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EDTO.1
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EDTO.2
Flight Operations Supervisory Oversight
• Manager Line Operations is responsible for EDTO
operational functions. Detailed supervisory and
organization details are recorded in the Line Operations
Policy and Procedures Manual.
• All operational feedback and questions relating to EDTO
operations should be addressed, in the first instance, to
Line Operations.
• The terms EDTO and ETOPS are synonymous and
interchangeable.
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EDTO.3
Extended Diversion Time Operations (EDTO)
• The following flights are considered as EDTO flights:
– Operations of a twin engined aircraft conducted over a route that
contains a point further than 60 minutes flying time in still air, at the
specified one engine inoperative cruising speed, from an adequate
airport.
– Operations in a four engined aircraft conducted over a route that
contains a point further than 180 minutes flying time in still air, at
the specified all engine operative cruising speed, from an adequate
airport.
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EDTO.4
Adequate Airport• An Adequate airport is an airport which has sufficient runway length
and taxiway availability for use by the aircraft type, is equipped with
the necessary ancillary services such as ATC, lighting and weather
reporting, at least one serviceable navigation aid or a suitable RNAV-
RNP/GPS (GNSS) approach and has adequate RFF.
• All airports in the aircraft library, except those specifically excluded
in the following table, have been assessed as adequate to support
EDTO.
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EDTO.6
EDTO Enroute Alternate Airport (ERA)
• An EDTO ERA is an Adequate airport where weather reports and
forecasts, or any combination thereof, indicates the ceiling and
visibility at the time of intended operation will be at or above the
landing minima and the crosswind at or below the aircraft and crewlimits. Additionally, the EDTO ERA shall have an ATC service and at
least one instrument approach procedure.
• The above criteria shall also be applied to the departure or
destination airport when it is used to support an EDTO route segment.
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EDTO.7
Rule Distance
• Rule Distance is used for flight planning and is calculated for each
aircraft type, at the one engine inoperative MMO/VMO speed, except
for the B777-300ER, where the speed is based on MMO/VMO - 10 KTS.
The resultant distance is the maximum distance the aircraft may be
operated from an Adequate airport.
• The Rule Distances for Cathay Pacific Airways aircraft are:
– B777 and A330 with RR Trent engine types
– 60 Minutes 434 NM
– 120 Minutes 853 NM
– 180 minutes 1272 NM
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EDTO.8
Rule Distance
• B777-300ER with GE115 engines
– 60 Minutes 456 NM
– 120 Minutes 880 NM – 180 Minutes 1313 NM
– 207 Minutes 1506 NM
– 240 Minutes 1751 NM (Pending HKCAD approval)
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EDTO.9
Rule Distance
• B747-400F
– 195 Minutes 1723 NM (Pending HKCAD approval)
• B747-400ERF – 195 Minutes 1649 NM (Pending HKCAD approval)
• B747-8F
– 240 Minutes 1954 NM (Pending HKCAD approval)
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EDTO.10
Rule Time
• Rule Time is the maximum still air diversion time which
may be planned for a flight from an Adequate airport. The
approved times for the aircraft’s most limiting EDTO
significant system and most limiting cargo fire suppression
capability are considered when permitted Rule Times are
determined and authorised.
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EDTO.11
EDTO Route Segment(s)• An EDTO route segment is any segment (or segments) of a flight
where the aircraft is more than the equivalent of 60 or 180 minutes
Rule Distance (dependent of aircraft type) from an Adequate airport .
• An EDTO segment starts when the aircraft exceeds the equivalent of60 or 180 minutes Rule Distance (dependent of aircraft type) from an
Adequate airport and ceases when the aircraft is within the
equivalent of 60 or 180 minutes Rule Distance (dependent of aircraft
type) of another Adequate airport.
Note: 180 minute Rule Distance pending HKCAD approval.
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EDTO.12
Equi Time Point (ETP)• The ETP is a point on the route that is an equal flying time from two
ERAs.
Critical Fuel Point (CP)
• The Critical Point is the point on the aircraft route that is most critical
with regard to EDTO fuel requirements. It is normally, but not always,
the last enroute ETP.
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EDTO.13
Critical Fuel Scenario
• The most critical fuel scenario of either engine-inoperative or all engines
operating is assessed, based on the following scenarios occurring at the
Critical Point:
– Immediate descent:
all engines operating but pressurization failure at MMO/VMO to 10,000 FT
(B747/B777-300ER initially 14,000 FT for 3.5 hours, then 10,000 FT).
one engine failure and pressurization failure MMO/VMO to 10,000 FT
(B747/B777-300ER initially 14,000 FT for 3.5 hours, then 10,000 FT).
one engine failure at MMO/VMO to the engine inoperative stabilizing altitude.
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EDTO.14
Critical Fuel Scenario• Continued cruise at the following speeds to the diversion
airport:
– all engines operating but pressurization failure; at LRC.
– one engine failure and pressurization failure; at VMO(B777-300ER at VMO - 10 KTS).
– one engine failure; at VMO
(B777-300ER at VMO - 10 KTS).
Note: Descent and Cruise Speeds are for EDTO Planning purposes only.
For EDTO policy refer to OM Part A.
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EDTO.15
Normal fuel policy applies with the following exceptions:• Sufficient fuel shall be carried to permit the loss of pressurization or an
engine failure, or both, at any point on the intended route and predicated
on the following:
– the flight shall be continued to the nearest suitable airport for landing;
– hold at 1500 FT AAL over the nearest suitable airport for 15 minutes;
and,
– initiate an approach and landing.
Refer ‘Diversion to an ERA’ Slides 21 and 22
An additive for icing conditions during a diversion shall be applied when icing
conditions are forecast. To satisfy this requirement, the Cathay Pacific flight
planning system uses a severe icing increment for all critical fuel calculations.
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EDTO.16
Prior to Dispatch
• The planning minima to be used for all airports which support the
EDTO segment of a route shall meet the criteria specified in Planning
Minima for Alternate Airports in OM Part A (alternate planning
minima for twin engined aircraft and landing minima for four engined
aircraft). Dispatch and in-flight requirements also apply to thedeparture airport and/or destination airport where they support an
EDTO route segment.
• Where a route is planned using a mixture of Rule Times, for example,
60 and 180 minutes, weather at airports where the 60 minute Rule
Time is applied shall be at or above landing minima at the time of
intended use.
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EDTO.17
Prior to Dispatch
• For twin engine EDTO any ERAs supporting an EDTO segment shall be
nominated on the CFP and ATS flight plan.
• Flight Dispatch will check NOTAM and weather for the selected airports to
ensure they meet the Planning requirements for an EDTO ERA. The
checking process will be annotated on the EDTO Planning Form and madeavailable to the operating crew as part of the flight documentation.
• Primary aircraft system redundancy appropriate to EDTO operation is
reflected in the Minimum Equipment List (MEL). Any MEL item which
affects EDTO capability will be recorded in the Aircraft Maintenance Log
(AML) as a PADD.
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EDTO.19
Flight Monitoring
• All EDTO flights shall be monitored by Flight Dispatch NOTAM Desk and IOC.
NOTAM and any other significant operational information affecting the flight,
including any relevant ERAs, will be transmitted to the aircraft via ACARS or
Satcom.
• Crew shall monitor en-route weather following dispatch of the aircraft. If
weather updates are not available through ATC or ATIS/HF VOLMET/ACARS,
crew are to seek assistance from IOC.
• A revised CFP may be sent to the aircraft via ACARS, if required.
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EDTO.20
Prior to the EDTO Entry Point
• Ensure the weather at the nominated ERA(s) remain above landing
minima.
• Should the weather at a selected ERA drop below landing minima prior to
entering the EDTO segment, another alternate shall be nominated that
satisfies the weather requirement within the rule distance. If this is not
possible, the flight must not enter the EDTO segment, theCommander/PIC shall decide whether to continue or if the fuel onboard
permits, reroute.
• As the flight progresses, ensure FM Fix Page (Boeing) or FIX INFO (Airbus)
functions are used to permit determination of direct tracks and distances
to ERAs, EDTO segment entry points, Critical Points and EDTO segmentexit points.
NOTE: On Boeing aircraft do not add waypoints on the FMS Legs pages to
avoid these waypoints being transmitted to ATC via CPDLC.
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EDTO.21
Flight In The EDTO Segment
• If weather conditions at an EDTO ERA deteriorate below landing minima, or
the EDTO ERA becomes unavailable for another reason, the
Commander/PIC shall attempt to select another suitable ERA to support the
route segment.
• The new EDTO ERA shall represent the best option available at the time. In
practice, the aircraft shall remain on its planned route and the closest
suitable ERA to the route determined, which may be the next, or previous,
planned ERA.
• Direct routing or re-routes provided by ATC shall be carefully considered to
ensure the aircraft remains within the applicable Rule Distance of an ERA at
all times.
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EDTO.22
Diversion to an ERA
• The FCOMs for Boeing and Airbus aircraft specify those procedures which
require the aircraft to ‘Land at the nearest suitable Airport’ or ‘LAND
ASAP’.
• The Commander has final responsibility for the safe continued flight of theaircraft and it is not realistic to direct a course of action appropriate for all
circumstances. Flight beyond the nearest suitable airport is only justifiable
by the Commander/PIC if all relevant safety factors have been fully
considered and the decision made in the interests of greater safety.
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EDTO.23
Diversion to an ERA
• Factors which shall be considered are: – The nature of the malfunction and possible mechanical difficulties
which may be encountered.
– Operational effect of an inoperative system or systems.
– Relative flight times to airports available for landing. – Flight time and distance to the airport selected for landing relative
to the EDTO approval limit.
– Altitude, aircraft weight and remaining useable fuel at the time ofsystem failure or malfunction.
– Weather conditions en-route and at any available ERA.
– Air Traffic Control limitations.
– En-route and selected ERA terrain.
– Crew familiarity with the airport.
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EDTO.24
Enroute Diversion Procedures
• Advise IOC of any diversion as soon as practicable.
• The MMO/VMO (B777-300ER at VMO-10 KTS) one engine inoperative
speed schedule is used solely to calculate the Rule Distances for flight
planning.
• The crew may adopt any diversion speed strategy they consider themost appropriate following assessment of the overall situation. There
is no requirement to complete a diversion within the Rule Times used
for flight planning purposes.
• Therefore, diverting to an ERA does not require use of MMO/VMO
(B777-300ER at VMO-10 KTS) derived speed schedule unless the
diversion is time critical, such as for a cargo fire, which would, in all
probability, require the crew to conduct the diversion at maximum
possible speed.
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EDTO.25
Verification Requirement
• When an EDTO capable aircraft has a defect which will prevent EDTO
operations, the AML will include a PADD entry, which will clearly
define the operating limitations.
• An EDTO verification flight may be required following the clearance of
certain defects, or significant engineering work on multiple aircraft
systems. The PADD can then be cleared from the AML.
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EDTO.26
Verification Process
• If a verification flight is required, a verification process is then
undertaken to return the aircraft to EDTO capable status.
• This process includes additional actions required prior to, during andafter flight, by Engineering, Flight Dispatch and the Flight Crew.
• Actions and requirements for EDTO Verification flights and APU In
Flight Start are detailed in OM-Part A.
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This form is used by
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EDTO.27
This form is used by
dispatch to ensure the flight
planning meets EDTO
requirements. Refer FOP
OM Part A
Selected EDTO ERA’s,
earliest and latest times of
potential use and that theweather and Notams have
been checked to confirm
suitability of use as an ERA.
Confirmation of aircraft
suitability for EDTO dispatch
The scheduled flights details
City pairs from Item 2, Rule
Time used and confirmation
of minima used for planning
Critical airport pairs Ref
Sector fuel summaries, Page
2 of the CFP
In this example no city pair is
fuel limited at the depress or
1 – Eng - INOP critical point
OM Part A EDTO
Definitions, Rule Distances
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EDTO.28
Differences From a Normal Flight Plan
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EDTO.29
Fuel required for
normal operation up tothe specified critical
point, suffer a failure,
descend and then
divert to either airfield
shown.
Fuel required at the
specified critical point
to carry out theappropriate diversion
with penalties, holding
and approach fuel
requirements.
Differences From a Normal Flight Plan
Minimum for EDTO
alternate planning
minima purposes.
Defines EDTO sector
Entry point (EEP) and
Exit point (EXP) by
latitude, longitude and
elapsed time after
take-off.
All EDTO sectors, as well as 1
engine inoperative and
depressurized sector critical
points.
EDTO Critical Fuel Point
Codes.
Defines the rule time in
use, in this case 180
MINUTES.
Refer Table on the next
slide
Estimated earliest and
latest time of arrival at
the nominated en route
airports - based on:
• STD +10mins
• 1 - ENG INOP
• Great Circle Track
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R t Pl t
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EDTO.31
EDTO Flight Details
Specified Rule Time Ring
CFP Track
EDTO Exit Point (EXP)
Enroute Alternate
60 Minute Ring
60 Minute Range Circle
180 Minute Range CircleGreat Circle Track
EDTO Entry Point (EEP)
EDTO Exit Point (EXP)
EDTO Entry Point (EEP)
CPA 830E/09OCT12 RT# 003
UTC Flight Date: 09OCT12
DPETPPID: EDTO180
Printed: 08OCT12 2307
Specified Rule Time
Route Plot
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EDTO.32
777-300ER Example
PASY EARLIEST ETA 0835U LATEST ETA 1337U
“PASY Earliest ETA” assumes:
• Normal flight from Hong Kong to the
first intersection of the planned routeand the 180 min range circle from
PASY (Position A) at the planned
altitude and speed.
A
• Engine failure at A
• 1 ENG INOP diversion direct to
PASY at EO altitude atMCT/VMO – 10KTS
“PASY Latest ETA” assumes:
• Normal flight from Hong
Kong to the second
intersection of the planned
route and the 180 min
range circle from PASY
(Position B) at the planned
altitude and speed.
B
• Engine Failure at B
• 1 ENG INOP diversion direct
to PASY at EO altitude at
MCT/VMO -10KTS.
0835U
1337U
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