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ETOPS ≠ MNPS

ETOPS ≠ MNPS. Where can we find ETOPS Info? FCOM 2: Extended Range Operations Cpy OM Part A Chapter 5 (ex.: Cpy restrictions not known by Airbus) NMPS : FCOM 4 RNP : FCOM 2 (Required Nav. Perfo) RVSM : FCOM 2 Special Ops. 1. GENERALITIES 2. AREA OF OPERATIONS

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ETOPS ≠ MNPS

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  1. ETOPS ≠ MNPS

  2. Where can we find ETOPS Info? FCOM 2: Extended Range Operations Cpy OM Part A Chapter 5 (ex.: Cpy restrictions not known by Airbus) NMPS : FCOM 4 RNP : FCOM 2 (Required Nav. Perfo) RVSM : FCOM 2 Special Ops

  3. 1. GENERALITIES • 2. AREA OF OPERATIONS • 3. CONDITIONS FOR ETOPS FLIGHT • A. Aircraft release • B. Dispatch check • 4. FLIGHT CREW PREPARATION • 5. IN FLIGHT OPERATION

  4. 1. GENERALITIES

  5. Non ETOPS Adequate airport 60 minutes

  6. ETOPS segmentAn ETOPS segment is a portion of a route located further than - 60 minutes flying time at the- selected one-engine-out diversion speed, in still air- from an adequate airport. The ETOPS segment extends between the - ETOPS Entry Point (EEP) - ETOPS Exit Point (EXP). An ETOPS route may contain more than one ETOPS segment.

  7. SONDRE STROM KEFLAVIK EEP EXP GOOSE BAY ETOPS SECTOR SHANNON GANDER JFK

  8. Adequate airport • Must satisfy the performance requirements applicable at the expected landing weight. • Following conditions are also considered at the expected time of use • 1. availability of the airport. • 2. availability of ATC services, communications, navaids, weather reporting, lighting equipment and emergency services (min fire cat 4 ). • 3. availability of at least one letdown aid (ILS, VOR/DME, VOR, NDB, ASR or PAR).

  9. Suitable Airport • It is Adequate. • Weather forecasts + Notams indicate that, during the time period in which it might be used as alternate, weather conditions are above dispatch minima during period of validity.

  10. 2. Area of operations

  11. ETOPS Sector EEP : ETOPS ENTRY POINT EXP : ETOPS EXIT POINT Radius of blue 60 min circles? EEP Departure EXP Destination Alternate Destination En-Route Alternate

  12. Radius = time x speed

  13. 1. Time =60 minutes

  14. 2. Speed =One-Engine-inoperative diversion speed See page 157

  15. Mach/IAS speed schedule selected and declared by the operator and approved by the CAA • Speed range: extending between theMinimum Clean Speed and MMO/VMO, remaining engine thrust to be at Maximum Continuous Thrust (MCT) or less.

  16. The selected one-engine-inoperative speed is used for the following purposes: • .establishing the area of operation • 2. establishing the diversion fuel requirements for the single engine diversion. • 3. establishing the net driftdown profile or level-off altitude to safely clear any en- route obstacle by the applicable margin.

  17. A 330 : 330 kts / .82 Point of Engine Failure .82 330 kts 330 kts 60 min However, the pilot in command has the authority to deviate from this planned speed after completing the assessment of the actual situation.

  18. FCOM 2.04.40 p 10 b

  19. ETOPS 60 min circle FCOM : 60 min = 418 NM ETOPS ETOPS NON ETOPS ETOPS o Adequate airport ETOPS ETOPS ETOPS

  20. ETOPS Sector EEP : ETOPS ENTRY POINT EXP : ETOPS EXIT POINT Radius of yellow max diversion circles? EEP Departure EXP Destination Alternate Destination En-Route Alternate

  21. See Page 158 FCOM 2.04.40 p 11

  22. A 330 : 330 kts / .82 Point of Engine Failure .82 330 kts FCOM: 120 min = 816 NM 330 kts 120 min

  23. 3. Conditions for ETOPS flight

  24. A. Aircraft release

  25. MEL • MEL contains all the dispatch requirements applicable to ETOPS operations, which are identified as follows: • For ER operations .... ", or • Except for ER operations... • Check MEL for each failure (ex.L Land Light) • See Page 163 : APU Inop

  26. B. Dispatch check1)Weather minima ? 2) Notams (ex.Shannon ILS 06 U/S) 2) Period of validity ? 3) Fuel ? 4) Electronic computation

  27. Weather minima?

  28. SUITABLE EN-ROUTE ALTERNATE Airport To be suitable, an adequate airfield must have weather and field conditions ensuring a safe approach and landing during a required period of suitability.

  29. JAR

  30. PRECISION JAR JAR Ceiling (ft)/Visibility (m) 200 ft + See Page 39 Goose Bay 400 ft = 600 ft

  31. JAR PRECISION Ceiling (ft)/Visibility (m) 720 m 200 ft + + 400 ft 1500 m = = 2220 m 600 ft

  32. Cloud coverage less than BROKEN is not be considered as ceiling • PROB below 40 should not be taken into account • TEMPO and INTER must be taken into account if these conditions are forecast to be below planning minimums

  33. A 330 • Check Cross wind • Max cross wind = 32 kts gusts included • Max tail wind = 10 kts Take care of some traps !!

  34. VARIATION 400 WEST SONDRESTROM Wind direction to the runway 65° X wind = 45 x sin 65° = 41 kts! METAR WIND = True 1250/35 GUSTING 45 TWR WIND=Magn. 1650/35 GUSTING 45 R/W 10 1000 MAG

  35. Period of validity of weather and notams?

  36. Earliest Estimated Time of Arrival - 1 h Normal cruise speed/FL Normal Cruise ETP1 ETP2 On 2 engines !!

  37. Latest Estimated Time of Arrival + 1 h FL100/LRC ETP1 Normal Cruise ETP2 On 2 engines !!

  38. Period Of Suitability Remark The period of suitability is provided for the ETD and has to be adjusted to the Actual Time of Departure should a delay occur.

  39. FUEL ?

  40. EEP ETP1 ETP2

  41. EEP ETP1 ETP2

  42. 3 scenarios are to be taken into account for diversion

  43. Which one of these three scenarios is never limiting? Which one is the most limiting for a A 330? Scenario 3 Only Engine Failure Optimum diversion FL (or MSA) at the approved speed strategy To be computed for each ETP !! EEP ETP1 ETP2 Scenario 2 Depressurization + Engine failure FL 100 (or MSA) at the approved speed strategy Scenario 1 Depressurization FL 100 (or MSA) at LRC cruise

  44. Equitime Point (ETP) • An ETP is a point on the route which is located at the same flying time from the two associated suitable airports. • 330 IAS on one engine at FL 100 after engine + pressurization failure (with actual average wind at FL 100).

  45. ETOPS fuel reserves

  46. 4) Electronic computation This is done by the dispatcher using a dedicated PC program Dispatcher uses a Dispatch Checklist Exemple : see Page 125

  47. Critical Point (CP) • The ETOPS Critical Point (CP) is the point, for which the difference between the - fuel expected to be on board (fuel to continue) - and the required ETOPS diversion fuel (fuel to divert) • is minimum or negative, thus requiring the carriage of additional ETOPS fuel reserves. • The Critical Point is usually, but not necessarily, the last ETP within the ETOPS segment or EXP.

  48. FLIGHT SHANNON – GOOSE BAY ETOPS flight to Goose diversion Montreal Standard fuel remaining at EXP= 17,2T EXP is a critical point : Uplift required at Shannon of 20,7-17,2 = 3,5 Tons + extra fuel to transport the 3,5T to EXP SONDRE STROM KEFLAVIK EEP EXP GOOSE BAY ETOPS SECTOR MONTREAL SHANNON GANDER LAJES ETOPS Fuel requirement at EXP = 20,7 T

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