ADVISORY CIRCULAR

AC 91-15 v1.1

Guidelines for aircraft fuel

requirements

Date September 2021

File ref D21/280823

For Flight Operations Regulations

commencing on 2 December 2021
 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

Advisory circulars are intended to provide advice and guidance to illustrate a means, but not necessarily the only
means, of complying with the Regulations, or to explain certain regulatory requirements by providing informative,
interpretative and explanatory material.
Advisory circulars should always be read in conjunction with the relevant regulations.

Audience
The audience of this Advisory Circular (AC) is pilots and operators of aircraft conducting Part 91
operations. It will also be of interest to all pilots and operators of Australian registered aircraft.

Purpose
The purpose of this AC is to provide information on fuel requirements for aircraft that are being
used to conduct Part 91 operations. Pilots and operators conducting operations other than Part 91
operations are reminded that they are required to operate in accordance with their operations
manual or exposition.

For further information

For further information on this AC, contact CASA’s Flight Standards Branch (telephone 131 757).

Status
This version of the AC is approved by the Manager, Flight Standards Branch.
Note: Changes made in the current version are annotated with change bars.

Version Date Details

v1.1 August 2021 Note added to Table 2 to clarify terminology changes to be made to the
Part 91 MOS before 2 December 2021.

v1.0 May 2021 This AC replaces CAAP 234-1(2.1) to provide guidance on aircraft fuel
requirements that aligns with the applicable provisions of Part 91 of CASR.

Unless specified otherwise, all subregulations, regulations, Divisions, Subparts and Parts
referenced in this AC are references to the Civil Aviation Safety Regulations 1998 (CASR).

AC 91-15 v1.1 September 2021 Page 1

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

Contents
For Flight Operations Regulations commencing on 2 December 2021 1
1 Reference material 4
1.1 Acronyms 4
1.2 Definitions 5
1.3 References 8
1.4 Data 8
2 Introduction 9
2.1 Aircraft fuel management 9
2.2 Basic principles 9
2.3 Differences between CAR 1988 and Part 91 of CASR 9
3 Matters that must be considered when determining whether an aircraft has
sufficient fuel to safely complete a flight 11
3.1 General 11
3.2 Aircraft-specific fuel consumption data 11
3.3 Operating conditions for the planned flight 11
3.4 Potential deviations from planned flight path 12
4 Amount of fuel that must be carried on board an aircraft for a flight 13
4.1 General 13
4.2 Usable fuel required at the commencement of a flight 13
4.3 Usable fuel required during a flight 13
4.4 Contingency fuel and final reserve fuel 15
4.5 Additional fuel 16
4.6 Protected and unprotected fuel amounts 17
4.7 Sample fuel calculations 18
5 Determining and monitoring amount of fuel on board 19
5.1 General 19
5.2 Pre-flight fuel quantity checks 19
5.3 In-flight fuel management 20
5.4 In-flight fuel quantity checks 23
5.5 Post-flight fuel management 24

AC 91-15 v1.1 September 2021 Page 2

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

5.6 Fuel quantities and associated flight manual procedures 24

6 Procedures if fuel reaches specified amounts 25
6.1 Identification and communication of fuel states 25
6.2 Step 1: In-flight fuel check value less than planned value (not less than required) 25
6.3 Step 2: Expected fuel remaining is approaching minimum values 25
6.4 Step 3: Minimum fuel state 26
6.5 Step 4: Emergency fuel situation 26
7 Operational variations 28
8 Rotorcraft fuel differences 30
8.1 General 30

The following Annexes are published as separate documents to this AC

AC 91-15 v1.1 September 2021 Page 3

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

1 Reference material

1.1 Acronyms
The acronyms and abbreviations used in this AC are listed in the table below.

Acronym Description
AC advisory circular
AFM aircraft flight manual
ATC air traffic control
ATS air traffic services
CASA Civil Aviation Safety Authority

CASR Civil Aviation Safety Regulations 1998

CP critical point
ERA en-route alternate aerodrome

FCM fuel consumption monitoring

FQIS fuel quantity indicating systems
ICAO International Civil Aviation Organization
ISA international standard atmosphere
IFR instrument flight rules
MEL minimum equipment list
MMEL master minimum equipment list
MOS Manual of Standards
MTOW maximum take-off weight
OEI one-engine inoperative
PIC pilot in command
VFR visual flight rules

AC 91-15 v1.1 September 2021 Page 4

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

1.2 Definitions
Terms that have specific meaning within this AC are defined in the table below.

Term Definition
additional fuel the supplementary amount of fuel required to allow an aircraft that suffers
engine failure, or loss of pressurisation at the most critical point along the route,
whichever results in the greater subsequent fuel consumption, to:
a. proceed to an alternate aerodrome (or, for a rotorcraft, a suitable
rotorcraft landing site), and
Note: For a rotorcraft, an alternate rotorcraft landing site would constitute the
alternate aerodrome.
b. fly for 15 minutes at the holding speed for the aircraft at 1,500 ft above
the aerodrome elevation in ISA conditions, and
c. make an approach and landing.
Note: Fuel planning in accordance with Chapter 19 of the Part 91 MOS may place
an aircraft in a fuel emergency situation if a failure or loss were to occur as
described above. In that case, additional fuel must be carried.

air traffic services in relation to an air traffic service provided in Australian-administered airspace—
means:
(i) an ATS provider; or
(ii) the Defence Force in its capacity as a provider of air traffic services; and

in relation to an air traffic service provided in airspace that is not Australian-

administered airspace—an air traffic service provider authorised by the national
aviation authority of the relevant foreign country to provide the air traffic service.
alternate aerodrome has the same meaning as in Annex 2 to the Chicago Convention.

From ICAO Annex 2, Rules of the air, to the Chicago Convention:

Alternate aerodrome. An aerodrome to which an aircraft may proceed when it

becomes either impossible or inadvisable to proceed to or to land at the
aerodrome of intended landing where the necessary services and facilities are
available, where aircraft performance requirements can be met and which is
operational at the expected time of use. Alternate aerodromes include the
following:

Take-off alternate. An alternate aerodrome at which an aircraft would be able to

land should this become necessary shortly after take-off and it is not possible to
use the aerodrome of departure.

En-route alternate. An alternate aerodrome at which an aircraft would be able to

land in the event that a diversion becomes necessary while en route.

Destination alternate. An alternate aerodrome at which an aircraft would be able

to land should it become either impossible or inadvisable to land at the
aerodrome of intended landing.
Note: The aerodrome from which a flight departs may also be an en route or a
destination alternate aerodrome for that flight.

contingency fuel Refer to subsection 4.4

AC 91-15 v1.1 September 2021 Page 5

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

Term Definition
critical point The point at which an aircraft is the same flying time from two potential en-route
diversions. Also known as an equi-time point.

destination alternate means an alternate aerodrome that is a destination alternate (within the
aerodrome meaning of ICAO Annex 2).
Note: Refer to definition of alternate aerodrome.

destination alternate fuel the amount of fuel required to enable an aircraft to do the following in a
sequence:
a. perform a missed approach at the destination aerodrome;
b. climb to the expected cruising altitude;
c. fly the expected routing to the destination alternate aerodrome;
d. descend to the point where the expected approach is initiated;
e. conduct the approach;
f. land at the destination alternate aerodrome.

discretionary fuel an extra amount of fuel to be carried at the discretion of the PIC.
emergency fuel situation Refer to subsection 6.5.

en route alternate an alternate aerodrome that is an en route alternate (within the meaning of
aerodrome ICAO Annex 2).
Note: Refer to definition of alternate aerodrome.

final reserve fuel Refer to subsection 4.4

holding fuel the amount of fuel an aircraft requires to fly for the period of time anticipated for
holding (taking into account the operating conditions) calculated at the holding
fuel consumption rate established for the aircraft for the anticipated
meteorological conditions, or ISA.
Note: See also the definition of established in the Part 91 MOS.

margin fuel the amount of usable fuel in excess of the fuel required.
master minimum for a type of aircraft, means the document:
equipment list (MMEL) a. that includes a list of items in the aircraft that may (subject to any
conditions or limitations specified in the document) be inoperative for a
flight of the aircraft; and
b. prepared by the holder of the type certificate for the aircraft; and
c. approved by the national aviation authority that issued the type
certificate for the aircraft.

planned destination means the aerodrome which a flight is planned to fly to and land at.
aerodrome
point of in-flight a point en route during a flight of an aircraft, determined by the operator or pilot
replanning in command for the flight before the flight commences, at which an aircraft can:
a. if the flight arrives at the point with adequate fuel to complete the flight
to the planned destination aerodrome while maintaining the fuel
required by subsection 19.04 (2) of the Part 91 MOS — continue to that
aerodrome; or
b. otherwise — divert to an en route alternate aerodrome while
maintaining the fuel required by subsection 19.04 (3) of the Part 91

AC 91-15 v1.1 September 2021 Page 6

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

Term Definition

MOS.

point of no return The last possible geographic point at which an aircraft can proceed to an
available en route alternate aerodrome for a given flight. It is the point beyond
which diversion to the en route alternate aerodrome is no longer possible and
the PIC is committed to proceeding to the destination aerodrome.
remote island Christmas Island, the Cocos (Keeling) Islands, Lord Howe Island or Norfolk
Island.

take-off alternate an alternate aerodrome that is a take-off alternate (within the meaning of Annex
aerodrome 2 to the Chicago Convention).
Note: Refer to definition of alternate aerodrome.

taxi fuel the amount of fuel expected to be used by an aircraft before take-off, taking into
account:
a. local conditions at the departure aerodrome, including taxi time and
traffic congestion; and
b. APU consumption (if applicable).
Note: For rotorcraft operations requiring a take-off prior to taxi, such as hover taxi
from a confined helipad, taxi fuel is expected to be consumed prior to the
commencement of the departure.
Note: This definition applies only to Part 91 operations.

trip fuel the amount of fuel required to enable an aircraft to fly from any point along a
route until landing at a destination aerodrome including (as applicable) the
following:
a. fuel for take-off and climb from departure aerodrome elevation to initial
cruising level or altitude, taking into account the expected departure
routing;
b. fuel for cruise from top of climb to top of descent, including any step
climb or descent;
c. fuel from top of descent to the point where the approach is initiated,
taking into account the expected arrival procedure;
d. fuel for executing an approach and landing at the planned destination
aerodrome.

unforeseen factors factors that could have an influence on an aircraft’s fuel consumption to the
planned destination aerodrome, including the following:
a. the aircraft’s deviation from the expected fuel consumption data for an
aircraft of the same type;
b. extended delays and deviations from planned routings or cruising
levels.

unusable fuel The amount of fuel which is on board the aircraft but is unable to be used due to
fuel tank design/construction.
Note: Unusable fuel is included in the basic weight and maximum zero fuel weight
as apply.

usable fuel The amount of fuel which is available in the fuel tanks for supply to the
engine(s).

AC 91-15 v1.1 September 2021 Page 7

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

1.3 References
Regulations
Regulations are available on the Federal Register of Legislation website https://www.legislation.gov.au/

Document Title
Part 91 of CASR General operating and flight rules
Part 91 MOS Part 91 (General Operating and Flight Rules) Manual of Standards 2020

International Civil Aviation Organization documents

International Civil Aviation Organization (ICAO) documents are available for purchase from http://store1.icao.int/

Document Title

ICAO Document 9976 Flight Planning and Fuel Management (FPFM) Manual (1st edition 2016)
ICAO Doc 4444 PANS- Air Traffic Management (16th edition No. 7A 2016)
ATM

Aircraft flight manuals

Document Title
B200/B200C POH/AFM Hawker Beechcraft Super King Air B200/B200C pilot's operating handbook
and FAA approved airplane flight manual
C210 POH Cessna Centurion 1978 Model 210M pilot's operating handbook

1.4 Data
Document Title
Cessna 210M fuel usage data used with permission of Textron Innovations
Inc.
Beechcraft B200/B200C fuel usage data used with permission of Textron
Innovations Inc.

AC 91-15 v1.1 September 2021 Page 8

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

2 Introduction

2.1 Aircraft fuel management

2.1.1 The primary goal of effective fuel management is to ensure protection of fuel reserves
to allow safe completion of flight. A secondary goal is to improve operational efficiency
by reducing unnecessary fuel uplift.
2.1.2 The total amount of usable fuel required to be carried on board an aircraft must not only
be sufficient for the planned flight it must also include a safe margin for deviations from
the planned operation.

2.2 Basic principles

2.2.1 Part 91 of CASR requires fuel to be planned, uplifted, and managed to ensure that an
aircraft is landed with not less than the required final reserve fuel on board. The basic
principles of aircraft fuel management are divided into four broad topics that address
fuel-related considerations and procedures:
− matters that must be considered when determining whether an aircraft has
sufficient fuel to complete a flight safely (section 3)
− the amounts of fuel that must be carried on board an aircraft for a flight (section 4)
− procedures for determining and monitoring amounts of fuel during a flight
(section 5)
− procedures to be followed if fuel reaches specified amounts (section 6).

2.3 Differences between CAR 1988 and Part 91 of CASR

2.3.1 One of the policies guiding the development of Part 91 of CASR was, where suitable,
closer alignment with international standards.
2.3.2 In the context of fuel management, these policies have resulted in only minor changes
which are all concerned with definitions. The legacy terms and the replacement new
terms as a result of the development of Part 91 of CASR is shown at Table 1.

Table 1: Comparison between legacy terms and terms used in Part 91 of CASR

Legacy term Part 91 term

Alternate fuel Destination alternate fuel

Decision point Point of in-flight replanning

Destination aerodrome Planned destination aerodrome

Destination alternate Destination alternate aerodrome

AC 91-15 v1.1 September 2021 Page 9

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

Legacy term Part 91 term

En-route alternate En-route alternate aerodrome

Fixed fuel reserve Final reserve fuel

Variable fuel reserve Contingency fuel

AC 91-15 v1.1 September 2021 Page 10

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

3 Matters that must be considered when determining

whether an aircraft has sufficient fuel to safely
complete a flight

3.1 General
3.1.1 To mitigate some of the risks posed by the variability of the aviation environment, a
range of fuel-related matters must be addressed1. The amount of fuel required to
ensure the safe completion of a flight must be determined before the flight commences.
During a flight, the amount of fuel on board must be monitored.

3.2 Aircraft-specific fuel consumption data

3.2.1 Effective fuel planning and fuel management rely on the accuracy of the predicted fuel
consumption rate. The accuracy of the fuel consumption data used for planning and
decision-making varies according to the source of the data.
3.2.2 The most recent aircraft-specific fuel consumption data derived from a fuel consumption
monitoring (FCM) system or the aircraft manufacturer’s fuel consumption data must be
used2. Where the aircraft flight manual or pilot’s operating handbook does not contain
such data, the engine manufacturer’s fuel consumption data should be used.
Note: This may be the case for certain piston engine rotorcraft.

3.2.3 Where no specific fuel consumption data exists for the precise conditions of the flight,
the aircraft may be operated in accordance with known or estimated fuel consumption
data. There are aircraft for which no aircraft or engine manufacturer provided fuel
consumption data exists. The use of fuel consumption data taken from the recent
historical consumption records satisfies, in the simplest form, the requirement for fuel
consumption data to be derived from a fuel consumption monitoring system.
3.2.4 Regardless of the way in which it is presented (which might be by electronic means), it
is the responsibility of the PIC to ensure the data was originally obtained from one of the
sources mentioned in paragraph 3.2.2 of this AC.

3.3 Operating conditions for the planned flight

3.3.1 The following operating conditions have the potential to affect the predicted fuel
consumption for a planned flight:
− weight of the aircraft (actual or anticipated)
− Notices to Airmen
− weather reports and forecasts (i.e. temperature, wind, turbulence, icing, smoke)
− ATC procedures, restrictions, and anticipated delays

1
Chapter 19 of the Part 91 MOS.
2
Section 19.03 of the Part 91 MOS.

AC 91-15 v1.1 September 2021 Page 11

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

− effects of deferred maintenance items and/or configuration deviations

(e.g. configuration deviation list or supplementary type certificate).
Note: Any fuel consumption performance penalties associated with unserviceable items, usually permitted in
accordance with the MEL or MMEL, should be applied to the planned flight.

3.4 Potential deviations from planned flight path

3.4.1 The pre-flight planning stage should produce an efficient flight plan that provides
minimum sector time and associated minimum fuel consumption on the best possible
route that avoids adverse weather conditions and meets all air traffic management
requirements.
3.4.2 Pilots and operators must consider the adverse effects on fuel consumption of potential
or likely deviations from the optimum planned path or flight conditions. To this end, flight
planning must be based on realistic assumptions and assessments. When potential or
likely deviations from planned fuel consumption are not well considered, there is an
increased likelihood that the actual fuel consumption may exceed planned consumption,
with possible erosion of safety margins.

AC 91-15 v1.1 September 2021 Page 12

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

4 Amount of fuel that must be carried on board an

aircraft for a flight

4.1 General
4.1.1 The amount of fuel that must be on board an aircraft varies according to the stage of
flight at which it is confirmed or checked. In this context, the stages are:
− at the commencement of the flight
− during the flight at the following times:
o at the time of a fuel quantity check
o at a point of in-flight replanning.

4.2 Usable fuel required at the commencement of a flight

4.2.1 The pre-flight planning process includes a calculation of the amount of usable fuel that
must be on board an aircraft when the flight commences. The amount of usable fuel
required to be on board at the commencement of a flight includes the following3:
− taxi fuel
− trip fuel
− destination alternate fuel (if required)
− holding fuel (if required)
− contingency fuel (if applicable)
− final reserve fuel
− additional fuel (if applicable).
4.2.2 Explanations of each of these fuel amounts can be found in the Reference material
section of this AC.
4.2.3 The commencement of a flight, for the purposes of fuel requirements, is when the
aircraft first moves under its own power for the purpose of take-off. There may,
however, be rotorcraft operations that, for the purposes of departing the aerodrome,
require an airborne segment of the taxi before take-off.

4.3 Usable fuel required during a flight

4.3.1 If the PIC or operator has determined a point of in-flight replanning before a flight, the
fuel that must be on board from that point includes the following4:
− trip fuel from that point
− destination alternate fuel (if required)
− holding fuel (if required)
− contingency fuel (if applicable)

3
Subsection 19.04(1) of the Part 91 MOS.
4
Subsection 19.04(2) of the Part 91 MOS.

AC 91-15 v1.1 September 2021 Page 13

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

− final reserve fuel

− additional fuel (if applicable).
4.3.2 Regardless of whether a point of in-flight replanning has been determined, throughout a
flight the PIC must regularly check the amount of fuel on board the aircraft. At any time,
the amount of fuel that must be on board includes the following5:
− trip fuel from that time
− destination alternate fuel (if required)
− holding fuel (if required)
− final reserve fuel
− additional fuel (if applicable).
4.3.3 If the fuel on board the aircraft is below the amount required by paragraph 4.3.2, the
procedure mentioned in section 6 of this AC must be conducted.
Note: The principle difference between the generic fuel requirements to continue a flight (paragraph 4.3.2) and
the fuel required from a point of in-flight replanning (paragraph 4.3.1) is the requirement for a contingency
fuel.

4.3.4 If, during pre-flight planning, the PIC decides to use fuel for a purpose other than was
intended, they must conduct a re-analysis and, if applicable, adjust the planned flight to
ensure continued compliance with the minimum usable fuel requirements6. This will
ensure that fuel that was intended or required for the continuation of the flight is not
consumed during a prior flight phase without the PIC giving appropriate consideration to
the consequences.
4.3.5 Consumption of taxi fuel in excess of that planned may reduce the amount of remaining
available fuel to less than the amount required to safely conduct the flight. In such a
case, the flight may not proceed without replanning. Similarly, the use of trip fuel in
excess of that planned may reduce the amount of available destination alternate fuel to
less than the required amount, necessitating replanning or diversion.
4.3.6 When planned fuel is not consumed in a prior phase, the surplus fuel may be used in a
subsequent phase. For example, if a flight is planned with the requirement for a
destination alternate aerodrome and, during the course of the flight, that operational
requirement is removed, the planned destination alternate fuel may be used for other
purposes. However, the final reserve fuel must be preserved in all cases.
4.3.7 Circumstances may arise during a flight where the suitability of the destination
aerodrome, a destination alternate aerodrome, or an en route alternate aerodrome may
change. As an example if, during a flight, the PIC becomes aware of a change to
conditions that imposes a fuel requirement, such as the requirement to nominate an
alternate aerodrome or notice of holding requirements, the PIC must comply with the
requirements described in paragraph 4.3.2 of this AC. For the avoidance of doubt, the
point at which the PIC becomes aware of changes in conditions is not considered a
point of in-flight replanning.

5
Subsection 19.04(3) of the Part 91 MOS.
6
Subsection 19.04(4) of the Part 91 MOS.

AC 91-15 v1.1 September 2021 Page 14

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

Note: In some circumstances, the PIC may be required to divert to an alternative suitable aerodrome when a
requirement is imposed that was not in place prior to the commencement of the flight, placing the aircraft
in a situation where fuel requirements brought about by the change in circumstances cannot be met. If
this situation occurs when the aircraft is beyond the last point of safe diversion, the PIC’s options will have
been reduced to continuing to the planned destination with less than the required fuel.

4.4 Contingency fuel and final reserve fuel

4.4.1 For Part 91 operations, the contingency fuel and final reserve fuel are prescribed in the
Part 91 MOS and are described below.
4.4.2 Because of the varying nature of the operations, the amounts of fuel mentioned below
do not apply to air transport operations. Air transport operators must comply with the
requirements of Parts 121, 133 or 135 of CASR, as applicable.
4.4.3 Contingency fuel, for an aircraft in a kind of flight mentioned in an item of Table 2,
means the amount of fuel required to compensate for unforeseen factors, and which
must not be less than:
− the percentage (if any) of the planned trip fuel for the flight, as specified in column 4
of the same item
or
− in the event of in-flight replanning — the percentage (if any) of the trip fuel for the
replanned flight, as specified in column 4 of the same item.
4.4.4 Final reserve fuel means the calculated amount of fuel that:
− is required to fly an aircraft:
o at 1 500 ft above aerodrome elevation in ISA conditions for the period of time
specified for the flight in column 3 of Table 2
o for an aircraft that is a rotorcraft conducting IFR flight or VFR flight by night, or
an aeroplane, or an airship — at holding speed
o for an aircraft that is a rotorcraft conducting a VFR flight by day — at range
speed
o at the aircraft’s estimated weight on arrival at the destination alternate
aerodrome or the planned destination aerodrome when no destination
alternate aerodrome is required (the relevant aerodrome) to the relevant
aerodrome.
− is usable fuel remaining in the fuel tanks on completion of the final landing at the
relevant aerodrome.

Table 2: Final reserve fuel and contingency fuel requirements

Aircraft (by aircraft Kind of flight (by Final reserve fuel Contingency fuel
category)* flight rules) flight time amount

Item Column 1 Column 2 Column 3 Column 4

1 Aeroplane with an Day VFR 30 minutes N/A

AC 91-15 v1.1 September 2021 Page 15

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

Aircraft (by aircraft Kind of flight (by Final reserve fuel Contingency fuel
category)* flight rules) flight time amount

2 MTOW of not more Night VFR 45 minutes N/A

than 5 700 kg (piston
3 engine or turboprop) IFR 45 minutes N/A

4 Turbojet aeroplane IFR or VFR 30 minutes 5% of trip fuel

or aeroplane with an
MTOW of more than
5 700 kg (turboprop)

5 Aeroplane with an IFR or VFR 45 minutes 5% of trip fuel

MTOW of more than
5 700 kg (piston
engine)

6 Rotorcraft VFR 20 minutes N/A

7 Rotorcraft Night VFR 30 minutes N/A

8 Rotorcraft IFR 30 minutes N/A

* The defined terms 'small aeroplane' and 'large aeroplane' appeared in the initial versions of the Part 91
MOS and the Plain English Guide and have historically referred to aeroplanes below and above the
5 700 kg MTOW limit. To avoid potential confusion with the new terms, 'smaller aeroplane' (Part 135) and
'larger aeroplane' (Part 121), all references to the terms 'small aeroplane' and 'large aeroplane' are to be
replaced with explicit MTOW limits.

4.4.5 The calculation and uplift of contingency fuel is a means of mitigating, to some degree,
the risks associated with operational factors or hazards that cannot be planned for,
anticipated, or controlled.
4.4.6 In many instances, the contingency fuel remains unconsumed throughout flight and is
remaining on board upon arrival at the destination. At other times, operational factors
may necessitate consumption of contingency fuel throughout the flight, or even before
becoming airborne.
4.4.7 Examples of operational factors include:
− the possibility of inaccurate wind forecasting
− unanticipated delays at the departure aerodrome
− inability to maintain a planned level (through stress of weather or some other
factors) resulting in increased fuel consumption associated with operating at lower
levels.

4.5 Additional fuel

4.5.1 The requirement for additional fuel is intended to protect against the very unlikely event
of an engine failure or depressurisation at the most critical point (CP) in the flight and
presumes that the majority of the fuel used in basic fuel planning will be available for
use in proceeding to an en-route alternate aerodrome. The consideration of engine
failure or depressurisation at the most critical point along the route is called the critical
fuel scenario.

AC 91-15 v1.1 September 2021 Page 16

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

4.5.2 In addition to the standard fuel amounts, pilots of pressurised or multi-engine aircraft
are required to determine how much fuel must be carried to address the critical fuel
scenario.
4.5.3 During flight planning, up to three calculations will be required:
− basic fuel planning (assuming all operations normal)
− fuel to address critical fuel scenario assuming engine failure at the most critical
point
− fuel to address critical fuel scenario assuming depressurisation at the most critical
point.
4.5.4 In calculating the fuel required to address the critical fuel scenario, the following fuel is
considered:
− assuming normal operations up to the most critical point:
o taxi fuel
o trip fuel from take-off to the CP.
− calculated for depressurised and/or OEI operations (whichever results in the
greater subsequent fuel consumption):
o fuel to proceed from the most critical point to an alternate aerodrome or
helicopter landing site
o fuel to fly for 15 mins at the holding speed for the aircraft at 1 500 ft above the
aerodrome elevation in ISA conditions
o fuel to conduct an approach and landing.
4.5.5 Additional fuel is the difference between the fuel required by basic fuel planning and the
fuel required to address whichever critical fuel scenario requires the most fuel. Note that
in circumstances where the fuel required by the basic fuel planning exceeds the fuel
required in either critical fuel scenario, no additional fuel is required.
4.5.6 Appendix A - Additional fuel calculations shows examples of additional fuel calculations.

4.6 Protected and unprotected fuel amounts

4.6.1 An amount of fuel is considered protected if, for regulatory or operational reasons, it
must not to be consumed until a determined point in a flight. A fuel amount can be
protected, partially protected or unprotected. Final reserve fuel must always be
protected to the final landing.
4.6.2 Contingency fuel might be protected if its presence is used in the calculation of
additional fuel. Typically, if additional fuel must be carried, contingency fuel might be
protected to the critical point and unprotected from the critical point to the destination
aerodrome or alternate aerodrome.
4.6.3 Destination alternate fuel should be protected until either the planned destination
aerodrome is reached, or the operational requirement to carry destination alternate fuel
no longer applies such as unexpected weather improvements at a planned destination
aerodrome.

AC 91-15 v1.1 September 2021 Page 17

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

4.6.4 A partially protected fuel amount means that some but not all of the amount must be
protected.
4.6.5 In cases where fuel amounts must be protected, pilots and operators should considerer
carrying discretionary fuel to ensure an adequate safety margin above minimum fuel
amounts is maintained.

4.7 Sample fuel calculations

4.7.1 Appendix B - Sample fuel calculations shows examples of sample fuel calculations.

AC 91-15 v1.1 September 2021 Page 18

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

5 Determining and monitoring amount of fuel on board

5.1 General
5.1.1 Knowing how much fuel is on board during the flight is essential to safety. The process
of determining, recording, and monitoring fuel amounts to ensure fuel reserves are
protected is divided into four task phases in order to differentiate the priorities and
consequential elements required as a flight commences and then continues:
− pre-flight fuel quantity checks (subsection 5.2)
− in-flight fuel management (subsection 5.3)
− in-flight fuel quantity checks (subsection 5.4)
− post-flight fuel quantity checks (subsection 5.5).

5.2 Pre-flight fuel quantity checks

5.2.1 Before commencing a flight, the PIC must ensure that a pre-flight determination of the
amount of useable fuel on board the aircraft is conducted7. It is of critical importance
that the amount of usable fuel on board an aircraft at the commencement of and during
a flight is known with the highest level of certainty. The amount of fuel contained in the
tanks at the commencement of the flight is the datum upon which fuel calculations and
subsequent fuel-related decisions are based.
5.2.2 Unless assured and verified by the PIC that the aircraft fuel tanks are completely full, or
a totally reliable and accurately graduated dipstick, sight gauge, drip gauge or tank tab
reading can be made, the PIC should endeavour to use the best available cross-check
process before engine start. The cross-check should use at least two different
verification methods to determine the amount of fuel on board. The following are
examples of recommended verification combinations:
− check of visual readings (e.g. tank tab, dipstick, drip gauge, sight gauges) against
fuel consumed indicator readings
− having regard to previous readings, a check of cockpit fuel quantity indications or
visual readings against fuel consumed indicator readings
− after refuelling and having regard to any recorded post-flight fuel quantities, a check
of cockpit fuel quantity indications or visual readings against the refuelling uplift
readings
− when a series of flights is undertaken by the same pilot and refuelling is not carried
out at intermediate stops, checking of the cockpit fuel quantity indications against
computed fuel on board and/or fuel consumed indicator readings, provided the
particular system is known to be reliable.
5.2.3 Where a discrepancy in fuel quantity is apparent between fuel quantity verification
methods, another method should be used to attempt to eliminate an erroneous figure.
CASA recommends that a conservative approach be taken, using the lower quantity

7
Subsection 19.05(1) of the Part 91 MOS

AC 91-15 v1.1 September 2021 Page 19

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

figure as the basis for fuel calculations, and the higher figure for aircraft weight
calculations. Any persisting disparity between fuel verification methods should be
investigated and resolved.
5.2.4 Fuel gauges, particularly on smaller aircraft, may be unreliable. Except when the fuel
tank is full, it is difficult to accurately establish the quantity of fuel in a tank unless the
aircraft is in the attitude recommended by the manufacturer, and the manufacturer has
provided an accurately graduated dipstick, sight gauge, drip gauge or fuel tank tab.
Unless the aircraft is in the attitude recommended by the manufacturer, any direct
reading of a partially filled tank should be discounted or rounded down to a figure
consistent with the next lower tab or marking.
5.2.5 Placing sole reliance on a fuel quantity gauge to assess fuel quantity and not cross-
checking fuel quantity information from a second source, exposes the PIC to the risk of
being unable to determine actual fuel remaining should the fuel quantity gauge
indication become faulty.
5.2.6 Given the designs and location of some aeroplane and rotorcraft fuel tank installations,
it is often difficult to obtain a direct reading of fuel tank quantity at a level other than full.
To ensure an accurate fuel quantity, it is imperative that flight times and fuel uplifts are
recorded and routinely reconciled as part of the fuel quantity cross-checks. The
accurate recording of flight times and respective fuel uplifts presents an additional
means of tracking actual fuel consumption for subsequent flight planning and in-flight
fuel management decision-making. Periodic filling to full allows a baseline from which
flight-time based fuel consumption tracking can be verified.
5.2.7 Modern certified fuel quantity indication systems (FQIS) can integrate fuel tank probe
volume readings and fuel density measurements, combined with full authority digital
engine control engine fuel consumption information to present the flight crew with the
weight of the fuel remaining in the fuel tanks. These systems may also contain
independent fuel tank low fuel level warning sensors. the manufacturers of these
systems still recommend that flight crew conduct regular in-flight checks of the fuel
quantity remaining according to the FQIS to confirm anticipations and detect any
discrepancies.

5.3 In-flight fuel management

5.3.1 In-flight fuel management can be thought of as the combination of the in-flight fuel
quantity checks described in subsection 5.4 of this AC and the procedures contained in
section 6.
5.3.2 In-flight fuel management is the practical means of ensuring fuel is either:
− used in the manner intended during pre-flight planning or in-flight replanning, or
− used to enable an alternative course of action to safely complete the flight when
conditions or fuel consumption during a flight differs from those expected during
planning.

AC 91-15 v1.1 September 2021 Page 20

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

5.3.3 In-flight fuel management does not replace pre-flight planning or in-flight replanning
activities; rather, it acts to ensure continual validation of planning assumptions that
influence fuel usage and required fuel reserves. Such validation serves as a trigger for
re-analysis and adjustment activities that ultimately ensure that each flight is safely
completed with the required final reserve fuel on board upon arrival.
5.3.4 The simplified conceptual elements for in-flight fuel management include:
− determining useable fuel remaining
− comparing actual consumption and useable fuel remaining against the planned
values
− analysing whether sufficient fuel remains to continue with the planned flight
− where insufficient fuel remains to continue with the planned flight, replanning to an
available alternate aerodrome
− if no option exists where a landing can be accomplished at an aerodrome whilst
maintain the required fuel reserves, declaration of an emergency fuel situation.
5.3.5 A depiction of the conceptual elements and process flow of in-flight fuel management is
provided in Figure 1.

AC 91-15 v1.1 September 2021 Page 21

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

Figure 1: In-flight fuel management process diagram

5.3.6 For flights that are limited to uplifting only a small margin of fuel above minimum
requirements, the PIC should ensure a point of in-flight replanning is identified during
the pre-flight planning stage. The point of in-flight replanning is the final opportunity to
assess options for preserving the required fuel reserves should the destination
aerodrome no longer be available.

AC 91-15 v1.1 September 2021 Page 22

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

5.3.7 During flight the point of in-flight replanning should be assessed, based on actual fuel
consumption and known or anticipated in-flight conditions, and revised if necessary.
This is particularly important when operating to a remote island or other isolated
aerodrome.
5.3.8 The PIC should obtain updated destination information (i.e. meteorological conditions,
traffic, and other operational conditions at the destination aerodrome) early enough to
allow assessment to be completed before reaching a point of in-flight replanning. The
assessment will validate the destination planning assumptions or trigger diversion to an
alternate aerodrome.

5.4 In-flight fuel quantity checks

5.4.1 As part of in-flight fuel management, the PIC must ensure that fuel quantity checks are
carried out at regular intervals8. The established quantity of usable fuel remaining is
evaluated to:
− compare planned fuel consumption with actual fuel consumption
− determine the amount of usable fuel remaining
− determine whether the usable fuel remaining is sufficient to satisfy:
o from any point of in-flight replanning — the requirements described in
paragraph 4.3.1 of this AC
o otherwise — the requirements described in paragraph 4.3.2 of this AC.
− determine the amount of usable fuel expected to be remaining when the aircraft
lands at the destination aerodrome.
5.4.2 The interval between in-flight fuel quantity checks should be sufficient to allow the PIC
to remain aware of the aircraft fuel state. In addition to periodic fuel quantity checks,
there are instances where a specific fuel check is necessary to ensure that in-flight
decisions are supported by accurate fuel state awareness. For example, specific checks
are needed before passing a point of in-flight replanning, point of no return where
applicable, or a critical point.
5.4.3 In-flight fuel quantity checks must include a reconciliation of the fuel remaining indicated
from available aircraft fuel quantity indication systems, such as debit-meters. Raw data,
such as readings from fuel quantity gauges, should also be checked to confirm fuel
balance and fuel tank quantity against known fuel usage to minimise the possibility of
an undetected fuel leak. The maximum efficiency for fuel quantity checks is achieved
when conducted at regular intervals that follow a consistently applied methodology.
5.4.4 The intent of recording the in-flight fuel check results is to allow a time-based reference
to previous in-flight fuel checks to be made so that trends can be identified. The
recording of the relevant information can be achieved by many methods, including flight
plan or fuel log written entry, photographing fuel gauges, or even in some advanced
systems using a fuel quantity snapshot capture capability.

8
Subsection 19.05(2) of the Part 91 MOS.

AC 91-15 v1.1 September 2021 Page 23

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

5.4.5 There may be instances where conducting an in-flight fuel quantity check and/or
recording the results may not be necessary, such as for very short duration flights. The
application of good airmanship may necessitate that in certain operational
environments, such as poor weather or low-level operations, the full extent of the fuel
check or recording the results may be a lower priority than maintaining aircraft flight
path control.

5.5 Post-flight fuel management

5.5.1 In all instances it is highly recommended that the post-flight fuel quantity be determined
and recorded.

5.6 Fuel quantities and associated flight manual procedures

5.6.1 In the event of fuel below specified levels, many aircraft flight manuals contain
procedures to be followed. Many aircraft FQIS have gauge or indicator markings that
are designed to indicate the ‘safe operating ranges’ as determined by the aircraft
manufacturer. Pilots and operators should be aware that such indications do not
necessarily ensure compliance with the usable fuel required during a flight (see
subsection 4.3 of this AC).
5.6.2 Additionally, some aircraft have systems that provide to the PIC independent fuel tank
low fuel level warnings or cautions. Those indicators may have associated flight manual
procedures to be followed by the PIC if the indication occurs.
5.6.3 Pilots are reminded of the legislative requirements to comply with an instruction,
procedure, or limitation concerning the operation of the aircraft which is set out in the
aircraft’s flight manual.
Note: There may be requirements, instructions, procedures, or limitations contained in aircraft flight manuals
which establish minimum fuel quantity values that exceed the legislative minimum values. Where these
exist, the flight manual value must be complied with.

AC 91-15 v1.1 September 2021 Page 24

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

6 Procedures if fuel reaches specified amounts

6.1 Identification and communication of fuel states

6.1.1 The intent of these procedures is to ensure that an aircraft will arrive at an aerodrome,
whether that is its planned destination aerodrome, planned alternate aerodrome or
another aerodrome, with the required final reserve fuel on board.
6.1.2 Four procedural steps can be used to identify and communicate situations in which the
fuel quantity falls below the threshold level for that step (Table 3). A detailed description
of each step follows in subsections 6.2 to 6.5 of this AC.

Table 3: Steps to protect fuel reserves

Steps to identify and communicate fuel states

Step 1 Monitor the amount of usable fuel remaining on board to check against usable fuel required
during a flight.

Step 2 Request delay information when unexpected circumstances may result in landing at the
destination aerodrome with less than the required final reserve fuel.

Step 3 Declare ‘MINIMUM FUEL’ when committed to land at a specific aerodrome and any change in
the existing clearance may result in a landing with less than required final reserve fuel.

Step 4 Declare a fuel emergency when the calculated fuel on landing at the nearest suitable
aerodrome (i.e. where a safe landing can be made) will be less than the required final reserve
fuel.

6.2 Step 1: In-flight fuel check value less than planned value (not
less than required)
6.2.1 If an in-flight fuel quantity check indicates that the fuel on board is less than planned,
the PIC should endeavour to restore fuel safety margins provided by contingency fuel
(as applicable) by:
− flying at a more economical speed than planned
− seeking a more economical cruise level
− seeking more efficient routing from ATC
− re-routing to reduce the length of the critical diversion
− selecting a different (closer) destination alternate (if feasible).

6.3 Step 2: Expected fuel remaining is approaching minimum

values
6.3.1 When the PIC recognises that unexpected circumstances have arisen that may result in
the aircraft landing at the destination aerodrome with less than the fuel required to

AC 91-15 v1.1 September 2021 Page 25

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

proceed to an alternate aerodrome (if required) plus final reserve fuel, they must
request delay information from ATS9.
6.3.2 The request for delay information is not a request for assistance or an indication of
urgency. It is simply a procedural means for the PIC to determine an appropriate course
of action when confronted with unexpected delays.
6.3.3 There is no specific phraseology recommended for use with ATS in this case, as each
situation may be different. The PIC would use the information obtained from ATS to
determine the best course of action, up to and including a determination of when it
would be necessary to divert to an alternate aerodrome and/or make additional
declarations related to the fuel state of the flight.

6.4 Step 3: Minimum fuel state

6.4.1 After a request for delay information, the minimum fuel declaration represents the third
step taken by the PIC to ensure remaining fuel on board is used as planned and the
final reserve fuel is protected. The PIC must declare ‘MINIMUM FUEL’ when, based on
the current ATC clearance at the aerodrome to which the aircraft is committed, any
change to the existing clearance to that aerodrome will result in landing with less than
the final reserve fuel for the aircraft10.
6.4.2 The declaration of ‘MINIMUM FUEL’ informs ATS that all planned aerodrome options
have been reduced to a specific aerodrome of intended landing, and any change to the
existing clearance may result in landing with less than final reserve fuel. This is not an
emergency situation, but an indication that an emergency situation is possible should
any additional delay occur.
6.4.3 A PIC 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.

6.5 Step 4: Emergency fuel situation

6.5.1 The aircraft is in an emergency fuel situation when the usable fuel predicted to be
remaining upon landing at the nearest suitable aerodrome (i.e. where a safe landing
can be made) will be less than the required final reserve fuel.
6.5.2 The PIC must declare an emergency fuel situation by broadcasting ‘MAYDAY MAYDAY
FUEL’11. This declaration provides the clearest and most urgent expression of an
emergency situation brought about by an insufficient quantity of usable fuel remaining to
protect the final reserve fuel. It communicates that immediate action must be taken by

9
Subsection 19.06(2) of the Part 91 MOS.
10
Subsection 19.05(3) of the Part 91 MOS.
11
Subsection 19.05(4) of the Part 91 MOS.

AC 91-15 v1.1 September 2021 Page 26

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

both the PIC and ATC (if subject to an ATC clearance) to ensure that the aircraft can
land as soon as possible.
6.5.3 The word ‘FUEL’ is used as part of the emergency declaration simply to convey the
nature of the emergency to ATC. It is also important to note that an emergency
declaration may make courses of action available that were not previously, and it also
allows ATC to apply extra flexibility in handling the aircraft.
6.5.4 When operations are not subject to an ATC clearance, the declaration of emergency
fuel situation on Area VHF frequency notifies ATS of the emergency situation and helps
with situational awareness of other aircraft in the vicinity. In locations where Area VHF
communication is limited, aircraft in the vicinity may be able to provide assistance
through radio relay to ATS.

AC 91-15 v1.1 September 2021 Page 27

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

7 Operational variations
7.1.1 The purpose of section 19.07 of the Part 91 MOS is to provide a mechanism for certain
operators to substitute alternative requirements, instead of the requirements in
sections 19.03 and 19.04 of the Part 91 MOS, relating to the calculation of specified
types of fuel. Those alternative requirements are called operational variations and, to
be effective, must be contained in a certificate holder’s operations manual or exposition
as applicable.
7.1.2 Those operators are the following:
− Part 141 operators
− Part 142 operators
− aerial application operators
− aerial work operators.
7.1.3 Those operators may propose operational variations for the following fuel amounts 12:
− taxi fuel
− trip fuel
− contingency fuel, if any
− destination alternate fuel
− additional fuel.
7.1.4 Note that operators are not permitted to propose operational variations relating to
holding fuel13.
7.1.5 While Part 141 and 142 operators are not permitted to propose an operational variation
relating to final reserve fuel, aerial application operators and aerial work operators are
permitted to do so. Restrictions apply to such a proposal; only flight crew members may
be carried for the operation14.
7.1.6 At least 28 days before using an operational variation, a relevant operator must submit
to CASA the following information.15
a. evidence that the operational variation will maintain or improve aviation safety 16in
the form of either:
i. documented in-service experience
or
ii. the results of a specific safety risk assessment conducted by the operator that
shows at least the following:
A. flight fuel calculations

12
Subsection 19.07(2) of the Part 91 MOS.
13
Subsection 19.07(3) of the Part 91 MOS.
14
Subsection 19.07(4) of the Part 91 MOS.
15
Subsection 19.07(5) of the Part 91 MOS.
16
Subsection 19.07(5) and (6) of the Part 91 MOS.

AC 91-15 v1.1 September 2021 Page 28

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

B. operator capabilities, including a data-driven method for calculating

amounts of fuel including a fuel consumption monitoring program and the
use sophisticated techniques for determining the suitability of alternate
aerodromes
C. specific risk mitigating measures.
b. A copy of the operator’s procedures proposed for inclusion in the operations
manual or exposition (as applicable), in relation to using the operational variation.
7.1.7 Proposed operational variations do not require specific CASA approval. If, following
assessment, CASA finds there is insufficient evidence that the variation maintains
aviation safety then it may direct the operator to amend or remove the variation. As
applicable, refer to regulations 137.080, 137.085, 137.090, 138.068, 141.100 and
142.155 of CASR.

AC 91-15 v1.1 September 2021 Page 29

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

8 Rotorcraft fuel differences

8.1 General
8.1.1 While the requirements for rotorcraft generally follow the same rules as for aeroplanes,
the ability of a rotorcraft to land safely away from aerodromes influences the required
fuel reserve quantities.
8.1.2 Flights over hostile terrain or populated areas (i.e. where precautionary landings are not
possible or that present a consequential survival problem) may prompt the carriage of
increased fuel reserves to mitigate the risks posed by the limited options for a safe
precautionary landing.

AC 91-15 v1.1 September 2021 Page 30

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

Additional fuel calculations

AC 91-15 v1.1 September 2021 Page 31

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

A.1 Example 1 – Additional fuel not required

A.1.1 Figure A 1 illustrates a generic scenario where the uplift of additional fuel is not
required. The basic fuel planning for the flight results in a greater amount of fuel than
that required to address the critical fuel scenario.
A.1.2 This scenario also illustrates an instance where the contingency fuel amount needs to
be partially protected. Some of the contingency fuel could be consumed without
reducing the basic fuel planning value to less than the amount required to address the
critical fuel scenario. That contingency fuel would have to be protected to the critical
point.

Figure A 1: Fuel calculation scenario – additional fuel not required

AC 91-15 v1.1 September 2021 Page 32

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

A.2 Scenario 2 – Additional fuel required

A.2.1 The generic scenario illustrated in Figure A 2 varies from Figure A 1 in that the ERA is
more distant from the CP, and the destination alternate is closer to the destination. This
decreases the amount of destination alternate fuel and increases the amount of fuel
required to address the critical fuel scenario.
A.2.2 This generic scenario now results in a basic fuel planning value less than the fuel
required to meet the critical fuel scenario, therefore, the flight is required to uplift a
corresponding amount of additional fuel.
A.2.3 In this case, it should be noted that all of the contingency fuel is required to be
combined with the amount of additional fuel to meet the overall fuel requirements.
Therefore, the contingency fuel is required to be protected.

Figure A 2: Fuel calculation scenario – additional fuel required

AC 91-15 v1.1 September 2021 Page 33

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

Sample fuel calculations

AC 91-15 v1.1 September 2021 Page 34

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

B.1 Sample fuel calculations

B.1.1 This appendix contains several sample fuel calculations that incrementally build in
complexity based on the fuel requirements legislation.
B.1.2 The intent is to provide samples that serve to illustrate the practical application of the
requirements and guidance contained in the body of this AC.
B.1.3 The units of measurement for fuel values will be pounds (lb), litres (L) or kilograms (kg)
according to the AFM. In these examples, fuel delivery and uplift information has been
stated in litres. The conversion of AVGAS (specific gravity 0.720 at sea level ISA
conditions) from lb to L is based on a conversion factor of 1.58.

B.2 Sample 1a: Part 91 Day VFR flight - Essendon to Swan Hill (no
destination alternate)
B.2.1 The flight is a day VFR flight conducted under Part 91 of CASR in a single-engine
piston aeroplane from Essendon to Swan Hill.
B.2.2 The amount of usable fuel required to be on board at the commencement of the flight,
based on subsection 4.2 and taking into consideration the factors contained in
paragraph 3.3.1, is the following:
Start and taxi: 0 min/6 lb
Trip fuel: 70 min/111 lb
Take-off (0 min/6 lb), Climb (16 min/25 lb)
Cruise (56 min/76 lb), Descent and Approach (0 lb)
Final reserve fuel: 30 min/30 lb

Table B 1: Fuel analysis – day VFR (no destination alternate)

Item Fuel amount Minutes lbs Litres

a Taxi fuel 0 6 4

b Trip fuel 72 111 70

c Contingency fuel 0 0 0

d Destination alternate 0 0 0
fuel

e Final reserve fuel 30 29 18

f Additional fuel 0 0 0

g Holding fuel 0 0 0

h Fuel required 102 146 92

(a+b+c+d+e+f+g)

i Discretionary fuel 0 0 0

AC 91-15 v1.1 September 2021 Page 35

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

Item Fuel amount Minutes lbs Litres

j Margin fuel 298 397 251

k Endurance 407 543 343

(h+i+j)

Figure B 1: Graphical depiction - day VFR

B.2.3 Additional information pertaining to this sample calculation is contained in Annex A to

this AC.

B.3 Sample 1b: Part 91 IFR flight - Essendon to Swan Hill (with
destination alternate - Mildura)
B.3.1 Following from the fuel calculated in section B.1 Sample fuel calculations, the flight now
requires a destination alternate, in this case Mildura is selected. Destination alternate
fuel is now required.
B.3.2 The amount of usable fuel required to be on board at the commencement of the flight,
based on subsection 4.2 of this AC and taking into consideration the factors contained
in paragraph 3.3.1 of this AC is the following:
Start and taxi: 0 min/6 lb
Trip fuel: 82 min/120 lb

AC 91-15 v1.1 September 2021 Page 36

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

Take-off (0 min/6 lb), Climb (10 min/20 lb)

Cruise (62 min/81 lb), Descent and Approach (10 min/13 lb)
Final reserve fuel: 45 min/45 lb
Destination alternate fuel: 46 min/65 lb
Climb (9 min/17 lb), Cruise (37 min/48 lb)
Descent and Approach (0 min/0 lb)

Table B 2: Fuel analysis - IFR (with destination alternate)

Item Fuel amount Minutes lbs Litres

a Taxi fuel 0 6 4

b Trip fuel 82 120 76

c Contingency fuel 0 0 0

d Destination alternate 46 65 41
fuel

e Final reserve fuel 45 44 28

f Additional fuel 0 0 0

g Holding fuel 0 0 0

h Fuel required 173 235 149

(a+b+c+d+e+f+g)

i Discretionary fuel 0 0 0

j Margin fuel 231 308 195

k Endurance 404 543 344

(h+i+j)

AC 91-15 v1.1 September 2021 Page 37

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

Figure B 2: Graphical depiction - IFR (with destination alternate)

B.3.3 Additional information pertaining to this sample calculation is contained in Annex A to

this AC.

B.4 Sample 2a: Part 91 IFR flight - Darwin to Cairns (No en route
alternate)
B.4.1 To illustrate a scenario where the additional fuel calculation is required, the following
IFR flight is provided.
B.4.2 The flight is an IFR flight conducted under Part 91 of CASR in a small turboprop multi-
engine aeroplane from Darwin to Cairns, with no available en route alternates and no
requirement for a destination alternate.
B.4.3 Detailed information pertaining to this sample calculation is contained in Annex B to this
AC.
B.4.4 The amount of usable fuel required to be on board at the commencement of the flight,
based on subsection 4.2 of this AC and taking into consideration the factors contained
in paragraph 3.3.1 of this AC is the following:
Start and taxi: 0 min/40 lb
Trip fuel: 240 min/2223 lb
Take-off (0 min/50 lb), Climb (20 min/242 lb),

AC 91-15 v1.1 September 2021 Page 38

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

Cruise (197 min/1711 lb), Descent (18 min/170 lb), and

Approach (5 min/50 lb)
Final reserve fuel: 45 min/450 lb

Table B 3: Fuel analysis - Basic

Item Fuel amount Mins lbs Litres

a Taxi fuel 0 40 25

b Trip fuel 240 2,223 1,407

c Contingency fuel 0 0 0

d Destination 0 0 0
alternate fuel

e Final reserve fuel 45 450 285

f Additional fuel 0 0 0

g Holding fuel 0 0 0

h Fuel required 285 2,713 1,541

(a+b+c+d+e+f+g)

B.4.5 The scenario describes a situation where there are no available ERAs. In that case, the
basic fuel planning shown may not address the critical fuel scenario requirements. The
amount of additional fuel required must be calculated.
B.4.6 The first step in determining the amount of additional fuel required is to determine the
critical point for the flight. The CP occurs (for the depressurised case – being most
limiting for the aeroplane type chosen) at a position 487 NM from Darwin and 419 NM
from Cairns.
B.4.7 Knowing the position of the CP allows us to calculate the fuel required to meet the
critical fuel scenario as shown in Table B 4.

Table B 4: Fuel analysis - critical fuel scenario

Item Fuel amount lb Litres

a Fuel required (taxi + trip fuel) to fly to the calculated CP 1,317

(assuming normal operations)

b Fuel required to fly from the calculated CP to either aerodrome 1,594

and to conduct an approach and landing with 15 minutes of
holding fuel remaining (assuming depressurised)

c Total fuel required to meet critical fuel scenario (a+b) 2,911

d Basic fuel required 2,713

AC 91-15 v1.1 September 2021 Page 39

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

Item Fuel amount lb Litres

e Additional fuel required (c-d) 198

B.4.8 The basic fuel required is 2,713 lb; however, the fuel required to meet the critical fuel
scenario is 2,911 lb. The difference of 198 lb must be uplifted as additional fuel and as
part of the fuel for the flight.

Table B 5: Fuel analysis - Basic fuel with additional fuel

Item Fuel amount Minutes lb L

a Taxi fuel 0 40 23

b Trip fuel 240 2,223 1,263

c Contingency fuel 0 0 0

d Destination 0 0 0
alternate fuel

e Final reserve fuel 45 450 256

f Additional fuel 14 198 113

g Holding fuel 0 0 0

h Fuel required 299 2,911 1,654

(a+b+c+d+e+f+g)

i Discretionary fuel 0 0 0

j Margin fuel 73 734 417

k Endurance 355 3,645 2.071

(h+i+j)

AC 91-15 v1.1 September 2021 Page 40

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021

 GUIDELINES FOR AIRCRAFT FUEL
REQUIREMENTS

Figure B 3: Graphical depiction - Basic fuel with additional fuel

AC 91-15 v1.1 September 2021 Page 41

FOR FLIGHT OPERATIONS REGULATIONS COMMENCING ON 2 DECEMBER 2021