CS, yep it does, up to 207 minutes….all copy and pasted EASA stuff, with a local variation or 2.
ETOPS Fuel Requirements
Unlike the area of operation, which is determined in still air and ISA
conditions, fuel planning must consider the expected weather conditions
forecast en-route (wind component, ISA deviation, icing). For dispatch of
an aircraft under ETOPS, both the standard fuel planning (refer to
Section ****, and the ETOPS fuel planning must be calculated, and the
higher of the two uplifted.
ETOPS Fuel Planning
ETOPS fuel planning requires the calculation of Critical Fuel Reserves by
consideration of a Critical Fuel Scenario. This fuel planning is split into two
parts:
a. Standard fuel scenario from departure to the Critical ETP.
b. Critical Fuel Scenario from the Critical ETP to the diversion
aerodrome.
The Critical ETP is the ETP exhibiting the lowest fuel surplus or the
highest fuel deficit. The highest fuel deficit is considered to be the required
additional ETOPS fuel reserve.
If the ETOPS sector is covered by only one suitable aerodrome, the
critical fuel will be based on ENTRY and EXIT, and in most cases the latter
will be the most critical.
Critical Fuel Scenario
The ETOPS Critical Fuel Scenario is based on the study of three failure
cases, occurring at the Critical ETP, with their respective diversion profiles
and consequent fuel requirements. The fuel requirements for each of the
three failure cases are then compared to the standard fuel requirement,
and the highest quantity will be uplifted. This fuel uplift will then assure
safe completion of the flight, regardless of flight scenario (normal flight or
diversion).
The Critical Fuel Scenario is defined as follows:
a. Descent at the selected speed schedule to the required diversion
level.
b. Cruise at the selected diversion speed.
c. Normal descent to 1,500 ft above the diversion aerodrome.
d. 15 minutes holding.
e. First approach and missed approach as an instrument procedure.
f. Second approach and landing as a visual circuit.
Three separate failure cases must be considered as follows:
a. Engine Failure
1. Descent at the selected speed cruise to the selected level
schedule.
2. Diversion cruise at the selected level and speed.
b. Depressurisation
1. Emergency descent at Vmo/Mmo (speedbrakes extended)
down to FL100.
2. Diversion cruise performed at LRC speed.
c. Depressurisation and Engine Failure (Worst Case Scenario)
1. Emergency descent at Vmo/Mmo (speedbrakes extended)
down to FL100.
2. Diversion cruise at the selected speed schedule.
Additional Fuel Reserves
ETOPS requires that additional fuel be added to the fuel calculated in the
three cases above to allow for:
a. Contingency fuel – 5%.
b. Performance Factor for each individual aircraft.
c. APU fuel consumption.
d. Icing penalty – for total anti-ice (engine and wing) at 10,000 ft.
e. Effect of any MEL items.
f. Effect of any CDL items.
The OFP calculates the fuel requirements for the two engines
and single engine depressurised cases using the actual aircraft weight at
the Critical ETP, and automatically selects the higher of the two fuel
requirements (the single engine pressurised case is never limiting).
Contingency fuel, aircraft performance factor, and APU fuel consumption
are automatically calculated by the OFP. Icing, MEL/CDL penalties are
applied by dispatcher if required.
Pretty comprehensively covered and unambiguous…and fuel is the critical issue..always.
Last edited by haughtney1; 28th Dec 2013 at 15:15.