New words for fuel reserves.

The terms ‘final reserve’ and ‘contingency’ are new terms that have replaced Fixed reserve and Variable reserve, respectively, used under the Civil Aviation Regulations 1988 (CAR). These new terms are consistent with International Civil Aviation Organization (ICAO) terminology.

One of the policies guiding the development of Part 91 of CASR was, where suitable, closer alignment with international standards. In the context of fuel management , these policies have resulted in only minor changes which are all concerned with definitions.

Legacy term | Part 91 term Alternate fuel | Destination alternate fuel Decision point | Point of in-flight replanning

You must comply with the fuel requirements set out in the MOS including (but not limited to): › matters that must be considered when determining whether the aircraft has enough fuel to complete the flight safely › determining the quantity of fuel you must carry › monitoring fuel quantity › what to do when fuel reaches a specified quantity.

Item | Aircraft (by aircraft category) | Kind of flight (by flight rules) | Final reserve fuel flight time | Contingency fuel amount Item 1 | Aeroplane with MTOW <= 5 700 kg (piston engine or turboprop) | VFR | 30 minutes | N/A Item 2 | Aeroplane with MTOW <= 5 700 kg (piston engine or turboprop) | Night VFR | 45 minutes | N/A Item 3 | Aeroplane with MTOW <= 5 700 kg (piston engine or turboprop) | IFR | 45 minutes | N/A Item 4 | Turbojet engine aeroplane, or aeroplane with MTOW > 5 700 kg (turboprop engine) | IFR or VFR | 30 minutes | 5% of trip fuel Item 5 | Aeroplane with MTOW > 5 700 kg (piston engine) | IFR or VFR | 45 minutes | 5% of trip fuel

It is fundamental to flight safety that you have enough fuel before you depart to allow you to land with at least your final reserve intact.

(2) The pilot in command must ensure that the amount of fuel is checked at regular intervals throughout the flight, and that the usable fuel remaining is evaluated to: (a) compare planned fuel consumption with actual fuel consumption; and (b) determine the amount of usable fuel remaining; and

(4) If, after commencement of the flight, fuel is used for a purpose other than that originally intended during pre-flight planning, the pilot in command must reanalyse the planned use of fuel for the remainder of the flight, and adjust the parameters of the flight in so far as is necessary to remain in compliance with the requirements of this Chapter.

(3) The pilot in command must declare to ATS a “minimum fuel” state if: (a) the pilot in command is committed to land the aircraft at an aerodrome in accordance with this section; and (b) the pilot in command determines that, if there is any change to the existing ATC clearance issued to the aircraft in relation to that aerodrome, the aircraft will land with less than the final reserve fuel remaining.

Note 2 A pilot in command should not expect any form of priority handling because of a “minimum fuel” declaration. ATS will, however, advise the flight crew member of any additional expected delays, and coordinate when transferring control of the aircraft to ensure other ATS units are aware of the aircraft’s fuel state.

(4) If, at any time during a flight, the amount of usable fuel remaining in the aircraft on landing at the nearest aerodrome where a safe landing can be made, will be, or is likely to be, less than the final reserve fuel, then the pilot in command must declare a situation of “emergency fuel” by broadcasting “MAYDAY, MAYDAY, MAYDAY FUEL”. Note The emergency fuel declaration is a distress message.