CAT.OP.MPA.180 Selection of aerodromes — aeroplanes

SI No. 1290/2024

Text in magenta in force from 30 October 2025

  1. Where it is not possible to use the departure aerodrome as a take-off alternate aerodrome due to meteorological or performance reasons, the operator shall select another adequate take-off alternate aerodrome that is no further from the departure aerodrome than:

    1. for two-engined aeroplanes:

      1. one hour flying time at an OEI cruising speed according to the AFM in still air standard conditions based on the actual take-off mass; or

      2. the ETOPS diversion time approved in accordance with Annex V (Part-SPA), Subpart F, subject to any MEL restriction, up to a maximum of two hours, at the OEI cruising speed according to the AFM in still air standard conditions based on the actual take-off mass;

    2. for three and four-engined aeroplanes, two hours flying time at the OEI cruising speed according to the AFM in still air standard conditions based on the actual take-off mass;

    3. for operations approved in accordance with Annex V (Part-SPA), Subpart L — SINGLE-ENGINED TURBINE AEROPLANE OPERATIONS AT NIGHT OR IN IMC (SET-IMC), 30 minutes flying time at normal cruising speed in still air conditions, based on the actual take-off mass.

      In the case of multi-engined aeroplanes, if the AFM does not contain an OEI cruising speed, the speed to be used for calculation shall be that which is achieved with the remaining engine(s) set at maximum continuous power.

  2. The operator shall select at least one destination alternate aerodrome for each instrument flight rules (IFR) flight unless the destination aerodrome is an isolated aerodrome or:

    1. the duration of the planned flight from take-off to landing or, in the event of in-flight replanning in accordance with CAT.OP.MPA.150(d), the remaining flying time to destination does not exceed six hours; and

    2. two separate runways are available and usable at the destination aerodrome and the appropriate weather reports and/or forecasts for the destination aerodrome indicate that, for the period from one hour before until one hour after the expected time of arrival at the destination aerodrome, the ceiling will be at least 2000 ft or circling height + 500 ft, whichever is greater, and the ground visibility will be at least 5 km.

  3. The operator shall select two destination alternate aerodromes when:

    1. the appropriate weather reports and/or forecasts for the destination aerodrome indicate that during a period commencing one hour before and ending one hour after the estimated time of arrival, the weather conditions will be below the applicable planning minima; or

    2. no meteorological information is available.

  4. The operator shall specify any required alternate aerodrome(s) in the operational flight plan.

 

The title and text below will replace the text above on 30 October 2025:

CAT.OP.MPA.180 Fuel Scheme – aeroplanes

  1. The operator must establish, implement and maintain a fuel scheme for aeroplanes that:

    1. is appropriate for the type of operation performed;

    2. corresponds to the capability of the operator to support its implementation and is either a basic fuel scheme, or a scheme that provides a higher or equivalent level of safety to a basic fuel scheme, and is either a basic fuel scheme with variations or an individual fuel scheme.

  2. The fuel scheme must be contained in the operations manual and comprise:

    1. fuel or energy planning and in-flight replanning policy;

    2. an aerodrome selection policy;

    3. an in-flight fuel or energy management policy.

  3. The fuel scheme, and any change to it, must be approved by the CAA prior to implementation.

  4. Before an individual fuel scheme for aeroplanes is approved, the operator must:

    1. establish a baseline safety performance of its current fuel scheme;

    2. demonstrate that it has the capability to support the implementation of the proposed individual fuel scheme, including the capability to exercise adequate operational control and to ensure exchange of relevant safety information between the operational control personnel and the flight crew; and

    3. establish a safety risk assessment that demonstrates how an equivalent level of safety to that of the current fuel scheme is achieved.