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Flight Operations Supervisory Oversight • Manager Line Operations is responsible for EDTO operational functions. Detailed supervisory and organization details are recorded in the Line Operations Policy and Procedures Manual. • All operational feedback and questions relating to EDTO operations should be addressed, in the t he first instance, to Line Operations. • The terms EDTO and ETOPS are synonymous and interchangeable.
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Extended Diversion Time Operations (EDTO) • The following flights are considered as EDTO flights: – Operations of a twin engined aircraft conducted over a route that contains a point further than 60 minutes flying time in still air, at the specified one engine inoperative cruising speed, from an adequate airport. – Operations in a four engined aircraft conducted co nducted over a route that contains a point further than 180 minutes flying time in still air, at the specified all engine operative cruising speed, from an a n adequate airport.
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Adequate Airport • An Adequate airport is an airport which has sufficient runway length and taxiway availability for use by the aircraft type, is equipped with the necessary ancillary services such as ATC, lighting and weather reporting, at least one serviceable navigation aid or a suitable RNAVRNP/GPS (GNSS) approach and has adequate RFF. • All airports in the aircraft library, except those specifically excluded in the following table, have been assessed as adequate a dequate to support EDTO.
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The airports in the list below shall not be used for EDTO flight planning purposes. AIRPORT
RESTRICTION
ICAO
Anadyr
Emergency use only. NOTAM for alternate airport filing restriction.
UHMA
Barrow
Emergency use only due runway length and inadequate taxiways.
PABR
Chita
Emergency use only due significant terrain on approach and inadequate taxiways.
UIAA
Churchill
Emergency use only due inadequate taxiways.
CYYQ
Juneau
Emergency use only due significant terrain on approach and inadequate taxiways.
PAJN
Kalgoorlie
Emergency use only due inadequate taxiways and RFF.
YPKG
King Salmon
Emergency use only due lack of refuelling capability.
PAKN
Learmonth
Inadequate RFF.
YPLM
Longyear Svalbard
Emergency use only due significant terrain on Approach, inadequate taxiways.
ENSB
Norilsk Air Base
Emergency use only due military airport.
UOOO
Pearce Air Base
Emergency use only due military airport.
YPEA
Polyarny Air Base
Emergency use only due military airport.
UERP
Port Headland
Inadequate RFF.
YPPD
Salekhard Air Base
Emergency use only due military airport.
USDD
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EDTO Enroute Alternate Airport (ERA) • An EDTO ERA is an Adequate airport where weather reports and
forecasts, or any combination thereof, indicates the ceiling and visibility at the time of intended operation will be at or above the landing minima and the crosswind at or below the aircraft and crew limits. Additionally, the EDTO ERA shall have an ATC service and at least one instrument approach procedure. • The above criteria shall also be applied to the departure or
destination airport when it is used to support an EDTO route segment.
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Rule Distance • Rule Distance is used for flight planning and is calculated for each aircraft type, at the one on e engine inoperative MMO/VMO speed, except for the B777-300ER, where the speed is based on MMO/VMO - 10 KTS. The resultant distance is the maximum distance the aircraft may be operated from an Adequate airport. • The Rule Distances for Cathay Pacific Airways aircraft are: – B777 and A330 with RR Trent engine types – 60 Minutes 434 NM – 120 Minutes 853 NM – 180 minutes 1272 NM
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Rule Distance • B777-300ER with GE115 engines – 60 Minutes
456 NM
–
120 Minutes
880 NM
–
180 Minutes 1313 NM
–
207 Minutes 1506 NM
–
240 Minutes 1751 NM (Pending HKCAD approval)
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Rule Distance • B747-400F
– 195 Minutes 1723 NM (Pending HKCAD approval)
• B747-400ERF – 195 Minutes 1649 NM (Pending HKCAD approval)
• B747-8F – 240 Minutes 1954 NM (Pending HKCAD approval)
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Rule Time • Rule Time is the maximum still air diversion time which may be planned for a flight from an Adequate airport. The approved times for the aircraft’s most limiting EDTO significant system and most limiting cargo fire suppression capability are considered when permitted Rule Times are determined and authorised.
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EDTO Route Segment(s) • An EDTO route segment is any segment (or segments) of a flight
where the aircraft is more than the equivalent of 60 or 180 minutes Rule Distance (dependent of aircraft type) from an Adequate airport . • An EDTO segment starts when the aircraft exceeds the equivalent of
60 or 180 minutes Rule Distance (dependent of aircraft type) from an Adequate airport and ceases when the aircraft is within the equivalent of 60 or 180 minutes Rule Distance (dependent of aircraft type) of another Adequate airport. Note: 180 minute Rule Distance pending HKCAD approval.
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Equi Time Point (ETP) • The ETP is a point on the route that is an equal flying time from two ERAs.
Critical Fuel Point (CP) • The Critical Point is the point on the aircraft route that is most critical with regard to EDTO fuel requirements. It is normally, but not always, the last enroute ETP.
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Critical Fuel Scenario • The most critical fuel scenario of either engine-inoperative or all engines operating is assessed, based on the following scenarios occurring at the Critical Point: – Immediate descent:
all engines operating but pressurization failure at MMO/VMO to 10,000 FT (B747/B777-300ER initially 14,000 FT for 3.5 hours, then 10,000 FT). one engine failure and pressurization failure MMO/VMO to 10,000 FT (B747/B777-300ER initially 14,000 FT for 3.5 hours, then 10,000 FT). one engine failure at MMO/VMO to the engine inoperative stabilizing altitude.
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Critical Fuel Scenario • Continued cruise at the following speeds to the diversion airport: – all engines operating but pressurization failure; at LRC. – one engine failure and pressurization failure; at VMO (B777-300ER at VMO - 10 KTS). – one engine failure; at VMO (B777-300ER at VMO - 10 KTS).
Note: Descent Note: Descent and Cruise Speeds are for EDTO Planning purposes only. For EDTO policy refer to OM Part A.
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Normal fuel policy applies with the following exceptions: • Sufficient fuel shall be carried to permit the loss of pressurization or an engine failure, or both, at any point on the intended route and predicated on the following: – the flight shall be continued to the nearest suitable airport for landing; – hold at 1500 FT AAL over the nearest suitable airport for 15 minutes; and, – initiate an approach and landing. Refer ‘Diversion to an ERA’ Slides 21 and 22
An additive for icing conditions during a diversion shall be applied when icing conditions are forecast. To satisfy this requirement, the Cathay Pacific flight planning system uses a severe icing increment for increment for all critical fuel calculations.
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Prior to Dispatch a ll airports which support the • The planning minima to be used for all EDTO segment of a route shall meet the criteria specified in Planning Minima for Alternate Airports in OM Part A (alternate planning minima for twin engined aircraft and landing minima for four engined aircraft). Dispatch and in-flight requirements also apply app ly to the departure airport and/or destination airport where they support an EDTO route segment. • Where a route is planned using a mixture of Rule Times, for example, 60 and 180 minutes, weather at airports where the 60 minute Rule Time is applied shall be at or above landing minima at minima at the time of intended use.
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Prior to Dispatch •
For twin engine EDTO any ERAs supporting an EDTO segment shall be nominated on the CFP and ATS flight plan.
• Flight Dispatch will check NOTAM and weather for the selected airports a irports to ensure they meet the Planning requirements for an EDTO ERA. The checking process will be annotated on the EDTO Planning Form and made available to the operating crew as part of the flight documentation. • Primary aircraft system redundancy appropriate to EDTO operation is reflected in the Minimum Equipment List (MEL). Any MEL item which affects EDTO capability will be recorded in the Aircraft Maintenance Log (AML) as a PADD.
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Prior to Dispatch • Prior to dispatch, the Commander shall ensure: – The filed route remains within the rule distance used to plan the flight. – Weather and NOTAM information is verified for all planned EDTO
ERAs. – The appropriate critical fuel scenario is planned and the relevant data
is shown on Page 2 of the CFP. – There are no MEL items in the Aircraft Maintenance Log which have
an impact on the planned EDTO flight.
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Flight Monitoring • All EDTO flights shall be monitored by Flight Dispatch NOTAM Desk and IOC. NOTAM and any other significant operational information affecting the flight, including any relevant ERAs, will be transmitted to the aircraft via ACARS or Satcom. • Crew shall monitor en-route weather following dispatch of the aircraft. If weather updates are not available through ATC or ATIS/HF VOLMET/ACARS, crew are to seek assistance from IOC. • A revised CFP may be sent to the aircraft via ACARS, if required.
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Prior to the EDTO Entry Point •
Ensure the weather at the nominated ERA(s) remain above landing minima.
•
Should the weather at a selected ERA drop below landing minima prior to entering the EDTO segment, another alternate shall be nominated that satisfies the weather requirement within the rule distance. If this is not possible, the flight must not enter the EDTO segment, the Commander/PIC shall decide whether to continue or if i f the fuel onboard permits, reroute.
•
As the flight progresses, progresses, ensure FM Fix Page (Boeing) or FIX INFO (Airbus) functions are used to permit determination of direct tracks and distances to ERAs, EDTO segment entry points, Critical Points and EDTO segment exit points.
NOTE: On Boeing aircraft do not add waypoints on the FMS Legs pages to
avoid these waypoints being transmitted to ATC via CPDLC.
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Flight In The EDTO Segment • If weather conditions at an EDTO ERA deteriorate below landing minima, or
the EDTO ERA becomes unavailable for another reason, the Commander/PIC shall attempt to select another suitable ERA to support the route segment. • The new EDTO ERA shall represent the best option available at the time. In
practice, the aircraft shall remain on its planned route and the closest suitable ERA to the route determined, which may be the next, or previous, planned ERA. • Direct routing or re-routes provided by ATC shall be carefully considered to
ensure the aircraft remains within the applicable Rule Distance of an ERA at all times.
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Diversion to an ERA • The FCOMs for Boeing and Airbus aircraft specify those procedures which require the aircraft to ‘Land at the nearest suitable Airport’ or ‘LAND ASAP’. • The Commander has final responsibility for the safe continued flight of the
aircraft and it is not realistic to direct a course of action appropriate for all circumstances. Flight beyond the nearest suitable airport is only justifiable by the Commander/PIC if all relevant safety factors have been fully considered and the decision made in the interests of greater safety.
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Diversion to an ERA • Factors which shall be considered are: – The nature of the malfunction and possible mechanical difficulties which may be encountered. – Operational effect of an inoperative system or systems. – Relative flight times to airports available for landing. – Flight time and distance to the airport selected for landing relative to the EDTO approval limit. – Altitude, aircraft weight and remaining useable fuel at the time of system failure or malfunction. – Weather conditions en-route and at any available ERA. – Air Traffic Control limitations. – En-route and selected ERA terrain. – Crew familiarity with the airport.
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Enroute Diversion Procedures • Advise IOC of any diversion as soon as practicable. • The MMO/VMO (B777-300ER at VMO-10 KTS) one engine inoperative speed schedule is used solely to calculate the Rule Distances for flight planning. • The crew may adopt any diversion speed strategy they consider the most appropriate following assessment of the overall situation. There is no requirement to complete a diversion within the Rule Times used for flight planning purposes. • Therefore, diverting to an ERA does not require use of MMO/VMO (B777-300ER at VMO-10 KTS) derived speed schedule unless the diversion is time critical, such as for a cargo fire, which would, in all probability, require the crew to conduct the diversion at maximum possible speed.
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Verification Requirement • When an EDTO capable aircraft has a defect which will prevent EDTO operations, the AML will include a PADD entry, which will clearly define the operating limitations. • An EDTO verification flight may be required following the clearance of certain defects, or significant engineering work on multiple aircraft systems. The PADD can then be cleared from the AML.
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Verification Process • If a verification flight is required, a verification process is then undertaken to return the aircraft to EDTO capable status. • This process includes additional actions required prior to, during and after flight, by Engineering, Flight Dispatch and the Flight Crew. • Actions and requirements for EDTO Verification flights and APU In Flight Start are detailed in OM-Part A.
The scheduled flights details Confirmation of aircraft suitability for EDTO dispatch
This form is used by dispatch to ensure the flight planning meets EDTO requirements. Refer FOP OM Part A
Selected EDTO ERA’s, earliest and latest times of potential use and that the weather and Notams have been checked to confirm suitability of use as an ERA. Critical airport pairs Ref Sector fuel summaries, Page 2 of the CFP
City pairs from Item 2, Rule Time used and confirmation of minima used for planning
In this example no city pair is fuel limited at the depress or 1 – Eng - INOP critical point
OM Part A EDTO Definitions, Rule Distances
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e Differences From a Normal Flight Plan
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Differences From a Normal Flight Plan Minimum for EDTO alternate planning minima purposes.
All EDTO sectors, as well as 1 engine inoperative and depressurized sector critical points.
EDTO Critical Fuel Point Codes. Defines the rule time in use, in this case 180 MINUTES. Refer Table on the next slide
Estimated earliest and latest time of arrival at the nominated en route airports - based on: • STD +10mins • 1 - ENG INOP • Great Circle Track
Defines EDTO sector Entry point (EEP) and Exit point (EXP) by latitude, longitude and elapsed time after take-off.
Fuel required for normal operation up to the specified critical point, suffer a failure, descend and then divert to either airfield shown.
Fuel required at the specified critical point to carry out the appropriate diversion with penalties, holding and approach fuel requirements.
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Route Plot EDTO Flight Details
CPA 830E/09OCT12 RT# 003 UTC Flight Date: 09OCT12 DPETPPID: EDTO180 Printed: 08OCT12 2307
Specified Rule Time Ring Specified Rule Time
EDTO Exit Point (EXP)
60 Minute Range Circle 180 Minute Range Circle
Great Circle Track
60 Minute Ring
EDTO Entry Point (EEP)
Enroute Alternate
EDTO Exit Point (EXP) CFP Track
EDTO Entry Point (EEP)
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777-300ER Example PASY EARLIEST ETA 0835U LATEST ETA 1337U
“PASY Earliest ETA” ETA” assumes: “PASY Latest ETA” assumes:
• Normal flight from Hong Kong to the first intersection of the planned route route and the 180 min range circle from PASY (Position A) at A) at the planned altitude and speed.
B
• Engine failure at A
to • 1 ENG INOP diversion direct to PASY at EO altitude at
1337U
MCT/VMO – 10KTS 10KTS
0835U
• Normal flight from Hong Kong to the second intersection of the planned route and the 180 min range circle from PASY (Position B) at the planned altitude and speed.
at B • Engine Failure at B • 1 ENG INOP diversion direct to PASY at EO altitude at
A
MCT/VMO -10KTS.
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