edto guide - pakistan international...

ISSUED BY:

TECHNICAL DIVISION

DATED: 28 SEPTEMBER 2018

777-240/ -LR /-340ER

EDTO GUIDE EXTENDED DIVERSION TIME

OPERATIONS

EDTO GUIDE

APPROVAL Edition: 02

Revision: 00 Dated: 28 SEP, 2018

Controlled Document – Do Not copy without prior permission of Director Flight Operations/CoFO

HQCAA/1076/038/FSAC/2799 Dated 30th OCTOBER, 2018

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

APPROVAL Edition: 02




INTENTIONALLY LEFT BLANK

EDTO GUIDE Chapter 00 Page 1

INTRODUCTION Edition:02




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






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.






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.






0.4 REVISION RECORDS

REV No.

ISSUE DATE

CHAPTER No.

PAGE No.

DATE ENTERED

ENTERED BY

SIGNATURE






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






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






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

Chapter 01 Page 18

GENERAL

Edition:02 Revision: 00

Dated: 28 SEP, 2018


HQCAA/1076/038/FSAC/2799 DATED 30TH OCT, 2018

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.


GENERAL Edition:02




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.


GENERAL Edition:02




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.


GENERAL Edition:02




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.


GENERAL Edition:02




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 TRAINING Edition:02




CHAPTER 2: EDTO TRAINING

2.0 EDTO TRAINING 03






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






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)






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)






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.

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