ETOPSEXTENDED TWIN OPERATIONS

ETOPS (Extended Twin Operations)It is the acronym, created by ICAO (International Civil Aviation Organisation) to describe the operation of twin-engine aircraft over a route that contains a point further than one hours flying time, at the approved one engine inoperative cruise speed (under standard conditions and in still air), from an adequate airport. ETOPS regulations are applicable to routes over water as well as remote land areas.

EXTENDED RANGE OPERATIONS

Extended Range Operations are those flights conducted over a route that contains a point farther than one hour flying time at one engine inoperative cruise speed under standard conditions in still air from an adequate airport.

The 60 Minute RestrictionComplicates Flight Operations

TWIN ENGINE OPERATIONSThe operations of twin engine airplanes are governed by certain regulations to ensure that in the event of one propulsion system failure, or any primary airplane system failure, or a combination of the above, the remaining power (electrical, hydraulic, pneumatic) will continue to be available at levels necessary, to permit continuation of safe flight and safe landing at suitable airport.

RULES GOVERNING ETOPS ICAO Annex 6, Section 4.7.1.Unless the operation has been specifically approved by the State of the Operator, an aeroplane with two turbine power-units shall not be operated on a route where the flight time at single engine cruise speed to an adequate en-route alternate aerodrome exceeds a threshold established by the State. Attachment E of Annex 6 contains guidance material and suggests 60 minutes be utilized as a threshold.

RULES GOVERNING ETOPS(Contd) DGCA CAR, Section 2 - Airworthiness Series O, Part-VIII. Operators of twin-engined aircraft of AUW > 5,700 kgs cannot operate an aircraft beyond 60 minutes on single engine inoperative cruise speed. Any operation beyond 60 mins will require prior approval of DGCA and the segment of operations beyond 60 mins will be termed as Extended Twin Operations.

RELEVANT SECTIONS OF AIR INDIA OPERATIONS MANUALChapter 4 : Extended Range Operations (ETOPS/ER)Chapter 7.6 : clearance of flights under ETOPS Regulations.Chapter 7.24 : ETOPS MinimaPart D Volume III (b) of Air India Ops Manual is ETOPS Training Manual

RELEVANT SECTIONS OF AICL OPS MANUALChapter 4 : deals with ETOPS.Chapter 7-2.4 & 7-9 : deal with the ETOPS.AICL ETOPS Training Manual : Contains B737-800 ETOPS Training Manual.

ADEQUATE AIRPORT

An airport is considered "adequate" when it satisfies the aircraft performance requirements applicable at the expected landing weight. The local operational authorities must then acknowledge it.

The following considerations should be met at the expected time of use:Availability of the airport,Capability of ground operational assistance (ATC, meteorological and air information services offices, lighting etc.),Availability of nav-aids such as ILS, VOR, NDB (at least one let-down nav-aid must be available for an instrument approach),Airport category for rescue and fire fighting (ICAO Doc 9137-AN/898 Part 1).

ADEQUATE AIRPORT(Contd)The following criteria may also be considered:Capability of technical assistance,Capability of handling and catering (fuel, food, etc.),Ability to receive and accommodate the passengers.Other particular requirements applicable to the airlines.

SUITABLE AIRPORT

A suitable airport is an adequate airport with weather reports, or forecasts, or any combination thereof, indicating that the weather conditions are at or above operating minima, as specified in the operation specifications and the field condition reports indicate that a safe landing can be accomplished at the time of the intended operation.

SUITABLE AIRPORT(Contd)Available forecast should show the airport suitable for a period commencing one hour before the earliest expected time of arrival and ending one-hour after latest expected time of arrival. And during this time the forecast cross wind component including gusts for the landing runway expected to be used should be less than the maximum permitted cross wind for landing.

As suitability of the airport is decided prior to departure and due to the variability of weather with time, the enroute alternate weather minima for despatch should be higher than the normal landing minima.

DEFINITIONS Diversion / En-route Alternate Airport : A "diversion" airport, also called "en-route alternate" airport, is an adequate / suitable airport to which a diversion can be accomplished.

DEFINITIONS (Contd)Maximum Diversion Time : The maximum diversion time (75, 90, 120 or 180 mins) from an enroute alternate airport. It is granted by DGCA and is included in Air Indias operating specifications. It is only used for determining the area of operation, and therefore is not an operational time limitation for conducting a diversion, which has to cope with the prevailing weather conditions.

DEFINITIONS (Contd)Maximum Diversion Distance : It is the distance covered in still air and ISA (or delta ISA) conditions within the maximum diversion time at the selected one-engine-out diversion speed schedule and at the associated cruise altitude (including the descent from the initial cruise altitude to the diversion cruise altitude). It is used for dimensioning the area of operations.

DEFINITIONS (Contd)One-Engine-Out Diversion Speed : The one-engine-out diversion speed is a Mach/IAS speed combination where the Mach is selected at the beginning of the diversion descent down to the transition point where the Indicated Airspeed (IAS) takes over.

TAS at diversion flight level combined with maximum diversion time allowed, provides the maximum diversion distance.Agreed interpretation is to take benefit of descent (during which TAS is higher than during diversion cruise ) to increase maximum diversion distance - See FCOM TablesONE ENGINE OUT DIVERSION SPEED AND MAXIMUM DIVERSION DISTANCE

DEFINITIONS (Contd)ETOPS Area of Operation : The ETOPS area of operation is the area in which it is authorised to conduct a flight under ETOPS regulations and is defined by the maximum diversion distance from an adequate airport or set of adequate airports. It is represented by circles centred on the adequate airports, the radius of which is the defined maximum diversion distance.

DEFINITIONS (Contd)ETOPS Entry Point (EEP) : The ETOPS Entry Point is the point located on the aircraft's outbound route at one hour flying time, at the selected one-engine-out diversion speed schedule (in still air and ISA conditions), from the last adequate airport prior to entering the ETOPS segment. It marks the beginning of the ETOPS segment.

DEFINITIONS (Contd)ETOPS Segment : The ETOPS segment starts at the EEP and finishes when the route is back and remains within the 60-minute area from an adequate airport. An ETOPS route can contain several successive ETOPS segments well separated from each other.

DEFINITIONS (Contd) ETOPS Exit Point (EXP) : The point located on the aircrafts route, where the aircraft has been flying in an ETOPS segment, it enters an area of one hour flying time, at the selected one-engine out diversion speed schedule (in still air and ISA condition), to an adequate airport. It marks the end of that particular ETOPS segment.

DEFINITIONS (Contd)Equi-time Point (ETP): A point on the aircraft route which is located at the same flying time from two suitable diversion airports. Critical Point (CP) : The Critical Point is the point on the route, which is critical with regard to the ETOPS fuel requirements, if a diversion has to be initiated from that point.

ETOPS APPROVALICAO Annex 6, Section 4.7.2 specifies that the regulatory authority must ensure that the overall level of safety is met with respect to:Airworthiness type certification;Reliability of propulsion systems;Operators maintenance procedure;Operating practices;Flight despatch procedures;Crew training programmes.

ETOPS APPROVAL(Contd)ETOPS is a Two Step Process Manufacturer must get Type Design Approval for the airframe / engine combination.Airline operators must get Operational Approval to fly ETOPS.The approval, however, is not automatic.

ETOPS MINIMUMSA Suitable Airport must have forecast weather equal to or better than the higher of the following conditions :Two or more separate precision approach runways400 ft ceiling + 1600 mtrs visibility or200 ft ceiling + 800 mtrs visibility above minima *Single precision approach runway600 ft ceiling + 3200 mtrs visibility or400 ft ceiling + 1600 mtrs visibility above minima *Non Precision approach 800 ft ceiling + 3200 mtrs visibility or400 ft ceiling + 1600 mtrs visibility above minima *

*Lowest authorized landing minima for the approach

NOTE: However, in the event of an actual diversion, normal landing minima given in the Jeppesen weather minima section will be the deciding factor.

ETOPS DESPATCH WEATHER MINIMA

Ceiling (ft)

Visibility (m)

Precision approach

1 ILS/MLS

2 ILS/MLS

(separate runways)

DH + 400

DH + 200

max of - 3200

- PM+1600

max of - 1600

- PM+800

Non-precision

approach

max of - 800

- MDH + 400

max of - 3200

- PM+1600

Notes:

PM = published minima

DH = decision height

MDH= minimum descent height

Separate runways have no intersection.

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DIVERSION STRATEGIESSTANDARD STRATEGY

OBSTACLE CLEARANCE STRATEGY

FIXED SPEED STRATEGY

EFFECT OF SINGLE ENGINE SPEED SELECTION ON THE ETOPS AREA OF OPERATION

ETOPS FUEL REQUIREMENTS

Determine both, a standard and an ETOPS fuel plan. The higher of the two shall be the minimum required fuel for the flight.As per AI policy, consider the latest updated aircraft performance factor for correct fuel planning.

STANDARD FUEL PLANNING - NON ETOPS OPERATIONS

ETOPS FUEL PLANNING

For ETOPS operations, a specific ETOPS fuel planning - also called Critical Fuel Reserves in the regulations - should be established. The ETOPS fuel planning is split into two parts :a standard fuel scenario from the departure airport to the Critical Point (CP)critical fuel scenario from the CP to the diversion airport. The ETOPS critical fuel scenario is based on the separate study of two failure cases, occurring at the critical point, with their respective diversion profiles.

CRITICAL FUEL SCENARIO

This scenario is based on a failure case occurring at CP & requiring a diversion. This point is called critical because in terms of fuel planning, a diversion at this point is least desirable.

CRITICAL FUEL SCENARIO(Contd)The diversion profile is defined as :descent at a predetermined speed strategy (at MMo / VMo, with speedbrakes extended) to the required diversion FL, Diversion cruise at the predetermined speed (LRC for pressurisation failure & approved one engine out speed for engine failure/pressurisation failure combination),normal descent down to 1500 ft above the (enroute) alternate airport,15 min holding at this altitude,First approach (IFR) & go-around,Second approach (VFR) & landing.

FLIGHT PROFILE : PRESSURISATION FAILURE

FLIGHT PROFILE ENGINE FAILURE AND DEPRESSURISATION

FUEL RESERVES

- fuel burn-off from the CP to the (enroute) alternate airport (1500 ft overhead the airport),- 15 minutes holding at 1500 ft,-first (IFR) approach/Go-Around / second (VFR) approach,-5% of the above fuel burn-off, as contingency fuel,-5% fuel mileage penalty or a demonstrated performance factor,-effect of any CDL and /or MEL item,-effect of icing conditions being forecast.

FUEL RESERVES (Contd)Non-mandatory fuel provisions (recommended by AI): effect of a demonstrated performance factor for all standard and ETOPS fuel requirement computations, carriage of 2 - 3% contingency fuel from the departure to the CP, as dictated by the specific aspects of the route or AIs fuel policy, when computing the ETOPS critical fuel planning.

FLIGHT CREW PREPARATION

All flight crew must be familiar with

AI policy on ETOPS as given in Ops Manual,

ETOPS Training Manual,

Procedures published in FCOM. (Cross reference tables have been short listed in the ETOPS Training Manual Flight Crew Procedures).

FLIGHT CREW PREPARATION(Contd)The following must be reviewed with the flight despatcher:

NOTAMs for departure, destination, destination alternate and ETOPS en-route alternate airports,MetMet forecast and reports for the above airports,Enroute wind and temp forecast at cruising level and at FL 100,Ensure en-route alternate suitability as given below:ETOPS weather minimums as per ETOPS alternates and Minima listEnsure period of validityEarliest ETA minus 1 hourLatest ETA plus 1 hour

FLIGHT CREW PREPARATION(Contd)ATC flight plan (enroute ETOPS Alternate to be specified),Computerised Flight PlanAny particular diversion strategy specific to the route (minimum time, obstacle clearance, next best route or flight levels etc.),Navigation and plotting charts with ETOPS relevant information,Any other documents as per Air India practices.

FLIGHT CREW PREPARATION(Contd)

Flight crew should note that there are additional MEL restrictions for ETOPS Operations (PIC has the authority to refuse ETOPS sector based on MEL).

ADDITIONAL PROCEDURSCockpit PreparationAdditional system / critical systems checksFMS Preparation (Contd)Recommended that FMS check is carried out by both the crew members.Particular attention be given to wpts that are not defined in the FMS data base.

AFTER ENGINE START PROCEDURESIn case of additional failures at this stage, not covered earlier in MEL entries, proceed as per companys policy. At this point MEL ETOPS restrictions must be observed.

As soon as the aircraft starts moving under its own thrust, the flight is considered to have commenced. This means that the MEL does not apply any longer. However, the decision to depart with a failure condition is left to the PIC, who may decide for operational or even economical reasons to repair the aircraft at the departure airport.

NOTE. For an ETOPS flight, as for a normal flight, the MEL does not apply once the aircraft is airborne

IN-FLIGHT ETOPS PROCEDURESGeneral:Maintain awareness of any system failure and its impact on ETOPS sector.Monitor fuel with critical fuel scenario in mind.For ETOPS flight, as for normal flight, Non-normal procedures are performed using the standard non-normal checklist.

IN-FLIGHT ETOPS PROCEDURES (Contd)Weather UpdateBefore ETOPS Entry Point (EEP) Obtain weather forecasts & reports for en-route alternates. Forecasts at ETAs at alternate airports must be higher than the normal minima. (ETOPS dispatch minima do not apply when airborne. If weather forecasts are lower than the normal minima then re-routing or a turn-back is required if no route at the authorised distance from an enroute alternate airport can be used).

IN-FLIGHT ETOPS PROCEDURES (Contd)Weather Update (Contd)After ETOPS Entry Point (EEP) Continue to update on weather forecasts and reports for ETOPS en-route alternates. No requirement to modify the normal course of flight if weather degrades below normal minima. As per normal flight, continue to update yourself on weather at destination and destination alternate.

IN-FLIGHT ETOPS PROCEDURES (Contd)FUEL MONITORING : Procedure remains same as for normal flight, even though ETOPS fuel planning is the limiting factor.Note : If the estimated FOB at the CP is lower than the fuel required by the critical fuel scenario, there is no requirement to make a diversion, provided the estimated fuel at destination is above the minimum required to divert to the destination alternate. However, if the CP is regularly overflown with a FOB lower than the fuel required by the critical fuel scenario, the appropriate corrective actions need to be taken.

IN-FLIGHT ETOPS PROCEDURES (Contd)SPECIAL ETOPS REQUIREMENTS : It is the PIC's responsibility not to accept an ATC clearance that would take the airplane outside the approved diversion time or diversion distance.

INFLIGHT DIVERSIONConducting a Diversion : Irrespective of one-engine inoperative speed schedule assumed in the determination of the area of operation, the crew is free to adopt the strategy considered most appropriate after assessing the overall situation. (It means that in conducting the diversion, the application of the pre-planned speed strategy is not mandatory).

INFLIGHT DIVERSION (Contd)The use of these strategies is at the discretion of the crew. As a guideline, the considerations are as follows:Standard strategy will give the best fuel burn-off but diversion time required is maximum.Obstacle strategy should be used until clear of all obstacles.In Fixed Speed Strategy, time and fuel required will depend upon the selected speed under prevailing conditions.

ETOPS (AS SEEN BY PASSENGERS)

EnginesTurn Or Passengers Swim

THANK YOU FOR YOUR ATTENTION !