ETOPS Question

[jonny dangerous]

...and I have honestly searched to find the answer. So, in case it is different from regulatory agency to regulatory agency, can you Canadian licenced and "ETOPs current" pilots tell me if the 5% performance factor (in lieu of tail specific performance tracking) is applied in the Critical Fuel Scenario? i.e. Is the 5% applied on the burn to CP, as well as the burn from CP to ETOPs alternate?

Honestly, I've tried getting definitive answer. At least as far as the web allows...


Jonny

(I have ETOPs ground school in a few weeks, and it's been over three years since my last ETOPs flight (A330, currently 37NG qualified))

Thanks!!

[swh]

JD,

Can depend on your company approved fuel policy and operations manual (http://www.tc.gc.ca/CivilAviation/commerce/manuals/tp6327v00a/chapter3/section7.htm)

Fuel and Oil Supply considerations are listed in TP 6327 (http://www.tc.gc.ca/CivilAviation/commerce/manuals/tp6327v00a/chapter3/section4.htm)

:ok:

[LOKE]

We’re a US Carrier and subject to 120-42A regarding ETOPS – I suspect that you have a similar document. The answer is sort of both. If you are using a tail number specific fuel figure you just run the entire flight plan with it – so it affects both. If you are going with the straight 5% it only affects the diversion leg. The curious thing is that if you have a 3 % above normal fuel burn which is lower than the 5% - you can end up carrying more fuel because you have to account for + 3% above the book value on the flight to ETP and you save only 2% on the diversion leg – these figures obviously can vary due to a lot of circumstances. Of course if your Fuel Mileage is book value or better, you are always going to save.

Actually 120-42A doesn’t help much when you are try to figure this out – but this is how we do it – and I believe others.