ETOPS

EXTENDED TWIN
OPERATIONS
 ETOPS
(Extended Twin Operations)
It is the acronym, created by ICAO
(International Civil Aviation Organisation) to
describe the operation of twin-engine aircraft
over a route that contains a point further than
one hour’s flying time, at the approved one
engine inoperative cruise speed (under
standard conditions and in still air), from an
adequate airport. ETOPS regulations are
applicable to routes over water as well as
remote land areas.
 EXTENDED RANGE
OPERATIONS
Extended Range Operations are those flights
conducted over a route that contains a point
farther than one hour flying time at one engine
inoperative cruise speed under standard
conditions in still air from an adequate airport.
 The 60 Minute Restriction
Complicates Flight Operations
 TWIN ENGINE OPERATIONS
The operations of twin engine airplanes are
governed by certain regulations to ensure that
in the event of one propulsion system failure,
or any primary airplane system failure, or a
combination of the above, the remaining
power (electrical, hydraulic, pneumatic) will
continue to be available at levels necessary, to
permit continuation of safe flight and safe
landing at suitable airport.
 RULES GOVERNING ETOPS
 ICAO Annex 6, Section 4.7.1. Unless the
operation has been specifically approved by the
State of the Operator, an aeroplane with two turbine
power-units shall not be operated on a route where
the flight time at single engine cruise speed to an
adequate en-route alternate aerodrome exceeds a
threshold established by the State.
Attachment E of Annex 6 contains guidance
material and suggests 60 minutes be utilized as a
threshold.
 RULES GOVERNING ETOPS
(Cont’d)
 DGCA CAR, Section 2 - Airworthiness
Series ‘O’, Part-VIII. “Operators of twin-
engined aircraft of AUW > 5,700 kgs cannot
operate an aircraft beyond 60 minutes on
single engine inoperative cruise speed. Any
operation beyond 60 mins will require prior
approval of DGCA and the segment of
operations beyond 60 mins will be termed as
Extended Twin Operations.”
RELEVANT SECTIONS OF
AIR INDIA OPERATIONS
MANUAL
Chapter 4 : Extended Range Operations
(ETOPS/ER)
Chapter 7.6 : clearance of flights under
ETOPS Regulations.
Chapter 7.24 : ETOPS Minima
Part D Volume III (b) of Air India Ops
Manual is ETOPS Training Manual
RELEVANT SECTIONS OF
AICL OPS MANUAL
Chapter 4 : deals with ETOPS.
Chapter 7-2.4 & 7-9 : deal with the
ETOPS.
AICL ETOPS Training Manual : Contains
B737-800 ETOPS Training Manual.
 ADEQUATE AIRPORT
An airport is considered "adequate" when it satisfies the
aircraft performance requirements applicable at the expected
landing weight. The local operational authorities must then
acknowledge it.

The following considerations should be met at the

expected time of use:
– Availability of the airport,
– Capability of ground operational assistance (ATC,
meteorological and air information services offices,
lighting etc.),
– Availability of nav-aids such as ILS, VOR, NDB (at
least one let-down nav-aid must be available for an
instrument approach),
– Airport category for rescue and fire fighting (ICAO
Doc 9137-AN/898 Part 1).
 ADEQUATE AIRPORT
(Cont’d)
The following criteria may also be considered:
•Capability of technical assistance,
•Capability of handling and catering (fuel, food,
etc.),
•Ability to receive and accommodate the passengers.
•Other particular requirements applicable to the
airlines.
 SUITABLE AIRPORT

• A suitable airport is an adequate airport with

weather reports, or forecasts, or any
combination thereof, indicating that the
weather conditions are at or above operating
minima, as specified in the operation
specifications and the field condition reports
indicate that a safe landing can be
accomplished at the time of the intended
operation.
 SUITABLE AIRPORT
(Cont’d)
 Available forecast should show the airport suitable for a period
commencing one hour before the earliest expected time of arrival
and ending one-hour after latest expected time of arrival. And
during this time the forecast cross wind component including
gusts for the landing runway expected to be used should be less
than the maximum permitted cross wind for landing.

 As suitability of the airport is decided prior to departure and due

to the variability of weather with time, the enroute alternate
weather minima for despatch should be higher than the normal
landing minima.
 DEFINITIONS
• Diversion / En-route Alternate Airport :
A "diversion" airport, also called "en-route
alternate" airport, is an adequate / suitable
airport to which a diversion can be
accomplished.
 DEFINITIONS (Cont’d)
• Maximum Diversion Time : The
maximum diversion time (75, 90, 120 or
180 mins) from an enroute alternate airport.
It is granted by DGCA and is included in
Air India’s operating specifications. It is only
used for determining the area of operation, and
therefore is not an operational time limitation for
conducting a diversion, which has to cope with the
prevailing weather conditions.
 DEFINITIONS (Cont’d)
• Maximum Diversion Distance : It is the
distance covered in still air and ISA (or
delta ISA) conditions within the maximum
diversion time at the selected one-engine-
out diversion speed schedule and at the
associated cruise altitude (including the
descent from the initial cruise altitude to the
diversion cruise altitude). It is used for
dimensioning the area of operations.
 DEFINITIONS (Cont’d)
• One-Engine-Out Diversion Speed : The
one-engine-out diversion speed is a
Mach/IAS speed combination where the
Mach is selected at the beginning of the
diversion descent down to the transition
point where the Indicated Airspeed (IAS)
takes over.
 ONE ENGINE OUT DIVERSION SPEED AND
MAXIMUM DIVERSION DISTANCE

TAS at diversion flight level combined with maximum diversion

time allowed, provides the maximum diversion distance.
Agreed interpretation is to take benefit of descent (during which
TAS is higher than during diversion cruise ) to increase
maximum diversion distance - See FCOM Tables
 DEFINITIONS (Cont’d)
• ETOPS Area of Operation : The ETOPS
area of operation is the area in which it is
authorised to conduct a flight under ETOPS
regulations and is defined by the maximum
diversion distance from an adequate airport
or set of adequate airports. It is represented
by circles centred on the adequate airports,
the radius of which is the defined maximum
diversion distance.
 D. ALT

E.ALT 1 Destination
ETP2
E.ALT 2
(CP)

EEP
Departure ETP 1

EEP : ETOPS Entry Point ETOPS Segment

ETP : Equitime Point 60 minute circles
E.ALT : En-route Alternate Airport Maximum diversion time circles
D.ALT : Destination Alternate Unauthorised area

Area of Operation
 DEFINITIONS (Cont’d)
• ETOPS Entry Point (EEP) : The ETOPS
Entry Point is the point located on the
aircraft's outbound route at one hour flying
time, at the selected one-engine-out
diversion speed schedule (in still air and
ISA conditions), from the last adequate
airport prior to entering the ETOPS
segment. It marks the beginning of the
ETOPS segment.
 DEFINITIONS (Cont’d)
•ETOPS Segment : The ETOPS segment
starts at the EEP and finishes when the route
is back and remains within the 60-minute area
from an adequate airport. An ETOPS route
can contain several successive ETOPS
segments well separated from each other.
 DEFINITIONS (Cont’d)
• ETOPS Exit Point (EXP) : The point
located on the aircraft’s route, where the
aircraft has been flying in an ETOPS segment,
it enters an area of one hour flying time, at the
selected one-engine out diversion speed
schedule (in still air and ISA condition), to an
adequate airport. It marks the end of that
particular ETOPS segment.
 DEFINITIONS (Cont’d)
• Equi-time Point (ETP): A point on the
aircraft route which is located at the same
flying time from two suitable diversion
airports.
• Critical Point (CP) : The Critical Point is
the point on the route, which is critical with
regard to the ETOPS fuel requirements, if a
diversion has to be initiated from that point.
 ETOPS APPROVAL
• ICAO Annex 6, Section 4.7.2 specifies that the
regulatory authority must ensure that the overall
level of safety is met with respect to:
– Airworthiness type certification;
– Reliability of propulsion systems;
– Operator’s maintenance procedure;
– Operating practices;
– Flight despatch procedures;
– Crew training programmes.
 ETOPS APPROVAL
(Cont’d)
• ETOPS is a Two Step Process
1) Manufacturer must get Type Design
Approval for the airframe / engine
combination.
2) Airline operators must get Operational
Approval to fly ETOPS.
 The approval, however, is not automatic.
 ETOPS MINIMUMS
A Suitable Airport must have forecast weather equal to or
better than the higher of the following conditions :
Two or more separate precision approach runways
•400 ft ceiling + 1600 mtrs visibility or
•200 ft ceiling + 800 mtrs visibility above minima *
Single precision approach runway
•600 ft ceiling + 3200 mtrs visibility or
•400 ft ceiling + 1600 mtrs visibility above minima *
Non Precision approach
•800 ft ceiling + 3200 mtrs visibility or
•400 ft ceiling + 1600 mtrs visibility above minima *

*Lowest authorized landing minima for the approach

NOTE: However, in the event of an actual diversion, normal landing minima

given in the Jeppesen weather minima section will be the deciding factor.
 ETOPS DESPATCH WEATHER MINIMA
Ceiling (ft) Visibility (m)
• Precision approach
- 1 ILS/MLS DH + 400 max of
{ -- 3200
PM+1600

- 2 ILS/MLS
(separate runways)
DH + 200 max of
{ -- 1600
PM+800

• Non-precision max of - 800 max of - 3200

approach { - MDH + 400 { - PM+1600
Notes:
 PM = published minima
 DH = decision height
 MDH= minimum descent height
 Separate runways have no intersection.
DIVERSION STRATEGIES

•STANDARD STRATEGY

•OBSTACLE CLEARANCE STRATEGY

•FIXED SPEED STRATEGY

EFFECT OF SINGLE ENGINE SPEED
SELECTION ON THE ETOPS AREA
OF OPERATION
 ETOPS FUEL
REQUIREMENTS
• Determine both, a standard and an ETOPS
fuel plan. The higher of the two shall be the
minimum required fuel for the flight.
• As per AI policy, consider the latest updated
aircraft performance factor for correct fuel
planning.
STANDARD FUEL PLANNING - NON ETOPS
OPERATIONS
 ETOPS FUEL PLANNING

• For ETOPS operations, a specific ETOPS fuel

planning - also called Critical Fuel Reserves in the
regulations - should be established.
• The ETOPS fuel planning is split into two parts :
– a standard fuel scenario from the departure airport to the
Critical Point (CP)
– critical fuel scenario from the CP to the diversion airport.
The ETOPS critical fuel scenario is based on the separate
study of two failure cases, occurring at the critical point,
with their respective diversion profiles.
 CRITICAL FUEL SCENARIO

• This scenario is based on a failure case

occurring at CP & requiring a diversion.
This point is called ‘critical’ because in
terms of fuel planning, a diversion at this
point is least desirable.
 CRITICAL FUEL SCENARIO
(Cont’d)
• The diversion profile is defined as :
– descent at a predetermined speed strategy (at MMo / VMo,
with speedbrakes extended) to the required diversion FL,
– Diversion cruise at the predetermined speed (LRC for
pressurisation failure & approved one engine out speed for
engine failure/pressurisation failure combination),
– normal descent down to 1500 ft above the (enroute)
alternate airport,
– 15 min holding at this altitude,
– First approach (IFR) & go-around,
– Second approach (VFR) & landing.
FLIGHT PROFILE : PRESSURISATION FAILURE
 FLIGHT PROFILE
ENGINE FAILURE AND DEPRESSURISATION
 FUEL RESERVES
- fuel burn-off from the CP to the (enroute) alternate
airport (1500 ft overhead the airport),
- 15 minutes holding at 1500 ft,
- first (IFR) approach/Go-Around / second (VFR)
approach,
- 5% of the above fuel burn-off, as contingency fuel,
- 5% fuel mileage penalty or a demonstrated
performance factor,
- effect of any CDL and /or MEL item,
- effect of icing conditions being forecast.
 FUEL RESERVES (Cont’d)
Non-mandatory fuel provisions
(recommended by AI):
• effect of a demonstrated performance factor for
all standard and ETOPS fuel requirement
computations,
• carriage of 2 - 3% contingency fuel from the
departure to the CP, as dictated by the specific
aspects of the route or AI’s fuel policy, when
computing the ETOPS critical fuel planning.
 FLIGHT CREW PREPARATION
All flight crew must be familiar with

 AI policy on ETOPS as given in Ops Manual,

ETOPS Training Manual,

Procedures published in FCOM. (Cross reference

tables have been short listed in the ETOPS Training
Manual – Flight Crew Procedures).
 FLIGHT CREW PREPARATION
(Cont’d)
The following must be reviewed with the flight despatcher:

• NOTAMs for departure, destination, destination

alternate and ETOPS en-route alternate airports,
• Met
– Met forecast and reports for the above airports,
– Enroute wind and temp forecast – at cruising level and at FL 100,
– Ensure en-route alternate suitability as given below:
• ETOPS weather minimums as per ETOPS alternates and Minima list
• Ensure period of validity
– Earliest ETA minus 1 hour
– Latest ETA plus 1 hour
 FLIGHT CREW PREPARATION
(Cont’d)
• ATC flight plan (enroute ETOPS Alternate to be
specified),
• Computerised Flight Plan
• Any particular diversion strategy specific to the route
(minimum time, obstacle clearance, next best route or
flight levels etc.),
• Navigation and plotting charts with ETOPS relevant
information,
• Any other documents as per Air India practices.
 FLIGHT CREW PREPARATION
(Cont’d)

• Flight crew should note that there are additional

MEL restrictions for ETOPS Operations (PIC
has the authority to refuse ETOPS sector based
on MEL).
 ADDITIONAL PROCEDURS
Cockpit Preparation
Additional system / critical systems checks
FMS Preparation (Cont’d)
Recommended that FMS check is carried out
by both the crew members.
Particular attention be given to wpts that are
not defined in the FMS data base.
AFTER ENGINE START PROCEDURES
• In case of additional failures at this stage, not covered
earlier in MEL entries, proceed as per company’s policy. At
this point MEL ETOPS restrictions must be observed.

• As soon as the aircraft starts moving under its own thrust,

the flight is considered to have commenced. This means
that the MEL does not apply any longer. However, the
decision to depart with a failure condition is left to the PIC,
who may decide for operational or even economical reasons
to repair the aircraft at the departure airport.

NOTE. For an ETOPS flight, as for a normal flight, the MEL

does not apply once the aircraft is airborne
 IN-FLIGHT ETOPS
PROCEDURES
• General:
– Maintain awareness of any system failure and
its impact on ETOPS sector.
– Monitor fuel with critical fuel scenario in mind.
– For ETOPS flight, as for normal flight, Non-
normal procedures are performed using the
standard non-normal checklist.
 IN-FLIGHT ETOPS
PROCEDURES (Cont’d)
Weather Update
• Before ETOPS Entry Point (EEP)
Obtain weather forecasts & reports for en-route
alternates. Forecasts at ETAs at alternate airports
must be higher than the normal minima. (ETOPS
dispatch minima do not apply when airborne. If
weather forecasts are lower than the normal minima
then re-routing or a turn-back is required if no route at
the authorised distance from an enroute alternate
airport can be used).
 IN-FLIGHT ETOPS
PROCEDURES (Cont’d)
Weather Update (Cont’d)
• After ETOPS Entry Point (EEP)
Continue to update on weather forecasts and
reports for ETOPS en-route alternates. No
requirement to modify the normal course of
flight if weather degrades below normal
minima. As per normal flight, continue to
update yourself on weather at destination and
destination alternate.
 IN-FLIGHT ETOPS
PROCEDURES (Cont’d)
• FUEL MONITORING : Procedure remains same as for
normal flight, even though ETOPS fuel planning is the
limiting factor.
Note : If the estimated FOB at the CP is lower than the fuel
required by the critical fuel scenario, there is no
requirement to make a diversion, provided the estimated
fuel at destination is above the minimum required to divert
to the destination alternate. However, if the CP is regularly
overflown with a FOB lower than the fuel required by the
critical fuel scenario, the appropriate corrective actions
need to be taken.
 IN-FLIGHT ETOPS
PROCEDURES (Cont’d)
• SPECIAL ETOPS REQUIREMENTS : It
is the PIC's responsibility not to accept an
ATC clearance that would take the airplane
outside the approved diversion time or
diversion distance.
 INFLIGHT DIVERSION
Conducting a Diversion : Irrespective of one-
engine inoperative speed schedule assumed in
the determination of the area of operation, the
crew is free to adopt the strategy considered
most appropriate after assessing the overall
situation. (It means that in conducting the
diversion, the application of the pre-planned
speed strategy is not mandatory).
INFLIGHT DIVERSION (Cont’d)
The use of these strategies is at the discretion of the
crew. As a guideline, the considerations are as
follows:
– Standard strategy will give the best fuel burn-off but
diversion time required is maximum.
– Obstacle strategy should be used until clear of all
obstacles.
– In Fixed Speed Strategy, time and fuel required will
depend upon the selected speed under prevailing
conditions.
 ETOPS
(AS SEEN BY PASSENGERS)

Engines
Turn
Or
Passengers
Swim
THANK YOU
FOR
YOUR
ATTENTION !