Air Navigation (135 — Commercial Air Transport by Helicopters and Small Aeroplanes) Regulations 2018

a helicopter; or

an aeroplane that has an MAPSC not exceeding 19 and an MCTOM not exceeding 27,000 kg (called in these Regulations a small aeroplane).

in addition to the Air Navigation (119 — Air Operator Certification) Regulations 2018 (G.N. No. S 443/2018) and the Air Navigation (91 — General Operating Rules) Regulations 2018 unless expressly stated otherwise; and

even if the flight carried out by the AOC holder is not operated for the purposes of commercial air transport.

the purpose of a flight is to transport the aircraft to a location where the necessary maintenance or repairs can be performed to that aircraft;

the AOC holder has a ferry flight authorisation;

the flight is conducted in accordance with the ferry flight authorisation, including any conditions or limitations imposed in the authorisation.

its Certificate of Registration;

its Certificate of Airworthiness;

the appropriate licence for each flight crew member;

the aircraft radio station licence;

the journey log book or equivalent record;

a noise certificate, if applicable;

a certified true copy of the AOC holder’s air operator certificate and the associated operations specifications;

a certified true copy of any 83 bis agreement, or the agreement summary of such an 83 bis agreement, if applicable;

a certified true copy of the agreement for the lease, charter, or interchange or other similar arrangement for the aircraft, if applicable;

in the case of a Singapore registered aircraft, a copy of each certificate of maintenance review in force in respect of the aircraft;

the English translation of any document required in sub‑paragraph (a), (b), (f) or (h) that is written in a language other than English.

that is intended to begin and end at the same aerodrome located in Singapore; and

that does not include passage over the territory of any other State in its planned flight path.

any item of baggage or cabin equipment carried onto a relevant aircraft, and taken into the passenger cabin of the aircraft, is adequately and securely stowed; and

during any critical phase of flight, or whenever an emergency evacuation of the aircraft may be required, the egress and escape path of a passenger from the passenger’s seat to an emergency exit is not obstructed by any item of baggage or cabin equipment.

an unintentionally transmitting PED;

an intentionally transmitting PED with its transmitting function disabled.

the use of an intentionally transmitting PED, with the transmitting functions in active mode, on a relevant aircraft when the aircraft is operating at any altitude; or

the use of an unintentionally transmitting PED, or an intentionally transmitting PED with the transmitting function disabled, on a relevant aircraft when the aircraft is operating at an altitude of 10,000 ft or lower.

the use of an intentionally transmitting PED, with the transmitting functions in active mode, on a relevant aircraft when the aircraft is operating at any altitude; or

the use of an unintentionally transmitting PED, or an intentionally transmitting PED with the transmitting function disabled, on a relevant aircraft when the aircraft is operating at an altitude of 10,000 ft or lower.

must not permit the use of any portable electronic device for voice communications on board a relevant aircraft except after the aircraft has exited the runway or helipad (as the case may be) upon landing;

must not permit the use, or must terminate any permitted use, of a portable electronic device on board a relevant aircraft if use of the portable electronic device may interfere, or is suspected of interfering, with the performance of the navigation and communication systems of the aircraft; and

must ensure that a person assigned as a flight crew member of a relevant aircraft does not use a portable electronic device on the flight deck unless the portable electronic device is being used for operational purposes, as approved by the Director-General of Civil Aviation under the Air Navigation (98 — Special Operations) Regulations 2018 (G.N. No. S 442/2018).

overriding the AOC holder’s permitted use of a portable electronic device on the aircraft under paragraph (2), (3) or (4);

requiring the cessation of use of any portable electronic device on board the aircraft.

refuse the application; or

grant the approval sought, subject to such conditions as the Director‑General of Civil Aviation considers necessary.

a report of the safety risk assessment, and required certification tests as necessary, conducted on the tolerance of the aircraft to radio frequency interference by portable electronic devices to ascertain that the use of the portable electronic device in the required modes will not interfere with the performance of the navigation or communications systems of the aircraft; and

the appropriate manuals, which contain written procedures of the following:

the assignment of responsibilities to crew members for ensuring the safe use of any portable electronic device;

the procedures to isolate, or prohibit, the use of a portable electronic device should interference from the portable electronic device be suspected or ascertained;

the training required for the crew members.

there are established procedures for ensuring that the use of the portable electronic device complies with regulation 10; and

each crew member responsible for ensuring the safe use of portable electronic devices on board the aircraft is trained in the procedures required under sub‑paragraph (a).

the type of portable electronic device that may be used;

the point in time when a portable electronic device may be used; and

the conditions or limitations of such use.

the procedures required under regulation 66; and

the training programme required under regulation 149.

the process applied and the data product delivered meet acceptable standards of integrity; and

the data product is compatible with, and meets the specifications of, the intended function of the equipment that will use the data product.

must ensure that every person assigned as a crew member for the flight is competent for the safe operation of the flight;

must ensure that the aircraft is airworthy and appropriately equipped for the flight in accordance with Division 6;

must be satisfied by every reasonable means that —

the aeronautical radio stations and navigation aids serving the intended route, or any planned diversion from the intended route, are adequate for the safe navigation of the aircraft; and

the aerodrome at which the aircraft is intended to take off or land, and any alternate aerodrome at which a landing may be made, is suitable for its intended use.

no passenger is seated so as to hinder evacuation from the aircraft in the event of an emergency evacuation;

any passenger who appears to be under the influence of alcohol or drugs, or exhibits behavioural characteristics to the extent where the safety of the aircraft or its occupants is likely to be endangered, is refused embarkation or removed from the aircraft, as appropriate;

any disabled passenger carried on board is appropriately cared for, which includes allocating appropriate seating positions and providing handling assistance in the event of an emergency;

an escorted passenger does not constitute a safety hazard to other passengers or to the aircraft, and that prior arrangements for the carriage of the escorted passenger have been made in accordance with procedures specified in the Operations Manual; and

in the event of an emergency occurring in flight, passengers are instructed in such emergency action as may be appropriate to the circumstances.

the aircraft is being operated for the purpose of search and rescue or as an air ambulance; and

the AOC holder has taken reasonable action to minimise the risk to the aircraft and its occupants.

every exit and every internal working door of the aircraft is in working order; and

during take-off, landing, and any emergency, every exit and every internal working door of the aircraft —

is kept free of obstruction apart from an exit which, in accordance with an approved configuration, is not required for use by any passenger; and

is not fastened by locking or otherwise so as to prevent, hinder or delay its use by any passenger.

the requirements specified in regulation 20 of the Air Navigation (91 — General Operating Rules) Regulations 2018 are complied with;

the passengers are instructed to fasten their seat belts at the following times:

when the aircraft is moving on the ground;

in preparation for and during each take‑off;

in preparation for and during each landing;

if the aircraft is a helicopter, at any time that the rotor is turning whilst on the ground;

at any other time considered necessary by the pilot‑in‑command of the aircraft; and

the passengers are informed by illuminated “No Smoking” signs or by approved “No Smoking” placards or both, when smoking is prohibited in the aircraft.

an authorised representative of the Authority;

any other person permitted by the AOC holder in accordance with the procedures specified in its Operations Manual.

provide every member of its operations personnel with a copy of the approved Operations Manual containing all the instructions and information necessary for the performance of that member’s duties; and

ensure that every member of its operations personnel has ready access to a copy of the approved Operations Manual, or those parts of the Operations Manual that relate to that member’s duties.

a flight dispatcher;

the pilot-in-command; or

a designated member of its operations personnel that is accepted by the Director‑General of Civil Aviation.

during pre-flight preparation —

providing the pilot‑in‑command with information relevant to flight preparation;

preparing the operational flight plan;

preparing the flight plan to be filed;

when applicable, preparing a preliminary flight plan; and

submitting the preliminary flight plan (if any) to, and filing the flight plan mentioned in sub-paragraph (iii) with, every appropriate air traffic services unit;

during flight, providing the pilot‑in‑command, by appropriate means, information that may be necessary for the safe conduct of the flight; and

in the event of an emergency —

initiating the emergency procedures, as outlined in the AOC holder’s Operations Manual, without taking any action that would contradict with the air traffic control procedures;

conveying to the pilot‑in‑command safety‑related information that may be necessary for the safe conduct of the flight, including information related to an amendment to the flight plan that becomes necessary in the course of the flight; and

notifying the appropriate authorities without delay, and requesting for assistance from such authorities if required.

is properly instructed;

has demonstrated the person’s abilities in the person’s assigned duties; and

is aware of the person’s responsibilities and the relationship of the person’s duties to the operation as a whole.

clearly define in the contract, or agreement, with the contracted or sub-contracted organisation the responsibilities of the organisation and its employees that will be deployed under the contract or agreement; and

clearly define the relevant duties and accountabilities of every such employee.

is trained and competent to perform the task;

is informed as soon as practicable of relevant changes in —

equipment;

operating procedures or facilities; and

known hazards to flight; and

is provided, where necessary, with an aircraft operating manual for each aircraft type operated.

the pilot-in-command is provided with the necessary information —

to complete the preparation for the intended flight; and

to ensure the adequacy of facilities at any aerodrome or heliport that may be used for the flight; and

if the flight is intended to operate over or near any conflict zone, a risk assessment is conducted and appropriate risk mitigation measures are taken to ensure the safety of the flight.

the operational flight plan for the flight has been prepared;

the pilot-in-command has approved the content of the operational flight plan and has signed the document; and

a certified copy of the operational flight plan —

is filed with the AOC holder or the AOC holder’s designated agent; or

is left with the appropriate authority at the point of departure.

the person who prepared the operational flight plan has signed the document; and

the pilot-in-command is advised of the contents of the operational flight plan.

has been inspected for icing;

has been given appropriate de‑icing or anti‑icing treatment as may be required upon inspection.

has established appropriate procedures in its Operations Manual for flight dispatch, operational control and in‑flight management for such a flight;

has established appropriate safety risk assessment processes as part of the safety management system for such a flight; and

has conducted the safety risk assessment mentioned in sub‑paragraph (b) and ascertained that the risks to such a flight are within the acceptable level.

to take off safely; and

to identify the landing area while in flight, determine the landing direction, and thereafter make a safe approach and landing.

every aerodrome to be used in its operations;

for any operation of a helicopter, the methodology to be used for the selection of a landing site;

for any operation of a small aeroplane, information that relates to the level of RFFS protection that is acceptable to the AOC holder.

the aerodrome operating minima for every aerodrome mentioned in paragraph (1); and

the method used to determine the aerodrome operating minima.

the type, performance and handling characteristics of the aircraft to be used for an operation and any relevant conditions in the aircraft’s Certificate of Airworthiness;

the composition of the flight crew, their competence and experience;

the dimensions and characteristics of every runway or helipad that may be selected for use;

the adequacy and performance of the available visual and non-visual ground aids;

the equipment available on the aircraft for the purpose of navigation, acquisition of visual references or control of the flight path during the approach to landing and the missed approach;

the obstacles in the approach and missed approach areas and the obstacle clearance altitude or height for every instrument approach procedure that may be proceeded with at an aerodrome;

the means used to determine and report meteorological conditions;

any obstacles in the climb-out areas and necessary clearance margins;

any conditions specified in the operations specifications associated with the AOC holder’s air operator certificate;

any aerodrome operating minima that may be established for an aerodrome by the State of the Aerodrome.

the method of determining the appropriate aerodrome operating minima, for use by a pilot‑in‑command, in respect of an aerodrome that may be selected for the flight; and

when an aerodrome selected for the flight is an aerodrome where meteorological observations cannot be communicated to the pilot‑in‑command of an aircraft in flight, the general directions to the AOC holder’s pilots concerning aerodrome operating minima for safe operation.

a discontinued take-off in adverse conditions; and

a continued take-off after failure of a critical engine.

where the aerodrome has a specified instrument approach procedure, the weather forecasts indicate that, at the estimated time of use, the cloud ceiling and visibility at that aerodrome will be at or above the minima specified in the Operations Manual; or

where the aerodrome has no specified instrument approach procedure, weather forecasts indicate that, at the estimated time of use, the cloud ceiling and visibility at that aerodrome will be at or above the Visual Flight Rules minima prescribed in the Rules of the Air.

the heliport is adequate for the type of helicopter and operation concerned; and

the available information indicate that, at the estimated time of use, the conditions at the heliport are at or above the heliport operating minima for that operation.

appropriate incremental values for the height of cloud base and visibility to be added to the AOC holder’s established aerodrome operating minima to ensure that an adequate margin of safety is observed in determining whether an approach and landing can be safely carried out at each alternate aerodrome; and

the margin of time for the estimated time of use of an aerodrome.

the capabilities of the AOC holder;

the overall capability of the aircraft and its systems;

the available aerodrome technologies, capabilities and infrastructure;

the quality and reliability of meteorological information;

any identified hazards and safety risks associated with each alternate aerodrome variation;

the specific mitigation measures.

the meteorological conditions at the aerodrome of departure are below the AOC holder’s established aerodrome landing minima for that operation; or

it would not be possible for the aeroplane to return to the aerodrome of departure for other reasons.

within one hour of flight time of the aerodrome of departure at a one‑engine inoperative cruise speed, if the small aeroplane has 2 engines; or

within 2 hours of flight time of the aerodrome of departure at an all‑engine operating cruise speed, if the small aeroplane has 3 or more engines.

when the duration of the flight from the departure aerodrome, or from the point of in-flight re-planning, to the destination aerodrome is such that, taking into account all meteorological conditions and operational information relevant to the flight, at the estimated time of use of the destination aerodrome, a reasonable certainty exists that —

the approach and landing may be made under visual meteorological conditions; and

the destination aerodrome has separate runways that are usable, with at least one runway having an operational instrument approach procedure; or

when all of the following conditions are met:

the aerodrome of intended landing is isolated with no suitable alternate aerodrome;

a standard instrument approach procedure is prescribed for the aerodrome of intended landing;

the flight has been planned in accordance with regulation 46(6);

a point of no return is determined;

the flight is continued past the point of no return only when a current assessment of meteorological conditions, traffic and other operational conditions at the aerodrome of intended landing indicate that a safe landing can be made at the estimated time of use.

where the available meteorological aerodrome reports and forecasts for the destination aerodrome indicate that the meteorological conditions at the estimated time of use will be below the AOC holder’s established aerodrome operating minima for that operation; or

where there is no available meteorological information for the destination aerodrome.

where the duration of the flight and the meteorological conditions prevailing are such that there is reasonable certainty that, at the estimated time of use of the heliport of intended landing and for a reasonable period before and after that time, the approach and landing may be made under visual meteorological conditions; or

where the heliport of intended landing is isolated, no alternate heliport is available and a point of no return is determined.

in the case of the first destination alternate heliport, must be at or above the heliport operating minima for the destination heliport; and

in the case of the second destination alternate heliport, must be at or above the heliport operating minima for an alternate heliport.

without first carrying out a suitable and sufficient risk assessment about the use of a helideck as an offshore destination alternate heliport, if the helideck is to be so selected or specified; and

except under and in accordance with an approval granted by the Director-General of Civil Aviation.

the type and circumstances of the operation;

the area over which the operation is being conducted, including sea conditions, survivability and search and rescue facilities;

the availability and suitability of the helideck for use as an offshore destination alternate heliport including the physical characteristics, dimensions, configuration and obstacle clearance, the effect of wind direction, strength and turbulence;

the type of helicopter used or that may be used;

the mechanical reliability of the engines and critical control systems and components of the helicopter used or that may be used;

the training and operational procedures, including mitigation of the consequences of helicopter technical failures;

specific mitigation measures;

the equipment of the helicopter used or that may be used;

the spare payload capacity for the carriage of additional fuel;

weather minima, taking into account the accuracy and reliability of meteorological information;

communications and aircraft tracking facilities.

the helideck must be used, or allowed for use, by the AOC holder as an offshore destination alternate heliport —

only beyond a point of no return with respect to the flight; and (ii)only if both an onshore aerodrome and an onshore destination alternate aerodrome are not geographically available;

the process for carrying out a risk assessment required by paragraph (1)(a) must —

be recorded by the AOC holder in the operations manual for the utilisation of a helideck as an offshore destination alternate heliport; and (ii)be kept up to date by the AOC holder where the helideck is being used or may be used;

the AOC holder must establish and apply specific procedures and appropriate training programmes in the operations manual for offshore destination alternate heliport operations;

the AOC holder must record, in an appropriate form in the operations manual, information about the latest survey conducted as to the orientation of the helideck and suitability of the helideck and make that information accessible; (e)the helicopter must have a one-engine inoperative landing capability at the offshore destination alternate heliport;

the AOC holder must ensure that the minimum equipment list contains specific provisions for this type of operation;

the AOC holder must specify cloud ceiling and visibility criteria relevant to the elevation and location of the helideck;

the AOC holder must ensure that fog is neither present nor forecasted within 60 NM of the destination helideck and alternate helideck, respectively, during the period starting one hour before, and ending one hour after, the expected time of arrival of the helicopter at the destination helideck or alternate helideck, as the case may be.

confirmation that navigation to the destination and offshore destination alternate heliport is assured;

radio contact with the destination and offshore destination alternate heliport (or master station) is established;

the landing forecast at the destination and offshore destination alternate heliport are obtained and confirmed to be at or above the required minima;

the requirements for one-engine inoperative landing are verified against the latest reported weather conditions to ensure that they can be met; (e)to the extent possible, having considered information on current and forecast use of the offshore destination alternate heliport, and on conditions prevailing, the availability of the offshore destination alternate heliport will be guaranteed by the helideck provider until the landing at the destination, or the offshore destination alternate heliport, is achieved.

the en-route alternate aerodromes are identified;

the flight crew is provided with the most up‑to‑date information on identified en‑route alternate aerodromes, including operational status and meteorological conditions; and

where the aeroplane is powered with 2 turbine engines, information provided to the flight crew pursuant to sub‑paragraph (b) indicate that the conditions at the identified en-route alternate aerodromes at the estimated time of use will be at or above the AOC holder’s established aerodrome operating minima for the operation.

the operational control is exercised by the AOC holder;

the relevant operating procedures are specified in its Operations Manual;

the aeroplane is dispatched in accordance with the flight dispatch procedures specified in its Operations Manual; and

the flight crew for that flight are appropriately trained.

if the aeroplane has 2 turbine engines, the diversion time is calculated in International Standard Atmosphere and still‑air conditions at the one‑engine inoperative cruise speed and the threshold time is 60 minutes; or

if the aeroplane has more than 2 turbine engines, the diversion time is calculated in International Standard Atmosphere and still‑air conditions at the all‑engines operating cruise speed and the threshold time is 180 minutes.

either of the following sets of data:

current aeroplane-specific data derived from a fuel consumption monitoring system, if such data is available;

fuel consumption data provided by the aeroplane manufacturer, if current aeroplane‑specific data is not available;

the operating conditions under which a 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 any anticipated delays as informed by the appropriate air traffic services units; and

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

start-up and 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 fuel consumption of the auxiliary power unit;

trip fuel, which is the amount of fuel required to enable the aeroplane to take off, climb, cruise, descend, approach and land 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,but not less than an amount of fuel required for the aeroplane to fly for 5 minutes at holding speed at 450 m (1,500 ft) above the destination aerodrome in standard conditions;

destination alternate fuel, which is —

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

perform a missed approach at the destination aerodrome;

climb to the expected cruise 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 requiring the nomination of 2 destination alternate aerodromes under these Regulations, the amount of fuel required for the aeroplane to proceed to the destination alternate aerodrome that requires the greater amount of fuel, using the calculation in sub‑paragraph (i);

destination alternate contingency fuel, which is 5% of the amount of fuel required under sub‑paragraph (d)(i) or (ii), as applicable;

final reserve fuel, which is 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 for a flight where no destination alternate aerodrome is required) and —

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

in the case of a turbine engine aeroplane, is an amount of fuel sufficient for the aeroplane to fly for 30 minutes at holding speed at 450 m (1,500 ft) above aerodrome elevation in standard conditions;

additional fuel, which is a supplementary amount of fuel required for the aeroplane —

in the event of engine failure or loss of pressurisation, whichever requires the greater amount of fuel, on the assumption that such a failure occurs at the most critical point of the route —

to descend as necessary and proceed to an alternate aerodrome;

to fly for 15 minutes at holding speed at 450 m (1,500 ft) above aerodrome elevation in standard conditions; and

to make an approach and landing at the alternate aerodrome;

to comply with any EDTO critical fuel scenario when engaging in EDTO under an approval granted under the Air Navigation (98 — Special Operations) Regulations 2018 for that purpose; and

to meet any other situation that may require additional fuel;

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

the amount of fuel required for the aeroplane to fly from decision height at the destination aerodrome to landing at the destination alternate aerodrome, including an additional 5% of such amount of fuel for contingency situations;

the amount of fuel required for the aeroplane to hold for 60 minutes, in standard conditions, at 450 m (1,500 ft) above destination aerodrome elevation.

for a reciprocating engine aeroplane, the lesser of the amount of fuel required by the aeroplane —

to hold at cruise level for 45 minutes and an additional 15% of the flight time planned to be spent at cruising level, which includes the amount for the final reserve fuel; or

to hold for 2 hours; and

for a turbine engine aeroplane, an amount of fuel sufficient to enable the aeroplane to hold for 120 minutes at normal cruise consumption above destination aerodrome elevation, which includes the amount for the final reserve fuel.

does not commence flight unless the usable fuel on board meets the applicable requirements in —

paragraph (3)(a), (b), (c), (d), (e), (f) and (g);

paragraphs (3)(a), (b), (c) and (g) and (6); or

paragraphs (3)(a), (b), (c) and (g) and (5); and

does not continue the flight beyond the point of in‑flight re‑planning, which is planned in accordance with regulation 48, unless the usable fuel on board meets the applicable requirements in —

paragraph (3)(b), (c), (d), (e), (f) and (g);

paragraphs (3)(b), (c) and (g) and (5); or

paragraphs (3)(b), (c) and (g) and (6).

the fuel calculations for the flight;

the capability of the AOC holder to include —

a data-driven method of fuel calculations that includes a fuel consumption monitoring programme; and

the advanced use of alternate aerodromes; and

the specific mitigation measures taken by the AOC holder.

the amount of fuel required for the helicopter —

to start up and taxi;

to fly the intended route from departure point to destination;

to hold at the destination for at least 20 minutes at best‑range speed (also known as the “final reserve fuel”); and

to compensate for unforeseen factors, which is a contingency reserve amounting to 5% of fuel required under sub‑paragraph (a)(ii); and

any extra fuel that is carried on the helicopter at the pilot‑in‑command’s discretion.

the amount of fuel required for the helicopter —

to start up and taxi;

to fly the intended route from departure point to the intended destination;

to make one missed approach at the intended destination;

to re-route to an alternate, including diversion to a suitable alternate using a suitable altitude determined by the AOC holder and cleared by the appropriate air traffic control unit (which must be at least the minimum safe altitude);

to hold for 30 minutes at endurance speed at 450 m (1,500 ft) above the alternate under standard temperature conditions, with additional fuel for areas where air traffic delays are likely to occur (also known as the “final reserve fuel”); and

to compensate for unforeseen factors, which is a contingency reserve amounting to at least 10% of the total fuel required under sub‑paragraphs (ii), (iii) and (iv); and

any extra fuel that is carried on the helicopter at the pilot‑in‑command’s discretion.

paragraph (6)(a)(iv) does not apply; and

the AOC holder must ensure that the helicopter is carrying sufficient fuel for the helicopter to fly for a period of time that will enable a safe landing to be made, based on geographical and environment considerations of the landing site.

the alternate destination is available for landing at an appropriate time; and

the weather forecast at the alternate destination indicates that a landing can be made.

must ensure that the trip fuel as required under regulation 46(3)(b) comprises the fuel required by the aeroplane to fly —

from take-off, including climb and cruise, to the in‑flight re‑dispatch point; and

from the in-flight re-dispatch point to landing at the final destination; and

may reduce the contingency fuel as required under regulation 46(3)(c) to the higher of —

5% of the planned fuel burn from the in‑flight re‑dispatch point to the final destination;

the AOC holder’s minimum contingency fuel that has been stated as part of its fuel policy.

regulation 46(3)(b), (c), (g) and (5) when operating under the conditions in regulation 46(5); or

regulation 46(3)(b), (c), (d), (e) and (f) in all other cases.