ISSUED BY:
TECHNICAL DIVISION
DATED: 28 SEPTEMBER 2018
777-240/ -LR /-340ER
EDTO GUIDE EXTENDED DIVERSION TIME
OPERATIONS
EDTO GUIDE
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STEP NAME & DESIGNATION SIGNATURE/ DATE
Prepared by: Capt. Masood Opel CPT (OPS)
Reviewed by: Capt. Ali Jafri D/CP B777
Approved by: Capt. Uzair Khan DFO/ CoFO
Document Status CONTROLLED
Document Type MANUAL
PCAA acceptance letter # HQCAA/1076/038/FSAC/2799
Dated 30th OCTOBER, 2018
- - - -
- - - -
EDTO GUIDE
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CHAPTER 0: INTRODUCTION
S.No. Table of Contents Page No
0.1 Distribution List 03
0.2 Amendments/ Revisions procedure 03
0.3 How to file revisions 03
0.4 Revision Records 05
0.5 List of Effective Pages 06
0.6 Abbreviations 07
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0.1 DISTRIBUTION LIST
Master Copy of EDTO Guide is retained and controlled by the office of the Chief Pilot Technical Ops. Distribution List of hard copies of EDTO Guide is as follows:
COPY # COPY HOLDER RECEIVED BY
1 Chief of Flight Operations/DFO
2 Director flight standards PCAA
3 Chief Pilot Technical (OPS)
4 Chief Pilot Crew Training
5 Simulator Library
The distribution list will be maintained and updated by Chief Pilot Technical Ops under the authority of Director Flight Operations according to operational needs and requirements.
0.2 AMENDMENTS / REVISIONS PROCEDURE
Amendments / Revisions will be issued as required, with PCAA approval. Hand written amendments are not approved.
A vertical line on the outside of the text will annotate revised text . Chief Pilot Technical Ops is responsible to keep EDTO Guide update and will submit amendments and or revisions in EDTO Guide to PCAA for necessary acceptance or approval and maintain a record file for the same.
0.3 HOW TO FILE REVISIONS
This Manual is a controlled document and is audited to ensure that it is properly maintained.
When a revision is issued for this manual, following instructions shall be followed as a guideline for the manual update process.
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STEP 1:
Upon receipt of a revision, ensure that the revision you received is in continuation of the last revision record.
STEP 2:
Before updating this manual with the new revision, make sure the manual has the previous revisions inserted.
(a) Revision records for this manual are shown on the following page. (b) Compare the last revision signed off in the manual to the new
revision. (c) The new revision will be the next number in sequence. (d) Insert the new revision and remove the old pages.
STEP 3:
When new revision is inserted, turn to the Revision Records page. Insert
date and sign on the appropriate revision line.
NOTE:
As revisions are received and entered into this manual, complete the Revision Record boxes. To maintain an accurate history of revisions, keep Revision Records sheet in this manual. If a new Revision Records page is received, place the new page on top of the previous page, and send the soft copy of revised manual to I.T. Department for uploading on PIA Website.
EDTO may be referred as ETOPS in some Document.
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0.4 REVISION RECORDS
REV No.
ISSUE DATE
CHAPTER No.
PAGE No.
DATE ENTERED
ENTERED BY
SIGNATURE
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0.5 LIST OF EFFECTIVE PAGES
CHAPTER No.
DESCRIPTION EFFECTIVE
DATE REV No. REV DATE
0 INTRODUCTION 1-8 0 28 SEP, 2018
1 GENERAL 1-34 0 28 SEP, 2018
2 EDTO TRAINING 1-6 0 28 SEP, 2018
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0.6 ABBREVIATIONS
AC Aircraft
ACARS Aircraft Communication Addressing and Reporting System
AEO All Engines Operating
ACN Aircraft Classification Number
AIP Aeronautical Information Publication
ANO Air Navigation Order
APD Aircraft Performance Deterioration
APU Auxiliary Power Unit
ATC Air Traffic Control
BRL Brake Release Limit
CFP Computerized Flight Plan
CP Critical Point
CDU Control & Display Unit
DDG Dispatch Deviation Guide
EDTO Extended Diversion Time Operations
EEP EDTO Entry Point
ETA Estimated Time of Arrival
ETP Equal Time Point
ETOPS Extended Range Twin Engine Operations
ETD Estimated Time of Departure
EXP EDTO Exit Point
FAA Federal Aviation Administration
FGI FOO Ground Instructor
FMS Flight Management System
FOB Fuel On Board
FOM Flight Operation Manual
HF High Frequency
IAS Indicated Air Speed
ICAO International Civil Aviation Organization
IFR Instrument Flight Rules
ILS Instrument landing System
ISA International Standard Atmosphere
LOFT Line Oriented Flight Training
LRC Long range Cruise
MACH Mach number
MCT Maximum Continuous Thrust
MEL Minimum Equipment List
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MMO Mach Maximum Operating
MNPS Minimum Navigation Performance Specification
MORA Minimum Off Route Altitude
NDB Non Directional Beacon
NOTAM Notice To Airmen
OEI One Engine Inoperative
PCAA Pakistan Civil Aviation Authority
PCN Pavement Classification Number
SATCOM Satellite Communication
SIGMET Significant Metrological Information
TAS True Air Speed
TAT Total Air Temperature
VFR Visual Flight Rules
VMO Velocity Maximum Operating
VOR Very High Frequency Omnidirectional Radio Range
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GENERAL
Chap # Table of Contents Page No.
1.1 General 03 1.2 Definitions 03 1.2.1 EDTO Operations 03 1.2.2 EDTO Operations 03 1.2.3 Adequate Airport 04 1.2.4 Suitable Airport 04 1.2.5 Maximum Diversion Time 04 1.2.6 Maximum Diversion Distance 04 1.2.7 EDTO Area of Operations 05 1.2.8 EDTO Entry Point (EEP) 05 1.2.9 EDTO Segment 05 1.2.10 Equal Time Point (ETP) 05 1.2.11 Critical Point (CP 05 1.2.12 One-Engine out Diversion Speed 05 1.2.13 EDTO Exit Point (EXP) 06
1.3 Area of operations 06 1.3.1 Aircraft weight 07 1.3.2 Diversion Speed Schedule and Max Diversion Distance 07
1.4 Diversion Strategies 09
1.5 EDTO Fuel Requirement 10 1.5.1 Standard Fuel Planning 10 1.5.2 EDTO Fuel Planning 11 1.5.3 Critical fuel Scenario 11 1.5.4 Fuel 13
1.6 Dispatch Weather Minima 14
1.7 Flight Crew Procedures 16 1.7.1 Pre-flight Cockpit procedures 16 1.7.2 In-flight Procedures 16
1.8 In-Flight Diversion Strategies 18
1.9 Flight Dispatch 19 1.9.1 Basic 19 1.9.2 Responsible 19 1.9.3 Aircraft Inflight 20 1.9.4 Post flight 21 1.9.5 Determination of Suitable Airport 21 1.9.6 Aircraft Maintenance status 21 1.9.7 Documentation 21 1.9.8 Flight Tracking 22 1.9.9 Weather Monitoring 22
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1.1 GENERAL
This document represents Pakistan International Airlines guidance for all 777-240ER/-240LR and -340ER EDTO flights. They are in compliance with the regulations set by the Pakistan Civil Aviation Authority. The primary reference used herein is PCAA ANO-013-FSXX-2.0 and ICAO Annex 6 Part 1.
1.2 DEFINITIONS 1.2.1 EDTO Operations
Any operation by an Aeroplane with two or more turbine engines where the diversion time to an en-route alternate aerodrome is greater than the threshold time established by the Regulatory Authority. Currently, PCAA Grants approval for EDTO only for PIA B777 Fleet (B777-300ER, B777-200LR, B777-200ER)
EDTO operations apply to all flights conducted under PCAA ANO-013-FSXX-2.0 or equivalent for a Twin-Turbine engine aircraft over a route that contains a point farther than 60 minutes flying time from an adequate airport at the selected one-engine-out diversion speed schedule in still air and ISA conditions. It is based on single-engine flying time to an adequate airport (up to 120/180 minute). EDTO operations require specific operational procedures and appropriate regulatory authority approval.
1.2.2 Adequate Airport
An airport is considered adequate when it satisfies the aircraft performance requirements applicable at the expected landing weight. A list of the adequate airports that will be considered for the specific area of operation must be presented to the local operational authorities as part of the operational approval, this list then becomes part of the operational specifications. It is worth noting that it is not necessary to meet the runway pavement requirements normally to be considered for the regular use of an airport. In accordance with the provisions of the ICAO Convention-Annex 14 and ICAO Airport Manual (Document 9157 - AN/91), the aircraft ACN (Aircraft Classification Number) is allowed to exceed the runway PCN (Pavement Classification Number) when an airport is used in case of emergency. The possible exceeding amount can be obtained from the above referenced ICAO document or from each individual national or local airport authority.
The following should also be met at the expected time of use:
Availability of the airport,
Over flight and landing authorizations,
Capability of ground operational assistance (ATC, Meteorological and Air Information Services Offices, Lighting),
Availability of Navaids such as ILS, VOR, NDB (at least one compatible Navaid must be available for an instrument approach),
Airport category for rescue and firefighting (ICAO Doc 9137-AN/898 Part 1)
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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.
1.2.3 Suitable Airport
A suitable airport for dispatch purposes is an airport confirmed to be adequate
which satisfies the EDTO dispatch weather requirements in terms of ceiling and
visibility minima (refer to weather reports and forecasts) within a validity period.
This period begins one hour before the earliest Estimated Time of Arrival (ETA)
at the airport and ends one hour after the latest ETA. In addition, cross-wind
forecasts should be acceptable for the same validity period. Field conditions
should also ensure that a safe landing could be accomplished with one engine
and/or airframe system inoperative (refer NOTAMs SNOWTAMs approach
procedure modification).
1.2.4 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.
1.2.5 Maximum Diversion Time
The maximum diversion time from an en-route alternate airport is granted by the
Civil Aviation Authority of Pakistan.
It is only used for determining the area of operation, and therefore is not an
operational time limitation for conducting a diversion. Prevailing weather
conditions or other factors can influence actual diversion time.
1.2.6 Maximum Diversion Distance
The maximum diversion distance is the distance covered in still air and 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 (also called
Drift Down). It is used for dimensioning the area of operations.
1.2.7 EDTO Area of Operations
The area within which EDTO operations are approved where the EDTO
diversion time, at any point along the proposed route of the flight, to an EDTO
en-route alternate aerodrome or a set of alternate aerodromes, is within the
operators approved EDTO maximum diversion time, in ISA conditions, still air, at
the approved OEI or AEO cruise speed, as applicable.
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1.2.8 EDTO Entry Point (EEP)
The EDTO Entry Point is the point located on the aircraft's out bound route at
one hour flying time, at the selected OEI diversion speed schedule (in still air
and ISA conditions), from the last adequate airport prior to entering the EDTO
segment. It marks the beginning of the EDTO segment.
1.2.9 EDTO Segment
The EDTO segment starts at the EEP and finishes when the route is back to and
remains within the 60-minutes area from an adequate airport. An EDTO route
can obtain several successive EDTO segment separated from each other.
1.2.10 Equal Time Point (ETP)
An Equal Time Point (also referred as Equi Time point) is a point on the aircraft
route which is located at the same flying time from two suitable diversion
airports. The ETP position can be determined using computerized flight plan that
futures such capability, mathematically or graphically on navigation or plotting
chart.
1.2.11 Critical Point (CP)
The Critical Point is the point on the route which is critical with regard to the
EDTO fuel requirements if a diversion has to be initiated from that point. The CP
is usually, but not always the last ETP within the EDTO segment. Note that the
last ETP is not necessarily the ETP between the last two alternate airports.
1.2.12 One-engine-out Diversion Speed
The one-engine-out diversion speed is a Mach/ISA speed combination selected
by the operator and approved by the operational authority. The Mach is selected
at the beginning of the diversion descent down to the changeover altitude where
Mach is changed to indicated airspeed (IAS).
The one-engine-out diversion speed for the intended area of operations shall be
a speed, within the certified operating limits of the aircraft between minimum
maneuvering speed and Mmo/Vmo (maximum certified operating speed),
considering that the operating engine thrust is at Maximum Continuous Thrust
(MCT) or less.
This diversion speed is used in:
Establishing the area of operations,
Establishing the critical fuel scenario for the single-engine diversion
Establishing the next level-off altitude to safely clear any en-route obstacle by the appropriate margin as specified in applicable operational rules.
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This speed is used in case of diversion following an engine failure.
However, the pilot in command has the authority to deviate from this
planned speed after assessment of the actual emergency situation.
For PIA the speed will be .84/320 kts.
1.2.13 EDTO Exit Point (EXP)
The EDTO Exit Point is the first point along the aeroplane’s route from where
the aeroplane can fly continuously within 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 EDTO segment.
1.3 AREA OF OPERATIONS
EDTO operations are allowed within a well-defined area. The size of this
area depends on:
The maximum diversion time,
The selected one-engine-out diversion speed schedule and
The number and location of the selected adequate diversion airports.
The area of operations is determined in still air and ISA conditions,
considering the relevant aircraft performance with one engine inoperative,
the remaining engine being at MCT or less. Therefore, the area of
operation is determined once, and does not need to be re-assessed for
each flight (considering the en-route weather forecast or the aircraft
performance depending on the take-off weight) unless one or more
adequate diversion airports happen to be unsuitable.
The aircraft performance level considered for the calculation is
associated with a unique aircraft weight, which is called the Aircraft
Reference Weight.
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Fig 1 : Ar ea o f O pe r a t i on
1.3.1 Aircraft Reference Weight
Aircraft reference weight is defined as the highest of the estimated gross weight values at the critical points of the various routes being considered within the given area of operation. The computation is done considering a take-off at the maximum take-off weight (structural or runway limitation) and standard speed schedule, in still air and ISA conditions after an elapsed time as per the area of operation. For PIA's 777-200ER/ -200LR & -300ER the reference weight will be 265000 kg /324000 kg for 120 minutes and 260,000 kg / 316000 kg for 180 minutes determined after an elapsed flight time of 120 and 180 minutes respectively.
1.3.2 Diversion Speed Schedule and Maximum Diversion Distance
Using the aircraft reference weight and the selected one-engine-inoperative
diversion speed schedule, it is possible to determine the optimum diversion
cruise flight level. Providing the best True Air Speed (TAS)
The resulting TAS at the diversion flight level, combined with the maximum
diversion time allowed, provides the maximum diversion distance.
However, an agreed interpretation of the regulation is to take benefit of the
descent (during which the TAS is higher than during the diversion cruise) to
increase the maximum diversion distance as represented in the following
figure.
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Initial Conditions: Normal Cruise Level Normal Cruise Speed
Fig 2: Diversion Profile
For PIA operations, with the selected one engine diversion speed of 0.84M/320kts, determined distance shall be 432nm, 850nm and 1272nm for 60mins, 120mins and 180mins respectively.
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1.4 DIVERSION STRATEGIES
Determination of the area of operation is based on a diversion at a selected single-engine Mach/IAS speed schedule (in still air and ISA). In practice this speed can vary between Minimum Maneuvering Speed and Vmo/Mmo. The aircraft has been designed, flight tested and certified to safely fly within this range of speeds even with one engine inoperative. The choice of the EDTO diversion is as a function of route structure and associated constraints. Therefore a diversion at high speed will maximize the maximum diversion distance and hence the area of operation, whereas a diversion at low speed will reduce the maximum diversion distance during the allowed maximum diversion time while permitting a higher diversion altitude. But, at the same time, this will minimize the fuel consumption. For non-EDTO operations, in case of an engine failure, either the standard strategy or the obstacle clearance strategies are considered for diversion. The standard strategy corresponds to a descent at cruise M.84 down to an altitude close to the LRC ceiling, and a diversion cruise at LRC speed.
The obstacle clearance strategy corresponds to a drift-down at Minimum Maneuvering speed until the obstacles are cleared. Once the obstacles are cleared, the standard strategy is applied. For EDTO operations, in case of an engine failure, Boeing recommends that operators may use either the standard strategy or the obstacle clearance diversion strategy. However, the associated diversion speed, respectively LRC speed and minimum maneuvering speed, which are substantially low speed, would restrict the maximum diversion distance. Consequently it may result in a restricted area of operation, reducing operational capabilities. Therefore, for EDTO operations, higher one-engine inoperative diversion speeds will extend the area of operations
The typical EDTO diversion strategy is now called "Fixed Speed Strategy" in order to differentiate it from the standard obstacles strategies. The word "Fixed" is used to emphasize the fact that a selected speed schedule is followed during both the diversion descent and cruise phases, (except in case of cabin pressurization loss) whereas standard and obstacle strategies consider during descent M 0.84/320kts and minimum maneuvering speed respectively and during diversion cruise LRC speed which is a function of the aircraft weight and flight altitude.
In addition, it must be ensured that the net flight path and net ceiling for the selected EDTO diversion speed clear any en-route obstacle by the appropriate margin as specified in the applicable operational regulations.
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1.5 EDTO FUEL REQUIREMENTS
a) Fuel Planning Unlike the area of operation, which determine in still air and ISA conditions, the
fuel planning must consider the expected meteorological conditions along the
considered routes (forecast wind component and temperature).
For dispatching an aircraft for an EDTO flight, the dispatcher must determine for
the considered route, both a standard and an EDTO fuel planning. The highest
of both fuel requirements shall be considered as being minimum required block
fuel for the flight.
b) Performance Factor For determining a dependable fuel planning, the operator should always
consider the latest updated aircraft performance factor, for EDTO operation the
determination become mandatory or a blanket 5% degradation factor is to be
applied.
The performance factor reflects the airframe/engines deterioration with time and
is used to determine the actual fuel consumption. It is determined by the
processing of in-flight manual (or automatic) recordings of engines and aircraft
parameters. For a new aircraft whose performance is equivalent to the baseline,
the performance factor is equal to 1 (one). The performance factor is defined for
each individual aircraft within the operator's fleet.
1.5.1 Standard fuel planning
This fuel planning is the same one as the one used for a non-EDTO operation.
The standard block (ramp) fuel requirements are as follows:
Taxi-fuel,
Trip fuel,
Contingency fuel,
Alternate fuel,
Holding fuel,
Any stored fuel,
Discretionary fuel, if any.
Sum of the above fuel quantities constitutes the block fuel, which should be
corrected by the relevant performance factor.
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1.5.2 EDTO fuel planning
For EDTO operations, a specific EDTO fuel planning (also called Critical Reserves
in the regulations) should be established. The EDTO fuel planning is split into two
parts.
The first part corresponds to a standard fuel scenario from the Departure
airport to the Critical Point (CP).
The second part corresponds to the critical fuel scenario from the CP to the diversion airport.
The EDTO critical fuel scenario is based on the separate study of two failure cases, occurring at the critical point, with their respective diversion profiles.
1.5.3 Critical Fuel Scenario
This scenario is based on the failure case occurring at the CP and
requiring a diversion. The point of occurrence is so-called Critical because
in term of fuel planning a diversion at this point is the least favorable.
The diversion profile is defined as follows:
Descent at a pre-determined speed to the required diversion flight Level,
Diversion cruise at a pre-determined speeds,
Normal descent down to 1,500ft above the diversion airport,
30 minutes holding at this altitude,
First approach (IFR) and go-around,
Second approach (VFR) and landing.
The two separate failure cases should be reviewed as follows:
i) Aircraft depressurization
Emergency descent at Vmo/Mmo speed-brakes extended down to FL 100 or MORA whichever is higher,
Diversion cruise performed at Long Range Cruise (LRC) speed.
However, flight above FL100 may be desire or required. This is allowed if the aircraft is equipped with supplemental oxygen for the maximum diversion time for the flight crew and a required percentage of passengers in accordance with applicable regulatory requirements and could be mandatory in case of obstacles. In this case the diversion cruise may be allowed at a level up to FL 130. In case of PIA, the oxygen regulatory requirements are calculated by OPERATIONS ENGINEERING SECTION and charts prepared accordingly.
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Fig 3: Depressurization Flight Profile
ii) Engine failure and aircraft depressurization:
Emergency descent at Vmo/Mmo (speed brakes extended) down to FL 100 or MORA whichever is higher,
Diversion cruise at the speed schedule adopted for the determination of the area of operation.
However, cruise above FL100 is allowed if the aircraft is equipped with
supplemental oxygen as mentioned above.
For each scenario, the required block fuel must be computed in accordance
with the operator's EDTO fuel policy and with the regulatory EDTO critical
fuel reserves described in the following section.
Depending on the strategy on the one-engine-out speed selected for the
single-engine diversion scenario, one of these two scenarios will result in
the highest fuel requirement.
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Fig 4: One Engine out Depressurization Flight Profile
The scenario resulting in the highest fuel requirements is referred to as
the EDTO critical fuel scenario, the associated block fuel requirement is
referred to as EDTO critical fuel.
1.5.4 Fuel Reserves
EDTO regulations require the addition of specific reserves to the EDTO
diversion fuel. For the computation of the EDTO critical fuel reserves and
of the completed EDTO critical fuel planning, the diversion fuel shall
include the following provisions:
Fuel burn-from the CP to the diversion airport (understood to be 1500ft overhead the airport),
5% Contingency,
APD as issued by Operations Engineering,
30 minutes holding at 1500ft at minimum maneuvering speed, first (IFR) approach/go-around/second (VFR) approach,
Penalty for any MEL/CDL Ref. MEL),
If icing conditions are forecasted, then
3% for Nacelle/Wing Anti-ice (NAI/WAI) system
6%/3% for sever/ moderate ice accretion on unheated surface (Diversion period only). For PIA 120/180 minutes operations, a constant fuel provision of 5% is used for anti-icing usage irrespective whether icing is forecasted or not.
APU fuel consumption, if required as a power source (MEL).
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The fuel factor to be considered for standard and EDTO fuel plans (before and after the CP) is summarized in the table below:
FUEL FACTORS STANDARD FUEL
PLANNING
EDTO FUEL PLANNING
FROM DEPARTURE TO CP FROM CP TO ALTERNATE
PERFORMANCE FACTOR
CONTINGENCY FUEL
EFFECT OF MEL EFFECT OF
NACELLE AND WING ANTI ICE
EFFECT OF ICE ACCUMULATION
Table 1: Fuel Factors Summary
The complete EDTO critical fuel planning for the EDTO cr itical fuel scenario (i.e. from the departure to the CP and then from the CP to the diversion airport) must be compared to the standard fuel planning (i.e. from the departure to the destination and destination alternate) computed in accordance with the company fuel policy and applicable operational requirements. The highest of both fuel requirements shall be considered as the required block fuel for the flight. Therefore, the pilot is then assured of safely completing the flight whatever the flight scenario is (normal flight or diversion).
1.6 DISPATCH WEATHER MINIMA
For the FAA, higher than normal EDTO dispatch weather minima are meant to account for the possible degradation of the weather conditions at the diversion airports.
The FAA/EASA requirements generally are given in the table below:
TYPE OF APPROACH PLANNING MINIMUMS
PRECISION APPROACH DA/H +200ft
RVR/VIS +800m
NON PRECISION APPROACH OR CIRCLING APPROACH
MDA/H +400ft
RVR/VIS +1500m
Table 2: ETOPS WEATHER PLANNING MINIMAS
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Period of validity
For each alternate airport, the dispatch weather minima must be ensured during a certain time period. This period of validity begins on hour before the earliest ETA at this airport and ends one hour after the latest ETA.
The earliest ETA at an alternate airport, in practice, the departure time plus the normal flight time to reach the ETP between the considered alternate and the previous alternate airport along the route, plus the diversion flight time from this ETP to this alternate airport, considering a diversion at the normal cruise speed and flight level.
The latest ETA at an alternate airport is, in practice, the departure time plus the normal flight time to reach the ETP between the considered alternate and the next alternate airport along the route, plus diversion flight time from this ETP to this alternate airport, considering a diversion at LRC and FL100 (FL140) or MORA, whichever is higher.
The validity period can be illustrated by the following figure:
Earliest time of arrival: High speed cruise (2 engines operating at high altitude) from ETP1 to Alternate.
Latest time of arrival: Low speed cruise (1 engine operating at low altitude) from ETP2 to Alternate.
Fig 5: Earliest and Latest time of arrival
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1.7 FLIGHT CREW PROCEDURES
1.7.1 Pre-flight- Cockpit Preparations
Flight crew should note that there are additional MEL restrictions for EDTO
Operations. All FMS preparations are to be cross-checked by both pilots as
for non EDTO operations, all tracks and distance between waypoints are to
be verified. EDTO waypoints such as ETPs can be added to the legs page
by entering LAT/LONG waypoint from a computer flight plan or using an
along track waypoint. Diversion airport may be added to the Fix page as
the Flight progresses.
1.7.2 In-flight EDTO Procedures
Operations Flight Watch/ following
Depending on the profile of the intended flight route, a flight watch/
following from the dispatch to support the crew during the flight is
recommended.
The flight watch/ following office should be equipped with appropriate
means of communication to contact the aircraft in the air at any time.
Normally an HF communication system is used, but ACARS or SATCOM
systems could also be used.
The flight watch team should collect any relevant information for the
current flight operation including:
Update of weather forecasts and reports for EDTO en-route alternates,
Update of en-route weather forecast at cruise altitude but also at lower altitude including FL 100.
SIGMET,
NOTAMs, SNOWTAM etc.
The flight watch should watch also be ready to assist the crew if a
diversion is required following a failure re-routing, fuel status
reassessment.
Weather Update
a) Before EDTO Entry Point:
The crew must make every effort to obtain weather forecasts and reports
for EDTO en-route alternates.
Note: The EDTO dispatch minimas do not apply when airborne. If weather
forecasts are lower than the normal minima, then re-routing is
required, or turn back if no route at the authorized distance from an
en-route alternate airport can be used.
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b) After EDTO Entry Point:
The crew should continue to update the weather forecasts and reports for
en-route alternates. There is no requirement to modify the normal course of
the flight if en-route alternate weather degrades below normal minima.
As for a normal flight, the crew must make every effort to keep themselves
informed on the weather at the destination and the destination alternate.
Fuel Monitoring
The procedures normally used as per airline policy are also applicable for
EDTO. This is true even for flights where EDTO fuel planning is the limiting
factor. There are no requirements in the EDTO 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.
Therefore, if during the flight it appears that the estimated FOB at the CP
will be lower than the fuel required by the critical fuel scenario, there is no
requirement to make a diversion, provide the estimated fuel at destination is
above the minimum required to divert to the destination alternate .
However, it is recommended that if the CP is regularly overflown with a
FOB lower than the fuel required by the critical fuel scenario, the
appropriate corrective actions should be taken in the same way, the
required fuel is determined at dispatch (i.e. increase performance factor,
route reserves, etc.)
Diversion Decision-Making
Re-routing or diversion decisions consider the following:
Loss of MNPS or RVSM capability, before entering the area (as applicable), weather minima at diversion airport(s) going below the company/ crew en-route minima, before reaching the EEP, or diversion airport(s) becoming unsuitable for any reason.
Failure cases requiring a diversion to the nearest airport (cases leading to a "Plan to land at the nearest suitable airport" message in the QRH/ECL, ECAM.
Excessive fuel consumption, exceeding the available fuel reserves.
Whatever the one engine-inoperative speed schedule assumed in the determination of the area of operation, the crew is free to adopt the strategy it considers the most appropriate after assessment of the overall situation. This means that in conducting the diversion the application of the pre-planned speed strategy is not mandatory.
E D T O G U I D E
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The final decisions belong to the crew who should choose the safest course of action, to include diversion airport, as well as appropriate diversion speed and altitude.
1.8 IN-FLIGHT DIVERSION STRATEGIES
This section is to provide the single engine performance data to be used to conduct and monitor the flight following after an engine failure.
The diversion strategy (descent and cruise speed schedule) will be selected as a function of the prevailing operational factor (e.g. obstacles clearance requirements and/or EDTO operations).
Depending on the prevailing operational constraints, the most appropriate diversion strategy shall be, out of the following options.
STRATEGIES
STANDARD OBSTACLE FIXED SPEED
DESCENT TO CEILING
• M .84/300KTS
• MCT
• DRIFTDOWN SPEED
• MCT
• M .84/300KTS
• MCT
• M .84/320KTS
• MCT
CRUISE
LRC CEILING
IF OBSTACLE NOT CLEARED:
MAITAIN MIN MANOVERING SPEED
CHECK MAXIMUM ALTITUDE CAPABILITY
CHECK MAXIMUM ALTITUDE CAPABILITY
LRC SPEED
IF OBSTACLE CLEARED: REVERT TO STANDARD STRATEGY
DESCENT TO DESTINATION
THRUST IDLE/ NORMAL SPEED
Table 3: Diversion Strategies
The use of these strategies is at the discretion of the PIC. As a guideline,
the considerations are as follows:
• Standard strategy gives you the best fuel burn-off but the maximum diversion time required.
• Fixed speed Strategy will give you the minimum possible diversion times at the expense of fuel.
• Obstacle strategy should be used until clear of all obstacles.
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1.9 FLIGHT DISPATCH
1.9.1 Basic Function
To provide flight dispatch services to aircraft in a safe and efficient manner,
and comply with all the laid company policies and regulations.
1.9.2 Responsibilities
A summary of the general responsibilities is outlined below:
i) Upon reporting for duty, evaluate the weather for present conditions and future trends, as it will affect the areas of the system over which he will exercise control.
ii) Check the company OM, AIP and the Technical Support Cell of flight operations for current instructions and policies.
iii) Check field conditions and NOTAM files for current conditions of en route and terminal facilities.
iv) Discuss with the dispatcher being relieved the operational plans for his area.
v) Plan the proper fuel loads for the flight under his jurisdiction, given due consideration to the relative cost of fuel at the various stations. Notify appropriate personnel concerning the fuel requirements.
vi) Compute flight plans.
vii) Coordinate with the supervisor problems of equipment substitution, maintenance, and the like.
viii) Adjustments of payload as dictated by Fuel/Weight analysis
ix) Exercise a continuous watch over each aircraft in flight, keeping the captain fully informed of all conditions which might affect its operations and which he may not already be aware.
x) Assist the Maintenance Department in planning the return to service of any aircraft that has a mechanical malfunction on a scheduled trip or otherwise away from its base.
xi) Keep fully informed on the current Regulations that relate to the operations of company aircraft. Conduct all operations in strict conformity therewith.
xii) Be thoroughly familiar with the operational characteristics and limitations of all aircraft over which he exercises operational control.
xiii) Be completely familiar with en-route navigational aids and terminal facilities and be prepared to assist any flight, which may require assistance because of failure of such facilities.
xiv) Notify the appropriate governmental agencies of irregularities which require their attention.
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xv) Notify the appropriate company officials in the event of aircraft accidents.
xvi) Keep abreast of the latest developments in aviation industry, and fulfill all educational and technical requirements to meet the changes.
1.9.3 Aircraft In-Flight
The duty Operations Officer shall assist the pilot-in-command during the course of the flight by
Closely following its progress and the latest weather reports and forecasts
for the route and for destination and alternate airports.
Be ready to inform him on the state of airports, RTC, communication and
navigation facilities.
Monitoring fuel endurance in the light of any changes in flight plan and the
latest weather information.
Transmitting operational information either self-initiated or on request.
Initiating advice on re-route of the flight where considered necessary,
together with all relevant revised flight data plan.
Obtain all the flight's particulars and the flight conditions in the area the
flight is traversing to enable him to provide a flight with revised if so
required.
Advice the latest flight information to all concerned once diversion or
turning back is necessary.
Maintain flight watch to control the flight movement according to flight
information. Revise the company clearance when he considers it
appropriate in the interest of the safety of flight after consulting with and
having concurrence of the pilot-in-command. Provide estimated arrival
information to all concerned for the inbound flight based on the departure
message and the flight progress.
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1.9.4 Post Flight
The Duty Operations Officer shall:
i) Watch the aircraft movement through the company radio and provide arrival information to all concerned. Submit a dispatcher report if an emergency has arisen during his duty time. Receive a debriefing from the pilot-in-command on the flight conditions apply this information in planning for the following flight.
ii) Maintain an accurate flight control Log or Trip file.
iii) Apart from the many considerations stipulated under dispatch procedures for NON-EDTO operations.
The following are emphasized to endure conformity with EDTO.
1.9.5 Determination of suitable Airport
One of the distinguishing features of EDTO is the availability of suitable en -
route alternate airports to which an aircraft can divert after a single or
combination of failures requiring such a diversion. It is therefore, important
that such alternate airport have the capabilities services and facilities to
support an EDTO aircraft.
The decision weather an "adequate alternate is Suitable" has to be taken
prior to departure and is based on the forecast weather conditions during
the assumed estimated time of arrival.
1.9.6 Aircraft Maintenance Status
On similar application as for non-EDTO, EDTO operations emphasize a
greater need to alert the operating crew of:
i) Aircraft Maintenance Status and ii) Giving special attention on the need to apply operational limitations and
payload penalty associated to MEL defects:
1.9.7 Documentation
Operating cockpit crew should be provided with:
i) Navigation charts, indicating the area of EDTO operation.
ii) EDTO Dispatch Form- weather forecast will be filled up by the dispatchers. Weather Forecast for each airport which are valid for the duration; one hour before the established earliest time of arrival and one hour after the established latest time of arrival.
iii) Fuel Flight Plan or CFP, showing.
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Minimum take off fuel considering EDTO scenarios as approved by the
relevant authority Equi time-Point Critical Fuel Scenarios.
1.9.8 Flight Tracking
Achievable by way of position reporting from aircraft through one of the
available means:
ACARS
SATCOM or
STOCKHOLM RADIO
1.9.9 Weather Monitoring
Monitoring current and forecasted weather of stations available from
approved sources.
EDTO GUIDE Chapter 02 Page 1
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CHAPTER 2: EDTO TRAINING
2.0 EDTO TRAINING 03
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INTENTIONALLY LEFT BLANK
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EDTO TRAINING
The EDTO training programs provides flight crew, maintenance personnel
and dispatchers with EDTO knowledge/requirement related to their task in
order that they can effectively and safely, operate and support aircraft
operating under EDTO rules. The training pertains to the following areas:
FLIGHT CREW TRAINING
INITIAL TRAINING
Prior to the commencement of EDTO operations each Flight Crew
member will undergo EDTO training, consisting of ground school,
simulator LOFT scenarios and line training. The line training consists of
two sectors for each crew member, during which the EDTO planning and
procedures will be highlighted.
Session-1 (02 Hours)
Regulations
PCAA ANO-013-FSXX-2.0
The topics to be generally covered during the EDTO class shall comprise
the following in the same sequence.
Benefit of EDTO
Large area of operation
Direct routing/fuel saving
Use of distant en-Route alternates
Conditions that made EDTO Possible
Engine reliability
System reliability
System redundancy
Improved systems
Decreased in crew workload
Progress from 60 minute to 180 minutes
Manufacturer's Responsibilities
Type design approval
Design eligibility
System eligibility
Electrical power redundancy
APU design
Emergency standby electrical generators design
Minimum crew workload
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System redundancy
Time limited equipment
Ice protection
Safety Assessment
Flight testing
EDTO design capability
Operator's Responsibilities,
Determination of diversion time
Aircraft configuration
Maintenance practices
Procedures
Reliability reporting
Modification and inspection
Dispatch
Maintenance program
Engine condition monitoring
Oil condition monitoring (Engine And APU)
Service check
EDTO Training
Flight Crew
Maintenance
Dispatchers
In service reliability
Operational readiness/documentation
Ops Specs
Operations manual
MEL/DDG
Fuel requirement
Flight documentation Validation flight
Accelerated EDTO Approval
Requirements
Approval considerations
Operations limitation
Surveillance
BREAK - 30 MINUTES Session-2 (02 Hours)
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Definition
Adequate Airport
Suitable Airport
Diversion/ En-route Alternate Airport
Maximum Diversion Time
Maximum Diversion Distance
EDTO Area of operations
EDTO Entry Point (EEP)
EDTO Segment
Equal time Point (ETP)
Critical Point (CP)
One-engine out Diversion Speed
EDTO Exit Point (EXP)
Area of Operations
Aircraft reference weight
Diversion speed/ distance
Diversion Strategies
Operation
Criteria for selecting diversion strategy.
Fuel Requirement
Performance factor (APD)
Standard fuel planning
Critical fuel scenario
Aircraft depressurization
Engine failure/ depressurization
Fuel reserves
Determination of Icing Condition
TAT
Relative humidity
Dispatch Weather Minima
Lower than published weather minima
Period of Validity
Minimum Equipment List (MEL)
Computerized flight plan
BREAK 30 Minutes Session- 3 (02 Hours)
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EDTO Dispatch
Checklist
MEL/DDG
Suitable Airport
NAV. Charts
Weather Dossier
Computerized flight plan
Correction of location of ETP for wind
In flight Procedure
PIA checklist
Discussion on One Specific PIA Route
Instructor
Initial classroom training will be given by a qualified Instructor pilot or
Operation Engineer.
All FOO training will be conducted by FGI.
Recurrent Training
EDTO Recurrent class room training is required once a year.
Training division will provide list of EDTO cleared pilots to planning and Scheduling Division, so that only EDTO cleared pilots are scheduled on such routes.