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PREFACE
A320-232 & A321-232 aircraft have the Type Design
Certification to undertake ETOPS operations. DGCA approval
has been obtained for conduct of ETOPS flights using A320 &
A321 aircraft as per registration numbers & routes as
enumerated in Kingfisher AOP Number S 12.
This manual provides procedures for ETOPS based on
provisions in CAR Section 2- Airworthiness Series ‘O’. Part VIII
issue I, dated 11/08/1999 along with FAA Advisory Circular
AC120-42B and EASA AMC 20-6 for ETOPS operations.
The manual is to be used as a guide for company procedures.
Pilots are advised to be abreast with latest
developments/regulations on the subject and of any changes
thereof.
Certain details inserted in the manual are for illustrative
purpose only. These are subject to change during actual
operations (e.g. ATS route, Computerized Flight Plan etc)
In case of variation between contents of this manual and
provisions of OEM documents (such as AFM, FCOM) or
regulatory documents on the subject, the provisions contained
in the latter will apply.
Capt Ron Nagar
Sr. Vice President
Flight Operations & Training
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1.0 List of Effective pages
Section Title Page Ver Date
0.0 Preface 01 3.0 20 Apr 10
1.0 LEP 3 3.0 20 Apr 10
1.1 Record of Amendments 4 3.0 20 Apr 10
1.2 DGCA Approval 5 3.0 20 Apr 10
1.3 AOP Extract 6 3.0 20 Apr 10
2.0 Additional abbreviations 7-8 3.0 20 Apr 10
3.0 Introduction 9 3.0 20 Apr 10
4.0 Training Syllabus 11-12 3.0 20 Apr 10
5.0 Glossary of Terms 13-16 3.0 20 Apr 10
6.0 ETOPS Weather minima 17 3.0 20 Apr 10
7.0 ETOPS Approval 18 3.0 20 Apr 10
8.0
Airport wise ETOPS
minima/ HF VOLMET
frequencies
19 3.0 20 Apr 10
9.0 Dispatch Procedure 21 3.0 20 Apr 10
10.0 ETOPS Fuel
Requirements 22 3.0 20 Apr 10
11.0 Diversion Strategy 23-25 3.0 20 Apr 10
12.0 Flight Crew Procedure 26-30 3.0 20 Apr 10
13.0 Dispatch Related Cockpit Procedures
31 3.0 20 Apr 10
14.0 Calculation of ETP 32-33 3.0 20 Apr 10
15.0 Extract from FCOM 34 3.0 20 Apr 10
16.0 ETOPS Pilot Guide 35 3.0 20 Apr 10
17.0 List of FCOM Cross-Reference Tables
36 3.0 20 Apr 10
18.0 Example of ETOPS CFP 37-40 3.0 20 Apr 10
19.0 ETOP Alternates Combinations & Impact
41 3.0 20 Apr 10
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1.1 Record of Amendments
PAGE NO.
EFFECTIVE DATE
AMENDED BY
SIGNATURE
Note:
1. Handwritten revisions are not permitted.
2. Changes will be annotated by a vertical line on the left side
of the amended text.
3. Temporary revisions will be issued under authority of SVP
Flight Operations & Training. These are to be inserted after
page 05 & before Contents page.
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1.2 DGCA Approval
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1.3 AOP Extract
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2.0 List of Additional abbreviations A ACJ Advisory Circular Joint
ACMS Aircraft Condition Monitoring System
AD Airworthiness Directive
ADD Aircraft Deferred Defect
AIR Aircraft Inspection Report
AMC Acceptable Means of Compliance
AMM Aircraft Maintenance Manual
AOC Air Operator Certificate (AOC Holder)
ARS Airworthiness Review Sheet
B BMC Bleed Air Monitoring Computer
C CAP Civil Aviation Publication
CMP Configuration, Maintenance, Procedures
(ETOPS CMP Doc)
CMS Centralized Maintenance System
COI Carry Over Item
E EIS Entry Into Service
EMPM ETOPS Maintenance Procedure Manual
ETCL ETOPS Technical Concession List
F FORDRS Flight Operational and Reliability Data
Retrieval
G GAI General Acceptable means of compliance/Interpretative and explanatory material
H HIL Hold Item List
I IEM Interpretative And Explanatory Material
IFSD In-Flight Shut Down
IL Information Leaflet
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L LAF Load Alleviation Function
LCL Line Check List
M MAN Maintenance Advisory Notice
MRIU Maintenance and Recording Interface Unit
MTBF Mean Time Between Failure
MTBR Mean Time Between Removal
MTOP Maintenance Task Operating Plan
N NTO No Technical Objections
O OBRM On Board Replaceable Unit
OCM Oil Consumption Monitoring
O.R Operational Reliability
P PCM Program Certification Manager
PIREPS Pilot Reports
P/N Part Number
PPIPC Power plant Illustrated Parts Catalog
R RTB Reliability Tracking Board
S SB Service Bulletin
SFE Seller Furnished Equipment
SSA System Safety Assessment
T TCDS Type Certificate Data Sheet
TDD Airbus Technical Design Directives
TIR Technical Incident Report
TFU Technical Follow-Up sheet
TSM Trouble Shooting Manual
V VSB Vendor Service Bulletin
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3.0 Introduction
Extended Range Twin engine Operation (ETOPS) are
procedures adopted by twin engine aeroplanes to operate
over a route that contains a point farther than one hour flying time at the normal one-engine inoperative cruise speed (in
still air) from an adequate airport. These requirements are
applicable to routes over water as well as remote areas over
land.
This manual provides procedures for ETOPS based on
provisions in CAR Section 2- Airworthiness Series ‘O’. Part VIII
issue I, dated 11/08/1999 along with FAA Advisory Circular
No. AC120-42B and EASA ETOPS Rules as contained in EASA AMC 20-6 for ETOPS operations.
Salient aspects of CAR that are mandatory prior to conduct of
ETOPS are as follows:
The operator’s overall safety record
Flight crew training
Dispatch training Maintenance training
Maintenance programme
Propulsion system reliability Continued Airworthiness Program
Continuing Surveillance
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4.0 ETOPS TRAINING SYLLABUS
4.0.1 TECHNICAL SYLLABUS
1. Introduction
2. ETOPS-MEL
3. Cockpit Preparation
4. Pre-flight Check
5. In-flight Abnormal Procedure
6. Emergency Procedure
4.0.2 PERFORMANCE SYLLABUS
1. Definitions & Explanation of Circulars
2. Extended Range Operations Threshold
3. ETOPS Approval
a. Type design approval b. Continuing airworthiness
c. Operational approval
d. Continuing surveillance 4. ETOPS routes approved for A320/321
5. Engine out 6. Pressurization failure
7. Engine and Pressurization failure
8. Exercises on AOM for ETOPS approved minima
4.0.3 STANDARD ETOPS TRAINING
Initial training for flight crew and dispatchers:
Kingfisher Airlines will provide comprehensive training
containing academic knowledge and practical application on ETOPS. Emphasis will be laid on understanding the operating
constraints in an ETOPS environment.
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4.0.4 Ground Training
The training will include Class room training session
comprising of one day for flight crew for a minimum period of 8 hours. The same will be applicable to flight dispatchers also.
4.0.5 Line Training
Line training will comprise one leg in an operating seat with a
training captain on an ETOPS segment.
4.0.6 Recurrent Training
Recurrent training will comprise of:
a. Discussion on ETOPS & practice on simulator
during IR/LR, LR; or
b. One sector route check every year with a training captain on actual aircraft which can be
combined with license renewal route check.
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5.0 Glossary of Terms
ETOPS: (Extended Range Operations with Two Turbine
Engines). Extended Range Operations are those intended to be
conducted over a route that contains a point more than 60
minutes from an adequate airport at the selected one-engine-
inoperative speed in still air and ISA (or prevailing delta ISA)
conditions.
ADEQUATE AIRPORT: An airport which satisfies the aircraft performance requirements applicable at the expected landing
weight, and sufficiently equipped to be safely used. Additional
Factors mandatory for selection of adequate airport are:
A published Instrument Approach.
Runway threshold lights and side lights.
Category of rescue & fire fighting
SUITABLE AIRPORT An adequate airport is considered
SUITABLE when:
Weather forecast is better than ETOPS required
Dispatch weather minima for defined time period;
The airport is, and will remain available for that
time period as per applicable NOTAMS (i.e. there
is no reduction in runway availability, ground
services, approach aids etc);
Runway conditions and surface cross wind
forecast are within laid down limits for single
engine ops.
AIRCRAFT REFERENCE WEIGHT: The highest of the
estimated gross weight at the Critical Point, considering take off at maximum takeoff weight and standard speed schedule,
in still air and ISA (or ISA deviation) conditions.
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ONE ENGINE OUT DIVERSION SPEED: It is the one-engine-
out speed that has been considered as diversion speed for:
Establishing the area of operation
Calculating the single-engine fuel planning
Ensuring the net flight path clears enroute
obstacles with the regulatory margin.
For Kingfisher fleet following speeds has been selected
MCT/320 kt IAS
THRESHOLD TIME: It is maximum diversion time established
by the State (60 Minutes) on single engine in still air and ISA
conditions within which there shall be an adequate airport
from every point on a route for normal operations.
MAXIMUM DIVERSION TIME: This is the maximum flying time authorized from any point on the route to the nearest
adequate airport for landing. It is not an operational time
limitation for conducting a diversion. The actual diversion time
may be effected by other factors such as weather conditions.
MAXIMUM DIVERSION DISTANCE: The Maximum Diversion Distance is the distance covered in Still Air and ISA
(or Prevailing 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).
A320/A321 fleet has been approved by DGCA for 120 Minutes
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KINGFISHER has used following values for Maximum
Diversion Distance:
AIRCRAFT
GROSS
REF WT
(KG)
MIN
FL
TIME
(MINUTES)
DIST
(NM)
A320-232
IAE V2527-A5 67,800 100 120 796
A321-232
IAE V2530-A5 81,600 100 120 778
ETOPS AREA OF OPERATION: This is the area in which it
is authorized to conduct a flight under ETOPS regulations and is defined by the Maximum Diversion Distance from an
adequate Airport or sets of Adequate Airports.
ETOPS ENTRY POINT (EEP): This is 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.
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ETOPS EXIT POINT (EXP): This is 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 first adequate airport towards
destination.
EQUITIME POINT (ETP): An Equitime Point is a point on the
aircraft route which is located at the same flying time from
two suitable airports.
CRITICAL POINT (CP): The point on the route, which is
critical with regard to ETOPS fuel requirements if a diversion
has to be initiated from this point.
PRE-DISPATCH: Pre-dispatch refers to the time the crew
leaves Terminal Aircraft after collecting papers for the aircraft.
TEMPO – Applicability: The adequate diversion airport is to
be considered as ‘NOT SUITABLE’ when visibility under TEMPO
is below ETOPS weather minima due to conditions of Fog (FG),
Mist (BR) or Haze (HZ)
In all other cases of conditions, the airport is to be considered
as ‘Suitable’ for filing as ETOPS alternate during pre-flight
dispatch stage.
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6. ETOPS Weather Minima
AIRPORT
EQUIPMENT CEILING (FT) VIS (M)
At least one
operational Nav aid
(Precision/NPA)
400 ft + published
Minima
1500 m +
published Minima
Weather minima for airports equipped with precision or non-
precision approaches on TWO separate RWYs
At least two
operational Nav
Aids
(Precision/NPA) on two separate RWYs
200 ft + published
Minima
800 m +
published Minima
Note: Threshold distance used by Kingfisher Airlines (60
minutes still air range at MCT/320 kt, Ref Gross weight 70 T &
FL 140) is 408 nm
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7.0 ETOPS APPROVAL
The Following sector is approved for ETOPS
Mumbai- Singapore – Mumbai
Bangalore – Dubai - Bangalore
Example of Route Map
ATS ROUTES
VABB BIXOR4 AGELA N571 GUNIP R467 VKL A464 ARAMA
BOBA1A WSSS
WSSS VJR8B VJR B466 GUNIP N571 AGELA MOLG1C VABB
ETOPS Alternates
West side of Bay of Bengal East side of Bay of Bengal
Chennai, Bangalore, Colombo,
Hyderabad or Mumbai
Medan, Penang, Phuket, Kuala
Lumpur, Singapore
Many combinations are possible. Details in Annexure – 1.
Bangalore-Dubai-Bangalore
Cochin, Karachi, Muscat
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8.0 Airport wise ETOPS minima/ HF VOLMET frequencies
ETOPS DISPATCH MINIMA
PROC
PRECISION APPROACH
PROC NPA
DA(DH)ft VIS(m) MDA(MDH)ft VIS(m)
Abu Dhabi ILS 31R 547(475) 1700 VOR 13L 740(652) 2800
Bangalore ILS 09 3605(604) 2300 VOR 09 4020(1003) 4300
Bangkok ILS 19R 405(400) 1600 LOC 19R 740(635) 3200
Chennai ILS 25 750(698) 2400 VOR 25 1210(1158) 5500
Colombo ILS 22 665(636) 2300 VORDME 22 940(911) 3500
Dubai ILS 30L 459(400) 1600 VORDME 12L 1160(1150) 4800
Hyderabad ILS 27 2625(601) 2300 VOR 09 2830(861) 3500
Kuala Lumpur
ILSDME 32R
470(400) 1600 32R LOCDME 1060(990) 4400
Mumbai ILS 09 670(655) 2400 VOR 27 1420(1398) 6300
Muscat ILS 08 657(609) 2300 VORDME 08 850(802) 3500
Penang ILS 04 700(690) 2400 VORDME 22 1470(1340) 6300
Phuket ILS 27 940(858) 3700 VOR Y 27 1480(1398) 6300
Sharjah ILS 30 711(600) 2300 VOR 30 920(824) 3500
Singapore ILS 02L 422(400) 1600 VORDME 20C 780(765) 3200
8.0.1 HF VOLMET Frequencies
Station Ident Frequencies Period Broadcasts
Bangkok
Phuket
Kuala
Lumpur
Rayong Chennai
Yangon
Bangkok
Radio
6676 KHz 11387
KHz
2965 KHz
H24
H + 10 to
15
&
H + 40 to 45
Singapore
Kuala Lumpur
Penang
Sepang
Singapore
(Changi)
Radio
6676 KHz
11387
KHz
H24
H + 20 to
25
&
H + 50 to
55
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9.0 Dispatch Procedure
9.0.1 Additional Protocol for ETOPS planning:
i. Minimum ETOP Segment; ii. Preference for Indian over foreign stations;
iii. Availability of KFR facilities either on station or in vicinity;
iv. There are cases where ETOP route requirement is met by single ETOP Alternate:
a. Efforts shall be made to give 2 ETOP
alternates, if possible, not with standing
with stipulation in i, ii & iii;
b. Only if 2 ETOP alternates are not
possible, that the flight shall be dispatched with 1-ETOP alternate;
v. ETOPS MEL requirements must be met.
Note: SABRE FP System’s logic does not permit an ETOP CFP to be generated without meeting ETOP range
requirement.
9.0.2 In-flight Assistance
i. Advise crew prior EEP through ACARS free text
message of any degradation of any of ETOP alternates (like runway not being available or
weather being below AOM); ii. Warn crew through ACARS message if any
nominated ETOP alternate gets degraded, with
possible suggestions;
iii. In scenario ii, if no ACK message is received
from Flight, initiate a SATCOM call; iv. In case of diversion:
a. Inform handling agent; b. Inform any other KFR personnel based at
that station;
c. Monitor ACARS for any further assistance
that flight may require;
d. Start process of aircraft recovery.
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10.0 ETOPS FUEL REQUIREMENTS
ETOPS fuel requirements are based on the most critical
scenario in the event of diversion enroute at any point.
Diversion fuel
This includes the following:
Fuel burn-off from C.P. to diversion airport;
15 minutes holding at Green Dot speed;
First (IFR) approach/Go-Around/second (VFR)
approach;
5% of the above as contingency fuel;
5% fuel mileage penalty / Performance Factor;
Effect of any CDL and/or MEL item;
If Icing conditions are forecast, then include
fuel required for wing & nacelle AI ON
Effect of ice accretion on unheated surfaces
Icing conditions forecast
This is determined using the 700 hPa (FL100) temperature forecast to determine the icing area bounded by temperatures
ranging from Zero to -20° C
Effect of Ice accretion on unheated surfaces
Fuel provision factor is a percentage equal to three times the forecast exposure time in hours. For example, if forecast
exposure time is 02 hours, the fuel provision factor is 06%. This is over & above the fuel required for WAI & NAI.
Note: APU fuel is to be considered (APU GEN ON, APU BLEED
OFF) if used as a power source.
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11.0 DIVERSION STRATEGY
Diversion during ETOPS can be classified into four categories,
as follows:
i. Loss of MNPS capability, before entering MNPS
area.
ii. Weather minima at diversion airport(s) going below the company/crew en-route minima,
before reaching the ETOPS Entry Point, or diversion airport(s) becoming unsuitable.
iii. Failure cases requiring a diversion to the nearest
airport. (LAND ASAP message on ECAM and/or in QRH)
iv. Failure cases resulting in increased fuel consumption, exceeding the available fuel
reserves.
Single Engine Operation
Aircraft Type 320/321
Descent M0.78/320 Kt
Cruise MCT/320 Kt
This speed scheduled has been used for:
Establishing the area of operation
Calculating the diversion fuel requirements for
single-engine ETOPS fuel scenario
Demonstrating the applicable obstacle clearance
requirements (net flight path and net ceiling).
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During diversion, flight crew is expected to use the planned
speed schedule. However, based on evaluation of actual
situation, the pilot in command has authority to deviate from this planned one-engine-inoperative speed. Diversion strategy
is based on a failure case occurring at the CP and requiring a diversion. In terms of fuel planning, this point is the least
favourable and hence called ‘critical’
DEPRESSURIZATION
Emergency descent at VMO/MMO with speed
brakes extended down to flight level 100 (FL
150) or MORA whichever is higher
Diversion cruise performed at LRC speed
Note: Diversion cruise at a flight level that is above FL100 is
subject to availability of oxygen supply for the maximum
diversion time for flight crew, and a required percentage of
passengers as per regulatory requirement.
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ENGINE FAILURE & DEPRESSURIZATION
Emergency descent at VMO/MMO with speed
brakes extended to FL100 or MORA whichever is higher.
Diversion cruise performed at the speed
schedule adopted for determination of area of
operation. The Net flight path would clear
obstacles by the required margin in the event of
engine failure, on the ETOPS route.
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12.0 FLIGHT CREW PROCEDURE
12.0.1 COCKPIT PREPARATION
Additional checks may be required prior to each ETOPS
flight. These are listed in relevant sections of FCOM.
These include Check of APU and APU generator & of fuel cross-feed valve.
12.0.2 Fuel
The flight crew must check the correct operation of fuel cross feed valve before each flight:
i. FUEL X FEED...ON
Check on the ECAM FUEL page that the
fuel cross feed valve is open (indication in line green).
ii. FUEL X FEED…OFF
Check that the fuel cross feed valve is closed.
12.0.3 FMS PREPARATION
F-PLN check is to be made by both crew member, one reading F-PLN on MCDU, the other checking track and
distance with the navigation charts or the CFP which must be previously cross-checked with ATC F-PLN and
navigation charts during flight preparation.
Particular attention must be given to waypoints which
are not defined in the FMS data base. It is recommended that the defined waypoints function be
used to name the lat / long waypoints. Do not string
EEP and ETPs to the F-PLN. Therefore they will be
displayed if the WPT Key is selected on the EFIS control panel.
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Wind entries should be performed on all the relevant
FMGS pages to ensure dependable fuel and time
predictions along the flight and during diversion.
12.0.4 ETOPS TRANSIT SERVICE CHECK
Check in tech log that the ETOP certification window
has been ticked before accepting the aircraft.
12.0.5 AFTER ENGINE START PROCEDURES
After engine start, ECAM STATUS page is checked. Failures which were known at the time of preparation
are normally already covered by MEL entries. Additional
failures may occur which require the crew to proceed
as per company policy to dispatch the aircraft. At this point MEL ETOPS restrictions must be observed.
As soon as the aircraft doors are closed, it is usually
considered that the flight has commenced, this means
that the MEL does not apply any longer; only en-route MEL is applicable.
However, the decision to depart with a failure condition
is left to the Captain who may decide for operational or
even economical reasons to repair the aircraft at the
departure airport.
12.0.6 IN-FLIGHT PROCEDURES
12.0.7 WEATHER UPDATE
a. Before ETOPS Entry Point: The crew must
make every effort to obtain weather forecast
and reports for ETOPS en-route alternates.
Weather forecasts at ETA at en-route alternate
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airport must be equal to or higher than the crew
minima. If weather forecasts are lower than
the normal crew minima, then assess the
situation:
i. Check the availability of any other en-route
alternate. If yes, proceed accordingly. If no
proceed to step ii;
ii. Check the possibility of altering the route to
meet the requirement of authorized distance
from an alternate airport; If no proceed to
step iii;
iii. Turn back.
b. After ETOPS Entry Point: The crew should
continue to update weather forecasts and
reports for en-route alternates. There is no
requirement to modify the normal course of
flight if the weather degrades below normal
minima.
12.0.8 FUEL MONITORING
The procedures normally used are also applicable for
ETOPS. There are no requirements in the ETOPS rules
to reach the CP with the Fuel On Board (FOB) being at
least equal to the fuel required by the critical fuel scenario. This means that CP should not be considered
as a re-clearance point.
If it appears that estimated FOB at CP will be lower
than fuel required by the critical fuel scenario, there is
no requirement to make a diversion, provided the
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estimated fuel at destination is above the minimum
required to divert to the destination alternate.
However, if the CP is regularly over-flown with fuel on
board lower than the fuel required by the critical fuel
scenario, then appropriate corrective action should be
is to inform GM – Perf & Stds, Flight Dispatch to enable
company to investigate the cause and take suitable
measures.
12.0.9 NAVIGATION MONITORING
ETOPS flights are mostly conducted in areas outside
radio-Nav-aid coverage. If the aircraft remains for a long period of time in IRS-ONLY NAV, the same specific
procedures, which are not directly linked to ETOPS, need to be considered.
Navigation monitoring recommendations are as follows:
Ensure that the following are not displayed on E/WD:
GPS 1 (2) FAULT
FM/GPS POS DISAGREE
GPS PRIMARY LOST
Failure of one FMS
Apply the following procedure to anticipate a subsequent Nav
system failure
A Before passing each way point
Read on CFP the outbound magnetic/true track
to next way point Set HDG bug on the outbound track
Compare distance to next way point of CFP with
distance given on FMS F-PLN
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B Passing the way point
Verify that correct outbound track is steered using
track indication on ND
C After passing the way point
Check Track Error = 0
When the IRS ONLY NAV message comes up
Validate FMS position on PROG page.
If a significant deviation is seen between the IRS's determine the two best IRS's.
On DATA POS MONITOR page.
IRS1 IRS2 IRS3
6.4 2.8 2.5 Result in IRS2/3 are the best
12.0.10 Guidelines for Diversion Procedure
Complete related failure procedure, Inform ATC.
Initiate descent & determine enroute alternate.
Divert to the chosen en route alternate. Comply
with the pre-planned diversion strategy and speed
schedule or adjust speed schedule as dictated by
evaluation of the actual situation.
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13.0 Dispatch Related Cockpit Procedures
Inform dispatch about the following:
i. ACK message in response to 6.2 (ii);
ii. En-route hazardous conditions relating to
aerodromes, navigation aids etc;
iii. Any reportable snag in particular affecting ETOP
status;
iv. Significant changes from forecast weather;
v. Significant deviation from route;
vi. Fuel status in terms of Fuel quantity below CFP
at the Reporting Points, in particular at ETP if it
is consistently lower;
vii. Departure Message, with Estimate Over Head
EEP, ETP & EXP on Co-VHF;
viii. Arrival Message on Co-VHF;
ix. In the event of Diversion:
a. Intended Diversion Airfield;
b. ETA;
c. Nature of Emergency;
d. ATA.
Note: Only those messages need be sent on ACARS, which
needs to be in the knowledge in real time.
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14.0 CALCULATION OF ETP
ETP is to be corrected by wind effect. The "Equitime graph"
below is used to determine the on-track ETP between two
alternate airports located either on or off- track. The following data are necessary:
Distance between these two airports ( nm)
Wind component from the on-track midpoint (no
wind ETP) to the continuing alternate
airport (continuing wind component)
Wind component from the on-track midpoint (no
wind ETP) to the returning airport (returning
wind component)
PROCEDURE: Determine the corresponding "Equitime
number", using out and home wind components. (Refer
diagram on next page)
1. Take 1% of distance between the two suitable
diversion airports and multiply this by the Equitime number. The result will give distance D
to be used to correct the no-wind ETP for wind effect.
2. Distance D will shift from ETP (nil wind) into
wind, i.e. towards head wind side.
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Example: For Westbound Flight on Route B457 the CP is
ETP between Mumbai and Muscat which are 880 nm.
Considering the tracks from CP (nil wind) to Mumbai and from
CP (nil wind) to Muscat in relation with the wind, assume that
the following wind components are determined for plotting on the Equitime graph.
Returning wind component to Mumbai: -15 kt
Continuing wind component to Muscat: -24 kt.
Use Equitime graph for above wind components
(-15 and -24) the Equitime Number is + 0.8.
Therefore correction D is 0.8% of 880 NM i.e. 07 nm.
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15.0 Extracts from FCOM – Single Engine Operations
– Fixed Speed Strategy
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16.0 ETOPS Pilot Guide
ETOPS PILOTS GUIDE
PRE-FLIGHT PAPER WORK CHECK CREW CERTIFICATION FOR ETOPS
AIRCRAFT CLEARED FOR ETOPS BY MAINTENANCE CHECK FOR MEL/CDL APPLICABILITY TO ETOPS AND PENALTIES, IF
ANY
CHECK ENROUTE ALTN ARE ABOVE ETOPS WEATHER MINIMA FOR APPLICABLE TIME
EFFECTIVITY OF NOTAMS AT ENROUTE ALTERNATES (EX -APT CLOSURE/RWY CLOSURE)
CHECK WIND ALOFT FOR FL 100 /FL 300/ FL 340/ FL 390 AVL CHECK AVERAGE WIND ON CFP
CHECK EEP/ ETP1/EXP ON CFP
CHECK CFP ETOPS SCENARIO OUT OF THE THREE SCENARIOS IN THE COCKPIT
VERIFY TECH LOG FOR ETOPS CLEARANCE MMEL/CDL ITEMS ENSURE SERVICEABILITY OF ACARS/ SATCOM/HF (ANY ONE OF
THEM)
DURING OVERHEAD PANEL PREP CHECK FOR FUEL X FEED VALVE OPERATION
ENTER EEP/ETP1/EXP POINTS AS WAY POINTS ON THE MCDU TAG THE ETP TO THE ACTIVE FLIGHT PLAN
TIME PERMITS ENTER ENROUTE WINDS
SECONDARY FLIGHT PLAN COPY ACTIVE AIR BORNE
PASS EEP/ETP/EXP TIMES TO DISPATCH VIA COMPANY FREQ (FROM CFP)
INSERT 15 MIN TIME MARKER BEFORE EEP
BEFORE EEP CHECK ETOPS ALTERNATES ARE WITHIN AOM OR CREW MINIMA
BEFORE EEP (IF NOT REROUTING IS REQUIRED)
AFTER EEP ETOPS ALTERNATE BELOW AOM MINIMA DOES NOT REQUIRE
DIVERSION OR RE-ROUTING POST FLIGHT
CHECK AND REPORT IRS ACCURACY (POSITION MONITOR PAGE IRS)
REPORT ON TECH LOG ANY MALFUNCTION WHICH MAY AFFECT
ETOPS
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17.0 List of FCOM cross-reference tables
EXTENDED RANGE OPERATIONS 2.04.40
Standard fuel planning 2.05.10
Standard strategy 3.06.30
Obstacle strategy 3.06.40
Minimum diversion time strategy 3.06.50
Flight without pressurization 2.04.20
3.05.20
Cruise – 2-engine long range 3.05.20
Drift down gross ceilings 3.05.20
Ground/air distance conversion 3.06.70
3.05.20
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18.0 ETOPS CFP
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1
2
3
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19.0 ETOP Alternates Combinations & Impact
Following Combinations are possible
Station With Station Remarks
BKK BLR, CMB, HYD,
MAA
Any one. Not suitable for Pre-Dispatch as E/B after EEP – No EXP.
On W/B No EEP. ETOP segment
starts at SIN and shall end at EXP
BLR HKT, MES, PEN, KUL, SIN
Any One. With HKT single ETOP alternate possible.
BOM HKT Only
CMB HKT, MES, PEN, KUL, SIN
Any One. With HKT OR MES single
ETOP alternate possible. With PEN CMB has to be above ETOP Minima
and PEN can be above AOM.
HKT BLR, BOM, CMB,
HYD, MAA
Any One. With MAA or CMB or BLR
single ETOP Alternate possible
HYD HKT, PEN, MES,
KUL Any one
KUL BLR, CMB, HYD,
MAA Any One
MAA HKT, PEN, MES,
KUL, SIN
Any One. With HKT or PEN or MES
single ETOP Alternate possible
MES BLR, HYD, MAA Any One. With MAA single ETOP Alternate Possible
PEN BLR, CMB, HYD, MAA
Any One. With MAA single ETOP Alternate Possible
SIN CMB, MAA Any One.
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