Regulation 38

either of the following sets of data:

current aircraft‑specific data derived from a fuel consumption monitoring system for that aircraft, if such data is available;

data provided by the aircraft manufacturer, if current aircraft‑specific data is not available;

the operating conditions under which the planned flight is to be conducted, including but not limited to —

the anticipated aeroplane mass;

the route‑specific NOTAM;

the current meteorological reports or a combination of current reports and forecasts;

the procedures, restrictions and anticipated delays as informed by the appropriate air traffic services units; and

the effects of deferred maintenance items or configuration deviations, or both.

taxi fuel, which is an amount of fuel not less than the amount expected to be consumed before take-off, taking into account local conditions at the departure aerodrome and the auxiliary power unit fuel consumption;

trip fuel, which is the amount of fuel required to enable the aeroplane to fly from take‑off until landing at the destination aerodrome, taking into account the operating conditions listed in paragraph (2)(b);

contingency fuel, which is an amount of fuel sufficient to compensate for unforeseen factors, and is equivalent to —

5% of the planned trip fuel calculated in accordance with sub‑paragraph (b); or

5% of the fuel required from the point of re‑planning;

destination alternate fuel, which is as follows:

for a flight requiring the nomination of a destination alternate aerodrome, the amount of fuel required for the aeroplane to —

perform a missed approach at the destination aerodrome;

climb to the expected cruising altitude;

fly the expected routing;

descend to the point where the expected approach is initiated; and

conduct the approach and landing at the destination alternate aerodrome;

for a flight not requiring the nomination of a destination alternate aerodrome, the amount of fuel required for the aeroplane to fly for 15 minutes at holding speed in standard conditions at an elevation of 450 m (or 1,500 ft) above the destination aerodrome;

for a flight where the aerodrome of intended landing is an isolated aerodrome —

if the aeroplane is a reciprocating engine aeroplane, the lesser of the amount of fuel required for the aeroplane to fly for 2 hours, or 45 minutes plus 15% of the flight time planned to be spent at the cruising level (including the final reserve fuel); or

if the aeroplane is a turbine‑powered aeroplane, the amount of fuel required for the aeroplane to fly for 2 hours at normal cruise consumption above the destination aerodrome (including the final reserve fuel);

final reserve fuel, which is the amount of fuel calculated using the estimated mass of the aeroplane on arrival at the destination alternate aerodrome (or the estimated mass of the aeroplane on arrival at the destination aerodrome when no destination alternate aerodrome is required) and is the following, where applicable:

if the aeroplane is a reciprocating engine aeroplane, an amount of fuel required for the aeroplane to fly for 45 minutes at an appropriate speed and in appropriate altitude conditions; or

if the aeroplane is a turbine‑powered aeroplane, an amount of fuel required for the aeroplane to fly for 40 minutes at holding speed in standard conditions at an elevation of 450 m (or 1,500 ft) above the aerodrome;

additional fuel, which is the supplementary amount of fuel required for the aeroplane to descend as necessary and proceed to land at an alternate aerodrome in the event of engine failure or loss of pressurisation, whichever requires a greater amount of fuel, on the assumption that such failure occurs at the most critical point along the route;

discretionary fuel, which is an extra amount of fuel that is carried on the aeroplane at the pilot‑in‑command’s discretion.