ETOPS

Question 1

ETOPS

Answer 1

Extended Range Operation with Twin Engine Aeroplanes (ETOPS) is the acronym created by the International Civil Aviation Organisation (ICAO) to describe the operation of twin-engined aircraft flying more than 60 minutes from an adequate diversion airport.

Under current regulations these aircraft may not be operated on routes that lie more than 60 minutes from an airport unless authorised by Civil Aviation Safety Authority (CASA).

For twin-engine RPT operations within the Australian Flight Information Region (FIR) there is no requirement for flights to be planned, dispatched or operated to ETOPS standards. In these circumstances the flight is limited to 60 minutes single engine cruise speed from an adequate airport.

Question 2

Adequate Airport

Answer 2

An airport is considered Adequate when it satisfies the physical characteristics detailed in Civil Aviation Order (CAO) 82.0 Appendix 2. A list of the Adequate Airports that are available for a specific Area of Operation is presented in the Route Manual Supplement (RMS). Flight Dispatch will check the status of any such airport preflight.

The following criteria are to be met when defining an Adequate Airport:

availability of the airport.

over flight and landing authorisations.

capability of ground operational assistance (ATC, Meteorological and Air Information Services Offices, Lighting).

availability of facilities and services to provide at least one suitable authorised instrument approach procedure.

when used as an Adequate Airport, an RNP APCH LNAV, RNP APCH LNAV/VNAV or RNP(AR) approach satisfies this requirement with no need for an approach based or a ground based navaid.

the required Airport Rescue and Fire Fighting Service category.

In flight, it is worth noting that it is not necessary to meet the runway pavement requirements normally considered for the regular use of an airport. In accordance with the provisions of the ICAO Convention – Annex 14 and ICAO Airport Manual, the aircraft Aircraft Classification Number (ACN) is allowed to exceed the runway Pavement Classification Number (PCN), when an airport is used in case of emergency.

Note:
Adequate Airports do not require weather assessment.

Question 3

ATC Requirements

Answer 3

For operations outside Australian territory, Adequate Airports must have air traffic control or air traffic services available. Call-out services are acceptable provided the call out can be effected within 30 minutes of notification. For air traffic services, if an airport holds the category of Adequate, then the normal air traffic services provided at airport have been assessed as at an acceptable level.

For operations inside Australian territory, airports with a Common Traffic Advisory Frequency – Radio (CTAF) are acceptable provided, when airport lighting is required, Pilot Activated Lighting (PAL) is available.

Question 4

Technical Log Requirements

Answer 4

The aircraft technical log must be endorsed with an ETOPS check prior to an ETOPS flight. Numerous MELs could affect ETOPS capability. The Pilot In Command must verify that the aircraft meets the ETOPS serviceability requirements as listed in any applied MELs.

Question 5

Airport Rescue and Fire Fighting Service (ARFFS) Requirements

Answer 5

For operations outside Australian territory, Adequate Airports must be capable of providing ARFFS. Call-out services are acceptable provided the call out can be effected within 30 minutes of notification and the minimum service is equivalent to category 4.

For operations inside Australian territory ARFFS is not required.

Question 6

Critical Point ETOPS (CPE)

Answer 6

The Critical Point ETOPS (CPE) 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. The CPE is usually, but not always (depending on the configuration of the Area of Operations), the last Equal Time Point (ETP) within the ETOPS segment.

If there is INTER/TEMPO holding requirement on either airport, that fuel will be included as Special Holding Fuel as part of the fuel reserves for that particular leg of the diversion.

From the CPE, the aircraft can divert to either airport with the appropriate reserves including holding fuel.

Note:
In the event of very strong winds, the CPE may fall beyond the EXP, or prior to the EEP. The aircraft will always have sufficient fuel to divert to a Usable Adequate Airport if the appropriate adequate airport is used prior to or after reaching the calculated CPE. This may require entering or re-entering the ETOPS segment after the critical systems failure, in order to proceed to the nearer adequate airport in point of time.
In the event of a diversion from the CPE to either of the airports specified, the aircraft will arrive overhead at either airport at the same time.

Also note that if there is only one Adequate Airport nominated to support the ETOPS segment, there will be no ETPs. The CPE in this case will almost always be located at the ETOPS Entry Point (EEP) or ETOPS Exit Point (EXP).

Question 7

Equal Time Point (ETP)

Answer 7

An ETP is a point on the flight plan route which is located at the same flying time from two Nominated Adequate Airports (NomADQ).

The FMC/FMGS may be used to determine the closest useable Adequate Airport.

Question 8

ETOPS Area of Operation

Answer 8

The ETOPS Area of Operation is the area in which a flight under ETOPS regulations is authorised. It is represented by circles centred on the Adequate Airports, the radius of which is the defined Maximum Diversion Distance.

Question 9

ETOPS Entry Point (EEP)

Answer 9

The EEP is the first point on an ETOPS route where the diversion distance associated with the threshold time from an Adequate Airport is exceeded.

Question 10

ETOPS Exit Point (EXP)

Answer 10

The EXP is that point on the flight plan after which the aircraft will continually be within the diversion distance associated with the threshold time from an Adequate Airport until reaching the destination.

Question 11

ETOPS Operations

Answer 11

ETOPS operations apply to all Charter and Regular Public Transport (RPT) operations where the flight time at the OEI cruise speed (in ISA and still air conditions) from a point on the route to an Adequate Airport is greater than the threshold time.

ETOPS operations require specific operational procedures and appropriate authority approval under CAO 82.0. This approval applies to Charter or Regular Public Transport operations in aircraft certified to carry more than 19 passengers or 3,410 kg of payload.

The CASA term for this is Extended Diversion Time Operations (EDTO).

Question 12

ETOPS Segment

Answer 12

The ETOPS segment starts at the EEP and finishes at the EXP even if the flight plan route passes within 60 minutes flight time at the OEI speed from an Adequate Airport.

Question 13

Diversion Times and Distances

Answer 13

240 Minute Diversion Distance 
1576
180 MinuteDiversion Distance
1187
120 Minute Diversion Distance
798
60 Minute Diversion Distance
409

Question 14

60 Minutes Diversion Distance

Answer 14

The 60 Minutes Diversion Distance is the distance covered in still air and ISA conditions at the nominated OEI speed. It includes the descent from the initial cruise altitude to the diversion cruise altitude. It is used for determining ETOPS boundaries from Adequate Airports.

Question 15

Maximum Diversion Times and Distances

Answer 15

The Maximum Diversion Distance is the distance covered in still air and ISA conditions within the Maximum Diversion Time at the nominated OEI speed. It includes the descent from the initial cruise altitude to the diversion cruise altitude. The distance makes no allowance for descent from the diversion cruise altitude or for approach and landing.

The Maximum Diversion Time is only used for determining the Area of Operation, and therefore is not an operational time limitation for conducting a diversion. Prevailing weather conditions or other factors can influence actual diversion time.

Question 16

One-Engine Inoperative (OEI) Speed

Answer 16

M0.85/290 KIAS

Question 17

diversion speed is used in

Answer 17

establishing the Area of Operations

establishing the critical fuel scenario for the single-engine diversion

establishing the net level-off altitude to safely clear any enroute obstacle by the appropriate margin.

This speed is planned to be used in case of diversion following an engine failure. However, the Pilot In Command has the authority to deviate from this planned speed following assessment of the situation.

Question 18

Nominated Adequate Airport (NomADQ)

Answer 18

Adequate Airport(s) are nominated as required to cover the ETOPS section of the flight. Such an airport will satisfy weather criteria as specified in the Useable Adequate Airport definition.

At no stage is there a requirement to notify ATC of the current NomADQs. The Pilot In Command is only required to contact Flight Dispatch in the event that they do not have a NOTAM/Weather briefing for that airport. This information may also be obtained from ATC if appropriate.

Question 19

Threshold Time

Answer 19

60 min / 409nm

Question 20

Useable Adequate Airport

Answer 20

A Useable Adequate Airport is an adequate airport that is forecast to satisfy applicable weather criteria for specified time periods as further defined for the preflight and inflight cases. It is used to support the ETOPS segment.

The CASA name for such an airport is “ETOPS Alternate.”

Question 21

Preflight

A useable Adequate Airport for dispatch purposes is an airport confirmed:

Answer 21

available (as per NOTAMs)

satisfies the ETOPS Adequate Minima requirements for weather minima. In additions, crosswinds forecasts should be acceptable for an engine inoperative landing the same period.

This period begins 30 minutes before the earliest Estimated Time of Arrival (ETA) at the airport and ends 30 minutes after the Latest ETA. In addition, crosswind forecasts should be acceptable for an engine inoperative landing for the same period.

Question 22

Preflight – Forecast not Available

Preflight, a situation may arise where the weather forecast is not available for a nominated Adequate Airport.

Answer 22

The flight may still depart however:

Inflight, prior to sole reliance on an airport, a forecast showing weather at or above the Adequate Minima for the applicable period must be obtained.

Once such a forecast has been obtained, subsequent forecasts need only be assessed against landing minima.

Question 23

Preflight – Forecast Below Adequate Minima

Answer 23

Airports whose weather is forecast to be below Adequate Minima will not be used in the flight plan or critical fuel calculations. The flight plan will only be constructed using Useable Adequate Airports.

Question 24

AV5 – Preflight Requirements: When an Onward Airport from the CPE is Not Available

Answer 24

When an onward Useable Adequate Airport is not available for the calculation of CPE preflight, the flight may depart but not proceed beyond CPE, unless a required Useable Adequate Airport is available and sufficient fuel is onboard to proceed to that airport while complying with the most limiting Critical Fuel Scenario and ETOPS Fuel Reserves

Question 25

Useable Adequate Airport – Inflight

Prior to EEP

Answer 25

A Useable Adequate Airport is an Adequate Airport forecast to be at or above the landing minima for a period from 30 minutes before the earliest possible time of arrival to 30 minutes after the latest possible time of arrival.

The useability of an Adequate Airport is determined by reference to the lowest landing minima appropriate to the aircraft type, including assessment of the crosswind component for an engine inoperative landing.

The Flight Crew must make every effort to obtain updated weather forecasts for airports used to support ETOPS operations

Question 26

A situation may arise where the weather for a nominated Adequate Airport is known to be below Landing Minima as the aircraft approaches the EEP

Answer 26

This scenario is illustrated below. Airports “F” and “G” are assessed prior to the EEP as being Useable while “E” is not. The flight may proceed into the ETOPS segment (relying on useable Adequate Airport “F”. It MAY NOT rely solely on “E” until a forecast is obtained that is at or above landing minima. Once this has occurred, the Pilot In Command may consider the airport Useable and is not required to plan an alternate course of action in the event of a change in the status of any NomADQs (as would normally occur after the EEP).

If at the point of sole reliance, a forecast at or above the applicable landing minima is not available re-routing or turnback may be required.

Re-routing involves re-planning to remain either within 60 minutes from Adequate Airports or within the applicable Maximum Diversion Distance from Useable Adequate Airports.

Question 27

After the EEP

Answer 27

After the EEP (within the ETOPS segment), there is no requirement to plan an alternate course of action in the event of a change in the status of any NomADQs

Question 28

Area of Operation

Answer 28

ETOPS operations are allowed within a defined area. The size of this area depends on:

the Maximum Diversion Time

the nominated OEI speed

the number and location of the Adequate Airports.

The Area of Operation is determined in still air and ISA conditions, considering the relevant aircraft performance with one engine inoperative and the remaining engine operating at Maximum Continuous Thrust (MCT) or less. Therefore, the Area of Operation is determined once and does not need to be reassessed for each sector, unless one or more adequate diversion airports are unuseable considering the enroute weather forecast.

Question 29

Aircraft Reference Weight

Answer 29

The aircraft gross weight after 60, 120, 180 or 240 minutes flight or other time as designated by CASA, having taken off at structural Maximum Takeoff Weight (MTOW), All Engines operating climb, and cruise at All Engines operating Long Range Cruise at the optimum flight level under ISA conditions, nil wind.

Note:
If, for a particular route it is not possible to ever depart at structural MTOW due to limiting performance requirements at departure, en-route or at the destination, then the maximum RTOW compliant with CAO 20.7.1b may be considered in lieu of the structural MTOW when calculating the reference weight.

Question 30

Diversion Speed and Maximum Diversion Distance

Answer 30

Using the aircraft reference weight and the nominated one engine inoperative speed, it is possible to determine the optimum diversion cruise flight level, providing the best True Air Speed (TAS).

The resulting TAS at the diversion flight level, combined with the Maximum Diversion Time allowed, provides the Maximum Diversion Distance. However, an agreed interpretation of the regulations is to take benefit of the descent to increase the Maximum Diversion Distance as represented in the following figure.

Question 31

Diversion Strategies

Answer 31

Standard Strategy

Obstacle Clearance Strategy

Fixed Speed Strategy.

Question 32

Standard Strategy

Answer 32

The Standard Strategy corresponds to a descent at a designated Mach/IAS schedule cruise down to an altitude close to the Long Range Cruise (LRC) ceiling, and a diversion cruise at LRC speed.

Standard Strategy gives the best fuel burn but diversion time required is increased relative to Fixed Speed Strategy

Question 33

Obstacle Clearance Strategy

Answer 33

The Obstacle Clearance Strategy corresponds to a drift-down at optimum driftdown speed until the obstacles are cleared. Once the obstacles are cleared, the standard strategy is applied.

Obstacle Clearance Strategy gives the best altitude profile and should be used until clear of all obstacles

Question 34

Fixed Speed Strategy

Answer 34

The Fixed Speed Strategy corresponds to a selected speed schedule (one engine inoperative) being followed during both the diversion descent and cruise phases.

In addition, it must be ensured that the net flight path and net ceiling for the selected ETOPS diversion speed will clear any en-route obstacle by the appropriate margin.

Fixed Speed Strategy may give the minimum possible diversion time at the expense of fuel and altitude capability. Fuel planning for ETOPS routes is based on the Fixed Speed Strategy.

Question 35

If a change in any of the following occurs prior to the EEP, the Pilot In Command must plan an alternate course of action or remain Non – ETOPS

Answer 35

communications – internationally, an aircraft must be able to maintain constant communications with air traffic services and Flight Dispatch;

aircraft performance – any change to the performance capability of the aircraft that means a particular adequate aerodrome(s) is no longer usable, e.g. anti-skid inoperative;

navigation facilities – must be available to enable an approach and landing at the adequate aerodromes; and

If the change in status occurs after the EEP, there is no requirement to plan an alternate course of action.

Question 36

Critical System Failures

Answer 36

engine failure.

only two AC power sources remain (two main engine generators, or one main engine generator and both APU generators).

Note:
Primary electrical sources are engine-driven generators and the APU generator.

hydraulic system failures that seriously restrict the operation of the aircraft.

Question 37

In the event of a critical systems failure

Answer 37

there is no requirement to land at the nearest Adequate Airport. The aircraft may proceed to any Category A, B or C airport which is above landing minima and within the Maximum Diversion Time

the flight time to the airport selected for landing must not exceed the flight time to the nearest Suitable airport unless the diversion to a more distant Suitable airport is deemed a safer course of action after all relevant safety factors have been considered.

It is a requirement of ETOPS that, following a critical system malfunction, the Pilot In Command must contact the Company as soon as operationally possible for updated advice on weather, airport facilities, call out requirements and technical recommendations. Communications should be established using any available method including ACARS and ATC channels if necessary.

Question 38

Critical Fuel Scenario

Answer 38

This scenario is based on the failure case occurring at the CPE.

Two separate failure cases to be considered are the following with their respective diversion profiles:

Aircraft Depressurisation

Engine Failure and Aircraft Depressurisation.

The diversion profile is defined as follows:

descent at a pre-determined speed to the required diversion flight level

diversion cruise at a pre-determined speed

normal descent down to 1,500 ft above the diversion airport

15 minutes holding at this altitude

IFR approach and landing.

The required block fuel must be computed in accordance with the ETOPS fuel policy and with the ETOPS Critical Fuel Reserves described in the following section.

Depressurisation and the CPE drives the minimum fuel requirement for ETOPS operation.

Question 39

ETOPS Fuel Reserves

Answer 39

CPE to the diversion airport (1,500 ft overhead the airport),

IFR approach and land,

15 minutes holding at 1,500 ft

Special holding fuel as required for INTER/TEMPO

Tail Number Correction,

effect of any MEL/CDL item

APU fuel consumption, if required as a power source.

Note:
There is no VFR for ETOPS fuel calculations. To account for errors in wind forecasting, a 5% wind speed factor is added to the actual winds used (increment to headwind or decrement to tailwind).
If icing conditions are forecast, allow for the effects of:

airframe icing and fuel used for engine and wing anti-ice for 10% of the time during which icing is forecast or,

the fuel used for engine and wing anti-ice for the entire time which icing is forecast.

The complete ETOPS critical fuel planning for the ETOPS critical fuel scenario must be compared to the standard fuel planning computed in accordance with the Company fuel policy and applicable operational requirements. The highest fuel requirements shall be considered as the required block fuel for the flight.

Question 40

Fuel Monitoring

Answer 40

There are no requirements in the ETOPS rules to reach the CPE with the Fuel On Board (FOB) being at least equal to the fuel required by the critical fuel scenario. This is a preflight planning requirement only. Normal airmanship considerations apply.

Question 41

Weather Minima Usage

Answer 41

Where a weather forecast provides that there is less than a 40% probability that a particular weather condition will occur, then when assessing Adequate Airport useability, that weather may be disregarded.

Destination and Alternate airports (preflight and inflight) may be used as Useable Adequate Airports, but when considered as Destination and Alternate the Alternate Minima must be applied for operational decisions.

When an Adequate Airport is forecast to be Useable but for a TEMPO or INTER period is forecast to be below the applicable minima, it is still considered useable provided fuel for the TEMPO or INTER period is carried.

There may be some scenarios where weather can deteriorate below landing minima, or fuel for a TEMPO/INTER is not available. This would be an emergency situation.

Question 42

Inflight Minima

Answer 42

Inflight, landing minima is used to determine useability of an Adequate Airport. The only exception being the case where a forecast at or above Adequate Minima was not available preflight to assess the NomADQ airports (Refer to Chapter 14.2.21 Preflight – Forecast not Available). In this case, the airport must be assessed against Adequate Minima prior to solely relying on it.

Once such a forecast has been obtained, subsequent forecasts need only be assessed against landing minima.

The Pilot In Command may use the lowest landing minima appropriate to the aircraft type, including assessment of wind component.

Question 43

Use of Lower than CAT I Minima

Answer 43

an aircraft approved for Cat III approach will be dispatched considering Cat II minima

Question 44

Period of Validity

Answer 44

For each NomADQ, the dispatch weather minima must be valid from 30 minutes before the earliest ETA at the airport and ends 30 minutes after the latest ETA.

Question 45

Flight Dispatch Considerations

Determination of Adequate Airports and Useable Adequate Airports

Answer 45

During preflight planning, Flight Dispatch will determine which Company approved Adequate Airports will be used to construct the ETOPS flight plan with reference to weather forecasts and NOTAMs.

Question 46

An aircraft should not be dispatched on an ETOPS flight unless:

Answer 46

Communications facilities are available to provide under normal conditions of propagation at the normal one engine inoperative/depressurised cruise altitudes, reliable two-way voice communication between the aircraft and the appropriate ATC over the planned route of the flight and the routes to any ETOPS Adequate Airports to be used in the event of diversion.

Non-visual ground and/or other navigation aids are available and located so as to provide, taking account of the navigation equipment installed in the aircraft, the navigation accuracy necessary for the planned route and altitude of flight, and the routes to any ETOPS Adequate Airports and altitudes to be used in the event of an engine shutdown.

Visual and non-visual aids are available at the specified ETOPS adequates for the authorised types of approaches and operation minima.

Question 47

Operating Flight Crew should be provided with:

Answer 47

ETOPS planning charts indicating the area of ETOPS operation.

a valid weather forecast and NOTAMs for each NomADQ airport.

A flight plan showing minimum take off fuel considering ETOPS scenarios, location of the CPE and a list of nominated Adequate Airports.

Question 48

If there is a significant change impacting on an airport listed as a NomADQ in the flight plan, the crew must be notified. A significant change is defined as:

Answer 48

Weather deteriorates below landing minima.

Crosswind forecasts for all runways greater than the FCOM guidelines/limitations for the aircraft become unacceptable.

A NOTAM is issued that means the airport can no longer satisfy the requirements of CAO 82.0 Appendix 2.

Company Flight Watch will also be ready to assist the crew if a diversion is required following a failure, re-routing or fuel status reassessment.