination aerodrome in Standard conditions

c) A standard value of 200 kgs for the ATR fleet, 300 kgs for A320 family, and
500 kgs for A330/340 fleet

12.3.5 Alternate Fuel: Alternate Fuel shall be sufficient for: 1. A missed

approach from the applicable minima at the destination aerodrome to missed
approach altitude, taking into account the complete missed approach
procedure; 2. A climb from missed approach altitude to cruising level/altitude;
3. The cruise from top of climb to top of descent at LRC; 4. Descent from top of
descent to the point where the approach is initiated, taking into account the
expected arrival procedure; 5. Executing an approach and landing at the
destination alternate aerodrome specified in the operational and ATS flight
plans 6. If two destination alternates are required, Alternate Fuel shall be
sufficient to proceed to the alternate which requires the greater amount of
Alternate Fuel

12.3.6 Final reserve fuel: Fuel to fly for 30 minutes at holding speed at 1500 ft
(450 m) above destination alternate airport elevation in standard
conditions(45 minutes in case of turboprop aircraft), calculated with estimated
weight on arrival at the alternate or the destination when no alternate is
required.

12.3.7 Additional fuel: Fuel which should permit: Holding for 15 minutes at
1500 ft (450 m) above aerodrome elevation in ISA conditions, when the flight is
operated without a destination alternate and following the possible engine
failure or loss of pressurization at the most critical point along the route the
aeroplane to: (i) Descent as necessary and proceed to an adequate aerodrome;
and (ii) Hold there for 15 minutes at 1500 ft (450 m) above aerodrome
elevation in ISA conditions; and (iii) Make an approach and landing Note:
Additional fuel for engine failure or loss of pressurization is only required if the
fuel calculated above (from trip fuel up to final reserve fuel) is not sufficient for
such an event
12.3.8 Extra fuel: Fuel carried at the discretion of the Commander. The
Commander may decide for example to add fuel to the minimum required fuel
quantity defined above if he expects significant deviations from present flight
planning. However it should remember that carrying unnecessary extra fuel
increases the fuel consumption for that sector and therefore reduces the
economy of the operation (lower flex temperature, more tire and brake wear,
more time in climb phase, lower optimum flight level etc).