ETOPS FUEL REQUIREMENT (PIA)

Last Updated: 4th May 2013

ETOPS FUEL REQUIREMENT

Min required block fuel for an ETOPS flight is the highest of the following fuel requirements:
o

Standard fuel planning.

ETOPS fuel planning (considering expected met conditions along the considered routes).

Application of latest APD (aircraft performance deterioration) factor is mandatory or a blanket 5% degradation
factor is to be applied.

STANDARD FUEL PLANNING

Sum of the following constitutes the block fuel, which should be corrected by the relevant performance factor.

Taxi-fuel

Trip fuel

Contingency fuel

Alternate fuel

Holding fuel

Any stored fuel

Discretionary fuel, if any

ETOPS FUEL PLANNING

The ETOPS fuel planning is split into two parts:

Standard Fuel Scenario from the departure airport to the Critical Point (CP).

Critical Fuel Scenario from the CP to the diversion airport.

CRITICAL FUEL SCENARIO

Based on failures occurring at CP (engine failure / depressurization as explained next) requiring a diversion.
Point of occurrence is critical since in terms of fuel planning a diversion at this point is the least favorable.
The diversion profile is:
o

Descent at a pre-determined speed to the required diversion flight level.

Diversion cruise at a pre-determined speed.

Normal descent to 1500ft above the diversion airport.

30 min holding at this altitude.

First approach (IFR) and go-around.

Second approach (VFR) and landing.

Calculate the required block fuel for each failure case along with ETOPS Critical Fuel Reserves.
Scenario resulting in the highest fuel requirement is referred to as the ETOPS critical fuel scenario.
Associated block fuel requirement is referred to as the ETOPS critical fuel.

FAILURE CASES
Two failure cases should be reviewed as follows:
Aircraft Depressurization:
o

Emergency descent (VMO/MMO, speed-brakes extended) to FL 100 or MORA whichever is higher.

Flight above FL100 may be desired or required (e.g. obstacles). This is allowed if the aircraft
is equipped with supplemental oxygen (for the maximum diversion time) for the flight crew
and a required percentage of passengers in accordance with applicable regulatory
requirements. In this case the diversion cruise may be allowed at a level up to FL 140.

Diversion cruise performed at LRC speed.

Aircraft Depressurization and Engine Failure:

o

Emergency descent (VMO/MMO, speed brakes extended) to FL 100 or MORA whichever is higher.
Cruise above FL 100 is allowed with supplemental oxygen as mentioned above.

Diversion cruise at the speed schedule adopted for the determination of the area of operation.

ETOPS CRITICAL FUEL RESERVES

ETOPS regulations require the addition of specific fuel reserves to ETOPS diversion fuel. Diversion fuel shall include:

Fuel from CP to diversion airport (1500ft overhead the airport).

5% Contingency.
Aircraft performance deterioration (APD) factor.
30 min holding at 1500ft (at min maneuvering speed).
First (IFR) approach and go around.
Second (VFR) approach.
MEL / CDL Penalty.
For forecasted icing conditions:
o

1.3% for Nacelle / Wing Anti ice system.

3% for moderate ice accretion on unheated surface (diversion period only).

6% for severe ice accretion on unheated surface (diversion period only).

For PIA 120/180 min operations (regardless of icing forecast) a constant fuel provision of 5% is used.

APU fuel consumption, if required as a power source.

SUMMARY
The fuel factors to be considered for standard and ETOPS fuel plans (before and after the CP) are summarized below:

ETOPS Fuel Planning

Fuel Factors

Standard Fuel Planning

Departure to CP

CP to Diversion

Performance Factor
Contingency Fuel
Effect of MEL
Effect of Nacelle/Wing Anti Ice
Effect of Ice Accretion

ETOPS critical fuel planning is from departure to CP and then from the CP to the diversion airport.
Standard fuel planning is from the departure to destination and destination alternate, computed in accordance
with the company fuel policy and applicable operational requirements.
Comparison of ETOPS critical fuel planning must be done with the standard fuel planning.
Consider the highest of both fuel requirements as the required block fuel for the flight.

FUEL MONITORING
No requirements to reach the CP with FOB equal to the fuel required by the critical fuel scenario.
CP should not be considered as a re-clearance point.
If estimated FOB at CP will be lower than the fuel required by the critical fuel scenario, do not divert.
However estimated FOD should be above the minimum required to divert to the destination alternate.
If CP is regularly over flown with a FOB lower than the fuel required by the critical fuel scenario, then appropriate
corrective actions should be taken.
Corrective actions relate to procedures involved in calculating the required fuel at dispatch (i.e. increase
performance factor, route reserves, etc).

----------------------------------------------------------------------------------------------------------------------------------------------------------------Disclaimer: "ETOPS Fuel Requirement (PIA)" are personal notes of the undersigned that do not sanction any pilot to
violate his/her company's standard operating procedures or ignore the original documents. These notes may or may not
be updated in future.