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establish the airline MEL, which must be approved by the operator’s national authorities.
This MEL will probably be adapted to the airline network, environment and organization.
Other determining parameters will be :
• The maximum and the average diversion times on the route.
• The equipment of the enroute alternates.
• The navigation and communication facilities.
• The average meteorological conditions.
COMMUNICATION AND NAVIGATION FACILITIES
Applicable to: ,
The aircraft communication system has provision to install three VHF transceivers and two HF radios
ensuring full compliance with ETOPS requirements on any kind of route.
The aircraft navigation system meets the ETOPS requirements for en route navigation.
The aircraft has three inertial reference systems which, in conjunction with 2 FMS comply with MNPS
criteria and this combination of systems is approved as the sole means of navigation for flight up to
the maximum aircraft range.
See the MEL for a definition of the authorized dispatch configuration.
Note: For operation within the MNPS area, airlines must obtain approval from their national
authorities.
FUEL AND OIL SUPPLY
Applicable to: ,
The aircraft fuel and oil supply must be adequate to allow the aircraft to reach its destination or
a planned alternate after the combined failures of an engine and pressurization or the failure of
pressurization alone at the critical point on the route.
Planners must consider forecast wind and temperature conditions, as well as forecast icing
conditions.
A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SPECIAL OPERATIONS
EXTENDED RANGE OPERATIONS - DISPATCH CONSIDERATION
A330/A340 FLEET PRO-SPO-40A-30 P 2/6
FCOM 19 AUG 10
The operator must etablish a routine for ETOPS critical fuel planning and compare it with the
standard (non-ETOPS) fuel planning.
ELECTRICAL GENERATORS
Applicable to: ,
Refer to MEL for a definition of the authorized dispatch configuration.
ETOPS FUEL SCENARIOS
Applicable to: ,
For establishing the ETOPS critical fuel reserves, the planner must consider two diversion scenarios.
PRESSURIZATION FAILURE + ENGINE FAILURE
PRESSURIZATION FAILURE
Same flight profile, but with 2 engines operating and diversion cruise set at LRC.
FUEL REQUIREMENTS
For each scenario, the required block fuel must be computed in accordance with the operator’s
ETOPS fuel policy and using the regulatory ETOPS critical fuel reserves described below.
A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SPECIAL OPERATIONS
EXTENDED RANGE OPERATIONS - DISPATCH CONSIDERATION
A330/A340 FLEET PRO-SPO-40A-30 P 3/6
FCOM 19 AUG 10
Depending on the strategy and the one-engine-inoperative speed selected for the single-engine
diversion scenario, either of these two scenarios may result in the higher fuel requirement.
The scenario resulting in the higher fuel requirement is the ETOPS critical fuel scenario, and the
associated minimum block fuel requirement is the ETOPS critical fuel plan.
ETOPS CRITICAL FUEL RESERVES
Applicable to: ,
For the computation of the ETOPS critical fuel reserves and of the complete ETOPS critical fuel
planning, the diversion fuel must include the following fuel provisions :
• fuel burn-off from the critical point to the end of descent (for example 1 500 ft) at the diversion
airport,
• 5 % of the above fuel burn-off as contingency fuel,
• fuel for 15 min of holding at 1 500 ft and green dot speed,
• fuel for first (IFR) approach, a go-around and second (VFR) approach,
• 5 % fuel mileage penalty or a demonstrated performance factor,
• effect of any Configuration Deviation List (CDL) or MEL item,
• if icing conditions are forecast :
effect of Nacelle Anti Icing (NAI) and ‐ Wing Anti Icing (WAI) systems,
‐ effect of ice accretion on the unheated surfaces of the aircraft : The fuel provisions associated
with the effects of NAI and WAI systems and of ice accretion on the unheated surfaces are
adjusted to take into account the horizontal extent of the forecast icing areas (exposure time).
The fuel provision factor for ice accretion on the unheated surfaces is a percentage equal to
three times the forecast exposure time in hours. For example, assuming a one-hour exposure
en route to and (e.g. the 15 min holding) at the diversion airport, the fuel provision is 3 % of the
fuel burned during the considered exposure time. If moderate icing is forecast, the above fuel
provision is divided by two.
• for operations above 138 min diversion time, if the above effect of ice accretion is less than 5 %,
　
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