Internal Combustion Engine and no Diversion Required

ETOPS DEFINITIONS ETOPS are those flights conducted over a route that contains a point besides than one hour flying time at one locomotive inoperative, still air cruise speed under standard conditions from an able bloodPORT. 430 NMs for A-310 for one hour. We have 120 minutes ETOPS approval from DGCA. ADEQUATE airport is an airdrome that meets the come performance requirements of the aircraft ie. Ruway length, ATC, Lighting, Communications, brave out reporting, Nav Aids, drome facilities and at least one instrument approach.Adequate Airports are selected at the time of planning ETOPS routes. Not necessary to meet PCN requirements. ACN may travel by PCN when airport is utilize in an Emergency non normal use satisfactory airport is an ADEQUATE drome which at the ANTICIPATED time of use. 1 min before earliest E. T. A. to 1 Hour after latest E. T. A. has hold up reports OR forecasts which indicate the weather conditions to be at or higher up the approved minima. Th e X Wind component for Runway expected should be below permitted X Wind limits. significantADEQUATE airdromeS are fixed when planning route. able AIRPORTS vary for each flight depending upon real time weather, Facilities available/not available, etc. applicable at the time of despatch of an ETOPS flight. In case of an actual Diversion to a satisfactory AIRPORT, normal land minima will apply. Check Wx for adequate AIRPORT is above land minima for that airport before entry into ETOPS area. ADEQUATE AIRPORTS may temporarily become irreconcilable if any of the requirements of a ADEQUATE AIRPORT may be temporarily unavailable.WEATHER MINIMA Weather minima for airports designated as suitable enroute alternates under ETOPS Regulations are prescribed as under. It must be noted that the minima shown hereunder are for despatch electric discharge purposes only and in the event of an actual diversion, the applicable landing minima for that airport will be the controlling factor. Furt her, these minimas are for precision/non precision approaches at the respective airports.In the event ILS is not available, the despatch ETOP minima for that airport should be determine as per FAA Advisory circular AC 120 42A dated 30. 12. 1988 which lays mastered the following criteria. 1. Airports with 2 or more ILS on separate runways ceiling of cdft and visibleness of 1600m or jacket crown of 200ft and visibility of 800m above the authorised ILS landing minima HIGHER. 2. Airports with ILS on single runway Ceiling of 600ft and visibility of 3200m or Ceiling of four hundredft and visibility of 1600m above the authorised ILS landing minimaHIGHER. . Airports with non precision approaches Ceiling of 800ft and visibility of 3200m or Ceiling of 400ft and visibility of 1600m above the authorised non precision landing minima whichever is higher. NOTE * Based on the consideration RW 09/27 is available. To be used only when RW 09/27 is not available for operation. CHANGING ALTE RNATE IN race There is no restriction on the Commander in changing the alternate in flight, after taking into consideration each(prenominal) factors, provided the aforesaid conditions are satisfied.In an emergency, the Commanders can act in the best have-to doe with of the Company and occupants of the aircraft. frolic STRATEGIES Diversions due to land ASAP situations. 1. In escape locomotive Fire. 2. APU Fire. 3. Single Engine Operation. 4. Loss of Both Engine Generators. 5. Avionics Smoke. 6. despatch Compartment Smoke. 7. Dual Hydraulic System Lo Pressure. Critical fuel Scenarios are 1. Engine Failure. 2. Pressurisation Failure. 3. Engine & Pressurisation Failure. Depending upon the situation, 3 Strategies are used 1. ELECTRICAL GENERATION procurable generators AT AFTER 1ST GEN FAILED AFTER second GEN FAILED OR APU AFTER 3RD GEN FAILED DESPATCH NOT AVAILABLE normal DESPATCH 2 ENG START APU NO amusement REQUIRED DIVERSION REQUIRED 1 APU NO DIVERSION REQUIRED 1 standby MEL OR NORMAL 2 ENG NO DIVERSION REQUIRED DIVERSION REQUIRED NOT APPLICABLE 1 APU MEL DESPATCH 2 ENG 1 STANDBY (b) (b) STANDBY GENERATOR TO BE CHECKED ON GROUND. 2. everlastingly DIVERT TO NE beST SUITABLE AIRPORT FOR CARGO SMOKE. 3. IF GREEN hydraulic LOST, STANDBY GENERATOR U/S, FACTOR THIS IN flake OF MEL empty FOR ELECTRICAL, SUBSEQUENT ELECTRICAL bankruptcyS. MEL DESPATCH CONSIDERATIONS FOR ETOPs NOT EXHAUSTIVE CHECK MEL FOR ACTUAL 1. AIR CONDITIONING. BOTH PACKS, PACK DEFLECT DOORS, TBV, PACK FAULT LIGHTS, PACK motorcar/MAN TEMPERATURE CONTROL. 2. PRESSURISATION. BOTH OUTFLOW VALVES. 3. VENTILATION.BLOWER FAN, EXTRACT FAN, OVBD VALVE, INBD VALVE. 4. railroad car flight of stairs SYSTEM. seaman TRIM FOR ER, 2 MAYBE defunct. BUT BOTH OPERATIVE FROM BASE. auto PILOT 1 AUTO PILOT OFF WARNING MESSAGE. TCC & AUTO THROTTLE ACTUATOR MAYBE INOPERATIVE. FOR 1 career TO AIRPORT WHERE RE coupletS CAN BE MADE 5. ELECTRICAL. STANDBY GEN MUST BE OP ERATIVE. DESPATCH ALLOWED FOR 1 FLIGHT TO AIRPORT WHERE REPAIRS CAN BE MADE. OR FOR ER MAY BE INOPERATIVE PROVIDED APU GENERATOR AVAILABLE AND OPERATES CONTINOUSLY WHEN IN ETOPS SECTOR BEYOND 60 minutes FROM AN ADEQUATE AIRPORT APU GEN EXCEPT FOR ER MAYBE INOP OR FOR ER OPERATIONS UPTO 120 MINUTES, APU GEN MAYBE U/S PROVIDED STANDBY GENERATOR IS OPERATIVE. 6. lighting PROTECTION. BOTH FIRE LOOPS ON EACH locomotive engine. 7. CRT. ALL CRTs, ECAM SGU, FWC. altogether IRS 2 CAN BE INOPERATIVE. IRS 1 & IRS 3 MUST BE OPERATIVE. BOTH FMS. 8. PNEUMATIC. BOTH BLEED SYSTEMS, BLEED VALVES. 9. locomotive engine IGNITION. CHECK MEL. 10. IMPORTANT FOR ETOPS STANDBY HORIZON, BOTH OIL QUANTITY, give the sack QUANTITY INDICATIONS, DC ESS ON BATT LIGHT, APU INDICATIONS ON ECAM, force out X FEED, 2 HF, 2 VHF. ETOPS evoke AND FLIGHT PLANNING EEP ETOPS ENTRY POINT. THAT POINT ON ROUTE WHICH IS FURTHER THAN matchless HOUR FROM AN ADEQUATE AIRPORT. EXP ETOPS EXIT POINT. THAT POINT ON ROUTE AT END OF ETOPS SEGMENT WHERE AN ADEQUATE AIRPORT IS AVAILABLE WITHIN cardinal HOUR.ETP EQUI epoch POINT BETWEEN TWO SUITABLE DIVERSION ALTERNATES. overcritical FUEL SCENARIOS IS FUEL REQUIRED ASSUMING A NORMAL FLIGHT AND 3 DIFFERENT FAILURE SCENARIOS AT unfavorable POINT. THE 1 REQUIRING close FUEL IS ETOPS diminutive FUEL SCENARIO. THE THREE FAILURES ARE ( railway locomotive FAIL. ( DE PRESSURISATION. ( ENGINE FAILURE AND DEPRESSURISATION. FUEL REQUIREMENT ? FUEL skip OFF FROM CRITICAL POINT TO DIVERSION AIRPORT, DOWN TO 1500 FEET OVERHEAD. ASSUMING SIMULTANEOUS FAILURE OF ENGINE AND PRESSURISATION, IMMEDIATE DESCENT TO 10,000 THEN CRUISE AT single(a) ENGINE SPEED. ? 15 MINUTES HOLDING AT 1500 AT GREEN venereal disease SPEED. ? one(a) INSTRUMENT APPROACH, SECOND VISUAL APPROACH. 5% OF FUEL BURN OFF AS CONTINGENCY FUEL. ? 5% FUEL MILEAGE penalisation OR A DEMONSTRATED PERFORMANCE FACTOR. ? EFFECT OF MEL CDL. ? APU FUEL enjoyment IF REQUIRED AS POWER SOURCE. ? WIND AND M ET CONDITIONS CONSIDERED FOR CRUISE AT nether regionGLE ENGINE ALTITUDE THEN TO DESCEND AND LAND INCLUDING ICING CONDITIONS, fell ANTI ICE, NACELLE ANTI ICE AND DRAG FROM ICE ON unheated PORTIONS OF AIRCRAFT. ? ATC CONSTRAINTS. AIR INDIA ETOPS FLIGHT PLAN ETOPS ANALYSIS. CIRCULAR A310/99/RED-11. FOR THE CHOSEN SUITABLE PAIR OF AIRPORTS FOR THE FLIGHT, THE EARLIEST/LATEST eon OF reach IS GIVEN. EXAMPLEVOMM SUITABLE 2140Z/0139Z EARLIEST base ON 2 ENGS, LATEST 1 ENG WMKP SUITABLE 2335Z/0139ZTHESE cartridge holderS ARE BASED ON ONE HOUR BEFORE EARLIEST arrival TO ONE HOUR AFTER LATEST ARRIVAL. EARLIEST ARRIVAL TIME BASED ON TWO ENGINE OPERATIVE SPEED. LATEST ARRIVAL TIME BASED ON ONE ENGINE INOPERATIVE SPEED. THE CRITICAL FUEL CALCULATION IS BASED ON ABOVE CHOSEN PAIR OF SUITABLE ALTERNATES. FORMAT ? ETP LAT/LONG / DISTANCE FROM ORIGIN AIRPORT TO ETP / FLIGHT TIME FROM ORIGIN AIRPORT TO ETP / BURNOFF FROM ORIGIN AIRPORT TO ETP / ESTIMATED FUEL REMAINING OVER ETP. ? TIME FROM E TP TO ALTERNATE BASED ON ONE ENGINE FIXED TAS / TEMP AT FL100 AT ALTERNATE 1 / ETP / ALTERNATE 2 ? THEN FOLLOWS A SUMMARY OF GREAT raft DIST / MET DATA FROM ETP TO BOTH SUITABLE ALTERNATES. FUEL CALCULATION IS BASED ON LRC ALSO WEIGHT OVER ETP IS GIVEN. THE LAST PART CONTAINS THE CRITICAL FUEL CALCULATION REQUIRED TO DIVERT TO ALTERNATES FROM ETP. ? THE FIRST COLUMN ON THE go away SIDE GIVES THE MOST LIMITING FUEL REQUIRED FOLLOWED BY TIME FOR THE ENTIRE LINE. THE fall OF THIS COLUMN WHICH GIVES YOU THE TOTAL CRITICAL DIVERSION FUEL. ? TOTAL CRITICAL DIVERSION FUEL PLUS FUEL FROM ORIGINAL AIRPORT TO ETP IS EQUAL TO TOTAL ETOPS REQUIRED FROM ORIGIN. ? THE NORMAL FLIGHT PLAN FUEL SHOULD BE HIGHER THAN THIS FUEL. ? NOTE TAXI FUEL IS NOT include IN THE ABOVE CALCULATIONS. STANDBY GEN CHECK DONE BY AME / FUEL X FEED CHECK FOR ETOPS. REFERENCES FOR ETOPS ? STANDING ORDERS PAGE 7 16 EXTRACTS ON NEXT PAGE ? FLIGHT DESPATCH MANUAL ? CIRCULARSA-310/1999/RED-118/4/99ETOPS FLIGHT PLANNIN G A-310/2001/RED-288/7/01ETOPS A-310 IMPORTANT CIRCULAR HAS ALL OUR ROUTES, ETOPS SEGMENTS AND ETOPS ALTERNATES ? OPS/HQ/A-310/92-4 26/8/92 ? JEPESSEN ETOPS WEATHER MINIMA STANDING ORDERS ON ETOPS ? NOTE IN CASE OF ENGINE FAILURE OR SINGLE/MUTIPLE PRIMARY SYSTEM FAILURE IT IS A REQUIREMENT THAT PILOT DIVERT TO NEAREST ADEQUATE/SUITABLE AIRPORT. ? AS FAR AS POSSIBLE RETURN OR motivate TO AN ONLINE AIRPORT WITHIN THE STIPULATED RANGE OR LAND AT AN AIRPORT ON THE TRACK. ? IF MORE THAN ONE SUITABLE ALTERNATE AVAILABLE, CONSIDER accessibility OF ENGINEERING. ETOPS ENROUTE ALTERNATES. SECTOR ALTERNATES MAA HKG MAA CHENNAI, BANGKOK, PHUKET BBG SIN BBG CHENNAI, BANGKOK, PENANG, PHUKET, YANGOON SIN DEL PHUKET, CHENNAI, MUMBAI TRV SIN TRV COLOMBO, PENANG, PHUKET, CHENNAI / KUALA LUMPUR, CHENNAI / SINGAPORE BOM SIN BOM CHENNAI, BANGKOK, PENANG, YANGOON, PHUKET MAA KUL- MAA MAA SIN MAA BOM DES BOM SALALAH / MOMBASA BOM NBO BOM SALALAH / SEYCHELLES. MALE / SEYCHELLES NO blockage (STANDARD STRATEGY) DESCEND WITH MCT/M0. 80/ three hundred KTS ON REACHING S. E. ALT LRC 2. 16. 30 Pg 7 TO 10 OBSTACLE PROBLEM (OBSTACLE STRATEGY) DRIFT DOWN WITH GREEN DOT SPD. MCT 2. 16. 30 1-2 AT D. D. ALT. IF OBSTL NOT CLD. MAINTAIN GREEN DOT/MCT, SEL HIGHER ALT TO CLR OBS. AND LVL CHG TO get hold of ASC CRZ. IF OBS CLRD. FOR SUBSEQUENT CRZ USE LRC 2. 16. 30 Pg. 7 TO 10 MINIMUM TIME DIVERSION (MIN TIME DIVERSION STRATEGY) FOR UN- EXTINGUISHED FIRE,SMOKE DESCEND AT MCT & M0. 84/340 KTS RECOMMENDED FL180 TO FL200 ON REACHING S. E. ALT. MAINTAIN MCT OR REQ THRUST FOR 340 KTS. 2. 16. 40 Pg. 2 4 FL180 FL200 PRECISION APPROACH NON PRECISION APPROACH AIRPORT chapiter ft VISIBILITY mtrs CEILING ft VISIBILITY mtrs ADEN - - 890 3600 BANGKOK 400 1600 910 4000 CHENNAI 650 3200 1250 6000 CHIANG MAI 690 3200 1170 5200 COLOMBO 630 3200 910 3600 DANANG 690 3200 1070 4800 DAR E SALAAM 600 3200 1070 4800 DEN PASAR (Bali) 700 3200 860 3600 DJIBOUTI 600 3200 900 3800 HANOI 630 3200 kB 4000 JAKARTA 420 2000 890 4000 KARACHI 620 3200 790 3200 KUALA LUMPUR 400 1600 940 4000 KUNMING 680 3200 1200 5200 LEARMONTH - - 900 4900 MALE 730 3200 870 3600 MOMBASA 600 3200 860 3600 MUMBAI * 610 * 3200 1760 6400 900 4400 MUSCAT 620 3200 960 4000 NAIROBI 600 3200 1200 6000 PENANG 690 3200 1550 5600 PHUKET - - 1270 5600 SALALAH 620 3200 830 3600 SEYCHELLES 840 4000 1390 6400 SINGAPORE 400 1600 970 4000 YANGON 670 3200 900 5300 ETOP MINIMA FOR AIRPORTS WHICH CAN BE USED IN PLACE OF BOMBAY FOR GULF SECTORS 14 NOV 2002 AHMEDABAD 650 3200 950 5200 CALICUT 1060 5100 1450 6600 cochin 690 3200 1010 4400 GOA 850 3500 990 4800 TRIVANDRUM 650 3200 1170 6000 LAND ASAP DIVERSION SUMMARY FAIL ENGINE FIRE ENGINE OR APU SMOKE AVIONICS CARGO DUAL GENERATORS, HYDRAULIC