extended diversion times operation

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EDTO.1


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EDTO.2

Flight Operations Supervisory Oversight

• Manager Line Operations is responsible for EDTO

operational functions. Detailed supervisory and

organization details are recorded in the Line Operations

Policy and Procedures Manual.

• All operational feedback and questions relating to EDTO

operations should be addressed, in the first instance, to

Line Operations.

• The terms EDTO and ETOPS are synonymous and

interchangeable.


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EDTO.3

Extended Diversion Time Operations (EDTO)

• The following flights are considered as EDTO flights:

– Operations of a twin engined aircraft conducted over a route that

contains a point further than 60 minutes flying time in still air, at the

specified one engine inoperative cruising speed, from an adequate

airport.

– Operations in a four engined aircraft conducted over a route that

contains a point further than 180 minutes flying time in still air, at

the specified all engine operative cruising speed, from an adequate

airport.


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EDTO.4

Adequate Airport• An Adequate airport is an airport which has sufficient runway length

and taxiway availability for use by the aircraft type, is equipped with

the necessary ancillary services such as ATC, lighting and weather

reporting, at least one serviceable navigation aid or a suitable RNAV-

RNP/GPS (GNSS) approach and has adequate RFF.

• All airports in the aircraft library, except those specifically excluded

in the following table, have been assessed as adequate to support

EDTO.


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EDTO.6

EDTO Enroute Alternate Airport (ERA)

• An EDTO ERA is an Adequate airport where weather reports and

forecasts, or any combination thereof, indicates the ceiling and

visibility at the time of intended operation will be at or above the

landing minima and the crosswind at or below the aircraft and crewlimits. Additionally, the EDTO ERA shall have an ATC service and at

least one instrument approach procedure.

• The above criteria shall also be applied to the departure or

destination airport when it is used to support an EDTO route segment.


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EDTO.7

Rule Distance

• Rule Distance is used for flight planning and is calculated for each

aircraft type, at the one engine inoperative MMO/VMO speed, except

for the B777-300ER, where the speed is based on MMO/VMO - 10 KTS.

The resultant distance is the maximum distance the aircraft may be

operated from an Adequate airport.

• The Rule Distances for Cathay Pacific Airways aircraft are:

– B777 and A330 with RR Trent engine types

– 60 Minutes 434 NM


– 180 minutes 1272 NM


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EDTO.8

Rule Distance

• B777-300ER with GE115 engines


– 120 Minutes 880 NM – 180 Minutes 1313 NM


– 240 Minutes 1751 NM (Pending HKCAD approval)


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EDTO.9

Rule Distance

• B747-400F


• B747-400ERF – 195 Minutes 1649 NM (Pending HKCAD approval)

• B747-8F




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EDTO.10

Rule Time

• Rule Time is the maximum still air diversion time which

may be planned for a flight from an Adequate airport. The

approved times for the aircraft’s most limiting EDTO

significant system and most limiting cargo fire suppression

capability are considered when permitted Rule Times are

determined and authorised.



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EDTO.11

EDTO Route Segment(s)• An EDTO route segment is any segment (or segments) of a flight

where the aircraft is more than the equivalent of 60 or 180 minutes

Rule Distance (dependent of aircraft type) from an Adequate airport .

• An EDTO segment starts when the aircraft exceeds the equivalent of60 or 180 minutes Rule Distance (dependent of aircraft type) from an

Adequate airport and ceases when the aircraft is within the

equivalent of 60 or 180 minutes Rule Distance (dependent of aircraft

type) of another Adequate airport.

Note: 180 minute Rule Distance pending HKCAD approval.



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EDTO.12

Equi Time Point (ETP)• The ETP is a point on the route that is an equal flying time from two

ERAs.

Critical Fuel Point (CP)

• The Critical Point is the point on the aircraft route that is most critical

with regard to EDTO fuel requirements. It is normally, but not always,

the last enroute ETP.


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EDTO.13

Critical Fuel Scenario

• The most critical fuel scenario of either engine-inoperative or all engines

operating is assessed, based on the following scenarios occurring at the

Critical Point:

– Immediate descent:

all engines operating but pressurization failure at MMO/VMO to 10,000 FT

(B747/B777-300ER initially 14,000 FT for 3.5 hours, then 10,000 FT).

one engine failure and pressurization failure MMO/VMO to 10,000 FT

(B747/B777-300ER initially 14,000 FT for 3.5 hours, then 10,000 FT).

one engine failure at MMO/VMO to the engine inoperative stabilizing altitude.


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Critical Fuel Scenario• Continued cruise at the following speeds to the diversion

airport:

– all engines operating but pressurization failure; at LRC.

– one engine failure and pressurization failure; at VMO(B777-300ER at VMO - 10 KTS).

– one engine failure; at VMO

(B777-300ER at VMO - 10 KTS).

Note: Descent and Cruise Speeds are for EDTO Planning purposes only.

For EDTO policy refer to OM Part A.


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EDTO.15

Normal fuel policy applies with the following exceptions:• Sufficient fuel shall be carried to permit the loss of pressurization or an

engine failure, or both, at any point on the intended route and predicated

on the following:

– the flight shall be continued to the nearest suitable airport for landing;

– hold at 1500 FT AAL over the nearest suitable airport for 15 minutes;

and,

– initiate an approach and landing.

Refer ‘Diversion to an ERA’ Slides 21 and 22

An additive for icing conditions during a diversion shall be applied when icing

conditions are forecast. To satisfy this requirement, the Cathay Pacific flight

planning system uses a severe icing increment for all critical fuel calculations.


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EDTO.16

Prior to Dispatch

• The planning minima to be used for all airports which support the

EDTO segment of a route shall meet the criteria specified in Planning

Minima for Alternate Airports in OM Part A (alternate planning

minima for twin engined aircraft and landing minima for four engined

aircraft). Dispatch and in-flight requirements also apply to thedeparture airport and/or destination airport where they support an

EDTO route segment.

• Where a route is planned using a mixture of Rule Times, for example,

60 and 180 minutes, weather at airports where the 60 minute Rule

Time is applied shall be at or above landing minima at the time of

intended use.


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EDTO.17

Prior to Dispatch

• For twin engine EDTO any ERAs supporting an EDTO segment shall be

nominated on the CFP and ATS flight plan.

• Flight Dispatch will check NOTAM and weather for the selected airports to

ensure they meet the Planning requirements for an EDTO ERA. The

checking process will be annotated on the EDTO Planning Form and madeavailable to the operating crew as part of the flight documentation.

• Primary aircraft system redundancy appropriate to EDTO operation is

reflected in the Minimum Equipment List (MEL). Any MEL item which

affects EDTO capability will be recorded in the Aircraft Maintenance Log

(AML) as a PADD.


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EDTO.19

Flight Monitoring

• All EDTO flights shall be monitored by Flight Dispatch NOTAM Desk and IOC.

NOTAM and any other significant operational information affecting the flight,

including any relevant ERAs, will be transmitted to the aircraft via ACARS or

Satcom.

• Crew shall monitor en-route weather following dispatch of the aircraft. If

weather updates are not available through ATC or ATIS/HF VOLMET/ACARS,

crew are to seek assistance from IOC.

• A revised CFP may be sent to the aircraft via ACARS, if required.


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EDTO.20

Prior to the EDTO Entry Point

• Ensure the weather at the nominated ERA(s) remain above landing

minima.

• Should the weather at a selected ERA drop below landing minima prior to

entering the EDTO segment, another alternate shall be nominated that

satisfies the weather requirement within the rule distance. If this is not

possible, the flight must not enter the EDTO segment, theCommander/PIC shall decide whether to continue or if the fuel onboard

permits, reroute.

• As the flight progresses, ensure FM Fix Page (Boeing) or FIX INFO (Airbus)

functions are used to permit determination of direct tracks and distances

to ERAs, EDTO segment entry points, Critical Points and EDTO segmentexit points.

NOTE: On Boeing aircraft do not add waypoints on the FMS Legs pages to

avoid these waypoints being transmitted to ATC via CPDLC.


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EDTO.21

Flight In The EDTO Segment

• If weather conditions at an EDTO ERA deteriorate below landing minima, or

the EDTO ERA becomes unavailable for another reason, the

Commander/PIC shall attempt to select another suitable ERA to support the

route segment.

• The new EDTO ERA shall represent the best option available at the time. In

practice, the aircraft shall remain on its planned route and the closest

suitable ERA to the route determined, which may be the next, or previous,

planned ERA.

• Direct routing or re-routes provided by ATC shall be carefully considered to

ensure the aircraft remains within the applicable Rule Distance of an ERA at

all times.


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EDTO.22

Diversion to an ERA

• The FCOMs for Boeing and Airbus aircraft specify those procedures which

require the aircraft to ‘Land at the nearest suitable Airport’ or ‘LAND

ASAP’.

• The Commander has final responsibility for the safe continued flight of theaircraft and it is not realistic to direct a course of action appropriate for all

circumstances. Flight beyond the nearest suitable airport is only justifiable

by the Commander/PIC if all relevant safety factors have been fully

considered and the decision made in the interests of greater safety.


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EDTO.23

Diversion to an ERA

• Factors which shall be considered are: – The nature of the malfunction and possible mechanical difficulties

which may be encountered.

– Operational effect of an inoperative system or systems.

– Relative flight times to airports available for landing. – Flight time and distance to the airport selected for landing relative

to the EDTO approval limit.

– Altitude, aircraft weight and remaining useable fuel at the time ofsystem failure or malfunction.

– Weather conditions en-route and at any available ERA.

– Air Traffic Control limitations.

– En-route and selected ERA terrain.

– Crew familiarity with the airport.

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EDTO.24

Enroute Diversion Procedures

• Advise IOC of any diversion as soon as practicable.

• The MMO/VMO (B777-300ER at VMO-10 KTS) one engine inoperative

speed schedule is used solely to calculate the Rule Distances for flight

planning.

• The crew may adopt any diversion speed strategy they consider themost appropriate following assessment of the overall situation. There

is no requirement to complete a diversion within the Rule Times used

for flight planning purposes.

• Therefore, diverting to an ERA does not require use of MMO/VMO

(B777-300ER at VMO-10 KTS) derived speed schedule unless the

diversion is time critical, such as for a cargo fire, which would, in all

probability, require the crew to conduct the diversion at maximum

possible speed.

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EDTO.25

Verification Requirement

• When an EDTO capable aircraft has a defect which will prevent EDTO

operations, the AML will include a PADD entry, which will clearly

define the operating limitations.

• An EDTO verification flight may be required following the clearance of

certain defects, or significant engineering work on multiple aircraft

systems. The PADD can then be cleared from the AML.

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EDTO.26

Verification Process

• If a verification flight is required, a verification process is then

undertaken to return the aircraft to EDTO capable status.

• This process includes additional actions required prior to, during andafter flight, by Engineering, Flight Dispatch and the Flight Crew.

• Actions and requirements for EDTO Verification flights and APU In

Flight Start are detailed in OM-Part A.

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This form is used by


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EDTO.27

This form is used by

dispatch to ensure the flight

planning meets EDTO

requirements. Refer FOP

OM Part A

Selected EDTO ERA’s,

earliest and latest times of

potential use and that theweather and Notams have

been checked to confirm

suitability of use as an ERA.

Confirmation of aircraft

suitability for EDTO dispatch

The scheduled flights details

City pairs from Item 2, Rule

Time used and confirmation

of minima used for planning

Critical airport pairs Ref

Sector fuel summaries, Page

2 of the CFP

In this example no city pair is

fuel limited at the depress or

1 – Eng - INOP critical point

OM Part A EDTO

Definitions, Rule Distances

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EDTO.28

Differences From a Normal Flight Plan

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EDTO.29

Fuel required for

normal operation up tothe specified critical

point, suffer a failure,

descend and then

divert to either airfield

shown.

Fuel required at the

specified critical point

to carry out theappropriate diversion

with penalties, holding

and approach fuel

requirements.

Differences From a Normal Flight Plan

Minimum for EDTO

alternate planning

minima purposes.

Defines EDTO sector

Entry point (EEP) and

Exit point (EXP) by

latitude, longitude and

elapsed time after

take-off.

All EDTO sectors, as well as 1

engine inoperative and

depressurized sector critical

points.

EDTO Critical Fuel Point

Codes.

Defines the rule time in

use, in this case 180

MINUTES.

Refer Table on the next

slide

Estimated earliest and

latest time of arrival at

the nominated en route

airports - based on:

• STD +10mins

• 1 - ENG INOP

• Great Circle Track


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R t Pl t


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EDTO.31

EDTO Flight Details

Specified Rule Time Ring

CFP Track

EDTO Exit Point (EXP)

Enroute Alternate

60 Minute Ring

60 Minute Range Circle

180 Minute Range CircleGreat Circle Track

EDTO Entry Point (EEP)

EDTO Exit Point (EXP)

EDTO Entry Point (EEP)

CPA 830E/09OCT12 RT# 003

UTC Flight Date: 09OCT12

DPETPPID: EDTO180

Printed: 08OCT12 2307

Specified Rule Time

Route Plot

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EDTO.32

777-300ER Example

PASY EARLIEST ETA 0835U LATEST ETA 1337U

“PASY Earliest ETA” assumes:

• Normal flight from Hong Kong to the

first intersection of the planned routeand the 180 min range circle from

PASY (Position A) at the planned

altitude and speed.

A

• Engine failure at A

• 1 ENG INOP diversion direct to

PASY at EO altitude atMCT/VMO – 10KTS

“PASY Latest ETA” assumes:

• Normal flight from Hong

Kong to the second

intersection of the planned

route and the 180 min

range circle from PASY

(Position B) at the planned

altitude and speed.

B

• Engine Failure at B

• 1 ENG INOP diversion direct

to PASY at EO altitude at

MCT/VMO -10KTS.

0835U

1337U

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extended diversion times operation

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