What are ETOPS operations ?

ETOPS operations are defined as those intended to be, or actually conducted,

over a route that contains a point further than 60 minutes flying time (in still air)
at the normal one-engine inoperative cruise speed from an adequate aerodrome.

Which is the approved

one-engine inoperative cruise speed in FBU ?

330 KT IAS
What is an adequate aerodrome?
‐ An aerodrome which the operator considers to be satisfactory, taking account :
- The performance requirements and runway characteristics, and
at the expected time of use, the aerodrome will be available and equipped with necessary services such as:
ATS Sufficient lighting Communications
Weather reporting Navaids Emergency services.
‐ Has the required runway length to meet aircraft required takeoff and landing distances.
‐ Has the required Rescue and Fire Fighting (RFF) capability for the aircraft type
 ETOPS THRESHOLD DISTANCE
Distance travelled in still air and ISA conditions in 60 minutes at the approved OEI cruise speed (330 kt).
It is presented by a circle around an adequate aerodrome.
The declared ETOPS thresholds distance for French Bee aircraft are:

AIRBUS 350-900 AIRBUS 350-1000

422 NM 431 NM
 ETOPS THRESHOLD DISTANCE
Distance travelled in still air and ISA conditions in 60 minutes at the approved OEI cruise speed (330 kt).
It is presented by a circle around an adequate aerodrome.
The declared ETOPS thresholds distance for French Bee aircraft are:

ADEQUATE AIRPORTS ON A ORY – EWR FLIGHT

AIRBUS 350-900 AIRBUS 350-1000

422 NM 431 NM
 ETOPS THRESHOLD DISTANCE
Distance travelled in still air and ISA conditions in 60 minutes at the approved OEI cruise speed (330 kt).
It is presented by a circle around an adequate aerodrome.
The declared ETOPS thresholds distance for French Bee aircraft are:

ETOPS THRESHOLD DISTANCE

AIRBUS 350-900 AIRBUS 350-1000

422 NM 431 NM
 ETOPS THRESHOLD DISTANCE
Distance travelled in still air and ISA conditions in 60 minutes at the approved OEI cruise speed (330 kt).
It is presented by a circle around an adequate aerodrome.
The declared ETOPS thresholds distance for French Bee aircraft are:

ETOPS THRESHOLD DISTANCE

AIRBUS 350-900 AIRBUS 350-1000

422 NM 431 NM
 RULE DISTANCE
Distance flown in still air in the rule time, at the OEI cruise speed (330 kt).
For FBU, the distance is determined assuming the following:

MCT on the remaining engine;

escent at VMO/MMO to the flight level for the one-engine inoperative diversion;

ruise for the remainder of the Rule Time at MCT/VMO

RULE DISTANCE

180 MIN RULE DISTANCE

 ADEQUATE ETOPS ENROUTE ALTERNATE AERODROME
Adequate aerodrome which additionally, at the expected time of use, has an ATS facility and at least one instrument app procedure.

Prior to conducting an ETOPS flight, an operator shall ensure that an adequate ETOPS Enroute alternate is available, within either
the operator’s approved diversion time, or a diversion time based on the MEL status of the aeroplane, whichever is shorter. RFF

Category required for ETOPS and Adequate Alternates is normally 4.

SUITABLE ETOPS ENROUTE AERODROME

Adequate which satisfies the ETOPS dispatch weather requirements in terms of ceiling and visibility minima, within a validity period
(ETOPS Windows).

In addition, the forecast crosswind component, including gusts, must also be checked to be acceptable for the validity period.

Field conditions should also ensure that a safe landing can be accomplished with one engine and or airframe system inoperative.

(Refer to possible NOTAMs, SNOWTAMs, and approach procedure modification).

DETERMINATION OF THE TIME WINDOWS

Earliest estimated time of arrival

Latest estimated time of arrival

 DETERMINATION OF THE TIME WINDOWS

Earliest estimated time of arrival Latest estimated time of arrival

Computed considering a 2-engine diversion from the first ETP Computed considering a 2-engine diversion from the second ETP
along the outbound route associated with the considered ETOPS enroute associated with the considered ETOPS enroute alternate,
alternate at the normal planned cruise altitude and speed . at FL100 at the LRC speed (assuming pressurization failure only),
plus one hour.
EXAMPLE OF A FLIGHT WITH TWO ETOPS ALTERNATES

+ 1 HOUR + 1 HOUR
DETERMINATION OF THE TIME WINDOWS

The dispatch briefing form

takes into account the taxi time !
 DETERMINATION OF THE PLANNING MINIMA

An adequate aerodrome shall only be selected as ETOPS ERA when the appropriate weather reports or forecast, or any
combination thereof, indicate that, between the anticipated time of landing until one hour after the latest possible time of
landing, conditions will exist at or above the planned minima, calculated by adding the additional limits.

The above criteria for precision approaches are only to be applied to Category I approaches
DETERMINATION OF THE PLANNING MINIMA
 DETERMINATION OF THE PLANNING MINIMA

In-Flight minima : 200 ft / 550 m

+200 ft / +800 m

Flight Planning minima : 400 ft / 1350 m

DETERMINATION OF THE PLANNING MINIMA
DETERMINATION OF THE PLANNING MINIMA
DETERMINATION OF THE PLANNING MINIMA

Minima OPS SPEC FAA (For FBU) For filling as alternate

 DETERMINATION OF THE PLANNING MINIMA

Minima OPS SPEC FAA (For FBU) For filling as alternate

MDA RVR/VIS MDA RVR/VIS MDA RVR/VIS

447’+ 400’= 847’ 0.88 + 0.94 = 1.82 SM 800’ 2.25 SM 447’+200’= 647’ 0.88+0.5 = 1.38 SM

DISPATCH MINIMAS highest of A, B or C: MDA :847’ RVR/VIS : 2.25 SM

 DETERMINATION OF THE PLANNING MINIMA

Minima OPS SPEC FAA (For FBU) For filling as alternate

MDA RVR/VIS MDA RVR/VIS MDA RVR/VIS

447’+ 400’= 847’ 0.88 + 0.94 = 1.82 SM 800’ 2.25 SM 447’+200’= 647’ 0.88+0.5 = 1.38 SM

DISPATCH MINIMAS highest of A, B or C: MDA :847’ RVR/VIS : 2.25 SM

CRITICAL FUEL SCENARIO

The ETOPS Critical Fuel Scenario is based on the study of three failure cases,
occurring at the Critical ETP, with their respective diversion profiles and consequent
fuel requirements:
1. One Engine Failure
2. Aircraft Depressurization
3. Aircraft depressurization and one engine failure
CRITICAL FUEL SCENARIO

To better understand how the three cases are calculated,

lets just think how we would deal with them if they were to happen.
 CRITICAL FUEL SCENARIO
ONE ENGINE FAILURE

1. Descent at Speed Schedule

2. Level off at optimum FL at speed 330 kt or, MORA/MOCA/MEA.
3. Diversion Cruise phase at 330kt

SP
EE
D
SC
HE
DU
LE OPTIMUM FL
AT 330 KT !!

(Lower that the EO MAX

due to such speed)
TO
WHAT ISHOW
WHICHTHE DO
ALT. DOWE
ETOPSWEDESCEND
ONE
DESCEND ININCASE
ENG. INOP CASEOFOFENG.
APPROVEDENG. FAIL? ? 330 KT
FAIL
SPEED
 CRITICAL FUEL SCENARIO
AIRCRAFT DEPRESSURIZATION

1. Emergency descent at VMO/MMO, IDLE and with Spd brakes.

2. Level off at FL100 or MORA/MOCA/MEA, if higher.
3. Diversion Cruise at LRC speed.

VM
O
/M
M
O
FL 100
OR MORA
TO WHICH
WHATHOW ALT.
DO
IS SPEED DODESCEND
ISWE
BEST WE DESCEND
AT LOW ALTIN IN
CASE
WITH CASE
A OF
OFENG
TWO ON DECOMP.
DECOMP. ? ? LRC
DIVERSION?
 CRITICAL FUEL SCENARIO
AIRCRAFT DEPRESSURIZATION + ENGINE FAILURE

1. Emergency descent at VMO/MMO, IDLE and with Spd brakes.

2. Level off at FL100 or MORA/MOCA/MEA, if higher.
3. Diversion Cruise phase at 330kt

VM
O
/M
M
O
FL 100
OR MORA
WHAT
HOW
TOWHAT
WHICH DO FAILURE
WEDO
ALT.
IS THE ONE WE HAS
DESCEND
ENGINE PRIORITY
IN CASE
DESCEND OVER
OF
INAPROVED
INOPERATIVE CASE BOTH
A DECOMP.
OF ? ?
DECOMP.
SPEED? ? 330 KT
CRITICAL FUEL SCENARIO
ADDITIONAL FUEL RESERVES

CORRECTION FOR WIND ERRORS

Fuel to compensate for any error in the wind forecast from the C.P. to the diversion airport
based on a forecast wind speed increased by 5% (an increment to headwind or a decrement to
tailwind). Quantity included on the CRUISE
CORRECTION FOR ICING
1). The effect of airframe icing during 10% of the time during which icing is forecast, or
2). Fuel for eng. anti-ice, and if appropriate wing anti-ice for the entire time during which
icing is forecast.
CORRECTION FOR AIRCRAFT PERFORMANCE DEGRADATION
Fuel to account for aircraft deterioration . A programme is established by the OCC to
monitor aircraft in-service deterioration in cruise fuel burn performance.
CORRECTION FOR APU FUEL CONSUMPTION
If applicable (only for the one-engine-inoperative scenario, if APU is
operative)
CORRECTION FOR MEL/CDL
If
applicable
HOLD
15 minutes holding at
1500 feet
 ETOPS BEYOND 180 MIN
Granted to FrenchBee for the KSFO – NTAA – KSFO route.

Rule Distance is based on a 2500 NM OEI operations

ETOPS BEYOND 180 MIN

The same 3 scenarios are considered for the

ETOPS fuel requirements

And on top, a specific check must ensure that diversion times

are within the aircraft time-limited systems capacities.
ETOPS BEYOND 180 MIN

CARGO FIRE SUPRESSION

CARGO FIRE at the most critical point

ALL ENGINES OPERATIVE

CRUISE LEVEL
ETOPS BEYOND 180 MIN

CARGO FIRE SUPRESSION

Diversion time to ETOPS enroute alternate must be within the A350

Cargo fire suppression capacity of 360 min (considering 15 min holding).

ETOPS BEYOND 180 MIN

ONE ENGINE INOPERATIVE

ENGINE FAILURE at the most critical point

Descent to the OEI cruise altitude.

ETOPS BEYOND 180 MIN

ONE ENGINE INOPERATIVE

Diversion time to ETOPS enroute alternate must be within A350

other time-limited system capacity

of 420 min (considering 15 min holding).

 ETOPS BEYOND 180 MIN

ETOPS beyond 180 min does not introduce additional procedures

compared to ETOPS 180 min

The only exception concerns the A350 MEL where the following systems must be operative:
- Auto thrust (MI 22-30-01)
- HF Voice (MI 23-11-01)
- SATCOM (MI 23-28-01).
ETOPS IN PRACTICE
THE EFF
BRIEFING
THE EFF BRIEFING
The Dispatch Briefing Form is to be
reviewed individually by each flight
crew member.

It provides a general idea of the

flight.

It is now briefed during the EFF

Briefing

OPERATIONAL INFORMATION SECTION

Could provide additional information for my ETOPS flight.
 THE EFF BRIEFING

ETOPS ALTERNATES SECTION

Gives information relative to my selected ETOPS alternate airports
ETOPS alternate airports
Type of apprach selected at the ETOPS alternate airport
ETOPS window for the selected ETOPS altn. airport
In-Flight minima
Flight planning minima
THE E OFP
ETOPS dispatch

EROPS fuel
A planned EROPS fuel will be displayed if ETOPS
extra fuel is required.
EEP1 Etops Entry Point

ETP1 Etops Equal time Point

EXP1 Etops Exit Point

COORDINATES
EEP1 Etops Entry Point

ETP1 Etops Equal time Point

EXP1 Etops Exit Point

 Latest time of arrival + 1 hour

Earliest time of arrival

Most limiting scenario is Decompresion + Engine failure
at ETP 01 to return to Goose Bay (CYYR)
The fuel required is 19567 kg, the fuel on board at ETP 01 is 21196 kg,
so there is an extra of 1629 kg.

There is no EROPS fuel required.

In flights where the FOB at the most critical point is less than

the fuel required for the most limiting scenario, EROPS fuel will

automatically be added so that the QTY DIFF is 00000.

 WEATHER AND NOTAMS
The flight crew will request the most recent METAR & TAF in the below preferred order :

1. Via the ACARS, or ;

2. Via the eWAS, or ;

3. Via the Jeppesen Fligt Deck-Pro WXR function, or;

4. Via the OCC that will upload on the “Pilot Attached” EFB if solution 1, 2, 3
are not available.
 WEATHER AND NOTAMS
The flight crew will make sure that during the ETOPS WINDOWS

the weather is above the Flight planning minima and check the notams.
WEATHER AND NOTAMS

May be disregarded.

FMbe
To & compared
BECMG areto the
applicableminima”
“In-flight and to be
comparedminima)
(Charted with the Flight
Planning minima.
 THE PLOTTING CHART

Check the
validity
of the plottting
chart.
 THE PLOTTING CHART
ETOPS ENTRY POINT (EEP)
First point on the aircraft’s inbound route where the aircraft is within 60 minutes flying time at the approved OEI
cruise speed (in ISA & still air) from an adequate airport.
 THE PLOTTING CHART
ETOPS EXIT POINT (EXP)
First point on the aircraft’s inbound route where the aircraft is continously within 60 minutes flying time at the
approved OEI cruise speed (in ISA & still air) from an adequate airport.
 THE PLOTTING CHART
EQUAL TIME POINT (ETP)
Point is a point along the route which is located at the same flight time from two airports. (wind taken into account)
THE PLOTTING CHART
ETOPS AREA OF OPERATION
THE PLOTTING CHART
ETOPS AREA OF OPERATION
THE PLOTTING CHART
NO FLYING ZONE
FLIGHT
PROCEDURES
 IN FLIGHT , BEFORE THE EEP
- The flight crew must créate the ETOPS waypoints in the FMS pilot database. (EEP 1, ETP 1, ETP’s,
EXP)
- The ETOPS waypoints must be inserted as a FIX INFO with the abeam function.
 IN FLIGHT , BEFORE THE EEP
- The flight crew must créate the ETOPS waypoints in the FMS pilot database. (EEP 1, ETP 1, ETP’s,
EXP)
- The ETOPS waypoints must be inserted as a FIX INFO with the abeam function.

- The flight crew should revise the ETOPS time Windows according to the take off time.

+7’
 IN FLIGHT , BEFORE THE EEP
- The flight crew must créate the ETOPS waypoints in the FMS pilot database. (EEP 1, ETP 1, ETP’s,
EXP)
- The ETOPS waypoints must be inserted as a FIX INFO with the abeam function.

- The flight crew should revise the ETOPS time Windows according to the take off time.

- The latest TAF of the ETOPS alternates shall be requested , checked within the revised
Windows, and compared against the “In – Flight Minima”.

Priority : 1. EWAS

2. ACARS
 IN FLIGHT , BEFORE THE EEP
DECISION MAKING

Once the aircraft has been dispatched, the ETOPS alternates remain suitable if the forecasted weather
reports indicate that the weather will remain at or above the Aerodrome Operating Minima.

Should the weather at a selected alternate deteriorate below landing minima prior to entering the
ETOPS segment (EEP), another alternate shall be nominated that satisfies the weather requirements.
The flight crew shall liaise at the earliest with the OCC to help to the selection of a different ETOPS
enroute alternate.

It must be noted that it is part of the OCC duties to check proactively the availability of ETOPS enroute
alternates before entering EEP up to the EXP.
 IN FLIGHT , BEFORE THE EEP

If the selection of a different ETOPS alternate aerodrome is not possible,

the flight must not enter the ETOPS segment

and must be rerouted according to normal flight planning rules.

 IN FLIGHT , BEFORE THE EEP

- The flight crew shall perform the ETOPS CHECKLIST before

the EEP.
 IN FLIGHT , AFTER ENTERING THE EEP
DECISION MAKING

‐ Monitor aircraft systems ;

‐ Monitor weather and notams ;

‐ Monitor all engine parameters including fuel flow and performance ;

‐ Make sure that the aircraft is maintained within the Maximum Diversion
Distance from the ETOPS Enroute Alternates at all times. ATC direct routings
and weather avoidance must be carefully considered to ensure these remains
so ;

‐ Monitor Navigation accuracy and ensure that the aircraft remains within the
area of operations.
 IN FLIGHT , AFTER ENTERING THE EEP
DECISION MAKING

If the selection of a different ETOPS alternate aerodrome is not possible,

the CAPT shall decide whether to continue

or if fuel on board permits, re-route on a non-ETOPS route.

 IN FLIGHT , AFTER ENTERING THE EEP
FUEL MANAGEMENT
FOB based on FQI and any difference shall be noted for EEPs, ETPs, and EXPs.

There are no requirements in the ETOPS rules to reach any of the EEPs, ETPs and EXPs with the

FOB being at least equal to the fuel required by any of the critical fuel scenarios.

Fuel remaining in flight shall be monitored to ensure that it is not less than the fuel required to

proceed to an aerodrome where a safe landing with at least the final reserve fuel.
 DIVERSION PROCEDURE, IN ETOPS
The 330 kt approved one engine inoperative speed has the purpose of
defining

the ETOPS Area of Operation and fuel requirements .

n case od diversion, the CAPT may adopt the strategy he/she considers appropiat

Higher speeds minimize diversion times but result in higher fuel

consumption
and lower EO MAX.
Lower speeds increase diversion times but result in lower fuel
consumption
and higher EO MAX.
 ETOPS REMAINS A ”DISPATCH” CONSIDERATION.

An inflight loss of an item that degrades the aircraft status below that required of ETOPS

dispatch does not mandate a decision to divert.

HOWEVER,
the implications regarding continued suitability for ETOPS operation must be considered

by the CAPT and the impact of such a degradation assessed.

OPEN DISCUSSION !

SUGGESTIONS ?

QUESTIONS ?