a330/a340 procedures flight crew special...

A330/A340FLIGHT CREW

OPERATING MANUAL

PROCEDURESSPECIAL OPERATIONS

EXTENDED RANGE OPERATIONS - GENERAL

OHY A330/A340 FLEET PRO-SPO-40A-10 P 1/2FCOM A 25 NOV 11

GENERALIdent.: PRO-SPO-40A-10-00005194.0001001 / 17 NOV 11Applicable to: ALL

The system design and the reliability of the engine installation of this airplane comply with the criteriafor Extended Twin Operations (ETOPS) flights set forth in AMC 20-6 rev 2 (EASA) or FAR 25.1535(FAA), when the aircraft is configured, maintained and operated in accordance with the Airbus CMP(Configuration, Maintenance and Procedure) document.This statement of ability does not constitute an approval to conduct Extended-Range Operations.The ETOPS EXTENDED OPERATIONS Chapter of the AFM APPENDICES AND SUPPLEMENTSSection refers to the approved Standard for Extended-Range Operations and the applicablelimitations, procedures and performance references.The operator is responsible for showing that he is complying with the regulation of his nation and forobtaining operational approval from his national authorities. The operator may amend this chapter, asneeded.The airplane must be configured in accordance with the Airbus Standard for Extended-RangeOperations. However, the authorities may under certain conditions allow the operator to conductETOPS flights with limited maximum diversion time (for example, 75 min diversion time in a benignarea of operation) without showing full compliance with these standards.


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EXTENDED RANGE OPERATIONS - GENERAL

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OHY A330/A340 FLEET PRO-SPO-40A-10 P 2/2FCOM 25 NOV 11


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EXTENDED RANGE OPERATIONS - OPERATIONAL LIMITATIONS

OHY A330/A340 FLEET PRO-SPO-40A-20 P 1/2FCOM A to B → 25 NOV 11

DEFINITIONIdent.: PRO-SPO-40A-20-00005195.0001001 / 17 NOV 11Applicable to: ALL

For the purpose of EU-OPS 1-245 and FAR 121-161, Extended-Range Operations are thoseintended to be conducted over a route that contains a point beyond 60 min from an adequate airportat the selected one-engine-inoperative speed in still air and ISA (or prevailing delta ISA) conditions.An adequate airport is an airport which satisfies the aircraft performance requirements applicableat the expected landing weight, and sufficiently equipped to be safely used. In particular, at theanticipated time of use, it should be available and equipped with the necessary services, includingATC, weather information, NAVAIDS and emergency services.An ETOPS (en-route) alternate airport is a confirmed adequate airport which satisfies the dispatchweather minima requirements for ceiling and visibility within the required validity period.

AREA OF OPERATIONIdent.: PRO-SPO-40A-20-00005196.0001001 / 17 NOV 11Applicable to: ALL

The ETOPS area of operations is the airspace within which the distance to an ETOPS adequateairport is less than the ETOPS Max Diversion distance.The ETOPS maximum diversion distance from an adequate airport must be determined for ISA(or prevailing delta ISA) and no-wind conditions, taking into account aircraft performance with oneengine inoperative and the remaining engine operating at MCT.To determine the ETOPS maximum diversion distance from an adequate airport, the operator mustdefine a One Engine Inoperative diversion speed for performance computation.The same approved one-engine-inoperative diversion speed (Refer to PER-OEI-GEN-05STRATEGY) must be considered for :‐ Establishing the area of operation,‐ Calculating the single-engine fuel planning,‐ Conducting the diversion in case of engine failure (conditions permitting).The operator has to define an aircraft weight at diversion that is considered for the ETOPS MaximumDiversion Distance calculation. This aircraft weight can be taken as a representative but conservativevalue of the aircraft gross weight at the critical point of the route or at the various critical points of allthe routes included in a given sector.The approved one-engine-inoperative descent and cruise speed must be chosen so that theassociated net flight path clears the en-route obstacles with the regulatory margin. However, aspeed other than the approved one-engine-inoperative speed may be used as the basis for obstacleclearance as long as the fuel required with that speed is covered by the critical fuel scenario.Refer to PER-OEI-GEN-15 PROCEDUREfor these two one-engine-inoperative speeds.


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EXTENDED RANGE OPERATIONS - OPERATIONAL LIMITATIONS

OHY A330/A340 FLEET PRO-SPO-40A-20 P 2/2FCOM ← B 25 NOV 11

When the one-engine-inoperative diversion speed is chosen, the maximum distance from a diversionairport, can be directly determined for different maximum diversion times, with the help of the tablesprovided in this section. The area of possible ETOPS operation can then be drawn on plotting charts.Another way to determine the maximum distance to a diversion airport is to read theone-engine-inoperative cruise TAS (for the reference gross weight and at the FL for best TAS) inthe cruise tables Refer to PER-OEI-GEN-05 STRATEGYtaking into consideration the appropriatespeed strategy and the minimum altitude for clearing possible obstacles. The maximum distance theaircraft can travel to a diversion airport is this one-engine-inoperative TAS multiplied by the maximumallowed diversion time granted to the operator.Operators whose authorities require that an approved one-engine-inoperative speed be published inthe Flight Manual must use this approved speed.


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EXTENDED RANGE OPERATIONS - DISPATCH CONSIDERATION


MMELIdent.: PRO-SPO-40A-30-00005197.0001001 / 17 NOV 11Applicable to: ALL

The MMEL has been approved taking into consideration the duration of the average ETOPS flightand the maximum diversion time granted to the airframe/engine combination.The MMEL published by Airbus and approved by the French DGAC can be used to establish theairline 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 en-route alternates.• The navigation and communication facilities.• The average meteorological conditions.


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OHY A330/A340 FLEET PRO-SPO-40A-30 P 2/6FCOM B → 14 NOV 12

ETOPS FUEL SCENARIOSIdent.: PRO-SPO-40A-30-00012990.0001001 / 09 OCT 12Applicable to: ALL

According to EASA AMC 20-6 rev2 and FAA 121.646 for establishing the ETOPS critical fuelreserves, the operator must consider three diversion scenarios:‐ Pressurization Failure + Engine Failure

‐ Pressurization FailureSame Flight Profile as above, but all engines operating and Diversion Cruise Speed* set to LRC.

‐ Engine FailureSame Flight Profile as above, but standard descent speed and Diversion Cruise at the FL**appropriate to gross engine out ceiling at the selected ETOPS diversion speed.

FAA FUEL REQUIREMENTSFor the first two scenarios, involving depressurization, the required block fuel must be calculatedin accordance with the operator’s ETOPS fuel policy and using the regulatory ETOPS critical fuelreserves (Refer to PRO-SPO-40A-30 ETOPS Critical Fuel Reserves).Depending on the approved one-engine-inoperative speed selected for the single-engine diversionstrategy, either of these two scenarios may result in the higher fuel requirement.


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OHY A330/A340 FLEET PRO-SPO-40A-30 P 3/6FCOM ← B to C → 14 NOV 12

The scenario resulting in the higher fuel requirement is called the ETOPS critical fuel scenario, andthe associated minimum block fuel requirement is the ETOPS critical fuel plan.Note that it is not necessary to calculate the 3rd scenario (engine failure), as this scenario is nevercritical, due to the higher diversion flight level.

ETOPS CRITICAL FUEL RESERVESIdent.: PRO-SPO-40A-30-00012991.0001001 / 17 NOV 11Applicable to: ALL

For the computation of the ETOPS critical fuel reserves and of the complete ETOPS critical fuelplanning according to EASA AMC 20-6 rev 2 and FAR 121.646, the diversion fuel must include thefollowing fuel provisions:‐ Fuel burn-off from the critical point to the end of descent at the alternate airport‐ Fuel for 15 min of holding at 1 500 ft and green dot speed at the alternate‐ Fuel for an instrument approach and landing‐ Fuel to account for errors in wind forecasting (5 % wind speed factor on actual forecast wind

speeds or 5 % fuel if actual forecast wind speeds are not used)‐ Fuel to account for aircraft deterioration (use a demonstrated performance factor or 5 %)‐ Fuel to account for any Configuration Deviation List (CDL) or MEL item‐ Fuel to account for Icing Effects (if forecast) for the critical mission‐ Fuel to account for APU use (only for the one-engine-inoperative scenario, if APU is operative)WIND ERRORS

A 5 % wind speed factor (i.e. an increment to headwind or a decrement to tailwind) on the actualforecast wind should be used to account for potential errors. However if the operator is not usingthe actual forecast wind based on a wind model acceptable to the certification authorities then 5 %of the fuel for the critical scenario is required as a reserve fuel.

ICINGThe most critical scenario must be compensated for the greater of:A. The effect of airframe icing during 10 % of the time during which icing is forecast, including ice

accumulation on unprotected surfaces, and the fuel used by engine and wing anti-ice duringthis period.

B. Fuel for engine and wing anti-ice for the entire time during which icing is forecast.Note: The ETOPS icing fuel reserve is always limited by (B).Unless a reliable icing forecast is available, icing may be presumed to occur when the Total AirTemperature (TAT) is less than +10 °C, or if the outside air temperature is between 0 °C and-20 °C with a relative humidity of 55 % or more.


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OHY A330/A340 FLEET PRO-SPO-40A-30 P 4/6FCOM ← C to E → 14 NOV 12

APUFuel consumption of 130 kg/h or 287 lb/h (APU GEN ON, APU BLEED OFF).In view of our experience, Airbus recommends that the operator includes a contingency fuelprovision from departure to the Critical Point (CP), when computing the ETOPS critical fuelplanning.

ETOPS FUEL REQUIREMENTSIdent.: PRO-SPO-40A-30-00012992.0001001 / 17 NOV 11Applicable to: ALL

The operator must compare the entire ETOPS critical fuel planning for the ETOPS critical fuelscenario with the standard fuel planning computed in accordance with the company fuel policy andapplicable operational requirements. The higher of the two fuel requirements must be considered asthe minimum required block fuel for the flight.

WEATHER MINIMAIdent.: PRO-SPO-40A-30-00005204.0001001 / 17 NOV 11Applicable to: ALL

Weather forecasts for en-route alternates must meet the operator’s applicable weather minimumrequirements.This paragraph provides the applicable minima required by EASA (EU-OPS 1/ AMC 20-6 rev. 2) andFAA (AC120-42B).A. EASA DISPATCH WEATHER MINIMA (EU-OPS 1/ AMC 20-6 REV. 2)

An airplane cannot be dispatched unless the meteorological forecasts at ETOPS en-routealternate airports meet the weather minima listed here for a period commencing at the earliestpotential time of landing and ending one hour after the latest expected time of landing:

Approach Type Min ETOPS Ceiling Min ETOPS VisibilityPrecision approach DH/DA +200 ft Authorised visibility +800 m

Non-Precision or Circling approach MDH/MDA +400 ft Authorised visibility +1 500 mCAT II/CAT III approach Specific approval required Specific approval required

B. FAA DISPATCH WEATHER MINIMA (AC 120-42B)An airplane cannot be dispatched unless the meteorological forecasts at ETOPS en-routealternate airports meet the weather minima listed here for a period commencing at the earliestpotential time of landing and ending at the latest expected time of landing:


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OHY A330/A340 FLEET PRO-SPO-40A-30 P 5/6FCOM ← E 14 NOV 12

Approach Type Min ETOPS Ceiling Min ETOPS VisibilityTwo or more instrument approaches Higher of the two

(M)DH/DA +200 ftHigher of the two authorised visibility +800 m

Single Precision approachor Non-Precision approach

or Circling approach(M)DH/DA +400 ft Authorised visibility +1 600 m

CAT II approach 300 ft 1 200 m or RVR 1 200 mCAT III approach 200 ft 800 m or RVR 550 m


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EXTENDED RANGE OPERATIONS - DIVERSIONDURING EXTENDED RANGE OPERATIONS

OHY A330/A340 FLEET PRO-SPO-40A-40 P 1/2FCOM A to B 25 NOV 11

GUIDELINES FOR DIVERSION PROCEDUREIdent.: PRO-SPO-40A-40-00005208.0001001 / 17 NOV 11Applicable to: ALL

‐ Complete the related failure procedure.‐ Inform ATC.‐ Initiate the descent.‐ Determine which en route alternate is the most suitable one (per company procedure).‐ Divert to the chosen en route alternate.‐ Comply with the pre-planned diversion strategy and speed schedule, or adjust the speed

schedule, as dictated by the evaluation of the actual situation.Note: For detailed guidelines and procedures for conducting the diversion (lateral and vertical

navigation), see chapter Refer to DSC-22_20-60-60 Pilots/Stored Route Function, theFMGS Pilot’s Guide.

DIVERSION PERFORMANCE DATAIdent.: PRO-SPO-40A-40-00005207.0001001 / 17 NOV 11Applicable to: ALL

Chapter PER-OEI-GEN contains three single engine descent and cruise procedures:1. The standard strategy,2. The obstacle strategy,3. Fixed speed strategies (ETOPS).For ETOPS operations, any one of the above diversion strategies can be used provided that theselected strategy and speed schedule are used in :▪ Establishing the area of operation (maximum diversion distance),▪ Calculating the diversion fuel requirements for the single-engine ETOPS fuel scenario.▪ Demonstrating the applicable obstacle clearance requirements (net flight path and net ceiling).During the diversion, the flight crew is expected to use the planned speed schedule. However, basedon the evaluation of the actual situation, the pilot in command has the authority to deviate from thisplanned one-engine-inoperative speed.


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EXTENDED RANGE OPERATIONS - DIVERSIONDURING EXTENDED RANGE OPERATIONS

OHY A330/A340 FLEET PRO-SPO-40A-40 P 2/2FCOM C 25 NOV 11

DIVERSION DECISION MAKINGIdent.: PRO-SPO-40A-40-00005205.0001001 / 17 NOV 11Applicable to: ALL

The technical criteria governing a re-routing or diversion decision can be classified into fivecategories, as follows:‐ Loss of MNPS capability, before entering the MNPS area (as applicable).‐ Weather minima at diversion airport(s) going below the company/crew en-route minima, before

reaching the ETOPS Entry Point, or diversion airport(s) becoming unsuitable for any reason.‐ Failure cases requiring a diversion to the nearest airport (cases leading to a LAND ASAP message

on the ECAM and/or in the QRH).‐ Failure cases resulting in increased fuel consumption, exceeding the available fuel reserves.‐ Electrical generation

Diversion is required in case of:• Only one generator (either one IDG, APU GEN or EMER GEN) remaining available following a

multiple failure, or• Only one main generator (either one IDG or APU GEN) remaining available, and low level, low

pressure or overheat on the green hydraulic circuit.

Comments and recommendations‐ Fuel system

Some failure cases may lead to fuel gravity feeding which implies flight at lower altitude or to somefuel being unusable. The flight crew’s evaluation of the actual situation and the fuel remaining maylead to the decision that a diversion is required.


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EXTENDED RANGE OPERATIONS - PROCEDURES


ABNORMAL AND EMERGENCY PROCEDURESIdent.: PRO-SPO-40A-50-00008481.0001001 / 17 NOV 11Applicable to: ALL

The procedures given in the EASA approved Airbus ETOPS CMP document are applicable.The SOP (refer to chapters PRO, NOR, SOP) and the ABNORMAL and EMERGENCY procedures(refer to chapters PRO, ABN) apply. For ETOPS flights, the following additional procedure apply:GEN 1 or 2 FAULT When in ETOPS segment :

APU GEN (if available).............................................................................................................USE


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EXTENDED RANGE OPERATIONS - PROCEDURES




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EXTENDED RANGE OPERATIONS - PERFORMANCE


GENERALIdent.: PRO-SPO-40A-60-00005217.0001001 / 22 NOV 11Applicable to: ALL

In electrical emergency configuration, the engine anti ice valves are permanently open, it results in afuel consumption increase.


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OHY A330/A340 FLEET PRO-SPO-40A-60 P 2/26FCOM B → 25 NOV 11

MAXIMUM DIVERSION DISTANCEIdent.: PRO-SPO-40A-60-00005223.0005001 / 22 NOV 11Applicable to: MSN 0098

The following computation conditions have been used in accordance with the interpretation of theEU-OPS 1.245 and FAR 121.161:‐ ISA conditions‐ No wind‐ Optimum diversion level after engine failure‐ Single engine diversion speed schedule.Note: Obstacles have not to be considered to determine if a route is or is not an ETOPS route.

MAXIMUM DIVERSION DISTANCEDIVERSION TIME (MIN)

SPEEDSCHEDULE

A/CWEIGHT ATCRITICAL

POINT (KG)

FL FORDIVERSION 60 90 120 180 240

150000 190 438 651 864 1293 1700(1)

160000 180 438 651 863 1289 1700(1)

170000 180 437 649 862 1287 1700(1)

180000 180 435 646 857 1281 1700(1)

190000 170 434 644 854 1273 1692200000 170 433 643 852 1272 1691210000 170 431 638 847 1266 1685220000 160 430 637 843 1257 1670

MCT/330KT

230000 160 428 634 841 1254 1667150000 210 430 640 849 1268 1687160000 210 428 635 844 1262 1681170000 200 427 633 840 1252 1665180000 200 425 631 838 1250 1663

MCT/310KT

190000 190 423 626 830 1236 1643Continued on the following page


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OHY A330/A340 FLEET PRO-SPO-40A-60 P 3/26FCOM ← B → 25 NOV 11

Continued from the previous pageMAXIMUM DIVERSION DISTANCE

DIVERSION TIME (MIN)SPEED

SCHEDULE


POINT (KG)


200000 190 422 626 829 1236 1642210000 190 418 619 821 1228 1634220000 180 418 619 819 1220 1620230000 180 414 612 812 1212 1613150000 220 414 614 814 1213 1612160000 220 414 614 813 1213 1612170000 220 414 614 813 1213 1612180000 220 413 612 812 1211 1611190000 210 410 607 803 1196 1590200000 210 407 603 800 1193 1587210000 200 405 599 793 1180 1568220000 190 402 592 783 1165 1546

MCT/290KT

230000 190 400 591 782 1163 1545(1) The distance is limited by the maximum diversion distance as per AFM. For more information, Refer to

AFM/APP/ETOPS/Limitations.


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OHY A330/A340 FLEET PRO-SPO-40A-60 P 4/26FCOM ← B → 25 NOV 11

MAXIMUM DIVERSION DISTANCEIdent.: PRO-SPO-40A-60-00005223.0007001 / 22 NOV 11Applicable to: MSN 0072-0087, 0143

The following computation conditions have been used in accordance with the interpretation of theEU-OPS 1.245 and FAR 121.161:‐ ISA conditions‐ No wind‐ Optimum diversion level after engine failure‐ Single engine diversion speed schedule.Note: Obstacles have not to be considered to determine if a route is or is not an ETOPS route.

MAXIMUM DIVERSION DISTANCEDIVERSION TIME (MIN)

SPEEDSCHEDULE


POINT (KG)


150000 200 444 661 879 1316160000 190 443 658 874 1306 1700(1)

170000 190 441 656 872 1303 1700(1)

180000 190 438 652 866 1296 1700(1)

190000 180 438 650 863 1288 1700(1)

200000 180 435 645 857 1282 1700(1)

210000 170 434 644 853 1272 1692220000 170 430 638 847 1266 1686

MCT/330KT

230000 160 429 636 842 1256 1669150000 220 432 644 857 1282160000 210 430 640 849 1268 1687170000 210 430 640 849 1268 1687180000 210 427 635 844 1263 1682

MCT/310KT

190000 200 426 632 839 1252 1664Continued on the following page


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OHY A330/A340 FLEET PRO-SPO-40A-60 P 5/26FCOM ← B 25 NOV 11

Continued from the previous pageMAXIMUM DIVERSION DISTANCE

DIVERSION TIME (MIN)SPEED

SCHEDULE


POINT (KG)


200000 200 424 630 836 1249 1662210000 190 422 625 828 1235 1642220000 190 418 620 823 1229 1636230000 180 417 617 817 1218 1619150000 220 413 613 812 1212 1611160000 220 413 613 812 1212 1611170000 220 413 613 812 1211 1611180000 220 413 612 812 1211 1611190000 220 411 611 810 1210 1609200000 210 408 605 801 1195 1588210000 210 406 602 799 1192 1586220000 200 404 597 791 1178 1566

MCT/290KT

230000 200 400 593 786 1174 1561(1) The distance is limited by the maximum diversion distance as per AFM. For more information, Refer to

AFM/APP/ETOPS/Limitations.


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OHY A330/A340 FLEET PRO-SPO-40A-60 P 6/26FCOM C → 25 NOV 11

ETOPS FUEL FROM CRITICAL POINT TO LANDING - ALL ENGINES - CRUISE AT LRCIdent.: PRO-SPO-40A-60-00005239.0004001 / 22 NOV 11Applicable to: MSN 0098

Assumptions:‐ Emergency descent‐ Long range cruise at FL 100‐ Final descent 250 kt‐ Holding 15 min at FL 15‐ IFR procedure.Not included: 5 % correction on wind value - Anti icing if icing is forecast - performance factor.


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OHY A330/A340 FLEET PRO-SPO-40A-60 P 7/26FCOM ← C → 25 NOV 11


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OHY A330/A340 FLEET PRO-SPO-40A-60 P 8/26FCOM ← C → 25 NOV 11

ETOPS FUEL FROM CRITICAL POINT TO LANDING - ALL ENGINES - CRUISE AT LRCIdent.: PRO-SPO-40A-60-00005239.0005001 / 22 NOV 11Applicable to: MSN 0072-0087, 0143

Assumptions:‐ Emergency descent‐ Long range cruise at FL 100‐ Final descent 250 kt‐ Holding 15 min at FL 15‐ IFR procedure.Not included: 5 % correction on wind value - Anti icing if icing is forecast - performance factor.


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OHY A330/A340 FLEET PRO-SPO-40A-60 P 9/26FCOM ← C 25 NOV 11


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OHY A330/A340 FLEET PRO-SPO-40A-60 P 10/26FCOM D → 25 NOV 11

ETOPS FUEL FROM CRITICAL POINT TO LANDING - ONE ENGINE OUT - CRUISE AT 290KTIdent.: PRO-SPO-40A-60-00013999.0005001 / 22 NOV 11Applicable to: MSN 0072-0087, 0143

Assumptions:‐ Emergency descent‐ Cruise 290 kt at FL 100‐ Final descent 250 kt‐ Holding 15 min at FL 15‐ IFR procedure‐ APU fuel burn.Not included: 5 % correction on wind value - Anti icing if icing is forecast - performance factor.


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OHY A330/A340 FLEET PRO-SPO-40A-60 P 11/26FCOM ← D → 25 NOV 11


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OHY A330/A340 FLEET PRO-SPO-40A-60 P 12/26FCOM ← D → 25 NOV 11

ETOPS FUEL FROM CRITICAL POINT TO LANDING - ONE ENGINE OUT - CRUISE AT 290KTIdent.: PRO-SPO-40A-60-00013999.0004001 / 22 NOV 11Applicable to: MSN 0098



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OHY A330/A340 FLEET PRO-SPO-40A-60 P 13/26FCOM ← D 25 NOV 11


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OHY A330/A340 FLEET PRO-SPO-40A-60 P 14/26FCOM E → 25 NOV 11




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OHY A330/A340 FLEET PRO-SPO-40A-60 P 15/26FCOM ← E → 25 NOV 11


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OHY A330/A340 FLEET PRO-SPO-40A-60 P 16/26FCOM ← E → 25 NOV 11




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OHY A330/A340 FLEET PRO-SPO-40A-60 P 17/26FCOM ← E 25 NOV 11


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OHY A330/A340 FLEET PRO-SPO-40A-60 P 18/26FCOM F → 25 NOV 11




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OHY A330/A340 FLEET PRO-SPO-40A-60 P 19/26FCOM ← F → 25 NOV 11


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OHY A330/A340 FLEET PRO-SPO-40A-60 P 20/26FCOM ← F → 25 NOV 11




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OHY A330/A340 FLEET PRO-SPO-40A-60 P 21/26FCOM ← F 25 NOV 11


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OHY A330/A340 FLEET PRO-SPO-40A-60 P 22/26FCOM G → 25 NOV 11

ETOPS FUEL REQUIREMENT FROM CRITICAL POINT TO LANDING - EXAMPLEIdent.: PRO-SPO-40A-60-00014017.0004001 / 22 NOV 11Applicable to: MSN 0098

Assumptions:‐ Aircraft weight at critical point: 160 000 kg‐ Diversion speed: 310 kt‐ Diversion time: 180 min‐ Distance from Critical point to diversion airport: 1 100 nm‐ Wind: 50 kt headwind‐ Forecast icing condition on diversion: 80 min‐ Aircraft perf factor: 5 %For the determination of the ETOPS fuel requirement, the greatest fuel quantity of the two followingscenarios must be considered (the scenario Engine failure only is never limiting):1. Pressurization failure - One Engine Inoperative - 310 kt

‐ Determine the corrected wind for diversion taking into account the 5 % wind speed factor: 50 x1.05 = 52.5 kt

‐ Enter the following ETOPS fuel requirement graph: Refer to PRO-SPO-40A-60 ETOPS Fuelfrom Critical Point to Landing - One Engine Out - Cruise at 310ktDetermine the corresponding fuel consumption: 23 000 kg

‐ Determine the final ETOPS fuel requirement, sum of perf factor fuel, icing fuel and fueldetermined the step before:• Fuel for icing condition (Total anti-ice scenario is limiting): 2 % x 80 / 180 = 0.89 %• Fuel for perf factor: 5 %• Final ETOPS fuel requirement: 23 000 x 1.0089 x 1.05 = 24 365 kg

2. Pressurization failure - All Engines Operative - LRC speed‐ Determine the corrected wind for diversion taking into account the 5 % wind speed factor: 50 x

1.05 = 52.5 kt‐ Enter the following ETOPS fuel requirement graph: Refer to PRO-SPO-40A-60 ETOPS Fuel

from Critical Point to Landing - All Engines - Cruise at LRCDetermine the corresponding fuel consumption: 21 500 kg

‐ Determine the final ETOPS fuel requirement, sum of perf factor fuel, icing fuel and fueldetermined the step before:• Fuel for icing condition (total anti-ice scenario is limiting): 6 % x 80 / 180 = 2.67 %• Fuel for perf factor: 5 %


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OHY A330/A340 FLEET PRO-SPO-40A-60 P 23/26FCOM ← G → 25 NOV 11

• Final ETOPS fuel requirement: 21 500 x 1.0267 x 1.05 = 23 178 kg

The final ETOPS fuel requirement for this diversion is 24 365 kg. The limiting scenario is apressurization failure and One Engine Inoperative at a diversion speed of 310 kt.


OPERATING MANUAL



OHY A330/A340 FLEET PRO-SPO-40A-60 P 24/26FCOM ← G → 25 NOV 11

ETOPS FUEL REQUIREMENT FROM CRITICAL POINT TO LANDING - EXAMPLEIdent.: PRO-SPO-40A-60-00014017.0005001 / 22 NOV 11Applicable to: MSN 0072-0087, 0143

Assumptions:‐ Aircraft weight at critical point: 160 000 kg‐ Diversion speed: 310 kt‐ Diversion time: 180 min‐ Distance from Critical point to diversion airport: 1 100 nm‐ Wind: 50 kt headwind‐ Forecast icing condition on diversion: 80 min‐ Aircraft perf factor: 5 %For the determination of the ETOPS fuel requirement, the greatest fuel quantity of the two followingscenarios must be considered (the scenario Engine failure only is never limiting):1. Pressurization failure - One Engine Inoperative - 310 kt

‐ Determine the corrected wind for diversion taking into account the 5 % wind speed factor: 50 x1.05 = 52.5 kt

‐ Enter the following ETOPS fuel requirement graph: Refer to PRO-SPO-40A-60 ETOPS Fuelfrom Critical Point to Landing - One Engine Out - Cruise at 310ktDetermine the corresponding fuel consumption: 22 400 kg

‐ Determine the final ETOPS fuel requirement, sum of perf factor fuel, icing fuel and fueldetermined the step before:• Fuel for icing condition (Total anti-ice scenario is limiting): 2.5 % x 80 / 180 = 1.12 %• Fuel for perf factor: 5 %• Final ETOPS fuel requirement: 22 400 x 1.0112 x 1.05 = 23 784 kg

2. Pressurization failure - All Engines Operative - LRC speed‐ Determine the corrected wind for diversion taking into account the 5 % wind speed factor: 50 x

1.05 = 52.5 kt‐ Enter the following ETOPS fuel requirement graph: Refer to PRO-SPO-40A-60 ETOPS Fuel

from Critical Point to Landing - All Engines - Cruise at LRCDetermine the corresponding fuel consumption: 22 200 kg

‐ Determine the final ETOPS fuel requirement, sum of perf factor fuel, icing fuel and fueldetermined the step before:• Fuel for icing condition (total anti-ice scenario is limiting): 6 % x 80 / 180 = 2.67 %• Fuel for perf factor: 5 %


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OHY A330/A340 FLEET PRO-SPO-40A-60 P 25/26FCOM ← G 25 NOV 11

• Final ETOPS fuel requirement: 22 200 x 1.0267 x 1.05 = 23 933 kg

The final ETOPS fuel requirement for this diversion is 23 933 kg. The limiting scenario is apressurization failure and All Engines Operative at a diversion speed of LRC.


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