Note: This conforms to the Basic Fuel scheme WITHOUT variations under the new fuel/energy regulations. The primary difference if variations are included is the ability to use lesser amounts of contingency fuel, such as 3% if a suitable ERA is provided.

AMC1 CAT.OP.MPA.181 Fuel/energy scheme - fuel/energy planning and in-flight re-planning policy — aeroplane
PLANNING CRITERIA — AEROPLANES
The operator should base the defined fuel policy, including calculation of the amount of fuel to be on board for departure, on the following planning criteria:
(refer to the last paragraph of the explanation for full Regulation details)

(a) Basic Fuel Scheme
The usable fuel to be on board for dispatch should be the sum of the following:

Closest answer = 99 600 kg

Regulation (EU) No 965/2012
AMC1 CAT.OP.MPA.181 Fuel/energy scheme - fuel/energy planning and in-flight re-planning policy — aeroplane
BASIC FUEL SCHEME — PRE-FLIGHT CALCULATION OF USABLE FUEL FOR PERFORMANCE CLASS A AEROPLANES
For the pre-flight calculation of the usable fuel in accordance with point CAT.OP.MPA.181, the operator should:
(a) for taxi fuel, take into account the local conditions at the departure aerodrome and the APU consumption;

(b) for trip fuel, include:

(1) fuel for take-off and climb from the aerodrome elevation to the initial cruising level/altitude, taking into account the expected departure routing;
(2) fuel from the top of climb to the top of descent, including any step climb/descent;
(3) fuel from the top of descent to the point where the approach procedure is initiated, taking into account the expected arrival routing; and
(4) fuel for making an approach and landing at the destination aerodrome;

(c) for contingency fuel, calculate for unforeseen factors either:

(1) 5 % of the planned trip fuel or, in the event of in-flight re-planning, 5 % of the trip fuel for the remainder of the flight; or
(2) an amount to fly for 5 minutes at holding speed at 1 500 ft (450 m) above the destination aerodrome in standard conditions,

whichever is the higher;

(d) for destination alternate fuel, include:

(1) when the aircraft is operated with one destination alternate aerodrome:

(i) fuel for a missed approach from the applicable DA/H or MDA/H at the destination aerodrome to the missed-approach altitude, taking into account the complete missed-approach procedure;
(ii) fuel for climb from the missed-approach altitude to the cruising level/altitude, taking into account the expected departure routing;
(iii) fuel for cruising from the top of climb to the top of descent, taking into account the expected routing;
(iv) fuel for descent from the top of descent to the point where the approach is initiated, taking into account the expected arrival routing; and
(v) fuel for making an approach and landing at the destination alternate aerodrome; and

(2) when the aircraft is operated with two destination alternate aerodromes, the amount of fuel that is calculated in accordance with point (d)(1), based on the destination alternate aerodrome that requires the greater amount of fuel;

(e) for FRF, comply with point CAT.OP.MPA.181(c);

...(c) final reserve fuel/energy that shall be the amount of fuel/energy that is calculated at holding speed at 1 500ft (450 m) above the aerodrome elevation in standard conditions according to the aeroplane estimated mass on arrival at the destination alternate aerodrome, or destination aerodrome when no destination alternate aerodrome is required, and shall not be less than:

(i) for aeroplanes with reciprocating engines, the fuel/energy to fly for 45 minutes; or
(ii) for turbine-engined aeroplanes, the fuel/energy to fly for 30 minutes;...

(f) for additional fuel, include an amount of fuel that allows the aeroplane to proceed, in the event of an engine failure or loss of pressurisation, from the most critical point along the route to a fuel en route alternate (fuel ERA) aerodrome in the relevant aircraft configuration, hold there for 15 minutes at 1 500 ft (450 m) above the aerodrome elevation in standard conditions, make an approach, and land;

(g) for extra fuel, include anticipated delays or specific operational constraints that can be predicted; and

(h) for discretionary fuel, include a quantity at the sole discretion of the commander.