Mon Boeing Etops

ETOPS Manual – Flight Crew
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ETOPS MANUAL – FLIGHT CREW
Contents
0 Abbreviations...........................................................................................................1
1 ETOPS – General .....................................................................................................3
1.1 Introduction..............................................................................................................3
1.2 Brief Description of ETOPS ....................................................................................3
1.3 Definitions ................................................................................................................3
1.3.1 Adequate ETOPS Aerodrome................................................................................3
1.3.2 Approved One-Engine-Inoperative Cruise Speed ..................................................4
1.3.3 Critical Point (CP)...................................................................................................4
1.3.4 ETOPS Critical Fuel Reserves ..............................................................................4
1.3.5 Dispatch .................................................................................................................4
1.3.6 Equal Time Point....................................................................................................4
1.3.7 ETOPS (Extended Range Operations for Two Engine Aeroplanes) ......................4
1.3.8 ETOPS En-route Alternate Aerodrome ..................................................................5
1.3.9 ETOPS Area of Operations ....................................................................................5
1.3.10 Extended Range Entry point ..................................................................................5
1.3.11 Extended Range Exit Point ....................................................................................5
1.3.12 ETOPS Segment....................................................................................................6
1.3.13 ETOPS Significant System ....................................................................................6
Apr 2014 Issue 1 ETOPS – Contents – i

1.3.14 Maximum Approved Diversion Time ......................................................................6
1.3.15 Operator’s Approved Diversion Time .....................................................................6
1.3.16 Rule Distance .........................................................................................................6
1.3.17 Threshold Distance ................................................................................................6
1.3.18 Threshold Time ......................................................................................................7
1.3.19 Point of No Return (PNR) .......................................................................................7
2 ETOPS Approval ......................................................................................................9
2.1 Approval Process ....................................................................................................9
2.1.1 Type Design Approval ............................................................................................9
2.1.2 Operational Approval..............................................................................................9
2.2 Registrations of Aircraft Currently Approved .......................................................9
3 Training and Checking ..........................................................................................11
3.1 Qualifications and Training ..................................................................................11
3.1.1 Flight Crew ...........................................................................................................11
3.1.2 Competency of Ground Staff and Procedures for Ground Crew ..........................11
4 Engineering and Maintenance ..............................................................................13
4.1 Engineering ETOPS Check ...................................................................................13
4.2 ETOPS Maintenance Certification ........................................................................13
Apr 2014 Issue 1 ETOPS – Contents – ii

4.3 ETOPS Verification Flights ...................................................................................14
4.3.4 ETOPS verification procedure..............................................................................15
5 Flight Preparation and Planning ..........................................................................17
5.1 ETOPS Approved Areas of Operation .................................................................17
5.2 ETOPS Dispatch Conditions ................................................................................17
5.3 Operating Minima for ETOPS En-Route Aerodromes ........................................18
5.3.1 Description ...........................................................................................................18
5.3.2 Standard Planning Minima ...................................................................................18
5.3.3 Application of Aerodrome Forecasts (TAF & TREND) to Pre-Flight

Planning ...............................................................................................................18
5.3.4 Presentation of ETOPS Planning Minima ............................................................20
5.3.5 Planning minima with MEL limitations ..................................................................20
5.3.6 Alternate Aerodromes and the Nomination of Destination or Departure

Aerodromes as ETOPS En-route Alternates........................................................21
6 Flight Preparation and Planning Air Data Air Data.............................................23
6.1 Requirements.........................................................................................................23
6.1.1 Computer Flight Plans – ‘AirData’ System ...........................................................23
6.1.2 ETOPS Route Selection (With ‘AirData’) Other Than North Atlantic....................23
Apr 2014 Issue 1 ETOPS – Contents – iii

7 ETOPS Critical Fuel Reserves ..............................................................................25
7.1 General ...................................................................................................................25
7.2 Critical Fuel Scenario ............................................................................................25
7.2.1 Case A – Total Pressurisation Failure ..................................................................25
7.2.2 Case B – Engine Failure ......................................................................................25
7.2.3 Case C – Engine Failure And Simultaneous Pressurisation Failure ....................25
8 Delayed Dispatch...................................................................................................27
9 Re-Routing .............................................................................................................29
10 ETOPS Operating Procedures ..............................................................................31
10.1 ETOPS Operating Procedures ..............................................................................31
10.2 Use of Plotting Template (MacPlotter) .................................................................37
10.2.1 General.................................................................................................................37
10.2.2 Assessing ETOPS Threshold distance ................................................................37
10.2.3 Assessing ETOPS Rule Distance ........................................................................37
10.2.4 Assessing Time to Alternate.................................................................................37
10.2.5 Plotting Template (MacPlotter).............................................................................38
10.3 Contingency Procedures ......................................................................................39
10.4 Guarding Against Complacency ..........................................................................40
Apr 2014 Issue 1 ETOPS – Contents – iv

10.5 Common Causes of Gross Navigation Errors (GNE) .........................................40
10.5.1 Less Common Causes of GNEs ..........................................................................41
10.5.2 Lessons To Be Learned .......................................................................................41
10.6 The Prevention of Deviations from Track as a Result of Waypoint

Insertion Errors......................................................................................................43
10.6.1 The Problem.........................................................................................................43
10.6.2 The Cure ..............................................................................................................43
A1 Non-ETOPS Routing: North Atlantic....................................................................45
A2 Deriving Fuel Requirement At ETPS....................................................................47
A3 Change Of Longitude Tables................................................................................53
A4 Plotting Equal Time Points ...................................................................................83
Apr 2014 Issue 1 ETOPS – Contents – v

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Apr 2014 Issue 1 ETOPS – Contents – vi

List of Effective Pages

Page Rev Date Page Rev Date
Contents - i 1 Apr 2014 10 - 42 1 Apr 2014

Contents - ii 1 Apr 2014 10 - 43 1 Apr 2014
Contents - iii 1 Apr 2014 10 - 44 1 Apr 2014
Contents - iv 1 Apr 2014 A1 - 45 1 Apr 2014
Contents - v 1 Apr 2014 A1 - 46 1 Apr 2014
Contents - vi 1 Apr 2014 A2 - 47 1 Apr 2014
LEP - 1 1 Apr 2014 A2 - 48 1 Apr 2014
LEP - 2 1 Apr 2014 A2 - 49 1 Apr 2014
0-1 1 Apr 2014 A2 - 50 1 Apr 2014
0-2 1 Apr 2014 A2 - 51 1 Apr 2014
1-3 1 Apr 2014 A2 - 52 1 Apr 2014
1-4 1 Apr 2014 A3 - 53 1 Apr 2014
1-5 1 Apr 2014 A3 - 54 1 Apr 2014
1-6 1 Apr 2014 A3 - 55 1 Apr 2014
1-7 1 Apr 2014 A3 - 56 1 Apr 2014
1-8 1 Apr 2014 A3 - 57 1 Apr 2014
2-9 1 Apr 2014 A3 - 58 1 Apr 2014
2 - 10 1 Apr 2014 A3 - 59 1 Apr 2014
3 - 11 1 Apr 2014 A3 - 60 1 Apr 2014
3 - 12 1 Apr 2014 A3 - 61 1 Apr 2014
4 - 13 1 Apr 2014 A3 - 62 1 Apr 2014
4 - 14 1 Apr 2014 A3 - 63 1 Apr 2014
4 - 15 1 Apr 2014 A3 - 64 1 Apr 2014
4 - 16 1 Apr 2014 A3 - 65 1 Apr 2014
5 - 17 1 Apr 2014 A3 - 66 1 Apr 2014
5 - 18 1 Apr 2014 A3 - 67 1 Apr 2014
5 - 19 1 Apr 2014 A3 - 68 1 Apr 2014
5 - 20 1 Apr 2014 A3 - 69 1 Apr 2014
5 - 21 1 Apr 2014 A3 - 70 1 Apr 2014
5 - 22 1 Apr 2014 A3 - 71 1 Apr 2014
6 - 23 1 Apr 2014 A3 - 72 1 Apr 2014
6 - 24 1 Apr 2014 A3 - 73 1 Apr 2014
7 - 25 1 Apr 2014 A3 - 74 1 Apr 2014
7 - 26 1 Apr 2014 A3 - 75 1 Apr 2014
8 - 27 1 Apr 2014 A3 - 76 1 Apr 2014
8 - 28 1 Apr 2014 A3 - 77 1 Apr 2014
9 - 29 1 Apr 2014 A3 - 78 1 Apr 2014
9 - 30 1 Apr 2014 A3 - 79 1 Apr 2014
10 - 31 1 Apr 2014 A3 - 80 1 Apr 2014
10 - 32 1 Apr 2014 A3 - 81 1 Apr 2014
10 - 33 1 Apr 2014 A3 - 82 1 Apr 2014
10 - 34 1 Apr 2014 A4 - 83 1 Apr 2014
10 - 35 1 Apr 2014 A4 - 84 1 Apr 2014
10 - 36 1 Apr 2014 A4 - 85 1 Apr 2014
10 - 37 1 Apr 2014 A4 - 86 1 Apr 2014
10 - 38 1 Apr 2014
10 - 39 1 Apr 2014
10 - 40 1 Apr 2014
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Apr 2014 Issue 1 ETOPS – LEP – 1

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Apr 2014 Issue 1 ETOPS – LEP – 2

0 Abbreviations
ADD Acceptable Deferred Defect
AFM Airplane Flight Manual
AOC Air Operator Certificate
ATS Air Traffic Services
CCFP Company Computer Flight Plans
CP Critical Point
EASA European Aviation Safety Agency
ETOPS Extended Range Operations for two engine aeroplanes
ETP Equal Time Point
FCOM Flight Crew Operating Manual
FOTG Flight Operations Technical Group
MEL Minimum Equipment List
OFP Operational Flight Plan
OMA Operation Manual part A
OMB Operation Manual part B
OMC Operation Manual part C
PF Pilot Flying
PFI Pre Flight Inspection
PNF Pilot Non Flying
PNR Point of No Return
QRH Quick Reference Handbook
Apr 2014 Issue 1 ETOPS – 0 – 1

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1 ETOPS – General
1.1 Introduction
The introduction of twin-engine aircraft which were capable of flying over very
long distances necessitated a review of the risks of operating these aircraft in
remote areas. The concern can be summarized as: in the event of a technical
problem, a suitable airfield may be some distance away from the aircraft’s
geographical position at the time of failure. Thus, mitigations have been put into
place to ensure the continued safe operation of twin-engine aircraft in remote
areas. These mitigations are ETOPS procedures which include but are not limited
to: enhanced operational, engineering, manufacturer and planning procedures.
These procedures form the basis of Monarch’s ETOPS approval. Monarch
Airlines was the first UK operator to carry out an ETOPS flight using the Boeing
757.
Most countries have introduced specific legislation and requirements for

Extended Range Twin Engine Operation. This manual contains the requirements
found in EASA OPS and defines procedures devised by the company to ensure
a safe ETOPS flight.
1.2 Brief Description of ETOPS

An extended range operation is defined as any flight intended to be, or actually,
conducted over a route which contains a point further than one hours flying time
(in still air) at the normal one-engine inoperative speed from an ‘Adequate’
aerodrome. Many areas of the AOC fall into this category: land and sea. General
procedures are designed to facilitate these flights. Where some routes have
unique requirements or specific company implications (e.g. the North Atlantic)
additional material will be provided in OMC.
The philosophy of ETOPS can be summed up as follows:
• If an ETOPS flight remains within the rule distance from an adequate

airport, the reliability of the Aircraft’s systems are such, that the aircraft
can reach that airport given any reasonable failure or combination of
failures.
• At the pre-flight planning stage, an adequate airport is an airport which
has adequate serviceable facilities to handle the aircraft type and for
which the weather is forecast to be at or above the ETOPS planning
minima. An explanation of planning minima is found in definitions. For
convenience, the minima are listed in OMC Section C-1.
• Once the aircraft has dispatched, normal operational minima applies.
1.3 Definitions
CAUTION: Some of the terms in general use, have exclusive meanings in the
ETOPS context; e.g. en-route alternate.
1.3.1 Adequate ETOPS Aerodrome

An aerodrome considered to be satisfactory, if, at the expected time of use, the
aerodrome is available and equipped with necessary ancillary services such as
air traffic services (ATS), sufficient lighting, communications, weather reporting,
navigation aids and emergency services and has at least one instrument
approach procedure available.

1.3.2 Approved One-Engine-Inoperative Cruise Speed

The approved one engine-inoperative cruise speed is the speed selected by
Monarch and approved by the Authority. This speed is used to define the outer
limit of the area of operation and any dispatch limitations. The calculation of
critical fuel requirements and establishing the net level off altitude in the event of
a single engine drift-down is also made at this speed
Note: For Monarch A330 and B757, this speed is 400 kts.
1.3.3 Critical Point (CP)

The point on the route which is critical with regard to the ETOPS fuel requirements
(Case A, B or C – see Chapter 7) if a diversion has to be initiated from that point.
The CP is usually, but not always (depending on the configuration of the area of
operations), the last Equal Time Point within the ETOPS segment.
1.3.4 ETOPS Critical Fuel Reserves

Extra fuel required to satisfy the requirements of the Critical point (CP) This is
annotated on the CCFP as ETOPS EXTRA FUEL. Please see 7.
1.3.5 Dispatch
The aeroplane can be considered as having dispatched when it first moves under
its own power for the purpose of taking-off.
1.3.6 Equal Time Point

A point on the planned route which is located at the same flying time from two
Adequate ETOPS en-route alternate aerodrome airports. The Equal Time Point
position can be determined from the Company Computerised Flight Plan. In the
event of a reroute, they can be obtained mathematically or graphically by using a
plotting chart. For determination of an ETP from the plotting chart, see
Appendix A4.
Mathematically:
Calculation of the ETP between two given points by formula may be carried out
as follows;
D×H
Distance to ETP =
O+H
D = Distance between aerodromes
H = G/S Home at Engine Inoperative TAS
O = G/S Onward at Engine Inoperative TAS
1.3.7 ETOPS (Extended Range Operations for Two Engine Aeroplanes)

ETOPS operations are those with two engine aeroplanes approved by the
Authority (ETOPS approval), to operate beyond the threshold distance
determined in accordance with EASA-OPS from an Adequate Aerodrome.

1.3.8 ETOPS En-route Alternate Aerodrome

For an aerodrome to be nominated as an ETOPS en-route alternate, it should be
anticipated that at the expected times of possible use until one hour after the
latest possible time of landing, has an ATS facility, at least one instrument
approach procedure, and weather conditions equal to or better than the planning
minima required for the aerodrome.
To expand:
(a) The landing distances required (dispatch calculation) in the AFM for the
aerodrome and the expected runway, taking into account forecast
meteorological and environmental conditions; e.g. wind and runway
condition, shall be less than the landing distance available as declared by
the aerodrome authorities.
(b) The aerodrome services and facilities are adequate to permit an
instrument approach procedure to the runway expected to be used while
complying with the applicable aerodrome operating minima. N.B. A
NOTAM check must confirm that these facilities are serviceable. RFF
level must be suitable in accordance with OMA.
(c) The latest available forecast weather conditions for a period commencing
at the earliest potential time of landing and ending one hour after the latest
nominated time of use of that aerodrome, shows that the forecast
conditions (cloud base, visibility and cross wind limitations) all equal or
exceed the planning weather minima for en-route alternate aerodromes
as provided for by the tables in OMC. Caution should be exercised when
comparing True winds in the forecasts to magnetic runway QDMs due to
the large values of magnetic variation in some areas of operation. These
values are included in the ETOPS planning minima tables in OMC. The
runway condition (dry, wet or contaminated) should be taken into account
when considering cross wind limitations. For FBW aircraft please see the
RCAM (Runway Condition Assessment Matrix) in the QRH
(FPE-IFL-MAT) or Data card.
(d) As part of the briefing pack, meteorological information on adequate
aerodromes appropriate to the route to be flown, which may or may not be
forecast to meet en-route alternate weather are provided to flight crews for
use when executing a diversion when normal planning minima applies.
1.3.9 ETOPS Area of Operations

An area where the diversion time, at any point along the proposed route of flight,
to an adequate ETOPS en-route alternate aerodrome, is within the operator’s
approved diversion time (under standard conditions in still air) at the approved
one-engine-inoperative cruise speed.
CAUTION: For dispatch, the flight must be planned to remain within the ETOPS
area of operations.
1.3.10 Extended Range Entry point

The point along the planned route at which the aeroplane first exceeds the
threshold distance away from the last adequate aerodrome.
1.3.11 Extended Range Exit Point

The point along the planned route at which the aeroplane is no longer more than
the threshold distance away from an adequate aerodrome.

1.3.12 ETOPS Segment

The planned route between the Extended Range Entry Point and the Extended
Range Exit point. An ETOPS route may include several ETOPS segments
separated from each other.
CAUTION: For dispatch, the ETOPS Segment must be planned to remain within
the ETOPS area of operations.
1.3.13 ETOPS Significant System

An aeroplane system, including the propulsion system, the failure or
malfunctioning of which could adversely affect the safety of an ETOPS flight, or
the continued safe flight and landing of an airplane during an ETOPS diversion.
1.3.14 Maximum Approved Diversion Time
The Maximum Approved Diversion Time is that established for the
airframe/engine combination (or the engine) in accordance with the type design
criteria. This Maximum Approved Diversion Time is reflected in the aeroplane and
engine Type Certificate Data Sheets. The Maximum Approved Diversion Time for
the aeroplane should not be exceeded and is reflected in the AFM or AFM
Supplement.
1.3.15 Operator’s Approved Diversion Time

Is the maximum time authorised by the Authority that Monarch may operate a type
of aeroplane at the approved one engine-inoperative cruise speed (under
standard conditions in still air) from an ETOPS Adequate Aerodrome.
Note 1: For Monarch A330 aeroplanes the Approved Diversion Time is 180
minutes.
Note 2: For Monarch B757 aeroplanes the Approved Diversion Time is 180 or
138 minutes as indicated on the CCFP.
1.3.16 Rule Distance

The distance travelled in still air in the Operator’s Approved Diversion Time, at the
one-engine inoperative cruise speed.
Note 1: For Monarch A330 aeroplanes, the Rule Distance is 1200 nm.
Note 2: For Monarch B757 aeroplanes, the Rule Distance is 900 or 1200 nm (as
indicated on the CCFP).
The maximum diversion time that any point on the route may be from an ETOPS
adequate aerodrome, as specified by the Authority, is as follows:
For Monarch A330 aeroplanes the Approved Diversion Time is 180 minutes.
For Monarch B757 aeroplanes the Approved Diversion Time is 138 or 180
minutes as indicated on the Air Data Flight Plan.
1.3.17 Threshold Distance

The distance (in nautical miles) from an adequate aerodrome beyond which
ETOPS approval is required. The Threshold Distance is calculated using the
Threshold Time and the approved one engine-inoperative cruise speed.

Note 1: For planning purposes, Monarch A330 aeroplanes Threshold Distance

is 400 nm.
Note 2: For planning purposes, Monarch B757 aeroplanes Threshold Distance

is 400 nm.
1.3.18 Threshold Time

The diversion time (in minutes) from an adequate aerodrome beyond which
ETOPS approval is required. The Threshold Time is defined by the aeroplane’s
Performance Class, its maximum approved seating capacity and its maximum
take-off mass.
Note 1: For Monarch A330 aeroplanes, the Threshold Time is 60 minutes.
Note 2: For Monarch B757 aeroplanes, the Threshold Time is 60 minutes.
1.3.19 Point of No Return (PNR)

The PNR is defined as last point along a track at which it is possible to return to
the point of origin with normal reserve fuel. It may be useful to work out a PNR
between two Adequate En-Route Alternates for diversion purposes, whether or
not they are the actual nominated ETOPS Alternate En-Route Aerodromes.
The PNR can be calculated using the following formula:
E×H
Time to PNR (hours) =
O+H
E= Safe endurance in hours, using total fuel remaining minus reserves.

O= All engines groundspeed out, using a wind factored TAS of 400 kts
(A330 and B757).
H= All engines groundspeed home, using a wind factored TAS of 400 kts
(A330 and B757).
Note 1: It should be noted that the crews are not committed to diverting to their
nominated ETOPS En-Route Adequate Aerodrome if they have enough
fuel to return to a more suitable airfield. Consideration should be given
to weather, topography of any Aerodrome, the likely approach and the
technical deficiencies (if any) of the aircraft when making this decision.
Note 2: In order to judge the fuel required to divert to any chosen airfield, a
combination of the information in Appendix A2 (Still Air Distance and
Fuel and Time to ETOPS Diversion Airport tables) and the FMGC
predicted fuel (with forecast winds at chosen diversion level entered)
should be used.

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2 ETOPS Approval
2.1 Approval Process

ETOPS approval requires two conditions to be met:
(a) Aeroplane type design approval.

(b) Operational approval from the Authority.
2.1.1 Type Design Approval

Type Design Approval is granted by the Authority responsible for issuing the Type
Certificate of an aeroplane following a demonstration that the design features of
the airframe-engine combination are suitable for the ETOPS operation intended
and that an acceptable level of propulsion system and airframe systems reliability
can be achieved for the particular airframe-engine combination. Following
confirmation of suitability, a Maximum Approved Diversion Time is determined
and is shown on the Type Certificate Data Sheet and in the AFM or AFM
Supplement.
2.1.2 Operational Approval

The Operational Approval is granted by the Authority following a satisfactory
demonstration of:
(a) Maintenance; a suitable continuing airworthiness programme including

propulsion system reliability monitoring.
(b) Ground Dispatch Procedures; an appropriate Minimum Equipment List
(MEL), suitable flight dispatch facilities and procedures.
(c) Operational procedures; suitable flight crew procedures, appropriate flight
crew training, cabin crew training and ground crew training.
Note: The Operational Approval includes the Approved Diversion Time. This
may not be greater than the Maximum Approved Diversion Time for the
aeroplane/engine combination.
2.2 Registrations of Aircraft Currently Approved

B757-200
G-DAJB G MONJ G MONK
A330-200
G-SMAN G-EOMA

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3 Training and Checking
3.1 Qualifications and Training

3.1.1 Flight Crew
Flight crew training and checking requirements for ETOPS operations are
specified in OMD. Only those flight crew that have completed ETOPS Initial and
Recurrent Training may operate ETOPS flights and must hold an ETOPS
authorisation on form D7 unless operating under the supervision of a Training
Captain.
Flight Crews holding an ETOPS authorisation are authorised to complete a Pre

Flight Inspection (PFI) and sign for an ETOPS check before dispatch. For more
information, refer to OMA 8.1.11.3.
3.1.2 Competency of Ground Staff and Procedures for Ground Crew

Personnel responsible for the release or dispatch of any ETOPS flight shall be
suitably instructed, have demonstrated their abilities in their particular duties and
be aware of their responsibilities in safely dispatching a company aircraft.
This training is carried out by both the Training Department and FOTG (Flight
Operations Technical Group). In particular, an ETOPS refresher is incorporated
into an annual Air Data refresher given to IOC staff by FOTG. The Training
Department give a full ETOPS ground school course to all members of IOC
involved in dispatch.

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4 Engineering and Maintenance
4.1 Engineering ETOPS Check

The B757 has a single pre-flight inspection form, INSP/BOE/500A which contains
additional items that must be completed prior to the ETOPS sector. This
inspection can be completed by a qualified Monarch pilot if engineering
assistance is not available.
The A330 was designed from the outset as an ETOPS aircraft, because of this
the pre-flight inspection (PFI) for the A330 is the same irrespective of whether the
aircraft is being prepared for an ETOPS sector or not.
The requirements of the A330 pre-flight check are contained within the check
sheet INSP/A330/001, copies of which should be found in the cert file. All items
that are required to be reviewed externally are also detailed in the exterior
inspection (A330 FCOM PRO-NOR-SOP-Safety Exterior Inspection).
An authorised engineer or qualified Monarch A330 pilot is permitted to carry out

this PFI (which also is the ETOPS check), there is no requirement to complete
and sign form INSP/A330/001. The check should not be completed more than 2
hours before the planned time of departure, if the flight is further delayed by a
non-technical problem then the check can remain valid. However, if the delay is
due to a technical problem, particularly those involving ETOPS critical systems or
components, then the original pre-flight is invalidated and must be accomplished
again once the defect has been successfully rectified. (Please note that under
CAP 789 we are permitted to operate a non-ETOPS sector of up to 90 minutes
duration prior to departing on an ETOPS sector once the PFI has been
completed. However, there is no reason we need to take advantage of this as the
normal PFI includes the ETOPS check.)
Once completed, the tech log box PFI/ETOPS should be completed and signed
for as normal. When completing the tech-log after landing the letter E at the top
of the page should be circled if you have just completed an ETOPS sector.
Please refer for further information to:
• OMA 8.1.11.3 (a) part (iv) – PFI/ETOPS

• OMA 8.1.11.3 (c) (i) – Technical Log completion
• OMB A330 FCOM PRO-NOR-SOP – Safety Exterior Inspection
4.2 ETOPS Maintenance Certification

All A330 and B757 aeroplanes operating under the Monarch AOC are maintained
to ETOPS standards with regard to defect rectification, scheduled maintenance,
MEL (ETOPS) restricted defects and the requirement for a verification flight to
restore ETOPS capability. If for any reason the aircraft is downgraded to
non-ETOPS capable, an Acceptable Deferred Defect (ADD) will be raised to
control the ETOPS status irrespective of whether the aeroplane is operating on
an ETOPS or Non-ETOPS route. This ADD must first be cleared before departing
on a Verification Flight for the purpose of upgrading to ETOPS status. However,
when the aircraft is operated on a non-ETOPS route (including a Verification
Flight as part of a non-ETOPS flight), there is no requirement for an Engineering
ETOPS Departure check to be certified in the Technical Log prior to dispatch.

4.3 ETOPS Verification Flights

4.3.1 There is a requirement to avoid identical action being applied to multiple similar
elements in any ETOPS critical system.
4.3.2 Critical Systems are identified as follows:
(1) Magnetic Chip detectors (MCDs)

(2) Power Plant
(3) Fuel Control
(4) Oil/Fuel Filters
(5) Fire Warning Components
(6) Substantial Engine Control Disassembly
4.3.3 Following maintenance where identical action on both systems defined in section
4.3.2 has been applied a NON-ETOPS or a Verification Flight may be required.
A Verification Flight is made when an aircraft is released for an ETOPS flight

subject to the monitoring and verification of system serviceability before
commencing the ETOPS part of the sector.
The following requirements must be satisfied prior to ETOPS dispatch:
(a) MCDs – Duplicate inspection required on installation plus ground idle run
for 10 minutes for leak checks.
(b) Power Plant Replacement – Full Power ground runs including a full
system leak and function test plus a non-ETOPS flight or a Verification
Flight.
Note: Following a single engine change the aircraft should carry out a
non-ETOPS flight. However, consideration may be given to
operational requirements and a non-ETOPS sector or a
Verification Flight may be accomplished, subject to the
authorisations detailed at Para 4.3.4.
(c) Fan Blade Lubrication – Full Power ground runs (plus vibration analysis if
required by Maintenance Manual).
(d) Fuel Control Replacement – Full Power ground runs including a full
system leak and function test plus a non-ETOPS flight or a Verification
Flight.
(e) Oil/Fuel Filter Replacements – Duplicate inspection on installation plus
ground idle run for 10 minutes for leak checks.
(f) Fire Warning Components – Full system integrity checks for correct
operation and sense.
(g) Substantial Engine Control Breakdown – Full Power ground runs.

4.3.4 ETOPS verification procedure

The requirement for a verification flight will be determined on a case by case
basis, involving MAEL, Flight Operations Management and the applicable
Maintenance Organisation’s Maintenance Control.
If an ETOPS verification flight is required, the Technical Log will show “ETOPS
Verification Flight Required” in the Defect Column and an ADD will be raised. In
addition, there will be a request to the flight crew to carry out an ETOPS
Verification Flight.
A verification flight may take one of three alternatives, depending on which one
best suits the nature and circumstances of the maintenance action at that
particular time. These alternatives are as follows:
(a) A non-ETOPS revenue flight.

(b) A non-ETOPS verification flight, which could be a ferry flight.
(c) An ETOPS flight, but with the verification being completed before entering
the ETOPS sector. (See Note 1 and Note 2).
Note 1: If it is decided by the Quality Manager and a Management Pilot that the
first part of a flight (non ETOPS sector) will meet the requirement for a
continued ETOPS flight, then this will be appended in the technical log
using the following wording:
“Aircraft certified for ETOPs, subject to the first 60 minutes of a
verification flight being flown under non ETOPs rules with no indicated
faults in the (Insert system/component disturbed).”
Note 2: After completing a period of time in-flight equivalent to the Approved

Diversion Time for the aeroplane type, and if there are no defects that
would affect ETOPS dispatch, the Commander will record in the defect
column of the Technical Log Page “ETOPS Verification Flight
satisfactory” and the ADD will be cleared by the ground engineer at the
next station.
CAUTION: If ETOPS verification is required prior to entering an ETOPS sector,

the Commander should consider loading sufficient fuel to complete
the flight via a non-ETOPS routing or a downgraded ETOPS
threshold routing if possible or practical.

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5 Flight Preparation and Planning
5.1 ETOPS Approved Areas of Operation

ETOPS flights should only be conducted within the Monarch AOC approved area
of operation. Refer to OMA section 1.0 defined areas. Any flight must also be
planned within the ETOPS area of operations.(see Definitions)
5.2 ETOPS Dispatch Conditions

The flight dispatch conditions described in this paragraph are in addition to the
normal flight dispatch requirements which are described in OMA.
An ETOPS flight may not be dispatched unless:
(a) The aeroplane is ETOPS approved and meets the continuing

airworthiness requirements for ETOPS operations. An ETOPS check
must be carried out and recorded in the aircraft technical log. For the
Airbus A330, a PFI meets this requirement.
(b) Where any aeroplane systems are unserviceable (as recorded by ADDs),
any restrictions imposed by the MEL must be taken into account and the
planned route must be checked for suitability; e.g. Approved Diversion
Time may be restricted below 180mins. Furthermore, in the event of any
ADDs, the crew will confirm that the aircraft is still ETOPS capable.
(c) The flight crew must be appropriately qualified or under training and
supervised by an appropriately qualified Training Captain.
(d) Communications facilities are available to provide reliable
communications between the aeroplane and the appropriate ATS unit
over the planned route of flight and on the routes to any alternate
aerodrome to be used in the event of diversion at the appropriate
one-engine-inoperative cruise altitudes.
(e) Navigation aids are available and located to provide the navigation
accuracy necessary for the planned route and altitude of flight, and the
routes to any alternate and altitudes to be used in the event of an engine
shutdown.
(f) Sufficient aids are available at the specified alternates for the anticipated
types of approaches and operating minima.
(g) Sufficient fuel and oil are carried to meet normal operational
requirements. Additionally, extra fuel may be necessary to comply with
the ETOPS critical fuel reserve requirements described in Chapter 7.
(h) In-flight performance data is available including data on relevant
maneuvers such as drift down and one-engine-inoperative cruise. This is
available from the (M)CDU or may be found in the QRH section FPE-OEI.
(i) Aerodrome briefings, in addition to normal Flight Planning Briefing
requirements, NOTAMs and weather forecasts are available for all
adequate aerodromes within the Approved Diversion Time along the route
to be flown whether or not they meet the criteria for an ETOPS En-route
Alternate Aerodrome:
(j) If applicable to the route being flown, a copy of the NAT track messages
is required, see OMC.
(k) The required take-off, destination and alternate aerodromes, including
suitable ETOPS En-route Alternate Aerodrome(s) within the Approved
Diversion Time established for the flight, which are to be used in the event

of a propulsion system failure or aeroplane system failure(s) which require

a diversion, have been nominated and are shown on the Operational
Flight Plan (OFP).
5.3 Operating Minima for ETOPS En-Route Aerodromes

5.3.1 Description
The term ‘Planning Minima’ is used to denote the greater values of Cloud Ceiling
and RVR/Visibility, which determine the operating minima required to be
considered for each airport included as an adequate ETOPS alternate at the flight
planning stage of an ETOPS flight.
The increases above normal SAOM have been calculated to offer a good
statistical probability that the conditions will not be worse than the normal SAOM
whilst the aircraft is within an ETOPS segment.
5.3.2 Standard Planning Minima

An adequate ETOPS aerodrome may be considered to be an ETOPS en-route
aerodrome for flight planning and dispatch purposes for extended range
operations if it meets the following criteria:
Note 1: B757 aircraft cannot take advantage of Precision Approach Cat 2/3
ETOPS Planning Minima because the B757 is unable to make a Cat 2
or 3 approach following engine failure during the ETOPS segment.
Note 2: A330 aircraft can take advantage of Precision Approach Cat 2 and 3
ETOPS Planning Minima at all relevant aerodromes providing the Fuel
Jettison facility is serviceable. If the Fuel Jettison facility is unserviceable
the aircraft must be at or below MLW on reaching the aerodrome
concerned.
5.3.3 Application of Aerodrome Forecasts (TAF & TREND) to Pre-Flight Planning

The table on the page overleaf gives details of the applicability of aerodrome
forecasts (TAF & TREND) to pre-flight planning for aerodromes to be considered
SUITABLE as ETOPS En-Route Alternates.
Note that for applicability of Tempo and PROB 30/40 deteriorations the TAF must
be compared against the Operating Minima (shaded column in the ETOPS
Planning Minima Tables). For all other change indicators as well as the initial part
of the TAF, the TAF must be compared with Planning Minima.


5.3.4 Presentation of ETOPS Planning Minima

In the tables starting on page C-1-5 ETOPS Planning Minima are presented as
Cloud Ceiling (aal)/RVR (or Visibility) thereby enabling easy comparison with
METARS and TAFS, where cloud bases are given in height above aerodrome
level.
Planning Minima for ILS CAT 2 and 3 procedures are shown in bold, italic and
underlined font e.g. 200/550. These minima must not be used by B757 aircraft
under any circumstances. They may only be used by A330 aircraft in the
circumstances described in 5.2 (Note 2).
The “Remarks” column includes notes where minima may not be used by
particular aircraft types, either because of system limitations (e.g. Cat 2/3
approaches by B757) or because of runway length, bearing strength or turning
circle limitations.
The shaded column gives Operating Minima in the form of Cloud Ceiling (aal), RA
for CAT 2/3 minima/RVR (or Visibility). This column is only for use at the planning
stage when the TAF indicates a Tempo or Prob 30/40 deterioration. It must not
be used for any other purpose.
5.3.5 Planning minima with MEL limitations

When dispatching under the provisions of the MEL, any MEL limitations affecting
instrument approach minima should be considered when determining required
ETOPS alternate minima.
The MEL identifies the ETOPS critical systems and contains details of any
restrictions on ETOPS operations that result from any system or component
being inoperative or missing.
A list of systems that may affect ETOPs flights for planning is found below. Please
note, this list is not exhaustive and any ADD should be carefully considered for
the purposes of pre-flight planning
(a) Electrical, including battery;

(b) Hydraulic Pneumatic;
(c) Flight instrumentation;
(d) Flight control;
(e) Fuel;
(f) Ice protection;
(g) Engine start and ignition;
(h) Propulsion system instruments;
(i) Navigation and communications;
(j) Auxiliary power units;
(k) Air conditioning and pressurisation;
(l) Cargo fire suppression;
(m) Emergency equipment;
(n) Engine fire detection and extinguishing systems; and
(o) Any other equipment required for ETOPS.

5.3.6 Alternate Aerodromes and the Nomination of Destination or Departure

Aerodromes as ETOPS En-route Alternates
For an ETOPS flight, the required take-off, destination alternate aerodromes and
en-route alternate aerodromes (other than ETOPS en-route aerodromes) should
meet the normal weather requirements of planning minima for IFR flights.
Where a departure or destination aerodrome is selected as an ETOPS en-route

alternate, they should also meet the requirements for an ETOPS en-route
alternate, unless the critical fuel scenario includes additional fuel to continue the
diversion from the departure or destination aerodrome to an alternate aerodrome
meeting the weather requirements of planning minima for destination and
destination alternate aerodromes for the available instrument approach.

INTENTIONALLY BLANK

6 Flight Preparation and Planning Air Data Air Data
6.1 Requirements
6.1.1 Computer Flight Plans – ‘AirData’ System
ETOPS computer flight plans are normally generated by the Integrated
Operations Center (IOC) who will also arrange for transmission of the result to the
aircraft crew. The CCFP is produced by Air data and is presented on Aeroflex for
crews. Air Data is a powerful flight planning system that uses the WAFS GRIB2
wind model.
The CCFP must be carefully checked on receipt; with special attention to the
critical ETP fuel required/fuel available figures. There may well be important text
messages on the front page of the CCFP. If applicable to the route, ensure the
Track Message is available.
IOC will produce the plans according to the following criteria:
(i) Study the weather forecasts and reports for each nominated ETOPS
Adequate En-Route diversion airport, and the NOTAM report to determine
their suitability for use.
(ii) Assess the aircraft serviceability state to determine if any restrictions
should be applied to the route.
(iii) When the NAT tracks have been entered into the AirData computer, and
the en-route wind and temperature data have been down-loaded from the
Met Office computers, calculations begin which result in a minimum-time
flight plan route on the Organised Track System (OTS).
(iv) It is also possible for a non-NAT track route (outside the OTS) to be
generated by the AirData system.
6.1.2 ETOPS Route Selection (With ‘AirData’) Other Than North Atlantic
(i) The procedure is similar to that given in 6.1
(ii) The route selection will take into account any ‘no go’ areas and other
restrictions whether due to aircraft serviceability or NOTAM applicability.
The route composition may be any of the following:
• Wholly airways.
• Part random, part airways.
• Random, not involving airways.
At the planning and despatch stages of an ETOPS flight, the flight crew will
self-brief from Aeroflex, where available, but may liaise with locally based Ground
Despatch or Monarch IOC to ensure that all ETOPS requirements are met. Where
access to Aeroflex is not possible, printed copies of the brief will be available. In
particular, The Commander must satisfy himself that all the requirements of
paragraph 5.2, of Chapter 5, have been met.
The Commander is to ensure that the flight is planned within the ETOPs Area of
Operation, that adequate ETOPS en-route alternates have been selected and
that their weather forecasts meet planning and dispatch requirements and that
sufficient fuel, taking into account the ETOPS Critical Fuel Reserve requirements
described in Chapter 7 is on board.

The CCFP provided should be confirmed to be an ETOPS plan that has been
calculated according to the Approved Diversion Time planned, and it should be
carefully checked for gross errors and that it provides all the information required.
The flight crew shall also ensure that appropriate maps and charts are available
including ETOPS orientation and plotting charts.
Detailed information on the format and content of the CCFP is contained in

OMA 8.1.10

7 ETOPS Critical Fuel Reserves
7.1 General
In addition to the normal fuel requirements of OMA 8.1.7, fuel must be available
at all times to permit a low level diversion to an adequate aerodrome, with the
holding and approach allowances stated as follows:
Descend to 1,500 feet above the airfield, hold for 15 minutes, initiate an approach
followed by a missed approach, and then continue to a normal approach and
landing.
7.2 Critical Fuel Scenario

Three sets of circumstances (‘scenarios’) are required to be considered when
calculating emergency diversion fuel. At a particular critical point, assume the
following conditions when considering the time to an ‘adequate’ alternate.
7.2.1 Case A – Total Pressurisation Failure

(Both engines operating)
This is followed by an immediate descent (MMO/VMO Speedbrakes extended) to

and continued two engine cruise at 10,000 feet to the descent point for landing at
the diversion airfield with the specified reserves in 7.1.
7.2.2 Case B – Engine Failure

(Pressurisation Normal)
This is followed by a driftdown descent to the stabilising altitude, then a single

engine level cruise to the descent point for landing at the diversion airfield with the
specified reserves in 7.1.
7.2.3 Case C – Engine Failure And Simultaneous Pressurisation Failure

This is followed by an immediate descent (MMO/VMO Speedbrakes extended) to
and continued one engine inoperative cruise at 10,000 feet to the descent point
for landing at the diversion airfield with the specified reserves in 7.1.
7.3 The greatest diversion fuel requirement occurs in the pressurisation failure case,
(A330 – engine-inoperative at weights above 170000 kg, and all engines
operating at weights less than 170000 kg). The table given in Appendix A4 shows
the diversion fuel required against the entry arguments aircraft gross mass at and
air distance from the ETOP Critical Point to the diversion airport.
These tables contain a total fuel figure which is a summation of the following
elements:
(a) Fuel from decision point to diversion airfield.

(b) 15 minutes holding at 1500 ft above the diversion airfield.
(c) Missed approach.
(d) A circuit.
(e) Final landing.
(f) A 5 percent allowance for performance degradation.
(g) A 5 percent allowance for en-route contingencies.

Corrections are available for anti-icing selection, and ice accretion.
A ground-mile to air-mile conversion table is also available in Appendix A4.
7.4 If the RTOM or RLW prevent the required amount being available at the Critical
Point, a different route must be chosen such that the new Critical Point is nearer
to an ETOPS adequate diversion airport.
CAUTION: It is possible that the second or subsequent selected routes will have
a longer track distance and possibly greater adverse wind
components also. The route fuel (item (b)) will be greater therefore,
and there may be less margin up to the RTOM in which to load
excess fuel to meet the en-route diversion requirement.

8 Delayed Dispatch
If the dispatch of a flight is delayed by more than one hour, crews should obtain
updated weather forecast and check that all planning requirements are still met.
If necessary, a new CCFP should be obtained

INTENTIONALLY BLANK

9 Re-Routing
In the event of inflight re-routing, the commander must ensure that the aircraft
remains within the ETOPS area, re-calculate the ETP’s and check that sufficient
fuel is available at the ETP for diversion using the tables in Appendix A1 and the
MCDU predicted fuel at the new ETPs.
Whilst the aircraft is en-route, if an airport which was adequate at the planning
stage becomes unsuitable e.g. below normal limits, equipment failure, then:
EITHER
The commander must check that another nearby adequate airport is available
that keeps the aircraft in the ETOPS area of operation. If this is not possible, then
the aircraft must not proceed into the area defined by the rule distance from the
degraded airport, but must remain within the rule distance of another adequate
airport by re-routing, turning back or diverting.
OR
If the aircraft is already within the rule distance from that airport when it becomes
unsuitable, the flight should proceed so as to come within the rule distance of
another adequate airport as soon as practical.

INTENTIONALLY BLANK

10 ETOPS Operating Procedures
10.1 ETOPS Operating Procedures

These ETOPS procedures have been written as a guideline for all ETOPS flights
and therefore all route-specific information has been omitted. It is accepted that
the task-sharing may very well have to be varied in the light of operational
requirements, but these procedures should serve as a cross-check to ensure all
relevant actions take place.
See also OMB section 2.15 Long Range Nav Procs.
FLIGHT PLANNING
Flight documentation required:
– ETOPS CCFP, check flight plan that aircraft contains X (MNPS), W

(RVSM) and Selcal has been inserted. (An example and detailed
explanation of an ETOPS CCFP can be found in OMA).
– Notams.
– NAT Track Messages, check valid (if applicable to the route; i.e. all North
Atlantic).
– MEL/CDL Status.
Note: All of these items will be automatically printed by accessing Aeroflex.
Additionally, Plotting Charts are required. These are widely available in each crew
room and are in the Aircraft stationary files.
To obtain the documentation and plan the Flight, proceed as follows:
1. Extract CFPs, weather, NOTAMs, plotting charts and copy of the FO

ATC flight plan.
2. Check ADDs for any MNPS/RVSM/ETOPS restrictions. CAPT
3. Check RFF cover. BOTH
4. Check by reference to an accurate time source that own timepiece
is accurate. Radio controlled clocks are provided in most crew
rooms that have an accuracy of one second in a million years.
5. By reference to the CCFP confirm: BOTH
(a) The routeing agrees with the filed ATC flight plan.
(b) The track message identification number (TMI) if
applicable to the route being flown.
(c) The available NAT track date/time validity if applicable to
the routebeing flown.
6. Annotate one CFP copy ‘MASTER’. PNF
7. Review and confirm from TAFs and NOTAMs that the selected BOTH
ETOPS EN-ROUTE ALTERNATES meet the required planning
minima during the relevant time periods. The period described is
automatically calculated by Air Data and is printed on the CCFP
as described in OMA. If necessary, the times will need to be
manually adjusted for any delay to departure.

8. On the plotting chart: PF or F/O

Note: All pilots operating long haul flights are required to have a
MacPlotter. This is provided on the initial ETOPS course.
(1) Complete the title boxes and insert TMI if applicable.
Annotate the Plotting Chart MASTER.
(2) Plot the MNPS waypoints and draw the proposed route.
The MNPS waypoints should be obtained from the MNPS
section from the CCFP. Normal domestic sections of the
route are not required to be drawn, though may be useful
in unfamiliar regions for general orientation.
(3) If on NAT Tracks, the adjacent tracks should be drawn with
a dotted line. These are placed on the chart to be used in
the event of a track change and also for general
awareness in the event of diversion being required.
(4) Identify and mark the proposed ETOPS En-Route
Alternates. Using the MacPlotter, draw the Threshold
Distance range arcs (400 nm) around each ERA if not
already pre-printed on the chart.
(5) Identify and mark the ETOPS segment(s): ETOPS Entry
Point (EEP) and ETOPS Exit Point (EXP).
(6) Mark planned ETP airport pairs and draw 920/1200 nm
arcs from them across the track. Label each arc
138/180 mins XXXX (ICAO CODE).
(7) From the CCFP, plot the equal time points (ETPs).
(8) Mark any NO GO areas, i.e. areas that lie outside of the
rule distance.
9. Independently confirm the plotting chart waypoints agree with the PNF or
CFP and the ‘available NAT tracks’ (if applicable). CAPT
10. In the ETP field of the CFP compare the estimated FOB with the BOTH
fuel required at each ETP position. If there is insufficient fuel at an
ETP confirm that the CFP has added extra ETOPS fuel and
consider icing requirements on CCFP.
11. Confirm the required fuel load subject to RTOW, MLW and CAPT
ETOPS restrictions.

COCKPIT PREPARATION
The following procedures are in addition to the normal SOPs in OMB 2.7
1. In addition to the normal technical log check, reconfirm that no CAPT
ADDs affect ETOPs Check the ETOPS check is signed off.
2. Check the aircraft clock. F/O
2.1 Confirm FMC database is current and is the correct one for PF
required destination (ZB2 or ZB3) (B757 only).
3. Clear STORED ROUTES and STORED WAYPOINTS on MCDU PF
DATA page. (A330 only).
4. Carry out full initialisation of IRS’s in accordance with OMB 2.7.8. PF
5. Insert CFP route. Enter the MNPS waypoints in the same format PF
as the CFP.
6. If any route or waypoint requires construction both pilots must BOTH
cross-check co-ordinates before storing.
7. Check that each waypoint in MNPS is correctly entered in the PNF
FMC/MCDU and is in the correct sequence. If so, circle each
waypoint on the CFP.
8. From the CDU/MCDU, read out tracks and distances between PF
each MNPS waypoint.
9. Compare the tracks and distances with the CFP. If correct tick the PNF
circled waypoints.
10. Compare FM(G)C route distance and EET with CFP total distance PF
and EET respectively.
11. Compare FM(G)C FOB at destination with the CFP fuel remaining. PF
12. Enter the ETPs as ‘STORED WAYPOINTS’. (A330 only). PF
13. Copy active F-PLN as a stored route (‘ETOPS’) (A330 only). PF
14. Copy active F-PLN to SEC F-PLN and modify for return. (A330 PF
only).
15. Check correct functioning of fuel x-feed valve. PF
16. B757 only – For 180 mins ETOPS, leave APU running after engine BOTH
start.
AIRBORNE PRE-ETOPS
1. Request oceanic clearance on the appropriate frequency. PNF
2. Both pilots must listen to and note the clearance when issued. BOTH
3. Read back the clearance exactly as issued. For the North Atlantic, PNF
refer to OMC for clearance procedures.
4. If given a re-route comply as soon as possible.
• Enter the new route into the MCDU/FMC and proceed PF
along the new route according to the ATC clearance.

AIRBORNE PRE-ETOPS
• Update the ‘Master’ plog with the revised route. If PNF
necessary a new plog should be created for the re-route
section.
• With any re-route the tracks and distances between the BOTH
waypoints must be checked for gross error. Tables are
available in Appendix A3 for re-routes which are not
covered by Appendix A3; e.g. on random tracks, tracks
and distances must be measured from the plotting chart
using the MacPlotter (further guidance on the use of the
MacPlotter is at the end of this section) and compared with
the (M)CDU derived track and distances. The TRUE select
switch may aid in comparison.
• When both pilots have agreed the tracks and distances are PNF
correct and have verified the (M)CDU and extracted tracks
and distances from the previous step circle and tick the
new route waypoints on the revised plog.
• Draw the revised route on the plotting chart and delete the
original route. Ensure that it lies within the ETOPS
Operating Area - if not request a re-clearance. If this
cannot be done neatly prepare a new plotting chart and
annotate it ‘Re-route’.
• Move the ETPs to the new route.
• Work out fuel requirement at new ETP and check sufficient
fuel on board. See Appendix A3.Concider icing
requirements.
• Delete the original ‘stored’ ETP waypoints’ (A330 only).
• Create new ‘stored’ ETP waypoints.
5. Obtain updated weather reports for diversion airports. Normal PNF
minima apply.
6. Check that navigation status is ‘GPS PRIMARY’ (A330 only). If not PNF
perform a navigation accuracy check before leaving VOR/DME
coverage.
7. Confirm both main altimeters are accurate to ±200 ft. PNF

AIRBORNE PRE-ETOPS
8. Confirm primary F-PLN is copied to SEC F-PLN (A330 only). PF
9. Enter the relevant pair of suitable airports into the EQUI-TIME PF
POINT page using the forecast 10,000 ft winds over each
diversion airport (A330 only).
10. Monitor ETA at oceanic entry point (+3 minutes). It is important
that all ETAs are monitored when operating in MNPS. Please see
OMC for area specific limitations e.g. 3 minutes on North Atlantic.
11. Prior to crossing the ETOPS entry point , it must be established
that:
(i) There has not been any degradation in equipment status
which would preclude ETOPS capability; and
(ii) The fuel remaining is commensurate with Flight Plan
usage.
Check the accuracy of the navigation equipment and plot current
position on the chart.
ETOPS/MNPS SEGMENT
1. Select cruise Mach No. as per the ATC clearance if applicable to PF
route.
2. Review actions in the event of any failures. Consider route specific PF
failures e.g. North Atlantic.
3. No FM(G)C modifications – other than the entry of time markers – BOTH
are allowed on the Primary F-PLN. Only ATC re-clearances may
be inserted.
4. 30 minutes after leaving radar coverage set transponder to A2000. PF
5. Monitor 121.5 Khz (VHF 1) and air-to-air frequency (VHF 2) on BOTH
loudspeaker.
6. Passing each waypoint:
Confirm the aircraft turns in the correct direction and check ND PF
track and distance to the next waypoint.
Cross off the waypoint on the CFP. PNF
Note the time, the wind and check FOB on the CFP. PNF
Freeze and check the FM(G)C displayed position. PNF
Plot the frozen position and annotate it with the time. PNF
Make a position report to ATC. PNF
Insert a time marker into the legs denoting 10 minutes after the PNF
waypoint (A330 only).
Insert a further time marker or use the LLXING/INCR/NO facility PNF
for a further track check at the midpoint of the new leg (A330 only).
At the 10 minute and midpoint positions freeze the FM(G)C PNF
position and annotate the plot with a fix and a time.

Confirm that the aircraft is maintaining track. Any discrepancy PNF

must be investigated immediately.
7. Inability to Meet ETP fuel Requirements (En-route)
En-route, if it becomes apparent that the aircraft will arrive at the
ETP with less than CFR, the aircraft may continue with the
planned route.
However, the shortfall must be annotated on the flight
documentation. If it cannot be accounted for; e.g. longer than
expected routing, it should be brought to the attention of FOTG
who can analyse the CCFP.
8. Obtain actual weather for adequate airfields if available until they
have no significance due to flight progress (It should be noted that
standard AOM are applicable to this phase of flight).
9. Inform ATC if the waypoint ETA changes by >3 minutes. PNF
10. At the waypoint preceding the OCA boundary ‘copy’ the position PNF
report to the next OCA control. After boundary passage address
position reports to the new control, but ‘copy’ it to the previous one
‘Copies’ are no longer required between Shanwick and Gander.
11. Confirm SELCAL on each change of HF frequency or OCA PNF
control.
12. Where two frequencies are given by ATC, the primary HF should
be selected on HF1 and the secondary on HF2.
13. Following any track deviation for weather avoidance or wake PF
turbulence regain track as soon as possible and re-engage
managed navigation. A direct to the next waypoint must not be
used.
14. Consider enhanced MSA due to lack of accurate QNH and/or low BOTH
temperatures.
15. B757 only: Perform fuel cross feed valve check in last hour of PF
ETOPS flight and record on plog.
16. B757 180 min ETOPS: shut down APU when ETOPS segment is BOTH
complete.
LEAVING MNPS AIRSPACE

1. Perform a nav accuracy check. (This is not required if GPS is PF
serviceable and FMGC NAV ACCY is HIGH – A330 only).
POST FLIGHT
1. Note IRS residual GS and drift. Available on Post-Flight Report PNF
printout. Check these figures against the allowable limits
(A330 FCOM PRO-NOR-SOP-24 p3/4) (A330 only).
2. Retain MASTER documents, suitable airport weather forecasts, PNF
loadsheet and data card for filing at base.

10.2 Use of Plotting Template (MacPlotter)

10.2.1 General
A plastic template as shown in 10.2.5 is provided to ease the task of checking
ETOPS routes. The template is scaled to be compatible with special plotting
charts drawn at 1 inch = 200 nm. IT MUST NOT BE USED WITH ANY CHART
DRAWN TO A DIFFERENT SCALE. The ETOPS charts presently used (normally
produced by Jeppesen) are accurate to this scale at the standard parallels.
Before use, ensure that the plotting chart intended for use is marked
“1 INCH = 200 NM” in the title box.
10.2.2 Assessing ETOPS Threshold distance

The small end of the template is radiused to represent the ETOPS “Threshold
Distance” i.e. 400 nm. If the point of the arrow is placed on any “Adequate” airfield
the ETOPS threshold is defined by the small end radius.
10.2.3 Assessing ETOPS Rule Distance

The large end of the template is radiused to represent the “rule distance” given by
a “rule time” of 180 or 138 minutes i.e. 1200 or 900 nms. If the point of the arrow
is placed on any suitable airfield the rule distance is defined by the large end
radius. Any ETOPS segment must remain within the rule distance from an
adequate airport at all times.
10.2.4 Assessing Time to Alternate

A series of radii is provided on the MacPlotter representing ground speeds from
250kt to 700kt at 50kt intervals. To asses a time to alternate, it is necessary first
to estimate the wind component from the present position to each of the airfields
being considered. The estimated wind components are then applied to the TAS
to obtain ground speeds “TO” the airfields. The point of the arrow is now placed
on present position with the large end of the template pointing towards the
alternate. The estimated position in one hour’s time can now be found by noting
where the appropriate ground speed radius crosses the track to the alternate(s)
being considered. By inspecting the various predicted “plus one hour” positions a
quick assessment can be made of the respective times to alternates.
The A330 FMGC has two pages which will aid assessment of critical point and
time to alternate.
(1) The CLOSEST AIRPORT page displays the 4 closest airports from the
aircraft from the Nav Database and a fifth airport which is crew selectable.
For each airport, the FMGC computes:
• The BRG/DIST/ESTIMATED UTC from aircraft position to the
corresponding airport.
• The EFOB at the airport, assuming an EFFECTIVE WIND
(defaulted or crew entered).
(2) The EQUITIME POINT page displays the ETP computed along the F-PLN
route between two referenced positions (Airports, waypoints or navaids)
defined by the crew.
At the first access of the page, the FMGC defaults to the origin and destination
airports.
The crew may overwrite these two positions and insert the wind in their vicinity at
the applicable CRZ FL.

The FM then computes the resulting ETP, using the managed or selected speed
and blending the forecasted winds along the F-PLN route with the inserted winds.
The FM provides:
• TIME and DIST from aircraft position (or origin on ground) to ETP.
• The BRG/DIST from ETP to the defined positions.
• TIME overhead each position, assuming the aircraft flies from present
position to the defined position via the ETP.
• (ETP) pseudo waypoint is displayed on the ND along the F-PLN.
• ETP location with regard to the subsequent waypoint.
10.2.5 Plotting Template (MacPlotter)

B757 (138 Minutes):
NOT TO SCALE

A330 and B757 (180 Minutes):
NOT TO SCALE
10.3 Contingency Procedures
Refer to OMB section 2.15 Long Range Nav Procedures.
Refer to OMB section 2.16 Long Range Ops – Special MNPS REQS.
Refer to OMC section C3 Area Briefs.
In the event of one or more systems failures, the crew should decide whether
diversion is required or continuation of the flight is preferable. The crew should
take all factors into account, but should consider as a minimum weather
conditions at all suitable aerodromes, likely approaches and the degradation of
safety posed by continuing the flight.
In the event of a failure that necessitates an in-flight diversion, the crew should
initiate a diversion to a suitable aerodrome. This does not necessarily need to be
the nominated ETOPS en-route Adequate Aerodrome. The crew has the authority
to deviate from the one-engine-inoperative cruise speed; however, extra fuel
must be available to compensate for the variation in speed.
Inflight Shutdown
The crew should divert to a suitable airport, following the advice above. This does
not need to be the nominated ETOPS EN-ROUTE ALTERNATE where a more
favorable aerodrome is available. Flight on one engine should not be extended
purely for commercial reasons. On both the A330 and B757, the (M)CDU will give
the optimum one engine inoperative cruise altitude.

Pressurisation Failure
No additional ETOPS procedures. However, area specific procedures may apply.
For area specific procedures e.g. North Atlantic, please see OMC.
Equipment Failures
Although ETOPS equipped aircraft have a slightly different scale of equipment,
those malfunctions which preclude continued operation in the existing mode differ
only from standard situations in the distance from an alternative. Detailed
procedures depend on the local environment and are fully described in OMB
Section 2.15 (LONG-RANGE NAVIGATION PROCEDURES – GENERAL) and
Section 2.16 (LONG-RANGE OPERATIONS – MNPS).
For TANGO routes, please refer to OMB section 2.16.
10.4 Guarding Against Complacency

The following information is generic in nature and not all of the advice
within is relevant to the A330 or B757. However, the same mistakes that
have occurred in the past are just as easy to make on the A330 or B757, and
crews are encouraged to read and take heed of the guidance in this section.
Since 1977, when MNPS rules were introduced, careful monitoring procedures
have enabled the NAT Provider States to obtain a good indication both of the
frequency with which navigation errors occur and their causes. Their frequency is
low, and only one flight in many thousands is found to have a serious navigation
error. Navigation systems are now so reliable that a typical crew member could
theoretically spend his complete career flying across the North Atlantic without
ever being more than 5 miles from cleared track. Not surprisingly, this may
eventually lead, in some cases, to overconfidence.
10.5 Common Causes of Gross Navigation Errors (GNE)

A GNE is defined as a deviation from cleared track of 25 nms or more. The most
common causes of GNEs, in approximate order of frequency, have been as
follows:
• A mistake of one degree of latitude has been made in inserting a forward

waypoint. There seems to be a greater tendency for this error to be made
when a track, after passing through the same latitude at several waypoints
(e.g. 57°N 50°W, 57°N 40°W, 57°N 30°W) then changes by one degree of
latitude (e.g. 56°N 20°W). Other circumstances which can lead to this
mistake being made include receiving a re-clearance in flight.
• The crew have been re-cleared by ATC, or have asked for and obtained
a re-clearance, but have omitted to re-programme the navigation
systems. The auto-pilot has been inadvertently left in the heading or
de-coupled mode after avoiding clouds, or left in the VOR position after
leaving the last domestic airspace VOR. In some cases, the mistake has
arisen during distraction caused by SELCAL or by some flight deck
warning indication.
• An error has arisen in the ATC controller/pilot communications loop, so
that the controller and the crew have had different understandings of the
clearance. In some cases, the pilot has heard not what was said, but what
was expected to be heard.

10.5.1 Less Common Causes of GNEs

To illustrate the surprising nature of things which can go wrong, the following are
examples of some rarer faults which have occurred:
• The lat/long co-ordinates displayed near the gate position at one

international airport were wrong or, in another case, the crew inserted the
wrong co-ordinates.
• Because of a defective component in one of the INS systems on an
aircraft, although the correct forward latitude was inserted by the crew
(51°) it subsequently jumped by one degree (to 52°).
• The aircraft was equipped with an advanced system with all the
co-ordinates of the waypoints of the intended route already in a database;
the crew assumed that these co-ordinates were correct, but one was not.
• When crossing 40°W westbound the Captain asked what co-ordinates he
should insert for the 50°W waypoint and was told 48 50. He wrongly
assumed this to mean 48°50’N at 50°W and as a result deviated 50 nms
from track.
• The flight crew had available to them the correct co-ordinates for their
cleared track, but unfortunately the data which they inserted into the
navigation computer was from the company flight plan, in which an error
had been made.
• At least twice since 1989 longitude has been inserted with an error of
magnitude of times 10 e.g. 100°W vice 10°W or 5°W vice 50°W. Because
of low angles of bank, the aircraft departed from track without the crews
being aware and both lateral and longitudinal separations with other
aircraft was compromised.
• A crew based at, and usually operating from, LHR was positioned to LGW
for a particular flight. One pilot inadvertently loaded the LHR co-ordinates
into the INS instead of those for LGW. This initialisation error was only
discovered when the aircraft had turned back within the NAT after
experiencing a GNE.
10.5.2 Lessons To Be Learned

Never relax or be casual in respect of the cross-check procedure; this is
especially important towards the end of a long night.
Avoid casual R/T procedures. A number of GNEs have been the result of a
misunderstanding between pilot and controller as to the cleared route. Adhere
strictly to proper R/T phraseology and do not be tempted to clip or abbreviate
details of waypoint co-ordinates.
Make an independent check on the gate position. Do not assume that the gate
co-ordinates are correct without cross-checking with an authoritative source.
Normally one expects co-ordinates to be to the nearest tenth of a minute.
Therefore, ensure that the display is not to the hundredth, or in minutes and
seconds. If the aircraft is near to the Greenwich Meridian remember the risk of
confusing East and West.
To avoid alignment errors or incorrect input of initial data, values should be

carefully compared with the flight plan master document, stand co-ordinates, and
any other recognised and approved sources of data and cross-checked by both
pilots before the alignment process is started. If any interruptions occur during this

vital routine, the process should be stopped and re-initiated at the end of the
interruption. The alignment process should precisely follow the manufacturer’s
recommendations.
Following an apparently successful alignment, with the platform(s) in the

‘navigation’ mode, the inertial output(s) should be monitored regularly during
initial aircraft movement. Velocity outputs from the inertial system which are at
variance with actual aircraft movement, for example, a ground speed output when
the aircraft is stationary, may indicate that the inertial system is either incorrectly
aligned or some initial input was wrong. If doubt exists regarding the inertial
system at this stage, the aircraft will need to be placed at a location with known
co-ordinates and the fault investigated. If the fault can be confirmed to be due to
a mistake in the initial alignment process a full realignment may cure the problem.
If, subsequently, similar problems re-appear, the flight should not proceed unless
all navigation can be carried out without inertial involvement. A ‘runway update’
will not re-align a platform suffering from misalignment or incorrect initial data
input.
Before entering Oceanic Airspace make a careful check of LRNS positions at or

near to the last navigation facility – or perhaps the last but one.
Do not assume that the aircraft is at a waypoint merely because the alert
annunciator (if fitted) indicate; cross-check by reading present position.
Flight deck drills: There are some tasks on the flight deck which can be safely
delegated to one member of the crew, but navigation using automated systems
is emphatically not one of them, and the whole crew should participate in all
navigation cross-check procedures.
Initialisation errors: Always return to the ramp and re-initialise inertial systems if
the aircraft is moved before the navigation mode is selected. If after getting
airborne, it is found that during initialisation a longitude insertion has been made,
unless the crew thoroughly understand what they are doing, and have also either
had recent training on the method or carry written drills on how to achieve the
objective, the aircraft should not proceed into MNPS airspace, but should turn
back or make an en-route stop.
Waypoint loading: Before departure, make a check that the following agree:
computer flight plan, ICAO flight plan, track plotted on chart, and the track
message. In flight, involve two different sources in the cross-checking, if possible.
Do not be so hurried in loading waypoints that mistakes become likely, and
always check waypoints against the current ATC clearance.
Consider making a simple use of basic DR Navigation as a back-up. Outside polar
regions, provided that the magnetic course (track) is available on the flight log, a
check against the magnetic heading being flown, plus or minus drift, is likely to
indicate any gross tracking error.
Always remember that something absurd may have happened in the last
half-hour. There are often ways in which an overall awareness of directional
progress can be maintained; the position of the sun or stars; disposition of
contrails; islands or coastlines which can be seen directly or by using radar; radio
nav-aids, and so forth. This is obvious and basic, but some of the errors which
have occurred could have been prevented if the crew had shown more of this type
of awareness.

If the crew suspects that equipment failure may be leading to divergence from
cleared track, it is better to advise ATC early rather than late.
If after take-off, abnormal navigation indications relating to IRS or INS systems

occur, they should be analysed to discover their cause. Unless the flight can
proceed safely using alternative approved navigation sources only, the aircraft
should land at the nearest appropriate airfield and have the problem fully
investigated, preferably with technical assistance. After landing, if the only cause
of the problem has been absolutely established as an initialisation error or
platform misalignment, then the system should be re-aligned, checked and the
flight re-commenced.
Under no circumstances should a flight be allowed to continue into oceanic

airspace with unresolved navigation system errors which are established to have
been caused by the result of misalignment or initial data input error.
In conclusion, navigation equipment installations vary greatly between aircraft;

but lessons learnt from the mistakes of others may help to prevent mistakes of a
similar nature occurring in the future.
10.6 The Prevention of Deviations from Track as a Result of Waypoint Insertion

Errors
10.6.1 The Problem
During the monitoring of navigation performance in the NAT MNPS airspace, a
number of GNEs are reported every year. Such errors are normally detected by
means of long range radars as aircraft leave oceanic airspace. Occasionally,
errors are identified through the scrutiny of routine position reports from aircraft.
Investigations into the causes of all deviations show that about 75% are
attributable to equipment control errors by crews and that almost all of these
errors are the result of programming the navigation system(s) with incorrect
waypoint data – otherwise known as waypoint insertion errors.
10.6.2 The Cure

Waypoint insertion errors can be virtually eliminated if all crews adhere at all times
to approved operating procedures and cross checking drills. This Section proves
a considerable amount of guidance and advice based on experience gained the
hard way.
The following procedures will minimise the chance of waypoint insertion errors
occurring:
• Record the initialisation position programmed into the navigation

computer. This serves two purposes:
– It establishes the starting point for the navigation computations;
and
– In the event of navigation difficulties it facilitates a diagnosis of the
problem.
• Always record the ATC cleared track co-ordinates on the Plog. This part
of the Plog then becomes the flight deck master document for:
– Read back of clearance;
– Entering the route into the navigation system;
– Plotting the route on your chart.

• Plot the cleared route on the Plotting Chart. This allows for a visual check
on the reasonableness of the route profile and on its relationship to the
OTS, other aircraft tracks/positions, diversion airfields, etc.
• Plot your Present Position regularly on your chart.
– Since the present position output cannot normally be interfered
with and its calculation is independent of the waypoint data, it is
the one output which can be relied upon to detect gross tracking
errors.
– Position must be checked and plotted 10 minutes after passing
each waypoint, and thereafter every 20 minutes (A330 – at the
midpoint of each leg).
• Check the waypoint co-ordinates against those in the steering CDU
before transmitting position reports.
The procedures outlined in this Section will detect any incipient gross errors,
providing that the recorded/plotted cleared route is the same as that provided by
the controlling ATS authority. If there has been a misunderstanding between the
pilot and controller over the actual route to be flown (i.e. an ATC loop error has
occurred), this last drill together with the subsequent passing of the position report
will allow the ATS authority the opportunity to correct such misunderstanding
before a hazardous track deviation can develop.

Appendix A1 – Non-ETOPS Routing: North Atlantic
A.1 An aircraft which for technical reasons, is temporarily without ETOPS status, may
cross the North Atlantic on a “non-ETOPS” revenue flight in accordance with the
provisions of this section. Such crossings will normally, but not exclusively, be in
an eastbound direction.
There are numerous airports in the north-eastern USA and a few in eastern
Canada, which together with those listed below, will facilitate a route between the
Western Hemisphere and the U.K. or Europe. Circles of 400 nm radius (i.e. 60
minutes) around each airport will overlap enabling the construction of a
non-ETOPS route.
GOOSE BAY (CYYR or YYR)

H24, PPR.
All facilities required for large jet operations are available.
IQALUIT (CYFB or YFB)

H24, no ATC (FSS only).
Approach aids and runway suitable for large jet operations.
RFF 5 Monday to Friday 1230 to 2100 GMT (Wednesday plus one hour), other
times twelve hours PNR.
Jet A-1 from 1230 to 0030 GMT, other times two hours PNR.
Bearing strength adequate for all types.
KANGERLUSSUAQ (Formerly Sondrestromfjord) (BGSF or SFJ)

Monday to Saturday 1000 to 1900 GMT, (Wednesday plus one hour), PNR one
hour.
Other times PPR nine hours.
Approach aids and runway are suitable for large jet operations.
RFF 5 but RFF 8 with four hours PNR.
Outside hours, nine hours PNR for RFF 8.
Jet A-1 available.
KEFLAVIK (BIRK or KEF)

H24 with all facilities required for large jet operations.
BELFAST or PRESTWICK or GLASGOW or EDINBURGH.

All H24 with all required facilities.
The cornerstone of this non-ETOPS routing policy between the Western

Hemisphere and Europe is the company’s acceptance of the RFF facility at
Iqaluit. RFF category 4 has been published in the JAA document GAI 20 dated
the 1st May 2002 under ACJ20X6 as the minimum requirement for en-route
diversion airports for ETOPS flights. It was considered that a similar alleviation
should apply to non-ETOPS North Atlantic crossings by temporarily non-ETOPS
compliant aircraft.
Apr 2014 Issue 1 ETOPS – A1 – 45

INTENTIONALLY BLANK

Appendix A2 – Deriving Fuel Requirement At ETPS
A.2 Equal Time Points

The table on page 45 of this Appendix enables conversion from ground to air
miles of the distance from an en-route diversion position to the selected alternate
airport, which is then used as an entry argument in the table: Fuel and time to an
ETOPS Diversion Airport on page 48.
This table (‘A’) presents the fuel and time required from an en#route diversion
position to a selected alternate airport, with the allowances specified in paragraph
7.3 incorporated. This table is based on the most conservative of an
engine-inoperative or an all-engines cruise at 310 KIAS at 10000 ft altitude. This
table includes the greatest fuel requirement of the three conditions ‘A’, ‘B’ and ‘C’
described in Chapter 7, and thus caters for the ‘Critical Fuel Scenario’
On ETOPS route segments (and indeed any long sector over inhospitable areas),
Equal Time Points should be determined for successive pairs of ‘suitable’ airports
to establish where it becomes quicker to ‘continue’ to the second airport of a pair
rather than ‘return’ to the first airport of the pair. The ‘AirData’ system computes
ETPs for selected ‘suitable’ diversion airports. In the Event of a re-route, the new
ETP fuel required can be derived as follows:
(i) Plot the new ETP on the chart. Measure from the new ETP to a diversion
airport and from the metrological data estimate the along-track wind
component.
(ii) Enter the table, ‘Conversion Ground Distance to Equivalent Still Air
Distance’ with the ETP-diversion distance and wind component to find the
equivalent still-air distance from the ETP to the diversion airport.
(iii) Enter the fuel and time to ETOPS alternate table with the estimated gross
mass at the ETP and the equivalent still-air distance to find the fuel
required at the ETP.
(iv) Compare the fuel required figure with the estimated fuel available on the
FMC or FMGC to ensure available fuel is equal or greater than critical fuel
required.


A330 ONLY

B757 ONLY
If desired, the following table may be printed off and used to derive Critical fuel
required as described above:

SECTOR: FROM ……………………………………..
TO ……………………………………..
ETOP CRITICAL PT .…………………………………….
ETOP ALTERNATES 1. ……………………………………..
2. ……………………………………..
DISTANCE FROM CP …………………………………….. NM (1)
WIND COMPONENT …………………………………….. KT (2)
ESAD ………………………………………... NM (3)
CFP FUEL AT CP ……………………………………… KG (4)
GROSS MASS AT CP ……………………………………… KG (5)
FUEL REQUIRED AT CP ……………………………………… KG (6)
EST ACTUAL FOB AT CP ……………………………………… KG (7)
(1) Measurement with MacPlotter.

(2) Meteorological chart.
(3) Table page 45.
(4) From computer flight plan (CFP).
(5) ZFW plus estimated actual FOB at CP (from FMGC/FMC).
(6) Table A, page 49 (A330) or page 50 (B757).

INTENTIONALLY BLANK

Appendix A3 – Change Of Longitude Tables
A.3 This Appendix provides simple tables which may be used in Oceanic pre-flight or
in-flight planning.
The tables are valid from 0 degrees North latitude to 83 degrees North latitude.
The tables show INITIAL TRUE TRACKS, MEAN TRUE TRACKS and GREAT
CIRCLE DISTANCES for a given change of longitude (either 5 degrees or 10
degrees) and changes of longitude from 0 degrees to 10 degrees. The data for
WESTBOUND tracks, and EASTBOUND tracks are given on clearly labelled
separate pages. As the computer program which produced the tables cannot print
leading zeros, two digit figures for ITT or MTT will appear where less than 100
degrees, instead of the familiar three digit format. For example, “79” means “079
degrees”. The heavy line marked on some tables indicates the current northerly
boundary of the Company’s Air Operator Certificate.
The tables are simple to use. Some examples follow:
(a) WESTBOUND table (zero change of latitude)
At a known longitude, and latitude 59 North, the INITIAL true track (ITT) to a point
10 degrees WEST of the present position at the same latitude is 274 degrees. The
MEAN true track (MTT) is 270 degrees, and the Great Circle Distance (DIST) is
309 nautical miles. (Page 31)
(b) EASTBOUND table (2 degrees change of latitude)
At a known longitude and latitude 61 North, the INITIAL true track to a point 10
degrees EAST of the present position at latitude 59 North is 107 degrees. The
MEAN true track is 112 degrees, and the Great Circle Distance is 323 nautical
miles. (Page 15)
(c) AVERAGE MAGNETIC TRACK
To obtain an average Magnetic Track using any of the tables, apply the MEAN
Magnetic Variation for the flight leg (read directly or by interpolation from the
isogonals on the plotting chart), to the Mean True Tack extracted from the table.
Remember:
“Variation WEST, Magnetic BEST” (Magnetic Track greater than True Track).
“Variation EAST, Magnetic LEAST” (Magnetic Track less than True Track).
EASTBOUND 5 Degrees Change of Longitude

App Pages
- Latitudes 0 to 20N Page 3 and 4

- Latitudes 21N to 41N Page 5 and 6
- Latitudes 63N to 83N Page 9


App Pages

WESTBOUND 5 Degrees Change of Longitude

App Pages

WESTBOUND 10 Degrees Change of Longitude

App Pages


Appendix 3 Eastbound 5 Degrees Of Change – Page 3







Appendix 3 10 Degrees Of Change – Page 11

Appendix 3 10 Degrees Of Change – Page 12






Appendix 3 Westbound 5 Degrees Of Change – Page 19







Appendix 3 Westbound 10 Degrees Of Change Page 27







Appendix A4 – Plotting Equal Time Points
1. Plotting Equal Time Points On The Plotting Charts

1.1 Airdata Computer Flight Plans
The ETPs presented on AirData CFPs are expressed in latitude and longitude
and may be plotted directly.
1.2 AMR/SABRE Computer Flight Plans

The ETPs presented on AMR CFPs are expressed in terms of distance in nautical
miles from each of the pair of ‘suitable’ airports.
2. Plotting Equal Time Points On Re-routes In Flight

2.1 Drop a perpendicular from a line joining each of the pair of suitable airports,
passing through the ETP on the original flight plan route (lines A-B and C-D
above).
2.2 Extend the perpendicular until it intersects the revised route. The new ETP will be
at the intersection of the perpendicular and the revised route.
3. Plotting Equal Time Points For Any Pair Of ‘adequate’ Airports

3.1 A simple method of determination of an ETP for a selected pair of adequate
diversion airports is given below and produced in Figure 1.
3.2 First, find the still air ETP by the simple means of:
(a) Ruling a straight line joining each of the suitable airports.
(b) From the mid-point of the joining line, drop a perpendicular line of
sufficient length to intersect with the intended track.
The intersection is the equal-distance point from both airfields, thus, in still air, an
equal-time point.

Figure 1
3.3 The method below enables the amount by which to move the mid-point (or the
perpendicular) to derive an ETP for the forecast wind conditions. The following
diagram (Figure 2) is to establish the terminology.
Figure 2
‘RETURN’ means to return to an on-route alternate, or turn to an off-route

alternate being the first of the pair of ‘suitable’ diversion airports under
consideration.
‘CONTINUE’ means to continue to an on-route alternate, or turn to an off-route

alternate being the second of the pair of suitable diversion airports under
consideration.

3.4 Enter the graph (Figure 3) with the continuing and returning wind components to
determine the EQUITIME NUMBER which may be plus or minus.
3.5 Multiply this number by 1 per cent of the total distance (‘D’) between the two
diversion airports. The product will be the number of miles the ETP is from the
mid-point.
In simple terms:
Equitime number × D
Displacement of ETP from mid-point (nm) =
100
If the product is POSITIVE, the ETP will be in the CONTINUING direction. If

it is NEGATIVE, the ETP will be in the RETURNING direction.
g Figure 3

INTENTIONALLY BLANK

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ETOPS Manual – Flight Crew

1 ETOPS – General .....................................................................................................3

1.2 Brief Description of ETOPS ....................................................................................3

1.3 Definitions ................................................................................................................3

1.3.1 Adequate ETOPS Aerodrome................................................................................3

1.3.2 Approved One-Engine-Inoperative Cruise Speed ..................................................4

1.3.3 Critical Point (CP)...................................................................................................4

1.3.4 ETOPS Critical Fuel Reserves ..............................................................................4

1.3.5 Dispatch .................................................................................................................4

1.3.6 Equal Time Point....................................................................................................4

1.3.8 ETOPS En-route Alternate Aerodrome ..................................................................5

1.3.9 ETOPS Area of Operations ....................................................................................5

1.3.10 Extended Range Entry point ..................................................................................5

1.3.11 Extended Range Exit Point ....................................................................................5

1.3.12 ETOPS Segment....................................................................................................6

1.3.13 ETOPS Significant System ....................................................................................6

Apr 2014 Issue 1 ETOPS – Contents – i

1.3.14 Maximum Approved Diversion Time ......................................................................6

1.3.15 Operator’s Approved Diversion Time .....................................................................6

1.3.16 Rule Distance .........................................................................................................6

1.3.17 Threshold Distance ................................................................................................6

1.3.18 Threshold Time ......................................................................................................7

1.3.19 Point of No Return (PNR) .......................................................................................7

2 ETOPS Approval ......................................................................................................9

2.1 Approval Process ....................................................................................................9

2.1.1 Type Design Approval ............................................................................................9

2.1.2 Operational Approval..............................................................................................9

2.2 Registrations of Aircraft Currently Approved .......................................................9

3 Training and Checking ..........................................................................................11

3.1 Qualifications and Training ..................................................................................11

3.1.1 Flight Crew ...........................................................................................................11

4 Engineering and Maintenance ..............................................................................13

4.1 Engineering ETOPS Check ...................................................................................13

4.2 ETOPS Maintenance Certification ........................................................................13

Apr 2014 Issue 1 ETOPS – Contents – ii

4.3 ETOPS Verification Flights ...................................................................................14

4.3.4 ETOPS verification procedure..............................................................................15

5 Flight Preparation and Planning ..........................................................................17

5.1 ETOPS Approved Areas of Operation .................................................................17

5.2 ETOPS Dispatch Conditions ................................................................................17

5.3 Operating Minima for ETOPS En-Route Aerodromes ........................................18

5.3.1 Description ...........................................................................................................18

5.3.2 Standard Planning Minima ...................................................................................18

5.3.3 Application of Aerodrome Forecasts (TAF & TREND) to Pre-Flight

5.3.4 Presentation of ETOPS Planning Minima ............................................................20

5.3.5 Planning minima with MEL limitations ..................................................................20

5.3.6 Alternate Aerodromes and the Nomination of Destination or Departure

6 Flight Preparation and Planning Air Data Air Data.............................................23

6.1.1 Computer Flight Plans – ‘AirData’ System ...........................................................23

Apr 2014 Issue 1 ETOPS – Contents – iii

7 ETOPS Critical Fuel Reserves ..............................................................................25

7.1 General ...................................................................................................................25

7.2 Critical Fuel Scenario ............................................................................................25

7.2.1 Case A – Total Pressurisation Failure ..................................................................25

7.2.2 Case B – Engine Failure ......................................................................................25

7.2.3 Case C – Engine Failure And Simultaneous Pressurisation Failure ....................25

10 ETOPS Operating Procedures ..............................................................................31

10.1 ETOPS Operating Procedures ..............................................................................31

10.2 Use of Plotting Template (MacPlotter) .................................................................37

10.2.2 Assessing ETOPS Threshold distance ................................................................37

10.2.3 Assessing ETOPS Rule Distance ........................................................................37

10.2.4 Assessing Time to Alternate.................................................................................37

10.2.5 Plotting Template (MacPlotter).............................................................................38