Document ID: chunk:federal_register_of_legislation:F2024C01173:reg:4:p4
Version: federal_register_of_legislation:F2024C01173
Segment Type: reg
Provision Reference: reg 4 (pt 4/18)
Character Range: 153498–156152

final reserve fuel.
Note: This section may be affected by section 7.09 (operational variations relating to the calculation of certain kinds of fuel).

       7.06  Determining amount of fuel that must be carried for EDTO

EDTO critical fuel scenarios
        (1) The operator and the pilot in command must each ensure that, when a flight of the aeroplane for an EDTO commences, or from a point of in-flight replanning, the aeroplane is carrying at least the amount of usable fuel that is the greatest of the following, plus the fuel mentioned in subsection (2):
 (a) sufficient fuel to fly to an EDTO en‑route alternate aerodrome assuming a rapid decompression at the most critical point followed by a descent to a safe altitude, as required by:
 (i) regulation 91.305 of CASR (about minimum heights for IFR flights); and
 (ii) the oxygen requirements in Division 9 of Chapter 11;
 (b) sufficient fuel to fly to an EDTO en‑route alternate aerodrome assuming a rapid decompression and a simultaneous engine failure at the most critical point followed by a descent to a safe altitude, as required by:
 (i) regulation 91.305 of CASR (about minimum heights for IFR flights); and
 (ii) the oxygen requirements in Division 9 of Chapter 11;
 (c) sufficient fuel to fly to an EDTO en‑route alternate aerodrome assuming an engine failure at the most critical point.
 (2) For the purposes of subsection (1), the fuel is the amount of usable fuel that is sufficient for the aeroplane to:
 (a) hold for 15 minutes at 1 500 ft above the aerodrome elevation; and
 (b) conduct an instrument approach and land.

Effect of certain meteorological conditions
 (3) If the operator is using an authorised weather forecast or an accepted forecast, the operator and the pilot in command must each, in order to allow for errors in wind forecasting, add a 5% wind speed factor (as an increment to a headwind or as a decrement to a tailwind) on the actual or forecast wind used for calculating the fuel requirements of paragraphs (1)(a), (b) and (c).
 (4) If the operator is using a weather forecast that is not an authorised weather forecast or an accepted forecast, the operator and the pilot in command must each, in order to allow for errors in the model's wind data, ensure the aeroplane carries an additional 5% of the fuel calculated in paragraphs (1)(a), (b) and (c).
 (5) When calculating the fuel required under subsection (1), the operator and the pilot in command must each compensate for whichever is the greater of:
 (a) the effect of airframe icing for 10% of the time during which icing is forecast, including taking into account the fuel that would be used by the