EDTO Workshop

Module N° 6 – Flight Operations considerations

 Course Structure

Module 1 Module 2 Module 3

Course introduction Basic concepts Approval

Module 4 Module 5 Module 6

Aircraft Certification Maintenance Flight Operations
Considerations Considerations Considerations

Module 7 Module 8 Module 9

Implementing Continued Summary
EDTO Regulations Surveillance

Module 10
Assessment

ICAO EDTO Course - Flight Operations 2

 Objectives

 At the end of this module, participants will

understand the flight operations requirements
supporting EDTO operations.

ICAO EDTO Course - Flight Operations 3

 Outline

• EDTO Flight Operations Program Overview

• Airplane performance considerations
• Approval route planning / EDTO area of
operations
• Dispatch planning
• Enroute considerations
• Procedures documentation and training

ICAO EDTO Course - Flight Operations 4

EDTO Flight Operations Program
Overview

ICAO EDTO Course - Flight Operations Page 5

 EDTO Flight Operations Program
Continued

Overview
1) Define EDTO routes that will be covered by application.
2) For each route, establish a list of Adequate En-route
Alternate Airports.
3) Determine EDTO diversion time required and EDTO
engine inoperative planning speed.
4) Establish EDTO Area of Operations.
5) Establish a system for obtaining EDTO flight plan data.
- EDTO en-route alternates, Equal Time Points,
Critical Fuel Scenario, Time Limited Systems.
6) Arrange to obtain weather data for EDTO en-route alternates.
7) Ensure there is a method of communication between the
airplane and the airline during the flight (flight following).
 EDTO Flight Operations Program
Continued

Overview (cont’d)
8) Review EDTO provisions in the FAA approved MMEL
to establish the airline’s MEL.
9) Establish a method to check APU in-flight start reliability.
10) Designate an EDTO Check Airman.
11) Establish and document airline operating procedures for EDTO.
Note: If the airline plans to change Boeing FCOM procedures,
determine if changes need to be re-validated
12) Revise the airlines flight crew guidance material to include
EDTO practices and procedures.
13) Train flight dispatchers and flight crew on EDTO requirements,
performance data, MEL and airline unique EDTO processes.
 EDTO Flight Operations Program*
Continued
Section 303 and 304 of FAA AC 120-42B

Section 303, EDTO Flight Operations Guidelines

 Airplane Performance Data
 Airport Information
 Dispatch
 En-route
 EDTO Procedures Documentation
Section 304, Flight Operations Training Guidelines
 EDTO Unique Requirements
 Check Airmen used in EDTO
 Review of Training Program and Operating Manuals

* New advisory materials are consistent with current EDTO practices

ICAO EDTO Course - Flight Operations Page 8
 EDTO Flight Operations Program*
Continued
EASA AMC 20-6, Revision 2

 Chapter III - Operational Approval Considerations

Section 8: EDTO Operations Manual Supplement
Section 9: Flight Preparation and In-Flight Procedures
Section 10: Operational Limitations
Section 11: EDTO Enroute Alternate Aerodromes
Section 12: Initial/Recurrent Training
 Appendix 3 - Operational Limitations
 Appendix 4 - Flight Preparation and Inflight Procedures
 Appendix 5 - EDTO Enroute Alternate Aerodromes
 Appendix 6 - EDTO Training Programme
 Appendix 7 - Typical EDTO Operations Manual Supplement

* New EASA guidance is largely harmonized with FAA rules

ICAO EDTO Course - Flight Operations Page 9
 Agenda

 Defining the EDTO area of operations

 Performing EDTO Flight Planning

 Conducting EDTO Flights

 Conclusions

ICAO EDTO Course - Flight Operations 10

 Area of operations is EDTO required?

EDTO
Extended Diversion Time Operations

Applies to operations conducted over a route that:

– In Still air and ISA conditions –

 contains a point further than applicable threshold (e.g. 60 min flying time for
twins)

 at the approved:

 One Engine Inoperative (OEI) speed for twins

 All Engine Operative (AEO) speed for airplanes with more than 2 engines

 from an adequate airport.

ICAO EDTO Course - Flight Operations Page 11

 Area of operations is EDTO required?
Adequate airport

Adequate Airport
To be qualified as adequate an airport must be :
 available,

 compatible with the performance requirements for the expected landing weight,

 have ground operational services such as ATS, lighting, communications, weather

reporting,

 have at least one let-down navigation aid (ILS, VOR, NDB, Radar),

 have emergency services: Minimum Rescue and Fire Fighting Category: 4

Note : Other criteria should be taken into account (e.g. Hotel Capacity, Maintenance
facilities,…)

ICAO EDTO Course - Flight Operations Page 12

 Area of operations is EDTO required?
Continued

EDTO
Extended Diversion Time Operations

Applies to operations conducted over a route that:

– In Still air and ISA conditions –

 contains a point further than applicable threshold (e.g. 60 min

flying time for twins)

 at the approved speed:

 One Engine Inoperative (OEI) speed for twins

 All Engine Operative (AEO) speed for airplanes with more than 2 engines

 from an adequate airport. 

ICAO EDTO Course - Flight Operations Page 13

 Area of operations is EDTO required?
Diversion speed

Diversion Speed
The approved one engine inoperative speed
 A diversion speed could be an IAS, TAS or even a MACH number.

 As TAS is not constant, the diversion speed is established at a given

MACH/IAS combination, according to the aircraft capability:

ICAO EDTO Course - Flight Operations Page 14

 Area of operations is EDTO required?
Diversion speed (Cont)

Which speed to follow ?

Descent + Cruise
at the selected
Point of Engine Failure
speed schedule

60 min

ICAO EDTO Course - Flight Operations Page 15

 Area of operations is EDTO required?
Diversion speed (Cont)
Descent profile example:
Speed schedule
Max speed/MCT
Point of Engine Failure

MMO
Increasing Speed
with decreasing weight
VMO

Max Speed

60 min
Which speed to follow ?

ICAO EDTO Course - Flight Operations Page 16

 Area of operations is EDTO required?
Diversion speed (Cont)

Diversion Speed
Choice of a Strategy

 The “Strategy” is defined in terms of a diversion speed

 The chosen speed (which will be approved) will have an impact on :

 The diversion distance

 The fuel consumption

 The obstacle clearance

ICAO EDTO Course - Flight Operations Page 17

 Area of operations is EDTO required?
Diversion speed

Diversion Speed
Choice of a Strategy

 The “Strategy” is defined in terms of a diversion speed

 The chosen speed (which will be approved) will have an impact on the
diversion distance and the fuel consumption.

 Use Speed Schedule Max Speed / MCT

 Reduce if dictated by fuel considerations

ICAO EDTO Course - Flight Operations Page 18

 Area of operations is EDTO required?
Continued

EDTO
Extended Diversion Time Operations

Applies to operations conducted over a route that:

– In Still air and ISA conditions –

 contains a point further than applicable threshold (e.g. 60 min flying

time for twins)

 at the approved speed: 

 One Engine Inoperative (OEI) speed for twins

 All Engine Operative (AEO) speed for airplanes with more than 2 engines

 from an adequate airport. 

ICAO EDTO Course - Flight Operations Page 19

 Area of operations is EDTO required?
Diversion speed (Cont)
Descent profile example:
Speed schedule
Max speed/MCT
Point of Engine Failure

MMO
Increasing Speed
with decreasing weight
VMO

Max Speed

60 min

How do we account for aircraft weight and the diversion FL ?

ICAO EDTO Course - Flight Operations Page 20

 Area of operations is EDTO required?
Reference gross weight

Reference Gross Weight and Diversion FL

Choice of the parameters

 The heaviest of the estimated gross-weights at the critical points of the

route or set of routes included in the area of operation.

 Optimum diversion FL with regards to the reference gross weight

Calculation requires some loops. A conservative way is to initialize with:

• the TOW –1FH for 1 hour diversion distance, or
• The TOW –2FH for 2 hour diversion distance, or
• The TOW –3FH for 3 hour diversion distance, etc…

ICAO EDTO Course - Flight Operations Page 21

 Area of operations is EDTO required?
Reference gross weight (Cont)

Initialize with a high weight to be conservative.

Consider a reduction if necessary.

ICAO EDTO Course - Flight Operations Page 22

 Area of operations is EDTO required?
Continued

Drawing the threshold circles:

1. Determine the “Adequate airports” over the intended route

2. Get the threshold distance (e.g. for 60 min) from relevant aircraft
performance manual or tool.

3. Draw the circles centered on each “Adequate Airport”

4. If the route goes outside these circles, EDTO is required.

ICAO EDTO Course - Flight Operations Page 23

 Area of operations – EDTO
Threshold and diversion time?

 Is EDTO required ?
 What is the needed diversion time ?

 Example: EDTO operations with a twin

engine aircraft

ICAO EDTO Course - Flight Operations Page 24

 Area of operations – EDTO
Threshold and diversion time (Cont)

IQALUIT
SONDRESTROM KEFLAVIK

SHANNON
GOOSE

GANDER
BANGOR SANTIAGO

1. Determine the “Adequate airports” over the intended route

2. Get the 60 minute distance from relevant manual/tool
3. Draw the circles centered on each “Adequate Airport”
4. If the route goes outside these circles, EDTO is required
BERMUDA SANTA MARIA

ICAO EDTO Course - Flight Operations Page 25

 Area of operations – EDTO
Threshold and diversion time (Cont)

IQALUIT
EDTO FLIGHT !
SONDRESTROM KEFLAVIK

SHANNON
GOOSE

 Choose a diversion time so that the desired route is

BANGOR
GANDER
covered. SANTIAGO

 Go for maximum achievable speed and check

obstacle clearance and fuel consumption

BERMUDA SANTA MARIA

ICAO EDTO Course - Flight Operations Page 26

 Area of operations – EDTO
Required EDTO diversion time)

ICAO EDTO Course - Flight Operations Page 27

 Area of operations – EDTO
Threshold and diversion time (Cont)

IQALUIT
120 min diversion time covers
SONDRESTROM KEFLAVIK
the route.

SHANNON
GOOSE

GANDER
BANGOR SANTIAGO

The approved area of operations depends on

the :
 Speed Schedule
 Reference Weight
BERMUDA SANTA MARIA
The area of operations is calculated for :
 ISA conditions (∆ISA)
 No wind
ICAO EDTO Course - Flight Operations Page 28
Airplane Performance
Considerations
 EDTO Performance Data
Traditional Method

Boeing Flight Planning and Performance Manual (FPPM)

Section 2.4 provides EDTO

Planning Information *

• EDTO Area of Operation

(Diversion Distance)
• Net level off weight
• EDTO Critical Fuel
Reserves
• Drift-down Cruise Range
Capability

* Performance data for a range of engine

inoperative speeds is included
ICAO EDTO Course - Flight Operations Page 30
 EDTO Definitions
(FAR 121.7)

One-Engine Inoperative Cruise Speed

• A speed within the certified operating
limits of the airplane that is specified by
the certificate holder and approved by
the FAA for
1) Calculating required fuel
reserves needed to account
for an inoperative engine;
or

2) Determining whether an
EDTO alternate is within
the maximum diversion
time authorized for an
EDTO flight

ICAO EDTO Course - Flight Operations Page 31

 EDTO Area of Operation
Diversion Distance

 Diversion Distance is a function of:

• Engine fails at normal cruise altitude – Diversion Time
• MCT on operating engine(s)
• Driftdown at engine-out planning speed * – Engine Inoperative Speed
• Level off/cruise at thrust limited altitude
– Reference Weight

Zero Wind

*
(Typically a Mach/IAS Combination)

ICAO EDTO Course - Flight Operations Page 32

 787-8 Operational Flight Envelope

• VLO/MLO
Max Speed for Landing
Gear Operation

• VLE/MLE
Max Speed with Landing
Gear Extended

• VMO/MMO
Max Operating Limit
Speed

ICAO EDTO Course - Flight Operations Page 33

 EDTO Diversion Distance

777-300ER / GE90-115BL
… beyond 240

ICAO EDTO Course - Flight Operations Page 34

 Performance Engineers Tool (PET)

Example Inputs & Outputs - EDTO Diversion Distance

ICAO EDTO Course - Flight Operations Page 35

 Effect of Engine
Out Cruise Speed

• Higher speeds (above Max L/D) reduce altitude capability

– Terrain clearance, MORA considerations
– True airspeed benefit versus altitude loss

• Higher speeds (above LRC) increase diversion fuel required

ICAO EDTO Course - Flight Operations Page 36

 Effect of Engine
Out Cruise Speed (Cont)
787-8 / TR-1000C
787-8 / TR-1000C
Reference Weight = 218,500 kg
Initial Altitude = 35,000 ft
PET Database: 878RCF.dat v1.2 dtd Oct 25, 2011

ICAO EDTO Course - Flight Operations Page 37

 Agenda

 Defining the EDTO area of operations

 Performing EDTO Flight Planning

 Conducting EDTO Flights

 Conclusions

ICAO EDTO Course - Flight Operations 38

 EDTO alternate aerodrome
Equal Time Point

EQUAL TIME POINT (EQUITIME POINT): ETP

The ETP is the point of equal flight time between two diversion airports.
The ETP is at the furthest 'air mile' distance from a pair of suitable airfields.

ETP

The “EDTO” ETP is determined for the engine-failure case only.

Effect of wind and temperature are therefore considered at the one-
engine-inoperative cruise altitude.

ICAO EDTO Course - Flight Operations Page 39

 EDTO alternate aerodrome
Time window ETP

CRUISE FL

To BOM

To SLL Engine-out diversion flight level

ICAO EDTO Course - Flight Operations Page 40

 EDTO alternate aerodrome
Time window ETP (Cont)

Let’s assume the same conditions in both directions.

+ 60kt/ISA +60 kt/ISA

SLL ETP is the midway point BOM

ICAO EDTO Course - Flight Operations Page 41

 EDTO alternate aerodrome
Time window ETP (Cont)

Now, let’s assume different conditions in both directions.

In which direction does the ETP move ?

-60 kt/ISA - 5 +60 kt/ISA + 5

SLL ETP BOM

 To SLL ?  To BOM ?
Adverse Wind (Head), lower Favorable Wind (Tail), higher
diversion FL and colder diversion FL and hot
conditions (Reduced TAS) conditions (Increased TAS)

ICAO EDTO Course - Flight Operations Page 42

 EDTO alternate aerodrome
Time window ETP (Cont)

ETP takes into consideration Wind and Temperature effect at the engine-
out diversion flight level.

-60 kt/ISA - 5 +60 kt/ISA + 5

SLL ETP Midway BOM

ICAO EDTO Course - Flight Operations Page 43

 EDTO alternate aerodrome
Period of suitability, ETP, Time window

Time window for SLL must consider:

ETA (EU-OPS1.297 / FAR 121.624b)

Earliest Estimated Time of Arrival (ETA) at SLL

Normal cruise speed/FL

Normal Cruise
ETP1
ETP2

ICAO EDTO Course - Flight Operations Page 44

 EDTO alternate aerodrome
Time window ETP (Cont)

Time window for SLL must consider:

 ETA +1 h (current AMC 20-6 and EU-
OPS1.297)
Or
Latest Estimated Time of Arrival (ETA) at SLL  ETA (FAR 121.624b)

FL100/LRC Normal Cruise

ETP1
ETP2

Remark
The Time Window (period of suitability) is provided for the Estimated Time of
Departure and must be adjusted to the Actual Time of Departure should a delay occur.

ICAO EDTO Course - Flight Operations Page 45

 Fuel considerations
Fuel requirements

EASA AMC 20-6 EU-OPS 1.297 / AMC 20-6 Rev 2

FAA AC 120-42a FAR 121.646(b)

- Fuel from DEP to ETP (furthest point from - Fuel from DEP to ETP (furthest point
the diversion Airport) from the diversion Airport)

- Fuel to diversion Airport (from ETP ) - Fuel to diversion Airport (from ETP )
ETP1
+ Approach and Go-around + Instrument Approach and landing
+ Circuit to land ETP2
+ Final reserve (15 minutes holding at + Final reserve (15 minutes holding at
1500ft) 1500ft)
+ Specific reserves (contingency fuel, ice + Specific reserves (contingency fuel, ice
accretion, APU…) accretion, APU…)

Three scenarios are taken into account for the diversion

ICAO EDTO Course - Flight Operations Page 46

 Fuel considerations
Fuel requirements (Cont)

Scenario 3
Only Engine Failure
Optimum diversion FL (or MSA) at the approved speed strategy

EEP
ETP2 ETP1

Scenario 1 Scenario 2
Depressurization Depressurization + Engine failure
FL 100 (or MSA) at LRC cruise FL 100 (or MSA) at the approved speed strategy

ICAO EDTO Course - Flight Operations Page 47

 Fuel considerations
Fuel requirements (Cont)

EDTO Fuel Requirements

- Fuel from DEP to ETP
- Fuel from ETP to diversion A/P

EEP
ETP1
ETP2

Scenario 1 Scenario 2
Depressurization Depressurization + Engine failure
FL 100 (or MSA) at LRC cruise FL 100 (or MSA) at the Approved Speed Strategy

ICAO EDTO Course - Flight Operations Page 48

 Fuel considerations
Fuel requirements (Cont)

ETOPS Fuel Requirements

- Fuel from DEP to ETP
- Fuel from ETP to diversion A/P

EEP
ETP1
ETP2
CP

ETP2  CRITICAL POINT

This point is critical with regard to the EDTO fuel scenario.

ICAO EDTO Course - Flight Operations Page 49

 Fuel considerations
Fuel requirements new EDTO rules

Reduced “EDTO” Fuel Reserves

(compared to first ETOPS requirements)

1. Fly to the alternate airport

2. 15-minute holding at 1500 ft

3. Instrument approach and landing

4. Go-around

5. Visual approach and landing

6. Reduced “Additional fuel” for:

 error in wind forecasting (5% wind factor instead of 5% diversion fuel)
 Icing (effect of [Anti Icing] for 100% exposure time or [AI+icing drag] for 10% of exposure
time only)

It may lead to up to 15% reduction in the EDTO Fuel

ICAO EDTO Course - Flight Operations Page 50

 Fuel considerations
Fuel requirements Critical Point

Critical Point
The point – among the equal time points (ETP) – on the route which is critical
regards to the ETOPS fuel requirements if a diversion has to be initiated from that
point .
Usually the last ETP within the EDTO segment

ICAO EDTO Course - Flight Operations Page 51

 Fuel considerations
Fuel requirements Critical Point

 The standard fuel is still applicable, indeed,

both standard and EDTO fuel requirements
should be compared.

 Only, the most penalising one must be

retained for dispatch

 As a matter of fact, EDTO fuel requirements

are most of the time covered by the
standard fuel.

ICAO EDTO Course - Flight Operations Page 52

 Fuel considerations
Fuel requirements Extra Fuel

Which one of these two routes (JFK to SNN or JFK to FRA)

will most probably require extra fuel for EDTO?

JFK-SNN certainly requires additional fuel for EDTO

as the destination (SNN) is the last EDTO alternate
airport as well.

ICAO EDTO Course - Flight Operations Page 53

 EDTO Critical
Fuel Scenario
FAR 121.646(b) and EASA AMC 20-6 Appendix 4
• Most limiting of the following scenarios at
critical Equal Time Point between EDTO
Alternates
– Engine failure
– Depressurization
– Engine failure and depressurization (combined failure)
• Engine out fuel based on selected EDTO
planning speed,
all engine fuel based on LRC speed
• 15-minute hold at destination and fuel
allowances
• Fuel Adjustments
– Wind forecast errors, Temperature
– Fuel burn deterioration (5% or established in-service value)
– Forecast Icing, APU fuel burn, MEL/CDL
• New FAA and EASA rules provide significant
fuel relief relative to previous guidelines

ICAO EDTO Course - Flight Operations Page 54

 EDTO Critical
Fuel Reserves

FAR 121-646 (b)*, EASA AMC 20-6, Appendix 4

Cabin decompression, engine failure or both at critical ETP Differences from AC 120-42A noted in red
(Compare higher of three fuel values to normal fuel load)
Forecast winds and temperatures
Fuel adjustments
 Up to 5% contingency fuel **
(Engine Deterioration)

Engine-out  5% Factor on wind speed (wind

Drift down errors) ***
 Greater of:

Descent to 1,500 ft
– Fuel for airframe icing+ wing and engine TAI

15-minute hold @ 1,500 ft

Emergency (10% of the forecast icing time)
Descent – Fuel for wing and engine TAI (entire forecast
Vmo/Mmo icing time)

Approach and land

 APU fuel if needed

* If requirements of 121.333 ** Or actual fuel burn characteristics

are met *** Or 5% fuel increase if acceptable
forecast winds are not used
Critical Point
(Decompression  Missed Approach
ETP)

* New rules provide significant relief

ICAO EDTOrelative to previous
Course - Flight Operations standards Page 55
 EDTO Critical
Comparison*
787-8 / GENX-1B70
787-8 / GENX-1B70
GW = 200,000 KG
Diversion Distance = 1000 nm
Nil wind, standard day, no icing
Nominal Performance
PET v1.6 Database: 878G70.dat v1.1 Nov 17, 2011

All Engine Engine Inop Engine Inop

Engine Inoperative Decompression Driftdown Decompression
Speed Fuel (LRC) Fuel Fuel
290 KIAS 16,571 KG 13,146 KG 16,240 KG
300 KIAS 16,571 KG 13,507 KG 16,225 KG
310 KIAS 16,571 KG 13,812 KG 16,522 KG
320 KIAS “ 14,242 KG 16,702 KG
330 KIAS “ 14,701 KG 16,956 KG
340 KIAS “ 15,111 KG 17,478 KG

* Operational conditions may change these relationships

ICAO EDTO Course - Flight Operations Page 56
 EDTO Critical
Operational Application
Check normal planned fuel load at critical point against critical fuel requirement
Example: Critical fuel uplift required

Additional fuel required for

ETOPS critical fuel scenario plus
fuel to carry it
 Fuel quantity on
board
Critical fuel
requirement

Critical
 Critical fuel point
required

ETP1 ETP2 ETP3

Origin Destination

EDTO Alternates
ICAO EDTO Course - Flight Operations Page 57
 EDTO Performance Data
Enroute
Traditional Boeing FPPM data for earlier models

Section 3.3 provides EDTO En-

route Performance *

• Altitude Capability
• Cruise Tables
• Diversion Fuel and
Time
• Holding

* Performance data for a range of engine

inoperative speeds is included
ICAO EDTO Course - Flight Operations Page 58
 FCOM/QRH Engine Inoperative
Performance
Not intended for EDTO Planning
QRH PI Section provides ‘get you home’
engine inoperative performance *

• Max Continuous Power

• Optimum driftdown speed,
level off altitude and range
capability (LRC cruise)
• LRC altitude capability,
cruise control, diversion
fuel/time
• Holding

* LRC and optimum drift down speed only

(EDTO planning speeds not included)
ICAO EDTO Course - Flight Operations Page 59
QRH PI - Driftdown Speed/Level Off Altitude
787-8 / GENX-1B70

ICAO EDTO Course - Flight Operations Page 60

 EDTO Performance Considerations

Engine Inoperative Diversion Strategies

Diversion speed and thrust selection are at the discretion of the flight
crew based on prevailing operational conditions

• ‘Obstacle Clearance’ Strategy

– Best altitude profile for terrain clearance
– Optimum driftdown (L/D max) speed (QRH)

• ‘Fuel’ Strategy
– Best fuel burn performance
– Fixed speed descent to LRC cruise ceiling followed
by LRC cruise (QRH)

• ‘Fixed Speed’ (EDTO) Strategy

– Minimum diversion time (at the expense of fuel and altitude)
– Driftdown and cruise at EDTO planning speed (PET only for 787)
ICAO EDTO Course - Flight Operations Page 61
 EDTO Flight Crew Considerations

FMC Engine Out Cruise - 787

• Displays performance for each of the three engine inoperative
speed strategies*

* EDTO speed (CO SPD) must be provided by operator for AMI load
ICAO EDTO Course - Flight Operations Page 62
EDTO Approval
Route Planning
 EDTO Approval Route Planning*

• Selection of Desired Routes

• Selection of adequate enroute alternate
airports
• Diversion Distance Determination
– Diversion Time Required
– Engine Inoperative Speed Selection
– Reference Weight

• Critical Fuel Estimates

* May be an iterative process

ICAO EDTO Course - Flight Operations Page 64

 Potential Twin EDTO Routes
to/from South America

E150 E165 E180 W165 W150 W135 W120 W105 W90 W75 W60 W45 W30 W15 E0

N60 N60

BOG-NRT
N45 N45

N30 N30
BOG-LHR

N15 N15

LIM-HNL GRU-LIS

N0 N0

S15 LIM-PPT S15

S30 S30

SCL-IPC

S45 EZE-CPT S45

SCL-AKL

S60
Typical Twin 60 Minute Area (400 nm) S60

E150 E165 E180 W165 W150 W135 W120 W105 W90 W75 W60 W45 W30 W15 E0

ICAO EDTO Course - Flight Operations Page 65

 Potential Twin EDTO Routes
to/from South America (Cont)

E150 E165 E180 W165 W150 W135 W120 W105 W90 W75 W60 W45 W30 W15 E0

N60 N60

N45 N45

N30 N30

N15 N15

N0 N0

S15 S15

S30 S30
EZE-CPT
SCL-AKL
S45 S45

S60 S60
Typical Quad 180 Minute Area (1500 nm)

E150 E165 E180 W165 W150 W135 W120 W105 W90 W75 W60 W45 W30 W15 E0

ICAO EDTO Course - Flight Operations Page 66

 EDTO Route Planning Example*
South Pacific

E180 W165 W150 W135 W120 W105 W90 W75 W60

* Optimum routing can vary significantly

N0 from Great Circle Track N0

S15 S15

S30 S30

Auckland JUNE 25 WIND OPTIMIZED Buenos Aires

(EASTBOUND)

S45 S45

85% SUMMER WINDS

(EASTBOUND)

GREAT CIRCLE
S60 S60
SOUTH POLAR AREA
85% SUMMER WINDS
JUNE 25 WIND OPTIMIZED (WESTBOUND)
(WESTBOUND)

E180 W165 W150 W135 W120 W105 W90 W75 W60

ICAO EDTO Course - Flight Operations Page 67

 EDTO Definitions
(FAR 121.7)

Adequate Airport EDTO Alternate Airport*

• An airport that an airplane
operator may list with  An adequate airport listed in the
approval from the FAA certificate holder’s operations
because that airport meets
the landing limitations of specifications that is designated in a
121.197 and is either dispatch or flight release for use in
1) An airport that meets the the event of a diversion during
requirements of Part 139, EDTO. This definition applies to
Subpart D* of this chapter,
excluding those that apply flight planning and does not in any
to aircraft rescue and way limit the authority of the pilot-
firefighting service (RFFS),
or in command during flight
2) A military airport that is
active and operational
* Meets adequate airport requirements plus
RFFS and weather.

* Or equivalent requirements Note: The term ‘Suitable Airport’ is no

if outside U.S. jurisdiction longer used for EDTO
ICAO EDTO Course - Flight Operations Page 68
 Rescue / Fire Fighting (RFFS) for
En-route (EDTO) Alternate
FAA RFFS 7 Requirement for >180 minute EDTO does not apply to EASA

• ICAO RFFS Category 4 up

RFFS Cat 4 to and including 180 minutes

– For all EDTO per AMC 20-6

• RFFS Category 4 for operations

beyond 180 minutes (including
207 minutes) plus RFFS 7
adequate airport area coverage
RFFS Cat 7 (beyond 180 min) for route

– FAA

• Augmentation from local fire

fighting assets with 30-minute
response time if equipment not
located at airport
ICAO EDTO Course - Flight Operations Page 69
 Pacific Area of Operation RFFS
240-Minute EDTO

 RFFS 9 or 8  RFFS 6 or 5 777-300ER / GE90-115B

Reference Weight = 340,000 KG
 RFFS 7  RFFS 4 Diversion Speed = 0.84M / 320 KIAS
Anchorage 240 Minutes = 1693 NM
King Salmon
Cold Bay
Petropavlovsk Shemya
Adak Island
Seattle
Sapporo New York
Kushiro
San Francisco
Los Angeles
Tokyo
Midway Island Orlando

Hong Kong Honolulu La Paz Mazatlan

Wake Island San Jose Cabo
Kona Hilo Acapulco
Manila Guam Guatemala City
Cebu Kwajalein San Jose
Majuro Panama City
Kuala Lumpur
Singapore Biak
Ambon
Typical RFFS 7 Guayaquil
Port Moresby
Darwin Boundary
Apia Lima
Papeete
Noumea Hao Island
Easter Island
Brisbane
Perth
Sydney
Auckland Santiago
Melbourne
Wellington
Hobart
Christchurch

ICAO EDTO Course - Flight Operations Page 70

 EDTO Definitions
(FAR 121.7)

EDTO Entry Point *

• The first point on the route of an EDTO flight, determined
using a one-engine inoperative cruise speed under standard
conditions in still air, that is
1) More than 60 minutes from an adequate airport for airplanes
with two engines;
2) More than 180 minutes from an adequate airport for
passenger-carrying airplanes with more than two engines

* The EDTO Exit Point is the last point in the route that exceeds the EDTO
threshold

ICAO EDTO Course - Flight Operations Page 71

 EDTO Route Planning Example
Establish 60 Minute Boundary

777-200ER / Trent 895 Guatemala City San Jose

Reference Weight = 280,000 KG
Diversion Speed = 0.84M / 320 KIAS
60 Minutes = 435 NM
Guayaquil

Lima
Apia
Port Vila Pago Pago Papeete Hao Island Tacna
Nadi Niue
Noumea Nuku'alofa Rarotonga Antofagasta
Easter Island

Santiago
Auckland Concepcion
Buenos Aires
Mar Del Plata
Wellington Puerto Montt
Christchurch
Comodoro Rivadavia
Invercargill
Rio Gallegos

85% SUMMER WINDS Punta Arenas Mount Pleasant

(EASTBOUND)
Ushuaia

GREAT CIRCLE

85% SUMMER WINDS

(WESTBOUND)

Example 60 Minute Area of Operation

ICAO EDTO Course - Flight Operations Page 72

 EDTO Definitions
(FAR 121.7)

EDTO Area of Operation

1) For turbine-engine-powered airplanes with two engines, an
area beyond 60 minutes from an adequate airport, computed
using a one-engine inoperative cruise speed under standard
conditions in still air.
2) For turbine-engine-powered passenger-carrying airplanes
with more than two engines, an area beyond 180 minutes
from an adequate airport, computed using a one-engine
inoperative cruise speed under standard conditions in still air.

ICAO EDTO Course - Flight Operations Page 73

 EDTO Route Planning Example
240 Minute EDTO Area
Guatemala City San Jose
777-200ER / Trent 895
Reference Weight = 280,000 KG
Diversion Speed = 0.84M / 320 KIAS
60/240 Minutes = 435/1694 NM Guayaquil

Lima
Apia
Port Vila Pago Pago Papeete Hao Island Tacna
Nadi Niue
Noumea Nuku'alofa Rarotonga Antofagasta
Easter Island

Santiago
Buenos Aires
Auckland Waypoint Constraint Concepcion
(S4352, W13745) Mar Del Plata
Wellington Puerto Montt
Christchurch
240 MINUTES - 5748 NM
Comodoro Rivadavia
Invercargill
Rio Gallegos

Punta Arenas Mount Pleasant

Ushuaia

GREAT CIRCLE - 5564 NM

Example 240 Minute Area of Operation

ICAO EDTO Course - Flight Operations Page 74

 Evaluate Equal Time Points*

• The point of equal diversion time to EDTO alternates

at the approved one engine inoperative cruise speed.
• Equal Time Points (ETPs) between alternates are
typically determined from a computerized flight planning
service using forecast weather conditions at
decompression and engine inoperative cruise altitudes.
• Decompression ETPs may be used as the basis for all
planning including Time Limited Systems

* The Critical Point (CP) is the Equal *Adjust fuel load if required
Time Point at which the EDTO
diversion fuel is closest to, or
exceeds, the normal planned fuel on
board

ICAO EDTO Course - Flight Operations Page 75

 EDTO Equal Time Points (ETPs)
AKL-EZE 240 Minutes

Guatemala City San Jose

777-200ER / Trent 895
Reference Weight = 280,000 KG
Diversion Speed = 0.84M / 320 KIAS
60/240 Minutes = 435/1694 NM Guayaquil

Lima
Apia
Port Vila Pago Pago Papeete Hao Island Tacna
Nadi Niue
Noumea Nuku'alofa Rarotonga Antofagasta
Easter Island

Santiago
Auckland Concepcion
Buenos Aires
Mar Del Plata
Wellington ETP 1 Puerto Montt
AKL - PPT
Christchurch ETP 3
IPC - PMC Comodoro Rivadavia
Invercargill
ETP 2 Rio Gallegos
PPT - PPT
Punta Arenas Mount Pleasant

Ushuaia

Note: Still Air ETPS shown for reference

ICAO EDTO Course - Flight Operations Page 76

 Considerations for
Higher Diversion Time Approval

• Airplane is configured to a higher

airworthiness standard
– CMP, MMEL Compliance

• Fewer alternates required for dispatch, but more

alternates available within EDTO diversion time
capability
– Allows selection of more favorable enroute alternates

• Mitigates potential for less direct ‘dog-leg’ routing and

associated operational issues:
– Increased route time increases potential for problems
– Increased over water exposure
– Reduced operating efficiency (time, fuel)

* Higher diversion time approval improves both safety and dispatch

flexibility
ICAO EDTO Course - Flight Operations Page 77
 Refine EDTO Planning Parameters

*
• Determine Diversion Distances from
FPPM
data or PET Analysis
– Airframe/engine combination(s)
– Engine inoperative speed
– Reference weight
– Diversion time required
• Finalize list of adequate alternate airports
– Consider remote areas of route, EDTO entry/exit regions
– Establish backup alternates to allow for airports unavailable
at dispatch, potential routing variations

* May be an iterative process

ICAO EDTO Course - Flight Operations Page 78
 En route (EDTO) Alternates
Published Data

Approach Minimums

10-9 Airport Information

Published
Procedures

ICAO EDTO Course - Flight Operations Page 79

 Weather Reliability Statistics

Easter Island (IPC)*

* IPC is also unavailable when LAN flights from Santiago are committed to land
ICAO EDTO Course - Flight Operations Page 80
 EDTO Route Planning Example
240 Minute EDTO Area - Without IPC

777-200ER / Trent 895 Guatemala City San Jose

Reference Weight = 280,000 KG
Diversion Speed = 0.84M / 320 KIAS
60/240 Minutes = 435/1694 NM
240 MINUTES - 8495 NM! Guayaquil

Lima
Apia
Port Vila Pago Pago Papeete Hao Island Tacna
Nadi Niue
Noumea Nuku'alofa Rarotonga Antofagasta
Easter Island

Santiago
Auckland Concepcion
Buenos Aires
Mar Del Plata
Wellington Puerto Montt
Christchurch
Comodoro Rivadavia
Invercargill
Rio Gallegos

Punta Arenas Mount Pleasant

Ushuaia

GREAT CIRCLE - 5564 NM

Example 240 Minute Area of Operation

ICAO EDTO Course - Flight Operations Page 81

 Time Limited System Planning

EDTO/EDTO Beyond 180 Minutes

• Additional requirements defined by FAR

121.633(b) and Chapter 3 Sec. 7.2.3 AMC 20-6
• Allowed routing must also consider airplane time
limited system capability corrected for forecast
wind and temperature
• All engine cruise speed for cargo fire suppression
time capability minus 15 minutes
• Engine inoperative cruise speed for other EDTO
significant system time capability minus 15 minutes.

• For 240 minute EDTO, time limited system

planning is in addition to still air EDTO area
(maximum diversion time).
• For EDTO ‘beyond 240 minutes’, still air EDTO area is not
applicable as there is no specific maximum diversion time.
ICAO EDTO Course - Flight Operations Page 82
 Time Limited System
EDTO up to 180 min

Consideration of Time Limited Systems at dispatch

For EDTO up to 180 min: consider ISA /Still Air conditions

Example for EDTO 180 min (ISA no wind) operational approval

180 min EDTO diversion time ► distance 1275 Nm

One engine Speed (e.g. average TAS = 425 kts) ISA, Still Air

Cargo fire protection time ► check time is 180 min + 15 min

as before
Other most limiting system time capability ► check time is 180 min + 15 min
“new”
180 min
195 min
Time

1. Check at dispatch that these values do not exceed corresponding Time Limited system(s) capabilities
2. If one or both values are reduced (e.g. in case of MMEL) ► Select another route within the corrected
Time Limited system(s) capabilities
Manufacturer has to identify the time limited system(s) capabilities and to include the corresponding values in
the AFM and EDTO / ETOPS CMP Document

ICAO EDTO Course - Flight Operations Page 83

 Time Limited System
EDTO beyond 180 min

Consideration of Time Limited Systems at dispatch

For EDTO >180 min: consider forecast wind and temperature

Example for EDTO 240 min (ISA no wind) operational approval

240 min EDTO diversion time ► distance 1700Nm

One engine Speed (e.g. average TAS = 425 kts) ISA, Still Air

Cargo fire protection time ► check time to cover 1700Nm

All engines Speed, Actual weather conditions, incl. 15min margin
Other most limiting system time capability ► check time to cover 1700Nm
One engine Speed, Actual weather conditions, incl. 15min margin 240 min
*= time values provided as examples
231 min* 263 min*
Time

1. Check at dispatch that these values do not exceed corresponding Time Limited system(s) capabilities
2. If one or both values are reduced (e.g. in case of MMEL) ► Select another route within the corrected
Time Limited system(s) capabilities
Manufacturer has to identify the time limited system(s) capabilities and to include the corresponding values in
the AFM and EDTO / ETOPS CMP Document

ICAO EDTO Course - Flight Operations Page 84

 EDTO beyond 180/207 Minute
Compliance
777-200ER AFM Appendix 6*
EXTENDED OPERATIONS (EDTO)

The type-design reliability and performance of this airplane/engine combination

has been evaluated under 14 CFR 25.1535 and found suitable for beyond 180
minutes extended operations (EDTO) configured in accordance with Boeing
Document D044W054 "MODEL 777 EDTO Configuration, Maintenance, and
Procedures". The actual maximum approved diversion time for this airplane may
be less based on its most limiting system time capability. This finding does not
constitute approval to conduct EDTO.
Determine the configuration of the airplane prior to the use of the following
system time capabilities:
System Time Capabilities:
The most limiting EDTO significant system time (other than cargo fire
suppression) is 345 minutes.
The most limiting cargo fire suppression system time is 302 minutes.

* 777-200ER Maximum Cargo Fire Suppression time is 272 minutes

(a 302 minute system option is subject to certification)
ICAO EDTO Course - Flight Operations Page 85
 EDTO Flight Plan Example
EZE - AKL, 330 Minutes

E180 W165 W150 W135 W120 W105 Note: W90

Time Limited System
W75 BoundariesW60
based on 50%
777-200ER / Trent 895 Guatemala City Annual Winds for Reference
San Jose
Diversion GW: 240,000 KG
All Engine: .84 Mach, FL 290 = 497 KTAS
Engine Out: .84 Mach / 320 KIAS = 2393 NM
N0 Guayaquil N0
345 Minute Engine
Inoperative System
Boundary Lima
Apia
S15 Port Vila Pago Pago Papeete S15
Hao Island Tacna
Nadi Niue
Noumea Nuku'alofa Rarotonga Antofagasta
Easter Island
S30 S30
Santiago
Buenos Aires
Auckland Concepcion
Mar Del Plata
Wellington Puerto Montt
S45 Christchurch S45
Comodoro Rivadavia
Invercargill 302 Minute Cargo Fire
EXP
Suppression System Rio Gallegos
Boundary Punta Arenas Mount Pleasant

EEP Ushuaia
S60 S60

ETP 1
USH - CHC
JUNE 25
WIND OPTIMIZED

E180 W165 W150 W135 W120 W105 W90 W75 W60

ICAO EDTO Course - Flight Operations Page 86
EDTO Dispatch
Planning
 EDTO Dispatch Planning

• Review forecast weather and NOTAMs

to determine EDTO alternates from airline’s
approved list
• Establish allowed area of operation based
on
EDTO alternates available
• Compute Equal Time Points and critical
fuel
requirements based on forecast winds
• Evaluate MEL implications, as required
• Produce EDTO Flight Plan

ICAO EDTO Course - Flight Operations Page 88

 En route (EDTO) Alternate Aerodrome
Weather Minimums
Requirements

• Must be at or above authorized

minimums for dispatch
(FAR 121.624, 121.625 and EU-OPS 1.297)
– Weather reports and/or forecasts should be available
– Validity period based on earliest to latest (FAA) or one hour
after latest (EASA) expected arrival times
• Some relief from previous practice

• AC 120-42B and AMC 20-6 provide

additional guidance
– Non precision and Cat I approaches
– Authorized Cat II/III approaches
– GPS/RNAV Approaches (FAA)
– Conditional forecast elements

ICAO EDTO Course - Flight Operations Page 89

 En route (EDTO) Alternate Dispatch
Weather Minima* AC 120-42B

Alternate Airport IFR Alternate Airport IFR Weather

Approach Facility Configuration [1]
Weather Minimum Ceiling [2] Minimum Visibility [2]

For airports with at least one Add 400 ft to the MDA or DH as Add 1 sm or 1600m to the landing
operational navigational facility applicable. minimum.
providing a straight–in non-precision
approach procedure, or Category I
precision approach, or, when
applicable, a circling maneuver from
an instrument approach procedure.

For airports with at least two Add 200 ft to the higher DH or Add ½ sm or 800 m [4] to the higher
operational navigational facilities, MDA of the two approaches authorized landing minimum of the
each providing a straight-in approach used. two approaches used.
procedure to different suitable
runways. Separate runway surfaces no longer required
One useable authorized Category II 300 feet 3/4 sm (1200 m) or
ILS IAP. RVR 4000 (1200 m)

One useable authorized category III 200 feet 1/2 sm (800 m) [4] or
ILS Instrument Approach Procedure RVR 1800 feet (550 m)
(IAP).

• Dispatch check is from earliest to latest expected arrival times

• Once airborne, normal operating minima apply up to ETOPS entry (EEP)

ICAO EDTO Course - Flight Operations Page 90

 En route (EDTO) Alternate Aerodrome
Weather Minima
AMC 20-6 Appendix 5 and EU-OPS 1.297

 The above criteria for precision approaches are only to be applied to Category 1 approaches. *
 When determining the usability of an Instrument Approach (IAP), forecast wind plus any gusts should be within
operating limits, and within the operators maximum crosswind limitations taking into account the runway condition
(dry, wet or contaminated) plus any reduced visibility limits.
 Conditional forecast elements need not be considered, except that a PROB 40 or TEMPO condition below the
lowest applicable operating minima should be taken into account.
 When dispatching under the provisions of the MEL, those MEL limitations affecting instrument approach minima
should be considered in determining EDTO alternate minima.
* relief for advanced landing systems (Cat II/III) may also be approved

ICAO EDTO Course - Flight Operations Page 91

 EDTO Weather Information

South Pacific Icing Forecast FL100-FL300

TAFS and METARS (SCIP)

Extracted from Jeppesen Weather

Services (www.jetplan.com)

ICAO EDTO Course - Flight Operations Page 92

 EDTO Dispatch Deviations

MMEL, DDG, MEL

• Master Minimum Equipment List (MMEL)
– FAA Document maintained by airplane model
– Contains all approved deviations for inoperative equipment
• Minimum Equipment List (MEL)
– Airline document required by FAR 121.628 and EU-OPS
1.030
– Can not be less restrictive than MMEL
• Dispatch Deviations Guide (DDG)
– Boeing advisory document to assist operator interpretation of
MMEL
– Contains expanded operational (O) and maintenance (M)
procedures
– Also includes approved Configuration Deviation List (CDL)

ICAO EDTO Course - Flight Operations Page 93

 EDTO Dispatch Deviations
Continued

• Certain MMEL/DDG items have unique dispatch

requirements for EDTO flights.

– EDTO items are denoted as either ‘ER’

or by a diversion time limit

• ‘ER’: Refers to extended operations of an

airplane which has a type design approval for
EDTO
– This term is used in all applicable MMELs
except the 777 and 787

• The 777 and 787 MMEL use a diversion time

limit instead of the term ‘ER’ to denote EDTO
dispatch requirements

ICAO EDTO Course - Flight Operations Page 94

 EDTO Dispatch Deviations
Continued
737 Example: APU Generator (ATA 24)

ICAO EDTO Course - Flight Operations Page 95

 EDTO Dispatch Deviations
Continued
787 Example: Auxiliary Power Unit

ICAO EDTO Course - Flight Operations Page 96

 EDTO Dispatch Requirements

Beyond 180 Minute Diversion Time Considerations *

• FAR Part 121, Appendix P and Policy

Letter 40
• Fuel Quantity Indicating System (FQIS)
• APU, both electrical and pneumatic
• Auto throttle system
• Second communication system (SATCOM Voice)
• Engine-out auto-land (if used for planning)

• EASA AMC 20-6, Appendix 4 * Requirements included in

• Fuel Quantity Indicating System (FQIS) affected MMEL/DDG
Documents
• APU, both electrical and pneumatic
• Automatic engine or propeller control system
• Communication system(s) relied on by the flight crew to comply
with communication requirements

ICAO EDTO Course - Flight Operations Page 97

 EDTO Flight Plan Example
EZE - AKL, 330 Minutes
E180 W165 W150 W135 W120 W105 W90 W75 W60
Note: City
Guatemala Time Limited System Boundaries based on 50%
San Jose
777-200ER / Trent 895 Annual Winds for Reference
Diversion GW: 240,000 KG
All Engine: .84 Mach, FL 290 = 497 KTAS
N0 Engine Out: .84 Mach / 320 KIAS = 2393 NM Guayaquil N0

345 Minute Engine

Inoperative System Lima
Apia
S15 Boundary S15
Port Vila Pago Pago Papeete Hao Island Tacna
Nadi Niue
Noumea Nuku'alofa Rarotonga Antofagasta
Easter Island
S30 S30
Santiago
Buenos Aires
Auckland Concepcion
Mar Del Plata
Wellington Puerto Montt
S45 Christchurch S45
Comodoro Rivadavia
Invercargill
EXP 302 Minute Cargo Fire Rio Gallegos
Suppression System Punta Arenas Mount Pleasant
Boundary
Ushuaia
EEP
S60 S60

ETP 1
USH - CHC
JUNE 25
WIND OPTIMIZED

E180 W165 W150 W135 W120 W105 W90 W75 W60

ICAO EDTO Course - Flight Operations Page 98

 EDTO Flight Plan Example
Boeing ‘FLE’ Format
Fuel Summary - FAR International Reserves
///// THIS FLIGHT PLAN COMPLIES WITH THE 330 MIN EDTO RULE ///// Identifies type of plan
PLAN 0331 06252046Z FOR ETD 1900Z
FLT REL IFR /26 SAEZ/EZE TO NZAA/AKL MACH: M84 REGN 772895
PROGS 2512NWS ELEV 0067FT 0023FT AVG W/C P003 ISA DEV M06
COMP 2046Z FOR ETD 1900Z/26JUN13 REGN 772895 777-200 TRENT895 LBS
Dispatch Limitation
SUBJECT TO THE FOLLOWING CONDITIONS
EDTO FLIGHT/MAX DIVERSION TIME IN STILL AIR LIMITED TO 330 MINUTES
FROM THE FOLLOWING EDTO ALTERNATE AIRPORTS - SAWH/USH
NZCH/CHC

FUEL TIME CORR OWE 322191 PYLD 102549 APLD .. .. ..

DEST NZAA 200689 12+13 . . . . EZFW 424740 MZFW 440000 AZFW .. .. ..
RESV 16869 01+13 . . . . ETOW 660000 MTOW 660000 ATOW .. .. ..
DEST-MNVR 0 00+00 . . . . ELDW 459311 MLDW 470000 ALDW .. .. ..
ALTERNATE 11126 00+45 . . . . NZWN FL330 0259 NM M.77 W/C P026
HOLD-ALT 6576 00+30 . . . .
Critical Fuel Uplift (if any)
EDTO ADD 0 00+00
REQD 235260 14+41 . . . . NOTE - LDGWT INCLUDES RESERVE FUEL
EXTRA 000000 00+00 . . . . NOTE - APM 0000 PCN
TAXI 1000 SCHEDULE TIMES ETD 1900/.. .. .. ..
TOTAL 236260 14+41 . . . . RTE ETA 0713/.. .. .. ..

INCREMENTAL BURN PER 1000 LBS INCREASE/DECREASE IN TOW: 294 10% Trip Time
ATC CLRNC:.. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. Contingency
-M084F320 DCT 44S070W/M084F340 55S080W 62S090W 65S100W 67S110W
67S120W 67S130W 66S140W 64S150W/M084F360 61S160W 57S170W 49S180W
DCT
FL 320/4470W 340/64W50 360
 EDTO Flight Plan Example
Boeing ‘FLE’ Format (Cont)
Diversion Fuel Buildup
------- EQUAL TIME POINT DATA - ETP01 SAWH/USH - NZCH/CHC --------

DIVERSION SUMMARY ETP 1 is the Critical

ETP LOCATION S6626.4 W13625.8 Point for this flight
ETE FROM ORIGIN 06+53
GWT AT DIVERSION 532058
FOB 07318
DIVERSION AIRPORTS SAWH/USH | NZCH/CHC
G/C DIST 2013 | 2142
EDTO Engine out
CRITICAL FUEL REQUIRED CALCULATION Speed
FLIGHT CONDITION DECOMP DECOMP PRESS | DECOMP DECOMP PRESS determined by
CONFIG 2 ENG 1 ENG 1 ENG | 2 ENG 1 ENG 1 ENG airline policy
SPEED LRC 320 320 | LRC 320 320
FL 100 100 200 | 100 100 200
AVG W/C M003 M003 M009 | P019 P019 P034 Diversion
ENROUTE TEMP M028 M028 M045 | M017 M017 M037 Time is based
FORECAST ICING PCT 000100 000100 000100 | 000100 000100 000100 on Forecast
TIME TO ALT NO HOLD 05+54 05+49 05+06 | 05+51 05+43 04+50 Winds and
CRUISE 089650 090118 079048 | 090765 090436 076941 may exceed
DESCENT 000627 000657 000780 | 000627 000657 000780 EDTO Time
HOLD 003247 003019 003089 | 003239 003017 003103
APU 000000 002854 002779 | 000000 002802 002646
ICING 003611 000908 001597 | 003656 000911 001554
TOTAL 097135 097556 087293 | 098287 097823 085024
 Agenda

 Defining the EDTO area of operations

 Performing EDTO Flight Planning

 Conducting EDTO Flights

 Conclusions

ICAO EDTO Course - Flight Operations 101

EDTO Flight Crew
Considerations
 EDTO Flight Crew
Considerations*

• Dispatch
• Cockpit Preparation
• En-route
• Diversion Decision
• Diversion Strategies (Speed
Selection)
• Post Flight

* Note: Refer to Company Operating Procedures

ICAO EDTO Course - Flight Operations Page 103
 Dispatch
Continued

SONDRE STROM

KEFLAVIK

EEP

ETP2 ETP1
ETP3
EXP
SHANNON

GANDER

JFK DISPATCH FROM SNN

ICAO EDTO Course - Flight Operations Page 104

 Dispatch
Continued

Check Aircraft Configuration

 Check EDTO / ETOPS Status of the
aircraft (MEL/CDL)


 Check Time Limited Systems 

Nominate EDTO Alternate Airports



Consider EDTO Fuel Requirements

Prepare Flight Folder

ICAO EDTO Course - Flight Operations Page 105

 Dispatch
Continued

Check Aircraft Configuration

 Check EDTO / ETOPS Status of the
aircraft (MEL/CDL)


 Check Time Limited Systems 

Nominate EDTO Alternate Airports


 Check NOTAM 

 Check Weather (TAF/METAR)


Consider ETOPS Fuel Requirements

Prepare Flight Folder

ICAO EDTO Course - Flight Operations Page 106

 Dispatch
Check suitability of adequate aerodromes

NOTAMS

ICAO EDTO Course - Flight Operations Page 107

 Dispatch
Check suitability of adequate aerodromes (Cont)

WEATHER

ICAO EDTO Course - Flight Operations Page 108

 Dispatch
Continued

Check Aircraft Configuration

 Check EDTO Status of the aircraft
 Check Time Limited Systems




Nominate EDTO Alternate Airports


 Check NOTAM 

 Check Weather (TAF/METAR)


Consider EDTO Fuel Requirements

Prepare Flight Folder

ICAO EDTO Course - Flight Operations Page 109

 Dispatch
Continued

ICAO EDTO Course - Flight Operations Page 110

 Dispatch
Continued

Check Aircraft Configuration

 Check EDTO Status of the aircraft
 Check Time Limited Systems




Nominate EDTO Alternate Airports


 Check NOTAM 

 Check Weather (TAF/METAR)


Consider EDTO Fuel Requirements

Prepare Flight Folder

ICAO EDTO Course - Flight Operations Page 111

 Dispatch
Prepare Flight Folder

FLIGHT SUMMARY NOTAM/WEATHER BULLETIN FLIGHT PLAN

WEATHER CHARTS

ICAO EDTO Course - Flight Operations Page 112

 Cockpit preparation

Pre-Takeoff Checks
Specific pre-takeoff checks
 Flight crew : e.g. fuel x-feed valve, CSM/G
 Maintenance : e.g. engine oil level and DPI.
Checks may vary with aircraft model

DATA in FMGS
 EEP, ETP, EXP, CRUISE WINDS
 Entered as “FIX INFO” or “ABEAM”
- display these points on the ND
- no need to create additional waypoints in the F-PLN, to
avoid these points being transmitted via CPDLC or ADS

ICAO EDTO Course - Flight Operations Page 113

 Cockpit preparation
Continued

ICAO EDTO Course - Flight Operations Page 114

 Cockpit preparation
Continued

The ETP computed by the FMGS (AEO) is different from the EDTO ETP (OEI).

Computed at engine-out FL

Computed at cruise FL

ICAO EDTO Course - Flight Operations Page 115

 Cockpit preparation
Before EDTO sector

SONDRE STROM

KEFLAVIK

EEP

ETP2 ETP1
ETP3
EXP
SHANNON

GANDER

JFK BEFORE EPP

ICAO EDTO Course - Flight Operations Page 116

 Cockpit preparation
Before EDTO sector (Cont)

Crew Notifications
Crew must be notified of any significant changes affecting:
 Forecast weather
 Aerodrome availability
 Any other required services at EDTO alternate airports designated for the flight.

ICAO EDTO Course - Flight Operations Page 117

 Cockpit preparation
Before EDTO sector

EDTO Alternates Status

Crew must check any changes that would preclude a safe approach and landing at an
EDTO alternate airport during the time window
 Check minima at diversion airfields, …
 Appropriate course of action must be taken if normal minima not fulfilled before
EEP:
- Selection of another EDTO alternate airport, re-routing, turn back,
- Consider A/C EDTO capability and operator’s approved max DT in case of re-
routing or selection of another EDTO alternate

ICAO EDTO Course - Flight Operations Page 118

 Flying the EDTO sector

 Normal flight monitoring SONDRE STROM

 Keep awareness of diversion airport status KEFLAVIK

 Monitor Fuel On Board
 If one suitable airport closes :
- Flight may continue
 Diversion decision making :
EEP
- As for a non-EDTO flight
ETP2 ETP1
- Consider the additional EDTO Diversion
ETP3 requirements, if
any, given in the AFM / EXP
FCOM / CMP (e.g. diversion SHANNON

mandatory when flying on a single electrical source)

GANDER

JFK WITHIN ETOPS SECTOR

ICAO EDTO Course - Flight Operations Page 119

 EDTO diversion

SONDRE STROM

KEFLAVIK

ETOPS DIVERSION

EEP

ETP2 ETP1
ETP3
EXP
SHANNON

 No diversion procedure specific to EDTO

- Note: may vary with aircraft model
GANDER
- Diversion in case of engine failure (twins only)
JFK
 Comply with route requirements (NAT, MNPS,…) as for non-EDTO
 Selected diversion speed may differ from the approved engine-out diversion speed

ICAO EDTO Course - Flight Operations Page 120

 EDTO Operations Manual
Supplement
Appendix 7 to EASA AMC 20-6 (Typical Format)

• Part A: General/Basic
– Introduction, Operations approval, Training &
checking, Operating procedures, flight
preparation & planning…
• Part B: Aeroplane Operating Matters
– Type specific operations, dispatch, flight
planning, enroute, fuel planning, MEL/CDL,
aeroplane systems…
• Part C: Route and Aerodrome Instructions
– EDTO area and routes, enroute alternates,
weather, CFP information, minimum altitudes,
aerodrome characteristics…
 Definitions
• Part D: Training
 EDTO Operational Concepts
– Operators initial/recurrent route and aerodrome
 EDTO Fuel Requirements
training programs.
 Diversion Strategies
 Flight Crew Procedures
 EDTO Training

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 APU High Altitude Start Program

AC 120-42B Section 301, AMC 20-6 Appendix 8

• Required for all airplanes unless APU
must be running for EDTO (e.g. 737)
• Start attempts made and recorded per
operators approved sampling program*
– On non-EDTO Flights
– On return leg of EDTO Flights
• Supports EDTO Maintenance Program
(common checklist item)
– Flight crew performs start attempts
– Reliability section tracks data
• Target 95% start reliability or attend to
system (12 month rolling average)

* Minimum 2 hour cold soak at normal planned cruise altitude

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 Alternate Aerodromes En-route Engine Failure
Two Engine Airplanes
Chapter 3 of AC 120-42B
• Following engine failure or shutdown, the PIC must proceed to
the nearest suitable airport at which a safe landing can be made
(FAR 121.165)
• The PIC should consider all relevant factors in
determining the suitability of an airport
• Airplane configuration, system status and fuel
• En-route winds, weather and minimum altitudes
• Airport weather, terrain and runway conditions
• Approach aids, lighting, RFFS and passenger facilities
• PIC familiarity and available airport information

• None of the following justify flying beyond the nearest suitable airport:
• Available fuel supply
• Passenger accommodation other than safety
• Maintenance/repair resources

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 EDTO Flight Crew
Considerations
Engine Inoperative Diversion Strategies (Speed Selection)

L/D Max
Obstacle Strategy Altitude
Altitude

LRC Cruise

Fixed Fuel Strategy

Fuel
Mach/IAS

EDTO Strategy
Time

Distance

Note: Offset or waypoint track may be required to meet airspace constraints

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 787 FMC Alternate Airports Function

Alternate Page 1/2

 Reduces Diversion Task
Load
– Candidate airports automatically
prioritized by ETA
– Uplink capability for up to 20 alternates
– Direct, offset or ‘overhead’ routing
– Engine out performance data

XXXX Alternate Page

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 EDTO Flight Operations Training

Training should address airline specific operating policies

TYPICAL SYLLABUS ELEMENTS
(Refer to AC 120-42B Section 304 and AMC 20-6, Appendix 6)

 Familiarity with EDTO rules  Critical fuel reserves

 Flight planning  Minimum equipment list
 Engine inoperative speeds  EDTO critical systems
 Alternate requirements  Dispatch release
 En-route procedures  Diversion decisions
 Weather forecasting (if required)  Diversion profile
 Critical point calculation  PIC responsibilities
 Diversion recovery plan (if applicable)
 EDTO Simulator LOFT

Practical application of academics training

 EDTO Flight Operations
Program
Additional Boeing Guidance Information

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 Agenda

 Defining the EDTO area of operations

 Performing EDTO Flight Planning

 Conducting EDTO Flights

 Conclusions

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 Conclusions

EDTO Area of Operation No Day Conditions

Approved diversion Operator’s approved

speed strategy EDTO Diversion Time

EDTO Flight Operation Day Conditions

EDTO alternate airports EDTO Fuel:
: weather minima + • 3 diversion
margins, period of scenarios
suitability • Additional fuel
reserves : icing,
EDTO Flight Time-limited System wind forecast, …

Pre-flight Checks Similar diversion

decision making
WTH/NTM Follow up

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 Questions ?

Module 6
EDTO Flight Operations considerations

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