Procedures Additional MRJT 8

ETOPS – CAP 697 MRJT1

CAP 697, Pages 72 to 75

CAP 697 Figures 4.7.1a & 1b provide the CRITICAL FUEL RESERVE (LRC) for ONE ENGINE INOPERATIVE and ALL ENGINES OPERATIVE at the Critical Point. If this fuel reserve is greater than the planned fuel at this point, the fuel load must be increased accordingly. Both graphs are based on the following common parameters:

•Pressurization failure

•Emergency descent to 10 000 ft. Level cruise at 10 000 ft

•250 KIAS descent to 1500 ft over the airfield

•15 minutes hold at 1500 ft. One missed approach, approach and land

•5% allowance for wind errors

The One Engine Inoperative graph also includes Auxiliary Power Unit (APU) fuel burn. Thus, this is the worst case scenario (engine and pressurization failure) which requires the APU to be started in flight in order to compensate, in part, for the loss of the power plant to provide essential electrics and pneumatics (e.g. air conditioning).

Note the corrections, beneath each graph, for:

•Temperatures hotter than ISA.

•Icing conditions.

Example 1

An aircraft at a weight of 48 000 kg suffers an engine and pressurization failure simultaneously. The forecast conditions at FL100 are +5°C and a 50 kt headwind for the 850 NM distance from the CP to the diversion airfield. Calculate the LRC Critical Fuel Reserve needed.

Example 2

Use the same details above, assuming pressurization failure only.

Example 3

An aircraft at a weight of 50 000 kg has an engine and pressurization failure simultaneously. The forecast is icing conditions at FL100, -15°C and a 60 kt tailwind and for the 750 NM distance from the CP to the diversion airfield. Calculate the LRC Critical Fuel Reserve needed.

Example 4

Use the same details above, assuming pressurization failure only.

Answers to Examples 1-4 on page 121

Area of Operation - Diversion Distance

CAP 697 Figure 4.7.2

The area of operation is defined as the region within which the operator is authorized to conduct ETOPS. The distance to the diversion airfield from any point along the route must be flown within the approved time using the single-engine cruise speed, assuming still air and ISA conditions.

The maximum diversion distance used to establish the area of operation may be obtained from this chart.

Method:

Enter the chart with the appropriate speed and weight at the point of diversion. Select the appropriate time.

Read off the maximum diversion distance.

Example 5

Fill in the diversion distances to a diversion airfield from any point on track, given the following table of speeds, weights and approved times:

Answer to Example 5 on page 121

MRJT Additional Procedures 8

Procedures Additional MRJT 8

In-flight Diversion (LRC) - One Engine Inoperative

Refer to CAP 697 Figure 4.7.3

This graph is a simple method of determining the fuel required and time for the flight from a diversion point to a selected alternate. It is based upon one engine inoperative and NO pressurization failure, with the aircraft drifting down to cruise at its selected level.

Example 6

The one-engine-inoperative, LRC, diversion distance to the alternate is 940 NM at a weight of 60 000 kg; wind component 50 kt head, cruise FL260 and ISA Dev. +20°C. Determine the fuel required and diversion time.

Enter the graph with the diversion distance, move vertically to the WIND REF LINE and follow the curved flow lines to the value 50 Head.

From this position go vertically to the PRESSURE ALTITUDE 1000 ft slope of 26 and move horizontally to the WEIGHT AT POINT OF DIVERSION REF LINE.

Follow the curved flow lines to intercept the 60 000 kg value and from here go horizontally to extract the FUEL REQUIRED .................... kg.

Return to the intersection of the vertical distance/wind line with the PRESSURE ALTITUDE.

1000 ft slope of 26 and continue vertically to intercept the second PRESSURE ALTITUDE.

1000 ft slope of 26 and move horizontally to the ISA DEV (°C) REF LINE.

(Note: The solid line = 6000 ft, the dashed line = 26 000 ft, therefore, interpolation is required).

Example 7

The One-engine-inoperative, LRC diversion distance to the alternate is 400 NM at a weight of 60 000 kg; wind component 100 kt tail, cruise FL60 and ISA Dev. +10°C. Determine the fuel required and diversion time.

Example 8

Given: Distance from CP to diversion 800 NM, wind component 25 head, weight at CP 55 000 kg. Calculate:

• The fuel required for an engine and pressurization failure diversion; outside air temperature

Answers to Examples 6-8 on page 121

Non-normal Operations

CAP 697 MRJT1 Figure 4.6.1

The references are for “Gear Down” Ferry Flight with all engines operating at 220 KIAS; climb and descent fuel and time are included.

Example 9

Calculate the trip time and fuel required for a Gear Down Ferry Flight from the following:

Example 10.

Calculate the trip time and fuel required for a Gear Down Ferry Flight from the following:

Answers to Examples 9 & 10 on page 121

MRJT Additional Procedures 8