1

To introduce terms, concepts and procedures in

reference to Saudia’s ETOPS operations.

2
Historical background
Regulations
Approval
Definitions
The CFP
Alternate weather minimums
Dispatch policy
In-flight procedures
Maintenance verification flight

3
EVOLUTION OF ETOPS
THEN NOW

4
 HISTORICAL BACKGROUND

1909- First English Channel Crossing (Bleriot)

37 minutes

1919 - First direct North Atlantic crossing (John Alcock & Arthur Brown)
16 hours
5
HISTORICAL BACKGROUND

VICKERS VIMY

6
HISTORICAL BACKGROUND

First Non-stop New York - Paris 1927

)Charles Lindberg 33 hrs 30 mins(

First Non-stop Paris - New York 1930

7
 HISTORICAL BACKGROUND

1939 First Trans – Atlantic Commercial Flights

8
HISTORICAL BACKGROUND

9
 1936

“Any airliner must always be within 100 miles of an

adequate airport regardless of the number of engines.”

10
1953

11
 NON-ETOPS ROUTE

)COURTESY AIRBUS(

12
13
 Alternate

Destination

Approval Required
Departure

Additional certification and operational requirements apply

when an aircraft is operated beyond the 60 minute threshold
14
E XTENDED T
WIN ENGINE OP ERATION S

15
EXTENDED OPERATIONS

16
FAA ― ETOPS Extended Operations

ICAO ― EDTO Extended Diversion Time Operations

EASA ― ETOPS Extended Twin Operations (2 eng)

LROPS Long Range Operations (3, 4 eng.)

17
ETOPS

E ngines
T urning
Or
P assengers
S wimming

18
In 1975 ICAO approved 90 minutes diversion time which was
welcomed by all regulatory authorities and airline operators.
(except the FAA)

Most airlines worldwide could start operating their twin

engine airplanes under this new rule..

19
In 1985, the FAA issued AC 120-42 outlining rules,
regulations and authorizations concerning 75 minutes,
90 minutes and 120 minutes ETOPS operations.

20
120 MINUTE RULE

21
“Overall level of operational safety consistent with that
of modern 3 and 4 engine aircraft”

22
23
30th December 1988 FAA issued AC 120-42A with revised
details concerning 180 minutes ETOPS.

Subject to much higher technical standards and operational

qualifications.

Allowed 95% of the earth’s surface to be available for ETOPS

flights. (757, 767, 737, 777, A300, A310, A320 and A330)

Resulted in Boeing terminating the MD-11 and scaling back the

747 production.

24
180 MINUTE RULE

25
180 MINUTE RULE

26
27
28
29
 ETOPS
All airplanes flying extended routes are faced with similar
operating challenges in terms of:

Weather
Terrain
Limitations of Nav. and Comm. facilities.

Thus, the dual ETOPS philosophy is applicable to all extended

operations, not just those performed with twin engine airplanes .

Preclude and Protect

30
 ETOPS PHILOSOPHY
Preclude and Protect

Preclude a diversion by:

Enhanced airplane/engine design standards.
Enhanced airline maintenance practices.

Protect a diversion
Enhanced dispatch planning (fuel, weather)
Enhanced crew training and awareness.

31
 ETOPS Approval process

FAA/GACA and ICAO regulations require that the approval

process for ETOPS certification must be accomplished in
two stages.

Aircraft Type Design Approval

Operator Operational Approval

32
 ETOPS APPROVAL

Manufacturer must get Type Design Approval for the

airframe/engine combination.

The Airplane is Ready

Airline operators must get Operational Approval to fly ETOPS

The Airline is Ready

33
 AIRCRAFT TYPE DESIGN

For an aircraft model to be approved for ETOPS operations

the manufacturer must first demonstrate to the regulatory
authority that the aircraft meets the required ETOPS design
criteria.

34
The airframe design must conform to the ETOPS regulations
in the basic design to the following systems:

Propulsion System Reliability

Electrical Power Sources Backup
APU Design
Cargo Fire Suppression Capability
Ice Protection
Minimum Crew Workload

35
Propulsion System Reliability

Engine reliability is the most vital aspect of ETOPS and must be

sufficient to ensure that the probability of double engine failure
from independent causes is lower than defined limits.

Establishes an IFSD rate of 0.02/ 1000 hrs. or 1 shutdown in

50,000 hrs for 180 minutes ETOPS

36
37
 Electrical Power Sources Backup

Sufficient number of reliable, independent & non-time

limited power sources (3) must be available to ensure
that basic aircraft systems such as Comm. and Nav.
instruments continue to be powered.

38
 APU DESIGN

APU must be designed to have air start capability

throughout the normal flight envelope and cold
start capability at all certified operating temperatures.

39
 CARGO FIRE SYSTEM

The cargo fire suppression systems must show to

be adequate for 180 minutes diversion in still air,
plus 15 minutes for approach and landing.

40
 ICE PROTECTION

Airframe and Powerplant ice protection should provide

adequate capability for the intended operations taking
into account prolonged exposure at lower altitudes
during engine out diversion.

41
MINIMUM CREW WORKLOAD

In the event of single or a combination of system failures,

indications of the remaining systems should be such
that the flight crew have necessary information to make
decisions or diversions at any point on the route.
Crew workload should be kept to an acceptable level.

42
43
44
ETOPS regulations are applicable for:

Over water operations

Over land operations

45
Saudi Arabian airlines has been approved by GACA to conduct
180 minutes ETOPS operations for specific areas and routes
utilizing B-777.

Aircraft Flight Manual (FCOM)

Type Certificate Data Sheet (TCDS)
Master Minimum Equipment List (MMEL)

47
48
 Saudia is approved by the GACA to operate under
ETOPS rules in the following authorized areas

Arabian Sea - Indian Ocean:

Area Enroute Alternates
Abu Dhabi, Calicut, Cochin, Katunayake, Maldives, Lucknow,
Thiruvananthap, Chennai, Dubai, Karachi, Mumbai, Muscat, Salalah,
Sharjah, Colombo

Bay of Bengal - Indian Ocean:

Area Enroute Alternates
Bangkok, Kolkata, Chennai, Dhaka, Jakarta, Kuala Lumpur,
Medan, Penang, Phuket, Singapore, Yangon

49
North Atlantic

Area Enroute Alternates

Bangor, Bermuda, Boston, Chicago, Calgary,

Colorado Springs, Denver, Great Falls, Minneapolis,
Montreal, Vancouver, Winnipeg, Dublin, Gander,
Glasgow, Goose Bay, Halifax, Keflavik, Kennedy, Lajes
AB, Lisbon, London, Miami, Philadelphia, Santa Maria,
Santiago, Shannon, St. Johns.

50
For a desired route, an allowable ETOPS area of operation is
determined by locating specific adequate airports for diversion.

Sufficiently large, zero wind circles are drawn around these

airports so that the entire route of the flight is enclosed within
the circles.

Sufficient fuel is carried onboard to complete a diversion from

any point along the route to the selected alternate .

51
52
“Flights conducted by twin engine airplanes over a route
that contain a point farther than 1 hour flying time from
an adequate airport at the approved single engine
inoperative cruise speed under standard conditions in
still air.”

53
 CONFIGURATION,
MAINTENANCE,
PROCEDURES

CMP MANUAL

CMP document is a manual approved by GACA that contains minimum

configuration, operating, and maintenance requirements,
hardware life-limits, and MMEL constraints necessary for an
airplane-engine combination to meet ETOPS type design
approval requirements.

54
An airport that an operator may list, with approval from GACA,
because that airport meets landing limitations of 121.197 and is
either:

(1) An airport that meets the requirements of FAR

Part 139, Subpart D, excluding those that apply
to aircraft rescue & firefighting service.

or

(2) A military airport that is active and operational.

55
An airport that is certified as a FAR Part 139 airport or is found
to be equivalent to FAR Part 139 safety requirements and meets
the basic requirements of your Ops. Specs. such as:
Hours of operation
Facilities
Lighting
Runway size
Surface
Obstructions
Navigation and Communication aids
Weather reporting
56
 ENROUTE ALTERNATES
FIRE CATEGORY

GACA / FAA permits a reduction in the normal airport fire category

for ETOPS en-route alternates due to the fact that many of the en-
route alternates are in remote areas which are normally only served
by small aircraft.
 
Therefore, the required fire category for an ETOPS enroute
alternate is GACA / FAA category “ A “ or ICAO category 04.

57
ICAO RFFS Category 4 up to and
including 180 minutes.

.
Augmentation from local fire fighting
assets with 30 minutes response time if
equipment not located at the airport.

58
Is an adequate airport listed in Ops Specs that is designated
in a dispatch or flight release for use in event of a diversion
during ETOPS.

This definition applies to flight planning and does not in

any way limit the authority of the PIC during flight.

59
 To serve as an alternate, an airport must be
An adequate airport as defined.
Listed in the air carrier’s “Ops Spec”
Designated in a dispatch or flight release for use in the
event of a diversion during the ETOPS phase of flight.
Meet the public protection requirements, as appropriate, of FAR
121.97
Have a minimum RFFS rating of ICAO Category as required by
FAR 121.106.

Have weather forecasts that meets ETOPS alternate minimum

requirements for the times of intended use from earliest to latest
possible arrival time.
60
ETOPS WEATHER REQUIREMENTS

To legally dispatch an ETOPS flight, the forecast weather at the

planned alternates must meet ETOPS weather requirements from:

Earliest possible arrival time

until the
Latest possible arrival time

61
62
An IFSD is when an engine ceases to function after the airplane is
airborne and is shutdown, whether self induced, flight crew initiated or
caused by some other external influence such as:

Flameout
Internal failure
Foreign object ingestion
Icing
Inability to obtain or control desired thrust or power
Cycling of the start control, however briefly

This definition does not include:

An IFSD followed by an automatic relight.
When power is reduced.
63
A speed within the certified operating limits of the airplane that is specified
by the certificate holder and approved by GACA for:

Calculating required fuel reserves needed to account for an

inoperative engine.

Determining whether an alternate airport is within the maximum

diversion time authorized for an ETOPS flight.

Saudia has chosen 0.84 / 320 kts as its single engine

inoperative diversion speed

64
Critical fuel scenario is the flight profile that is used to
determine the ETOPS diversionary fuel requirement
from the most critical point along the route.

The scenario chosen will be the one requiring

the most fuel.

65
 FAR 121.646 b

An engine failure, descent to one-engine inoperative cruise altitude

and diversion at one-engine-inoperative cruise speed.

A loss of cabin pressure followed by a descent to a safe

altitude as defined by oxygen availability requirements.
(FAR 121.329 and FAR 121.333 require supplemental oxygen for cabin pressure altitudes
above 10,000 feet).

A loss of cabin pressure and an engine failure followed by

a descent to a safe altitude as defined by oxygen availability.

66
Normal cruise Engine
Shutdown
Aircraft
loses
Speed
&
Altitude

kts. to alternate 320

.Descend to 1500 ft
.Hold for 15 min
Approach and Land
67
 Normal fuel on board at critical point (CP) 040723 kg

Critical fuel required from CP (based on FAR 121.646)

Descend to 10,000 ft &

Fly to en-route alternate
Approach & Land: 017929 kg
15 minutes hold: 001346 kg
Wind allowance (5% wind) 000883 kg
Icing
Ice drag +TAI for 10% of icing forecast time 001433 kg
TAI only for entire icing forecast time: 000205 kg
APU 000413 kg
TOTAL 023409 kg

70
The max diversion time is only used for determining the area of
operations, therefore it is not an operational time limitation for
conducting an actual diversion.

Prevailing weather conditions or other factors may influence actual

diversion time.

71
The distance covered in still air & ISA conditions at the selected
1 engine out diversion speed schedule and the associated cruise
altitude, including the descent from the initial cruise altitude to the
diversion cruise altitude. (also called drift down).

It is used for determining the area of operations.

The max diversion distance for SV is 1250 ground nm.

miles 1250

72
 60 180

260 430 1250

A point on the aircraft’s outbound route which is one hour’s flying time
from an adequate airport (under ISA conditions in still air). This is the
point of entry into the ETOPS segment.

ETOPS ENTRY POINT

60 min
180 min.

74
A point on an ETOPS segment where the route comes within
one hours flying time to an adequate airport.
This is the exit point from the ETOPS segment .

ETOPS EXIT POINT

75
That portion of the flight that is more than 60 minutes from an
adequate airport.

The ETOPS segment starts at the ETOPS entry point and ends
at the ETOPS exit point.

There could be more than one ETOPS segment.

76
 ETOPS SEGMENT
ADEQUATE AIRPORTS

1250
1250 N.M
N.M ETOPS EXIT PT
180
180 min
min
ETOPS ENTRY PT
1259 N.M
180 min
60 min
60 min
430 N.M
430 N.M
1250 N.M
180 min 60 min
60 min
1250
1250 N.M
N.M
1250
1250 N.M
N.M 180 min
180 min ETOPS SEGMENT

77
A “Benign” area of operation is one with:

Numerous adequate airports.

Stable weather.
High level of reliable and available:
Nav. / Comm. aids
ATC services.

78
A “Demanding” area of operation is one with:

A fewer number of adequate airports.

Unstable or extreme weather for long periods of time.
A lower level of reliable and available:
Nav. / Comm. aids
ATC services

79
ETP 1 ETP 2 ETP 3

80
81
 SAMPLE ETOPS COMPUTER FLIGHT PLAN

OEJN TO KJFK SV77 M84/F IFR 26/10/05

NONSTOP COMPUTED 1159Z FOR ETD 2105Z PROGS 2600ADF AKA KGS
FUEL TIME ETA NGM NAM FL COMP TEMP WEIGHTS
POA KJFK 092025 12:26 0931 5815 5994 380 MO13 M42 148.77 OWE
ALT KEWR 002055 00:21 0952 0100 0116 M050 033.43 PAYLD
HLD 003100 00:30
RES 007507 01:15 104.68 TO/F
REQ 104687 14: 31 286.89 TO/WT
XTR 000000 00:00 194.87 LDGWT
ETOP000000 00:00 Extra entry

ENRT ALTN
EIDW Dublin 0219/0817
CYQX Gander 0616/1026
MOST CRITICAL FUEL SCENARIO AT : ETP-1
ETP-1 EIDW/CYQX 08/08 3891NM P013/M010 BURN 24573/24568 DIS 0991/0934

82
 EQUAL TIME POINT DATA – ETP1
Dublin Gander

DIVERSION SUMMARY - EIDW CYQX

TIME 02.33 @ 0375KT

F.L. 0100
FOB 038556
G/C DIS 0991 0934
AVG W/C P013 M010
TEMP @ FL100 M005 POOO
BURN SUMMARY FL100 1 ENG. 2 ENG. 1 ENG. 2 ENG.
320 LRC 320
LRC
DIVERSION 018796 018796 018818 018795 018870
HOLD 001336 001336 001498 001336 001498
MAP 001201 001201 001201 001201 001201
CONSERV. 001089 001089 001076 001089 001078
ICE DRAG 001706 001706 001506 001706 001510
ANTI-ICE 000000 000000 000000 000000 000000
APU 000445 000445 000000 000440 000000
TOTAL 024573 024573 024099 024567 024157
FOB 038556
QTY DIFF. +013983

83
PLANNING

85
 ALTERNATE WEATHER MINIMUMS

ENROUTE ALTERNATE AIRPORT WEATHER MINIMUMS

APPROACH FACILITY
CONFIGURATION CEILING (FT) VISIBILITY (M)

NON PRECISION or
Add 400 FT to MDA(H) or Add 1600 M to the LDG
CAT 1 or
DA(H) as applicable Minima
CIRCLING APPROACH

Add 200 FT to the higher add 800 M to the higher

TWO OR MORE STRAIGHT IN DA(H) / MDA(H) of the two authorized landing minimums

APPROACH FOR DIFFERENT approaches of the two approaches

RUNWAYS

CAT-II 300 1200 M VIS/RVR

(not authorized)

86
 PLANNING ENROUTE ALTERNATE

If forecasted conditions are below minimums:

Designate another alternate.

Plan the flight on a non-ETOPS route.
Delay until the weather will be at or above minimums.
Change to equipment that does not require ETOPS.
Cancel.

87
 ENROUTE ALTERNATE WEATHER
MINIMUMS DURING A DIVERSION

During an actual diversion, the published landing

minimums are to be used as this has now
become the destination airport.

88
 DISPATCH POLICY

ETOPS operations require careful:

Flight preparation
Planning
Co-ordination with the flight crew.

The majority of the ETOPS responsibility lies with the dispatcher.

90
 DISPATCH POLICY

The dispatch manager’s responsibility is to ensure that an

ETOPS qualified dispatchers are assigned to all ETOPS flights.

If an ETOPS dispatcher is not available the flight will be re-

routed to a non-ETOPS route, or delayed until an ETOPS
dispatcher becomes available.

91
 REPLACEMENT

If the assigned dispatcher can no longer follow the flight for any
reason and the aircraft is still in his dispatch area he will give a
complete brief to his replacement and enter his:

Name,
Time (UTC)
Signature
Flt. number

The dispatcher taking over the flight will do the same signifying his
acceptance.

92
DISPATCH EQUIPMENT

Monitoring system

Jeppesen on-sight system.

FOIS / Sabre system.

Jeppesen / Sabre ETOPS CFP.

SV ETOPS plotting /planning chart.

international telephone line.

94
 FLIGHT FOLLOWING

Know the position of the aircraft throughout an ETOPS

flight from crew reporting time until the aircraft blocks in.

95
 WAY POINT AGREEMENT

The PIC should agree with all the waypoints that the dispatcher has
selected as enroute position reporting points.

The dispatcher will expect an enroute position report from the flight
when the flight is overhead or abeam these waypoints

If the dispatcher does not receive the enroute position report 15

minutes after the ETO he will contact the flight to obtain the
necessary information so as to enable him to maintain accurate
flight following.

96
 PRE-FLIGHT PROCEDURES

Review all information provided.

Check all information complies with ETOPS requirements.
Ensure ETOPS dispatch release, CFP and weather charts for all
relevant airports are available.
Ensure ETOPS segment is not more than 1250 nm from enroute
alternate airports.
Ensure earliest and latest landing weather forecasts for all en-
route alternate airports are above ETOPS alternate minimums.
Ensure all required documents are available for self briefing
airports.

97
 PRE-FLIGHT PROCEDURES

Collect: plotted charts, Jeppesen charts, OTS charts with

assigned track “highlighted”.

Maintenance log: see “ETOPS released by ---” is checked yes,

signed, maintenance number entered.

Advise dispatch of any discrepancy between MEL/CDL and

maintenance log book. Ask for amended release if required.

Verify that MEL items in aircraft log book do not prevent ETOPS
operations.
All FMS preparations are to be cross-checked by both pilots.

98
IN-FLIGHT PROCEDURES

Responsibilities.
Enroute position reports.
Use of FMC.
Fuel management.
Diversion.

99
 COMMUNICATIONS

Primary communication with the company will be via ACARS.

When this is not available:
HF
SATCOM
VHF

Flight crew and dispatcher should select the most

efficient form of communication based on workload,
the nature of the message and cost.

100
 BEFORE ETOPS ENTRY

ETOPS procedures are often combined with other

navigational requirements.

MNPS
RVSM
OTS (Organized Track System)

101
102
 IN FLIGHT PROCEDURES
If the forecast weather for the designated alternate falls below
minimums, then another suitable alternate must be found or a
non-ETOPS route must be assigned.

If this is not an option, the aircraft must not enter the ETOPS
segment but divert to an adequate airport that has weather
minimums at or above the published landing minimums.

Any significant modification must be carefully coordinated with

dispatch before accepting.

Once an aircraft enters an ETOPS segment and a diversion is

necessary, the enroute alternate weather minimums become the
published minimums.

103
 RESPONSIBILITIES

FLIGHT CREW

Checking for continued suitability of alternates.

Advising dispatcher of any unsuitability.
Providing enroute position reports as requested by the dispatcher.
Fuel management/monitoring.
Follow ETOPS rules with ATC.
Be aware of the nearest suitable airport at all times.

Contact ETOPS dispatcher if ACARS message/position report not

acknowledged within 10 min.

104
 RESPONSIBILITIES
FLIGHT CREW

Post flight reporting

Captains report should include significant events as:

A diversion.
Actual fuel at ETP less than planned.
Unexpected weather deterioration at an alternate.
Aircraft defects.

Report forwarded to B777 fleet manager.

105
ENROUTE POSITION REPORTS

One hour before ETOPS entry point

Every hour while on the ETOPS segment
Any additional reports requested by dispatch

106
 DIVERSION STRATEGY

The nature of the emergency, its possible consequences to the

airplane, passengers, and crew will dictate the best course of action.

The basic speed strategies are:

If time is the most critical consideration, a high speed diversion

could be the choice. (consistent with fuel requirements)

If the diversion fuel is the most critical consideration, LRC speed

would be the logical choice.

If an engine has failed and the diversion will traverse high terrain,
the Max L/D speed, which is the default engine-out speed in the
FMC, would be used until the terrain is no longer a factor.

107
 DIVERSION STRATEGY

The crew is allowed to adopt the strategy they consider to be the

most suitable regardless of the one engine inoperative speed
assumed in route analysis.

The final decision belongs to the PIC regarding selection of the

diversion airport as well as speeds and altitudes.

108
 CHANGES TO WEATHER FORECAST

The 2007 rule also codifies the existing requirements to advise the
flight crew before they enter the ETOPS portion of flight of changes
to weather forecasts or other conditions that might affect their ability
to make a safe landing at the ETOPS alternate airport(s).

As was previously stated, weather-minimum requirements for

ETOPS alternate airports revert to normal landing minimums
when a diversion is underway.

109
ALTERNATE BECOMES UNSUITABLE

Before ETOPS entry

Choose another adequate airport if possible.

Arrange to fly another ETOPS route.

Arrange to fly a non-ETOPS route.

Divert to an adequate airport that has weather minimums

at or above the published minimums.

110
ALTERNATE BECOMES UNSUITABLE

After ETOPS entry

The flight is not required to turn back.

GACA requires that PIC, in coordination with the

dispatcher exercise their judgment in evaluating the
situation and making a decision as to the safest
course of action

Turn back
Re-routing to another ETOPS alternate
Continuing on the planned route

111
112
If maintenance action can not be verified by normal ground tests.
The flight crew may be asked to assist maintenance to
determine if an ETOPS significant system is confirmed to be
operating normally, or if an ETOPS significant problem has been
resolved.
Verification can be conducted on a revenue, non-revenue,
ETOPS or non-ETOPS flight.
For ETOPS flight, the verification must be completed prior to
entering the ETOPS segment.
If verification is satisfactory, the flight may continue on the
ETOPS segment otherwise it must not enter the ETOPS
segment. 113
114
When a verification flight is required, MCC will inform dispatch center
by SITA.
The assigned dispatcher will authorize the verification flight in the
remarks section of the dispatch release.
Technical services will provide the crew with written procedures to
ensure that the crew is fully briefed as to the:
Nature of the problem
Directions on which parameters / systems are to be monitored

What to be written in the logbook to indicate a satisfactory or

unsatisfactory verification.

115
United Airlines 777
New Zealand to Los Angeles
Shut down an engine at the 180 minute mark from Hawaii
Because of headwinds, diversion lasted 192 minutes.

116
 ETOPS NUMBERS

December 2011 – FAA approved 777 for up to 330 minute ETOPS.

Air New Zealand now operates 240 minute ETOPS flights from Auckland to
Los Angeles.

Since 1995, 777 have flown more than 2 million ETOPS flights.

Fifty-three 777 operators fly more than 22,000 ETOPS flights each month.

SVA AC TRNG
THANK YOU
118