FLIGHT PLANNING

ETOPS/EROPS/EDTO
ETOPS/EROPS/EDTO
• Extended range operations by aircraft with two turbine power units
(ETOPS or EROPS) are sometimes necessary to permit twin engine
aircraft to operate over very long sectors where the range from a
suitable alternate aerodrome will exceed the maximum laid down in
regulations.

• This maximum is laid down by national authorities and is normally the

distance corresponding to 60 minutes flight time at the single engine
cruise speed in still air conditions.
ETOPS/EROPS/EDTO
© Capt Rahul Monga
ETOPS/EDTO

• Basically any two-engine

aircraft operating for an
airline must be within 60
minutes of the nearest
suitable airport with one
engine inoperative. Time is always calculated without wind components
for ETOPS except for EEP/EXP/ETP points.
ETOPS/EDTO
• EDTO is an acronym for Extended Diversion Time Operations.

• ETOPS is an acronym for Extended Operations.

• Before 2012, the term ETOPS was used. FAA still uses the acronym
ETOPS applicable to aircraft fitted with two or more than two engines.

• EASA uses the acronym ETOPS applicable to aircraft fitted with two
engines and LROPS (Long Range Operations) applicable to aircraft with
more than two engines.
ETOPS/EDTO
• ICAO : Any operation by an aeroplane with two or more turbine engines
where the diversion time to an en-route alternate aerodrome is greater
than the threshold time established by the State of the Operator.

• This definition allows twin-engined airliners to fly long distance routes that
were previously off-limits to twin-engined aircraft.

• ETOPS operation has no direct correlation to water or over water flights. It

refers to single-engine flight times between suitable diversion airfields
wherever they might be and their suitability and availability.
ETOPS/EDTO
• EDTO/ETOPS approval allows airlines to operate over a route that contains
a points further than one hour flying time from an adequate airport at the
approved one-engine inoperative cruise speed for twin engine aircraft and
180 minutes for four engine aircraft.

• Government-owned aircraft (including military) do not have to adhere to

ETOPS.

• Until the mid-1980's, the term used was EROPS (extended range
operations).
ETOPS/EDTO
• EDTO (ICAO) and ETOPS (FAA) covers aircraft fitted with all types
of engines including diversion time greater than 180 minutes.

• ETOPS (EASA) covers aircraft fitted with two engines including

diversion time greater than 180 minutes

• LROPS (EASA) covers three or four engine A/C and applies on

routes with diversion time more than 180 minutes
DEFINITIONS
• Adequate Aerodrome

• An aerodrome, which the operator and the Authority consider to be adequate, having regard to the
performance requirements applicable at the expected landing weight or mass. In particular, it should
be anticipated that at the expected time of use:

• The aerodrome will be available, and equipped with necessary ancillary services, such as ATC,
sufficient lighting, communications, weather reporting, navaids and emergency services. Rescue and
Fire Fighting Services (RFFS) equivalent to ICAO category 4 (for RFFS not located on the aerodrome;
capable of meeting the aeroplane with 30 minutes notice) or the relevant aeroplane category if lower,
is acceptable for planning purposes only, when being considered as an ETOPS en-route alternate; and

• At least one letdown aid will be available for an instrument approach.

DEFINITIONS

• Suitable Airport

• An adequate aerodrome with weather reports, or forecasts,

or any combination thereof, indicating that the weather
conditions are at or above operating minima and the field
condition reports indicate that a safe landing can be
accomplished at the time of the intended operation.
DEFINITIONS

• Extended Range Operations

• Those flights conducted over a route that contains a point

further than one hour flying time at the approved one-
engine-inoperative cruise speed (under standard conditions
in still air) from an adequate aerodrome.
DEFINITIONS
• Extended Range Entry Point

• The extended range entry point is the point on the aeroplane's outbound route
which is one hour flying time at the approved one-engine-inoperative cruise speed
(under standard conditions in still air) from an adequate aerodrome.

• ETOPS Segment

• The portion of an ETOPS flight that begins when the aeroplane is first more than
Threshold Distance from any adequate aerodrome and ends when the aeroplane is
last more than Threshold Distance from any adequate aerodrome.
DEFINITIONS
• Rule Distance

• The distance travelled in still air in the Rule Time, at the normal one-
engine-inoperative cruise speed.

• Rule Time

• The maximum diversion time that any point on the route may be from a
suitable aerodrome for landing, as specified by the Authority and
included in the Operations Manual.
DEFINITIONS

• Threshold Distance

• The distance travelled in still air in threshold time by an

aircraft at the normal one-engine inoperative cruise speed.

• Threshold Time

• Time used to calculate threshold distance.

DEFINITIONS
• ETOPS Entry Point (EEP): This point is the start of the ETOPS segment
exactly one hour (60 minutes in still air, single engine) from a suitable
aerodrome.

• ETOPS Exit Point (EXP): This point is the point on route when the
ETOPS segment ends.

• ETOPS Equal Time Point (ETP): Equal time point between two suitable
diversion alternates.

© Capt Rahul Monga

DEFINITIONS
• Critical Fuel Scenario
• Fuel required assuming a normal flight and 3 different scenarios:
• Engine fail
• Depressurization
• Engine failure with depressurization.
• The one that requires more fuel will be elected as the required critical
fuel scenario.

© Capt Rahul Monga

ETOPS SAFETY MARGIN
• In 1985, ICAO and FAA issued guidelines for extended range
operations for twin engine planes.
• The FAA promulgated conditions that need to be fulfilled for a grant
of a 120 minutes diversion period.
• The aircraft can be 2 hours from an alternate airport, which is
sufficient for direct transatlantic flights, and other aviation authorities
worldwide followed.

© Capt Rahul Monga

60 MINUTES

120 MINUTES
© Capt Rahul Monga
ETOPS SAFETY MARGIN
• ETOPS ratings are also granted for 180 minute and 240 minute diversion periods.
ETOPS-180 is only possible after 1 year of trouble-free 120-minute ETOPS experience.

• The current approval standard for 180-minute ETOPS is 0.02 shutdowns per 1,000
hours of engine operation. That amounts to an in-flight shutdown rate of one every
50,000 hours. This level of demonstrated safety has prompted many operators and
authorities to opt for longer planned diversion times, from 240 minutes to virtually
"unrestricted" ETOPS.

• Statistically, twin engine planes have a lower likelihood of a diversion compared to 3 or

four engine planes. It is important to know that extending ETOPS durations may
compromise the safety of a flight, since an adequate safety margin should be ensured
to make sure the plane can land at the nearest airport in the case of an emergency.
© Capt Rahul Monga
ETOPS WEATHER MINIMA
• Weather minima for airports designated as suitable en-route alternates under
ETOPS Regulations are prescribed below.
• AIRPORTS WITH 2 OR MORE ILS ON SEPARATE RUNWAYS:
• Ceiling of 400ft and visibility of 1600m or
• Ceiling of 200ft and visibility of 800m above the authorized ILS landing minima.
• AIRPORTS WITH ILS ON A SINGLE RUNWAY:
• Ceiling of 600ft and visibility of 3200m or
• Ceiling of 400ft and visibility of 1600m above the authorized ILS landing minima.
• AIRPORTS WITH NON - PRECISION APPROACHES:
• Ceiling of 800ft and visibility of 3200m or
• Ceiling of 400ft and visibility of 1600m above the authorized non precision landing
minima; whichever is higher.
© Capt Rahul Monga
ETOPS CRITICAL FUEL SCENARIO
• The minimum required fuel for an ETOPS flight will be the highest between the
standard fuel planning versus the ETOPS fuel planning.
• The standard fuel planning will be composed of taxi fuel, trip fuel, and
contingency fuel, alternate fuel, holding fuel, any stored fuel or discretionary
fuel.
• ETOPS will be integrated by the standard fuel scenario and the critical fuel
scenario.
• The critical fuel scenario will be applied from the Critical Point to the diversion
alternate. This critical fuel scenario is based upon failures (Engine failure or
Depressurization) that could happen at the critical point; it is critical due to the
fact that in terms of fuel planning a diversion at this point is not favorable.

© Capt Rahul Monga

ETOPS CRITICAL FUEL SCENARIO
• Critical fuel scenario will take into account the diversion profile and its
necessary variables, those variables will consist of:
• Descent at pre-determined speed to the required diversion flight level.
• Cruising phase at a pre-determined speed.
• Descent to 1500ft above the diversion alternate.
• 30 minutes of holding at 1500ft.
• First approach (IFR procedure) and go/around.
• Second approach (VFR procedure) and landing manoeuvre.

© Capt Rahul Monga

ETOPS FAILURE SCENARIOS
• ETOPS could be calculated based on two scenarios:
• Aircraft depressurization
• Aircraft depressurization and Engine Failure
• The scenario resulting in the highest amount of fuel will be referred as
the ETOPS CRITICAL FUEL SCENARIO.
• It is important for the pilot to be familiarized with the aircraft manuals
in order to compare the dispatch information.

© Capt Rahul Monga

ETOPS FAILURE SCENARIOS
• AIRCRAFT DEPRESSURIZATION:
• Pilots should take into account the following factors.
• Emergency descent (VMO/MMO with speed-brakes extended) to FL100 or
grid MORA (whichever is higher)
• Diversion cruise phase at LRC (Long Range Cruise) speed.

© Capt Rahul Monga

ETOPS FAILURE SCENARIOS
• AIRCRAFT DEPRESSURIZATION AND ENGINE FAILURE:
• Pilots should take into account the following factors.
• Emergency descent (VMO/MMO with speed-brakes extended) to FL100 or
grid MORA (whichever is higher); at the same time it’s necessary to be
familiar with the aircraft limitations established in the manufacturer manual
(FCOM, FCTM and QRH).
• Diversion cruise phase at schedule speed at the area of operation, taking into
account the limitations established for the cruise phase with just one engine.

© Capt Rahul Monga

ETOPS CRITICAL FUEL RESERVES
• Regulations require the addition of a certain fuel quantity (reserves)
to the ETOPS diversion fuel:
• Fuel from the critical point to the diversion airport.
• 5% contingency (based upon the CP to the diversion alternate).
• 30 minutes of holding at 1500ft (minimum manoeuvring speed).
• IFR approach plus a go around procedure.
• VFR approach.
• MEL (Minimum equipment list) penalty fuel.
• In case there’s a prevailing icing condition: 1.3% should be taken in order to
achieve the fuel demand affected by the engine/wing nacelle anti-ice.
• APU usage in case that it will be used as power source.
© Capt Rahul Monga
ETOPS FLIGHT MONITORING AND DECISION
MAKING
• During the course of the flight, the flight crew should be informed about any
significant changes in the conditions at the designated ETOPS en-route alternates.

• SPECIAL CONSIDERATIONS BEFORE THE ETOPS ENTRY POINT:

• Before the EEP, crew must be notified of any significant changes about: forecast
weather, aerodrome availability and any other factors that could affect the safety of
the ETOPS flight. Crew must check any changes that would affect the approach and
landing at an ETOPS alternate airport; pilot must check the minima at the diversion
airfields and in case that it’s affected an appropriate course of action must be taken
if normal minima do not fulfill the expectations before the EEP. If necessary another
ETOPS alternate, re-routing or turn back should be considered.
© Capt Rahul Monga
ETOPS FLIGHT MONITORING AND DECISION
MAKING
• FLYING THE ETOPS SECTOR:

• Normal flight monitoring will be applied, pilots must be aware of the situation at their
alternate aerodromes; fuel management techniques shall be applied in order to ensure a
good distribution of the fuel.

• DEVIATION FROM THE PLANNED ETOPS ROUTE:

• The commander will not accept an ATC clearance that would take the flight outside of the
authorized area of operations. If a deviation is required from the planned route of flight, the
crew will verify that the revised route remains within the cleared area of operation of the
designated ETOPS en-route alternates, and if a change is necessary another alternate
aerodrome within the authorized area of operation shall be designated.
© Capt Rahul Monga
ETOPS FLIGHT MONITORING AND DECISION
MAKING
• DIVERSION

• When the aircraft is in the ETOPS sector of the flight and a selected
ETOPS en-route alternate becomes unsuitable, the pilot will designate
another aerodrome where a safe landing can be made. If this is not
possible then the commander should take an appropriate course of
action. No diversion procedure is specified for ETOPS, this will vary
according to the aircraft model, in case of an emergency situation the
pilot should LAND ASAP.

© Capt Rahul Monga

© Capt Rahul Monga