getting to grips with aircraft performance 如何掌握飞机性能 2(30)

This procedure is similar to the Decision Point procedure, in case of an isolated destination airport. In this case, operators define a pre-determined point (see Figure I3).
A BC

F1 = taxiA + tripAC + 51% trip BC + additional (min 2 hours of normal cruise consumption) + extra F2 = taxiA +tripAE + 51% trip AE +additional (min 30 mnat 1500ftat holdingspeed) +extra
1 3% if an en route alternate exists
Figure I3: Pre-determined Point Procedure
1.1.6. ETOPS Procedure

To determine the amount of fuel, an ETOPS1 flight requires another condition for additional fuel (See Figure I4), to take into account the following critical scenarios:
.
Pressurization failure at the critical point.

.
Pressurization failure and engine failure at the critical point.

1 For more information, refer to the “ Getting to Grips with ETOPS” brochure.

If one of these critical scenarios occurs, the aircraft must be able to follow a particular procedure (see Figure I5) :
.
Descend to FL100

.
 Continue cruise

.
Descend to 1,500 feet when approaching the diversion airport

.
Hold for 15 minutes

.
Make a missed approach

.
Execute a normal second approach

.
 Land.

For an ETOPS flight, the minimum onboard fuel quantity must be the greatest of the standard fuel planning and of the sum of the following quantities:
. 
 Taxi fuel

.  
Trip fuel from departure to the critical point (with all engines operative)

.  
Trip fuel from the critical point to a suitable en route alternate airport, taking into account the critical scenarios

. 
 Reserves:

.
5% of trip fuel, to cover weather forecast errors

.
5% of trip fuel or demonstrated performance factor to cover aircraft performance deterioration

.
A percentage of trip fuel to cover icing conditions when necessary (depending on aircraft type)

.  
APU consumption if needed

.  
Fuel for a 15-minute holding at 1,500 feet

.  
Fuel for a missed approach

.  
Fuel for a second approach and landing.

1.2. Fuel Management
1.2.1. Minimum Fuel at Landing Airport

The in-flight remaining fuel must be sufficient to proceed to an airport where a safe landing can be made, with the final reserve fuel still remaining on landing.
This regulation applies to the destination airport, the destination alternate airport, as well as to any en route alternate airport.
Note: The Captain shall declare an emergency when:
Actual fuel on board ≤
 Final reserve
1.2.2. Minimum Fuel at Destination Airport
1.2.2.1. With a Destination Alternate Airport

The pilot must arrive over the destination with enough fuel to ensure flight
　
中国航空网 www.aero.cn
航空翻译 www.aviation.cn
本文链接地址：getting to grips with aircraft performance 如何掌握飞机性能 2(30)