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PREFACE

A320-232 & A321-232 aircraft have the Type Design

Certification to undertake ETOPS operations. DGCA approval

has been obtained for conduct of ETOPS flights using A320 &

A321 aircraft as per registration numbers & routes as

enumerated in Kingfisher AOP Number S 12.

This manual provides procedures for ETOPS based on

provisions in CAR Section 2- Airworthiness Series ‘O’. Part VIII

issue I, dated 11/08/1999 along with FAA Advisory Circular

AC120-42B and EASA AMC 20-6 for ETOPS operations.

The manual is to be used as a guide for company procedures.

Pilots are advised to be abreast with latest

developments/regulations on the subject and of any changes

thereof.

Certain details inserted in the manual are for illustrative

purpose only. These are subject to change during actual

operations (e.g. ATS route, Computerized Flight Plan etc)

In case of variation between contents of this manual and

provisions of OEM documents (such as AFM, FCOM) or

regulatory documents on the subject, the provisions contained

in the latter will apply.

Capt Ron Nagar

Sr. Vice President

Flight Operations & Training

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1.0 List of Effective pages

Section Title Page Ver Date

0.0 Preface 01 3.0 20 Apr 10

1.0 LEP 3 3.0 20 Apr 10

1.1 Record of Amendments 4 3.0 20 Apr 10

1.2 DGCA Approval 5 3.0 20 Apr 10

1.3 AOP Extract 6 3.0 20 Apr 10

2.0 Additional abbreviations 7-8 3.0 20 Apr 10

3.0 Introduction 9 3.0 20 Apr 10

4.0 Training Syllabus 11-12 3.0 20 Apr 10

5.0 Glossary of Terms 13-16 3.0 20 Apr 10

6.0 ETOPS Weather minima 17 3.0 20 Apr 10

7.0 ETOPS Approval 18 3.0 20 Apr 10

8.0

Airport wise ETOPS

minima/ HF VOLMET

frequencies

19 3.0 20 Apr 10

9.0 Dispatch Procedure 21 3.0 20 Apr 10

10.0 ETOPS Fuel

Requirements 22 3.0 20 Apr 10

11.0 Diversion Strategy 23-25 3.0 20 Apr 10

12.0 Flight Crew Procedure 26-30 3.0 20 Apr 10

13.0 Dispatch Related Cockpit Procedures

31 3.0 20 Apr 10

14.0 Calculation of ETP 32-33 3.0 20 Apr 10

15.0 Extract from FCOM 34 3.0 20 Apr 10

16.0 ETOPS Pilot Guide 35 3.0 20 Apr 10

17.0 List of FCOM Cross-Reference Tables

36 3.0 20 Apr 10

18.0 Example of ETOPS CFP 37-40 3.0 20 Apr 10

19.0 ETOP Alternates Combinations & Impact

41 3.0 20 Apr 10

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1.1 Record of Amendments

PAGE NO.

EFFECTIVE DATE

AMENDED BY

SIGNATURE

Note:

1. Handwritten revisions are not permitted.

2. Changes will be annotated by a vertical line on the left side

of the amended text.

3. Temporary revisions will be issued under authority of SVP

Flight Operations & Training. These are to be inserted after

page 05 & before Contents page.

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1.2 DGCA Approval

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1.3 AOP Extract

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2.0 List of Additional abbreviations A ACJ Advisory Circular Joint

ACMS Aircraft Condition Monitoring System

AD Airworthiness Directive

ADD Aircraft Deferred Defect

AIR Aircraft Inspection Report

AMC Acceptable Means of Compliance

AMM Aircraft Maintenance Manual

AOC Air Operator Certificate (AOC Holder)

ARS Airworthiness Review Sheet

B BMC Bleed Air Monitoring Computer

C CAP Civil Aviation Publication

CMP Configuration, Maintenance, Procedures

(ETOPS CMP Doc)

CMS Centralized Maintenance System

COI Carry Over Item

E EIS Entry Into Service

EMPM ETOPS Maintenance Procedure Manual

ETCL ETOPS Technical Concession List

F FORDRS Flight Operational and Reliability Data

Retrieval

G GAI General Acceptable means of compliance/Interpretative and explanatory material

H HIL Hold Item List

I IEM Interpretative And Explanatory Material

IFSD In-Flight Shut Down

IL Information Leaflet

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L LAF Load Alleviation Function

LCL Line Check List

M MAN Maintenance Advisory Notice

MRIU Maintenance and Recording Interface Unit

MTBF Mean Time Between Failure

MTBR Mean Time Between Removal

MTOP Maintenance Task Operating Plan

N NTO No Technical Objections

O OBRM On Board Replaceable Unit

OCM Oil Consumption Monitoring

O.R Operational Reliability

P PCM Program Certification Manager

PIREPS Pilot Reports

P/N Part Number

PPIPC Power plant Illustrated Parts Catalog

R RTB Reliability Tracking Board

S SB Service Bulletin

SFE Seller Furnished Equipment

SSA System Safety Assessment

T TCDS Type Certificate Data Sheet

TDD Airbus Technical Design Directives

TIR Technical Incident Report

TFU Technical Follow-Up sheet

TSM Trouble Shooting Manual

V VSB Vendor Service Bulletin

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3.0 Introduction

Extended Range Twin engine Operation (ETOPS) are

procedures adopted by twin engine aeroplanes to operate

over a route that contains a point farther than one hour flying time at the normal one-engine inoperative cruise speed (in

still air) from an adequate airport. These requirements are

applicable to routes over water as well as remote areas over

land.

This manual provides procedures for ETOPS based on

provisions in CAR Section 2- Airworthiness Series ‘O’. Part VIII

issue I, dated 11/08/1999 along with FAA Advisory Circular

No. AC120-42B and EASA ETOPS Rules as contained in EASA AMC 20-6 for ETOPS operations.

Salient aspects of CAR that are mandatory prior to conduct of

ETOPS are as follows:

The operator’s overall safety record

Flight crew training

Dispatch training Maintenance training

Maintenance programme

Propulsion system reliability Continued Airworthiness Program

Continuing Surveillance

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4.0 ETOPS TRAINING SYLLABUS

4.0.1 TECHNICAL SYLLABUS

1. Introduction

2. ETOPS-MEL

3. Cockpit Preparation

4. Pre-flight Check

5. In-flight Abnormal Procedure

6. Emergency Procedure

4.0.2 PERFORMANCE SYLLABUS

1. Definitions & Explanation of Circulars

2. Extended Range Operations Threshold

3. ETOPS Approval

a. Type design approval b. Continuing airworthiness

c. Operational approval

d. Continuing surveillance 4. ETOPS routes approved for A320/321

5. Engine out 6. Pressurization failure

7. Engine and Pressurization failure

8. Exercises on AOM for ETOPS approved minima

4.0.3 STANDARD ETOPS TRAINING

Initial training for flight crew and dispatchers:

Kingfisher Airlines will provide comprehensive training

containing academic knowledge and practical application on ETOPS. Emphasis will be laid on understanding the operating

constraints in an ETOPS environment.

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4.0.4 Ground Training

The training will include Class room training session

comprising of one day for flight crew for a minimum period of 8 hours. The same will be applicable to flight dispatchers also.

4.0.5 Line Training

Line training will comprise one leg in an operating seat with a

training captain on an ETOPS segment.

4.0.6 Recurrent Training

Recurrent training will comprise of:

a. Discussion on ETOPS & practice on simulator

during IR/LR, LR; or

b. One sector route check every year with a training captain on actual aircraft which can be

combined with license renewal route check.

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5.0 Glossary of Terms

ETOPS: (Extended Range Operations with Two Turbine

Engines). Extended Range Operations are those intended to be

conducted over a route that contains a point more than 60

minutes from an adequate airport at the selected one-engine-

inoperative speed in still air and ISA (or prevailing delta ISA)

conditions.

ADEQUATE AIRPORT: An airport which satisfies the aircraft performance requirements applicable at the expected landing

weight, and sufficiently equipped to be safely used. Additional

Factors mandatory for selection of adequate airport are:

A published Instrument Approach.

Runway threshold lights and side lights.

Category of rescue & fire fighting

SUITABLE AIRPORT An adequate airport is considered

SUITABLE when:

Weather forecast is better than ETOPS required

Dispatch weather minima for defined time period;

The airport is, and will remain available for that

time period as per applicable NOTAMS (i.e. there

is no reduction in runway availability, ground

services, approach aids etc);

Runway conditions and surface cross wind

forecast are within laid down limits for single

engine ops.

AIRCRAFT REFERENCE WEIGHT: The highest of the

estimated gross weight at the Critical Point, considering take off at maximum takeoff weight and standard speed schedule,

in still air and ISA (or ISA deviation) conditions.

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ONE ENGINE OUT DIVERSION SPEED: It is the one-engine-

out speed that has been considered as diversion speed for:

Establishing the area of operation

Calculating the single-engine fuel planning

Ensuring the net flight path clears enroute

obstacles with the regulatory margin.

For Kingfisher fleet following speeds has been selected

MCT/320 kt IAS

THRESHOLD TIME: It is maximum diversion time established

by the State (60 Minutes) on single engine in still air and ISA

conditions within which there shall be an adequate airport

from every point on a route for normal operations.

MAXIMUM DIVERSION TIME: This is the maximum flying time authorized from any point on the route to the nearest

adequate airport for landing. It is not an operational time

limitation for conducting a diversion. The actual diversion time

may be effected by other factors such as weather conditions.

MAXIMUM DIVERSION DISTANCE: The Maximum Diversion Distance is the distance covered in Still Air and ISA

(or Prevailing 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).

A320/A321 fleet has been approved by DGCA for 120 Minutes

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KINGFISHER has used following values for Maximum

Diversion Distance:

AIRCRAFT

GROSS

REF WT

(KG)

MIN

FL

TIME

(MINUTES)

DIST

(NM)

A320-232

IAE V2527-A5 67,800 100 120 796

A321-232

IAE V2530-A5 81,600 100 120 778

ETOPS AREA OF OPERATION: This is the area in which it

is authorized to conduct a flight under ETOPS regulations and is defined by the Maximum Diversion Distance from an

adequate Airport or sets of Adequate Airports.

ETOPS ENTRY POINT (EEP): This is 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.

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ETOPS EXIT POINT (EXP): This is 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 first adequate airport towards

destination.

EQUITIME POINT (ETP): An Equitime Point is a point on the

aircraft route which is located at the same flying time from

two suitable airports.

CRITICAL POINT (CP): The point on the route, which is

critical with regard to ETOPS fuel requirements if a diversion

has to be initiated from this point.

PRE-DISPATCH: Pre-dispatch refers to the time the crew

leaves Terminal Aircraft after collecting papers for the aircraft.

TEMPO – Applicability: The adequate diversion airport is to

be considered as ‘NOT SUITABLE’ when visibility under TEMPO

is below ETOPS weather minima due to conditions of Fog (FG),

Mist (BR) or Haze (HZ)

In all other cases of conditions, the airport is to be considered

as ‘Suitable’ for filing as ETOPS alternate during pre-flight

dispatch stage.

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6. ETOPS Weather Minima

AIRPORT

EQUIPMENT CEILING (FT) VIS (M)

At least one

operational Nav aid

(Precision/NPA)

400 ft + published

Minima

1500 m +

published Minima

Weather minima for airports equipped with precision or non-

precision approaches on TWO separate RWYs

At least two

operational Nav

Aids

(Precision/NPA) on two separate RWYs

200 ft + published

Minima

800 m +

published Minima

Note: Threshold distance used by Kingfisher Airlines (60

minutes still air range at MCT/320 kt, Ref Gross weight 70 T &

FL 140) is 408 nm

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7.0 ETOPS APPROVAL

The Following sector is approved for ETOPS

Mumbai- Singapore – Mumbai

Bangalore – Dubai - Bangalore

Example of Route Map

ATS ROUTES

VABB BIXOR4 AGELA N571 GUNIP R467 VKL A464 ARAMA

BOBA1A WSSS

WSSS VJR8B VJR B466 GUNIP N571 AGELA MOLG1C VABB

ETOPS Alternates

West side of Bay of Bengal East side of Bay of Bengal

Chennai, Bangalore, Colombo,

Hyderabad or Mumbai

Medan, Penang, Phuket, Kuala

Lumpur, Singapore

Many combinations are possible. Details in Annexure – 1.

Bangalore-Dubai-Bangalore

Cochin, Karachi, Muscat

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8.0 Airport wise ETOPS minima/ HF VOLMET frequencies

ETOPS DISPATCH MINIMA

PROC

PRECISION APPROACH

PROC NPA

DA(DH)ft VIS(m) MDA(MDH)ft VIS(m)

Abu Dhabi ILS 31R 547(475) 1700 VOR 13L 740(652) 2800

Bangalore ILS 09 3605(604) 2300 VOR 09 4020(1003) 4300

Bangkok ILS 19R 405(400) 1600 LOC 19R 740(635) 3200

Chennai ILS 25 750(698) 2400 VOR 25 1210(1158) 5500

Colombo ILS 22 665(636) 2300 VORDME 22 940(911) 3500

Dubai ILS 30L 459(400) 1600 VORDME 12L 1160(1150) 4800

Hyderabad ILS 27 2625(601) 2300 VOR 09 2830(861) 3500

Kuala Lumpur

ILSDME 32R

470(400) 1600 32R LOCDME 1060(990) 4400

Mumbai ILS 09 670(655) 2400 VOR 27 1420(1398) 6300

Muscat ILS 08 657(609) 2300 VORDME 08 850(802) 3500

Penang ILS 04 700(690) 2400 VORDME 22 1470(1340) 6300

Phuket ILS 27 940(858) 3700 VOR Y 27 1480(1398) 6300

Sharjah ILS 30 711(600) 2300 VOR 30 920(824) 3500

Singapore ILS 02L 422(400) 1600 VORDME 20C 780(765) 3200

8.0.1 HF VOLMET Frequencies

Station Ident Frequencies Period Broadcasts

Bangkok

Phuket

Kuala

Lumpur

Rayong Chennai

Yangon

Bangkok

Radio

6676 KHz 11387

KHz

2965 KHz

H24

H + 10 to

15

&

H + 40 to 45

Singapore

Kuala Lumpur

Penang

Sepang

Singapore

(Changi)

Radio

6676 KHz

11387

KHz

H24

H + 20 to

25

&

H + 50 to

55

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9.0 Dispatch Procedure

9.0.1 Additional Protocol for ETOPS planning:

i. Minimum ETOP Segment; ii. Preference for Indian over foreign stations;

iii. Availability of KFR facilities either on station or in vicinity;

iv. There are cases where ETOP route requirement is met by single ETOP Alternate:

a. Efforts shall be made to give 2 ETOP

alternates, if possible, not with standing

with stipulation in i, ii & iii;

b. Only if 2 ETOP alternates are not

possible, that the flight shall be dispatched with 1-ETOP alternate;

v. ETOPS MEL requirements must be met.

Note: SABRE FP System’s logic does not permit an ETOP CFP to be generated without meeting ETOP range

requirement.

9.0.2 In-flight Assistance

i. Advise crew prior EEP through ACARS free text

message of any degradation of any of ETOP alternates (like runway not being available or

weather being below AOM); ii. Warn crew through ACARS message if any

nominated ETOP alternate gets degraded, with

possible suggestions;

iii. In scenario ii, if no ACK message is received

from Flight, initiate a SATCOM call; iv. In case of diversion:

a. Inform handling agent; b. Inform any other KFR personnel based at

that station;

c. Monitor ACARS for any further assistance

that flight may require;

d. Start process of aircraft recovery.

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10.0 ETOPS FUEL REQUIREMENTS

ETOPS fuel requirements are based on the most critical

scenario in the event of diversion enroute at any point.

Diversion fuel

This includes the following:

Fuel burn-off from C.P. to diversion airport;

15 minutes holding at Green Dot speed;

First (IFR) approach/Go-Around/second (VFR)

approach;

5% of the above as contingency fuel;

5% fuel mileage penalty / Performance Factor;

Effect of any CDL and/or MEL item;

If Icing conditions are forecast, then include

fuel required for wing & nacelle AI ON

Effect of ice accretion on unheated surfaces

Icing conditions forecast

This is determined using the 700 hPa (FL100) temperature forecast to determine the icing area bounded by temperatures

ranging from Zero to -20° C

Effect of Ice accretion on unheated surfaces

Fuel provision factor is a percentage equal to three times the forecast exposure time in hours. For example, if forecast

exposure time is 02 hours, the fuel provision factor is 06%. This is over & above the fuel required for WAI & NAI.

Note: APU fuel is to be considered (APU GEN ON, APU BLEED

OFF) if used as a power source.

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11.0 DIVERSION STRATEGY

Diversion during ETOPS can be classified into four categories,

as follows:

i. Loss of MNPS capability, before entering MNPS

area.

ii. Weather minima at diversion airport(s) going below the company/crew en-route minima,

before reaching the ETOPS Entry Point, or diversion airport(s) becoming unsuitable.

iii. Failure cases requiring a diversion to the nearest

airport. (LAND ASAP message on ECAM and/or in QRH)

iv. Failure cases resulting in increased fuel consumption, exceeding the available fuel

reserves.

Single Engine Operation

Aircraft Type 320/321

Descent M0.78/320 Kt

Cruise MCT/320 Kt

This speed scheduled has been used for:

Establishing the area of operation

Calculating the diversion fuel requirements for

single-engine ETOPS fuel scenario

Demonstrating the applicable obstacle clearance

requirements (net flight path and net ceiling).

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During diversion, flight crew is expected to use the planned

speed schedule. However, based on evaluation of actual

situation, the pilot in command has authority to deviate from this planned one-engine-inoperative speed. Diversion strategy

is based on a failure case occurring at the CP and requiring a diversion. In terms of fuel planning, this point is the least

favourable and hence called ‘critical’

DEPRESSURIZATION

Emergency descent at VMO/MMO with speed

brakes extended down to flight level 100 (FL

150) or MORA whichever is higher

Diversion cruise performed at LRC speed

Note: Diversion cruise at a flight level that is above FL100 is

subject to availability of oxygen supply for the maximum

diversion time for flight crew, and a required percentage of

passengers as per regulatory requirement.

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ENGINE FAILURE & DEPRESSURIZATION

Emergency descent at VMO/MMO with speed

brakes extended to FL100 or MORA whichever is higher.

Diversion cruise performed at the speed

schedule adopted for determination of area of

operation. The Net flight path would clear

obstacles by the required margin in the event of

engine failure, on the ETOPS route.

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12.0 FLIGHT CREW PROCEDURE

12.0.1 COCKPIT PREPARATION

Additional checks may be required prior to each ETOPS

flight. These are listed in relevant sections of FCOM.

These include Check of APU and APU generator & of fuel cross-feed valve.

12.0.2 Fuel

The flight crew must check the correct operation of fuel cross feed valve before each flight:

i. FUEL X FEED...ON

Check on the ECAM FUEL page that the

fuel cross feed valve is open (indication in line green).

ii. FUEL X FEED…OFF

Check that the fuel cross feed valve is closed.

12.0.3 FMS PREPARATION

F-PLN check is to be made by both crew member, one reading F-PLN on MCDU, the other checking track and

distance with the navigation charts or the CFP which must be previously cross-checked with ATC F-PLN and

navigation charts during flight preparation.

Particular attention must be given to waypoints which

are not defined in the FMS data base. It is recommended that the defined waypoints function be

used to name the lat / long waypoints. Do not string

EEP and ETPs to the F-PLN. Therefore they will be

displayed if the WPT Key is selected on the EFIS control panel.

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Wind entries should be performed on all the relevant

FMGS pages to ensure dependable fuel and time

predictions along the flight and during diversion.

12.0.4 ETOPS TRANSIT SERVICE CHECK

Check in tech log that the ETOP certification window

has been ticked before accepting the aircraft.

12.0.5 AFTER ENGINE START PROCEDURES

After engine start, ECAM STATUS page is checked. Failures which were known at the time of preparation

are normally already covered by MEL entries. Additional

failures may occur which require the crew to proceed

as per company policy to dispatch the aircraft. At this point MEL ETOPS restrictions must be observed.

As soon as the aircraft doors are closed, it is usually

considered that the flight has commenced, this means

that the MEL does not apply any longer; only en-route MEL is applicable.

However, the decision to depart with a failure condition

is left to the Captain who may decide for operational or

even economical reasons to repair the aircraft at the

departure airport.

12.0.6 IN-FLIGHT PROCEDURES

12.0.7 WEATHER UPDATE

a. Before ETOPS Entry Point: The crew must

make every effort to obtain weather forecast

and reports for ETOPS en-route alternates.

Weather forecasts at ETA at en-route alternate

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airport must be equal to or higher than the crew

minima. If weather forecasts are lower than

the normal crew minima, then assess the

situation:

i. Check the availability of any other en-route

alternate. If yes, proceed accordingly. If no

proceed to step ii;

ii. Check the possibility of altering the route to

meet the requirement of authorized distance

from an alternate airport; If no proceed to

step iii;

iii. Turn back.

b. After ETOPS Entry Point: The crew should

continue to update weather forecasts and

reports for en-route alternates. There is no

requirement to modify the normal course of

flight if the weather degrades below normal

minima.

12.0.8 FUEL MONITORING

The procedures normally used are also applicable for

ETOPS. There are no requirements in the ETOPS rules

to reach the CP with the Fuel On Board (FOB) being at

least equal to the fuel required by the critical fuel scenario. This means that CP should not be considered

as a re-clearance point.

If it appears that estimated FOB at CP will be lower

than fuel required by the critical fuel scenario, there is

no requirement to make a diversion, provided the

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estimated fuel at destination is above the minimum

required to divert to the destination alternate.

However, if the CP is regularly over-flown with fuel on

board lower than the fuel required by the critical fuel

scenario, then appropriate corrective action should be

is to inform GM – Perf & Stds, Flight Dispatch to enable

company to investigate the cause and take suitable

measures.

12.0.9 NAVIGATION MONITORING

ETOPS flights are mostly conducted in areas outside

radio-Nav-aid coverage. If the aircraft remains for a long period of time in IRS-ONLY NAV, the same specific

procedures, which are not directly linked to ETOPS, need to be considered.

Navigation monitoring recommendations are as follows:

Ensure that the following are not displayed on E/WD:

GPS 1 (2) FAULT

FM/GPS POS DISAGREE

GPS PRIMARY LOST

Failure of one FMS

Apply the following procedure to anticipate a subsequent Nav

system failure

A Before passing each way point

Read on CFP the outbound magnetic/true track

to next way point Set HDG bug on the outbound track

Compare distance to next way point of CFP with

distance given on FMS F-PLN

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B Passing the way point

Verify that correct outbound track is steered using

track indication on ND

C After passing the way point

Check Track Error = 0

When the IRS ONLY NAV message comes up

Validate FMS position on PROG page.

If a significant deviation is seen between the IRS's determine the two best IRS's.

On DATA POS MONITOR page.

IRS1 IRS2 IRS3

6.4 2.8 2.5 Result in IRS2/3 are the best

12.0.10 Guidelines for Diversion Procedure

Complete related failure procedure, Inform ATC.

Initiate descent & determine enroute alternate.

Divert to the chosen en route alternate. Comply

with the pre-planned diversion strategy and speed

schedule or adjust speed schedule as dictated by

evaluation of the actual situation.

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13.0 Dispatch Related Cockpit Procedures

Inform dispatch about the following:

i. ACK message in response to 6.2 (ii);

ii. En-route hazardous conditions relating to

aerodromes, navigation aids etc;

iii. Any reportable snag in particular affecting ETOP

status;

iv. Significant changes from forecast weather;

v. Significant deviation from route;

vi. Fuel status in terms of Fuel quantity below CFP

at the Reporting Points, in particular at ETP if it

is consistently lower;

vii. Departure Message, with Estimate Over Head

EEP, ETP & EXP on Co-VHF;

viii. Arrival Message on Co-VHF;

ix. In the event of Diversion:

a. Intended Diversion Airfield;

b. ETA;

c. Nature of Emergency;

d. ATA.

Note: Only those messages need be sent on ACARS, which

needs to be in the knowledge in real time.

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14.0 CALCULATION OF ETP

ETP is to be corrected by wind effect. The "Equitime graph"

below is used to determine the on-track ETP between two

alternate airports located either on or off- track. The following data are necessary:

Distance between these two airports ( nm)

Wind component from the on-track midpoint (no

wind ETP) to the continuing alternate

airport (continuing wind component)

Wind component from the on-track midpoint (no

wind ETP) to the returning airport (returning

wind component)

PROCEDURE: Determine the corresponding "Equitime

number", using out and home wind components. (Refer

diagram on next page)

1. Take 1% of distance between the two suitable

diversion airports and multiply this by the Equitime number. The result will give distance D

to be used to correct the no-wind ETP for wind effect.

2. Distance D will shift from ETP (nil wind) into

wind, i.e. towards head wind side.

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Example: For Westbound Flight on Route B457 the CP is

ETP between Mumbai and Muscat which are 880 nm.

Considering the tracks from CP (nil wind) to Mumbai and from

CP (nil wind) to Muscat in relation with the wind, assume that

the following wind components are determined for plotting on the Equitime graph.

Returning wind component to Mumbai: -15 kt

Continuing wind component to Muscat: -24 kt.

Use Equitime graph for above wind components

(-15 and -24) the Equitime Number is + 0.8.

Therefore correction D is 0.8% of 880 NM i.e. 07 nm.

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15.0 Extracts from FCOM – Single Engine Operations

– Fixed Speed Strategy

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16.0 ETOPS Pilot Guide

ETOPS PILOTS GUIDE

PRE-FLIGHT PAPER WORK CHECK CREW CERTIFICATION FOR ETOPS

AIRCRAFT CLEARED FOR ETOPS BY MAINTENANCE CHECK FOR MEL/CDL APPLICABILITY TO ETOPS AND PENALTIES, IF

ANY

CHECK ENROUTE ALTN ARE ABOVE ETOPS WEATHER MINIMA FOR APPLICABLE TIME

EFFECTIVITY OF NOTAMS AT ENROUTE ALTERNATES (EX -APT CLOSURE/RWY CLOSURE)

CHECK WIND ALOFT FOR FL 100 /FL 300/ FL 340/ FL 390 AVL CHECK AVERAGE WIND ON CFP

CHECK EEP/ ETP1/EXP ON CFP

CHECK CFP ETOPS SCENARIO OUT OF THE THREE SCENARIOS IN THE COCKPIT

VERIFY TECH LOG FOR ETOPS CLEARANCE MMEL/CDL ITEMS ENSURE SERVICEABILITY OF ACARS/ SATCOM/HF (ANY ONE OF

THEM)

DURING OVERHEAD PANEL PREP CHECK FOR FUEL X FEED VALVE OPERATION

ENTER EEP/ETP1/EXP POINTS AS WAY POINTS ON THE MCDU TAG THE ETP TO THE ACTIVE FLIGHT PLAN

TIME PERMITS ENTER ENROUTE WINDS

SECONDARY FLIGHT PLAN COPY ACTIVE AIR BORNE

PASS EEP/ETP/EXP TIMES TO DISPATCH VIA COMPANY FREQ (FROM CFP)

INSERT 15 MIN TIME MARKER BEFORE EEP

BEFORE EEP CHECK ETOPS ALTERNATES ARE WITHIN AOM OR CREW MINIMA

BEFORE EEP (IF NOT REROUTING IS REQUIRED)

AFTER EEP ETOPS ALTERNATE BELOW AOM MINIMA DOES NOT REQUIRE

DIVERSION OR RE-ROUTING POST FLIGHT

CHECK AND REPORT IRS ACCURACY (POSITION MONITOR PAGE IRS)

REPORT ON TECH LOG ANY MALFUNCTION WHICH MAY AFFECT

ETOPS

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17.0 List of FCOM cross-reference tables

EXTENDED RANGE OPERATIONS 2.04.40

Standard fuel planning 2.05.10

Standard strategy 3.06.30

Obstacle strategy 3.06.40

Minimum diversion time strategy 3.06.50

Flight without pressurization 2.04.20

3.05.20

Cruise – 2-engine long range 3.05.20

Drift down gross ceilings 3.05.20

Ground/air distance conversion 3.06.70

3.05.20

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18.0 ETOPS CFP

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1

2

3

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19.0 ETOP Alternates Combinations & Impact

Following Combinations are possible

Station With Station Remarks

BKK BLR, CMB, HYD,

MAA

Any one. Not suitable for Pre-Dispatch as E/B after EEP – No EXP.

On W/B No EEP. ETOP segment

starts at SIN and shall end at EXP

BLR HKT, MES, PEN, KUL, SIN

Any One. With HKT single ETOP alternate possible.

BOM HKT Only

CMB HKT, MES, PEN, KUL, SIN

Any One. With HKT OR MES single

ETOP alternate possible. With PEN CMB has to be above ETOP Minima

and PEN can be above AOM.

HKT BLR, BOM, CMB,

HYD, MAA

Any One. With MAA or CMB or BLR

single ETOP Alternate possible

HYD HKT, PEN, MES,

KUL Any one

KUL BLR, CMB, HYD,

MAA Any One

MAA HKT, PEN, MES,

KUL, SIN

Any One. With HKT or PEN or MES

single ETOP Alternate possible

MES BLR, HYD, MAA Any One. With MAA single ETOP Alternate Possible

PEN BLR, CMB, HYD, MAA

Any One. With MAA single ETOP Alternate Possible

SIN CMB, MAA Any One.

INTENTIONALLY LEFT

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