Long Haul Fuel Requirements?

[Ralliart]

Hi,

I'm hoping some long haul drivers could answer a question in regards to the requirements for fuel when flying across the pond or ETOPS in general.

I've been reading various info, some saying 10% of trip fuel as reserve, some say 5% of total trip fuel as reserve.

I looked into JAR OPS 1 which talks about taxi fuel, trip fuel (+ 5 or 10%?), contingency fuel, alternate fuel, 15 minutes or so holding at 1500' etc.

Also I read somewhere if an alternate is not available or not required, 2 hours extra fuel is carried in lieu of?


Can anyone outline the general fuel requirements? (I don't been the generic Canadian IFR min fuel stuff)

Cheers

[Rockie]

This is a link to the 2007 edition of the Transport Canada ETOPS manual, chapter 3. The info you're looking for is in section 3.4.5 which includes CAR's references for generic IFR fuel requirements that still apply. CASS 725.25 also has some provisions for reduced enroute reserve fuel outside of domestic airspace if you meet all the requirements. Regulations are slightly different for 3 and 4 engine aircraft and can be found in the CAR's / CASS as well. If you follow the link backward you can download the entire manual for free in pdf format.

http://www.tc.gc.ca/civilaviation/publi ... 3/menu.htm

Happy reading.

[Speedbird Junior]

JAR Ops mandates:

Block fuel = taxy & trip
Diversion fuel to alternate
Contingency fuel = 5% trip fuel
Final reserve fuel = 30 mins holding at 1500' aal (for Jet a/c)

For remote operations, JAR refers to something called "Island reserve" whereby they assume your destination is so remote there is no viable alternate. For this you need to carry a minimum of 2 hours fuel based on cruise altitude conditions, and also some fairly comprehensive requirements regarding weather at destination (above mins for 2hrs before and 2hrs after?..can't recall)

[Longtimer]

From another forum
January 16, 2007
New regulation 14 CFR 121.646 requires that all airplanes flown in extended operations must carry an ETOPS fuel reserve suffcioent to allow flight to an ETOPS alternate airport in the event of these three scenarios:
-A rapid loss of cabin pressure at the most critical point followed by descent to a safe altitude as defined by oxygen availability
-A rapid loss of cabin pressure and a simultaneous engine failure at the most critical point followed by descent to a safe altitude as defined by oxygen availability
-An engine failure at at the most critical point and descent to OEI cruise altitude and diversion at OEI cruise speed

http://72.14.253.104/search?q=cache:yx0 ... =clnk&cd=1