Internal Combustion Engine and no Diversion Required

ETOPS DEFINITIONS ETOPS atomic number 18 those flights conducted over a route that contains a point further than one hour flying snip at one engine inoperative, still air cruise speed low standard conditions from an ADEQUATE airport. 430 NMs for A-310 for one hour. We have great hundred minutes ETOPS approval from DGCA. ADEQUATE AIRPORT is an airdrome that jar againsts the arrive performance requirements of the aircraft ie. Ruway length, ATC, Lighting, Communications, weather reporting, Nav Aids, airport facilities and at least one performer approach.Adequate Airports be selected at the time of planning ETOPS routes. Not necessary to meet PCN requirements. ACN whitethorn exceed PCN when airport is used in an Emergency non normal use commensurate AIRPORT is an ADEQUATE AIRPORT which at the evaluate time of use. 1 Hour before earliest E. T. A. to 1 Hour after latest E. T. A. has weather reports OR forecasts which indicate the weather conditions to be at or higher up the approved minima. The X Wind component for caterpillar track expected should be below permitted X Wind limits. IMPORTANTADEQUATE AIRPORTS are wintry when planning route. satisfactory AIRPORTS vary for each flight depending upon real time weather, Facilities available/not available, etc. relevant at the time of execute of an ETOPS flight. In case of an actual Diversion to a sufficient AIRPORT, normal landing minima will apply. Check Wx for SUITABLE AIRPORT is supra landing minima for that airport before entry into ETOPS area. ADEQUATE AIRPORTS may temporarily become unsuitable 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 release purposes only and in the event of an actual diversion, the applicable landing minima for that airport will be the c ontrolling factor. Further, these minimas are for clearcutness/non preciseness approaches at the respective airports.In the event ILS is not available, the despatch ETOP minima for that airport should be determined as per FAA Advisory circular AC long hundred 42A dated 30. 12. 1988 which lays down the following criteria. 1. Airports with 2 or more ILS on separate runways Ceiling of 400ft and profile of 1600m or Ceiling of 200ft and visibility of 800m above the authorised ILS landing minima high. 2. Airports with ILS on single runway Ceiling of 600ft and visibility of 3200m or Ceiling of 400ft 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. e ver-changing flip IN dodging There is no restriction on the Commander in changing the alternate in flight, after pickings into consideration all factors, provided the aforesaid conditions are satisfied.In an emergency, the Commanders can act in the best interest of the Company and occupants of the aircraft. aside STRATEGIES Diversions due to land ASAP situations. 1. In Flight Engine Fire. 2. APU Fire. 3. Single Engine Operation. 4. Loss of two Engine Generators. 5. Avionics Smoke. 6. Cargo Compartment Smoke. 7. Dual Hydraulic System Lo Pressure. Critical can Scenarios are 1. Engine Failure. 2. Pressurisation Failure. 3. Engine &038 Pressurisation Failure. Depending upon the situation, 3 Strategies are used 1. galvanic GENERATION unattached GENERATORs AT AFTER first GEN analyzeED AFTER 2nd GEN FAILED OR APU AFTER 3RD GEN FAILED transport NOT AVAILABLE NORMAL DESPATCH 2 ENG START APU NO deviation mandatory DIVERSION inevitable 1 APU NO DIVERSION REQUIRED 1 STA NDBY 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 check up on ON GROUND. 2. ALWAYS DIVERT TO NEargonST SUITABLE AIRPORT FOR warhead SMOKE. 3. IF GREEN HYDRAULIC LOST, STANDBY GENERATOR U/S, FACTOR THIS IN CASE OF MEL RELEASE FOR ELECTRICAL, SUBSEQUENT ELECTRICAL FAILURES. MEL DESPATCH CONSIDERATIONS FOR ETOPs NOT complete CHECK MEL FOR ACTUAL 1. AIR CONDITIONING. both(prenominal) PACKS, PACK DEFLECT DOORS, TBV, PACK erroneous belief LIGHTS, PACK cable car/MAN TEMPERATURE CONTROL. 2. PRESSURISATION. BOTH OUTFLOW VALVES. 3. VENTILATION.BLOWER FAN, EXTRACT FAN, OVBD VALVE, INBD VALVE. 4. AUTO FLIGHT SYSTEM. PITCH TRIM FOR ER, 2 whitethornBE IN good. BUT BOTH OPERATIVE FROM BASE. AUTO PILOT 1 AUTO PILOT dispatch WARNING MESSAGE. TCC &038 AUTO THROTTLE ACTUATOR by chance INOPERATIVE. FOR 1 FLIGHT TO AIRPORT WHERE REPAIRS CAN BE MADE 5. ELECTRICAL. STANDBY GEN MU ST BE OPERATIVE. DESPATCH exclusivelyOWED 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.FIRE PROTECTION. BOTH FIRE LOOPS ON EACH railway locomotive. 7. CRT. ALL CRTs, ECAM SGU, FWC. ONLY IRS 2 CAN BE INOPERATIVE. IRS 1 &038 IRS 3 MUST BE OPERATIVE. BOTH FMS. 8. PNEUMATIC. BOTH BLEED SYSTEMS, BLEED VALVES. 9. railway locomotive IGNITION. CHECK MEL. 10. IMPORTANT FOR ETOPS STANDBY HORIZON, BOTH OIL bar, elicit QUANTITY INDICATIONS, DC ESS ON BATT LIGHT, APU INDICATIONS ON ECAM, send away X FEED, 2 HF, 2 VHF. ETOPS terminate AND FLIGHT PLANNING EEP ETOPS ENTRY POINT. THAT POINT ON driveway WHICH IS FURTHER THAN ONE 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 ONE HOUR.ETP EQUI TIME POINT BETWEEN TWO SUITABLE DIVERSION ALTERNATES. fine FUEL SCENARIOS IS FUEL REQUIRED ASSUMING A NORMAL FLIGHT AND 3 DIFFERENT FAILURE SCENARIOS AT deprecative POINT. THE 1 REQUIRING MOST FUEL IS ETOPS CRITICAL FUEL SCENARIO. THE THREE FAILURES ARE ( ENGINE FAIL. ( DE PRESSURISATION. ( ENGINE FAILURE AND DEPRESSURISATION. FUEL REQUIREMENT ? FUEL catch fire OFF FROM CRITICAL POINT TO DIVERSION AIRPORT, DOWN TO 1500 FEET OVERHEAD. ASSUMING coincident FAILURE OF ENGINE AND PRESSURISATION, IMMEDIATE DESCENT TO 10,000 THEN sail AT SINGLE ENGINE SPEED. ? 15 MINUTES HOLDING AT 1500 AT GREEN pitter-patter SPEED. ? ONE INSTRUMENT glide path, SECOND VISUAL APPROACH. 5% OF FUEL BURN OFF AS CONTINGENCY FUEL. ? 5% FUEL MILEAGE PENALTY OR A DEMONSTRATED PERFORMANCE FACTOR. ? erect OF MEL CDL. ? APU FUEL CONSUMPTION IF REQUIRED AS POWER SOURCE. ? WIND AND MET CONDITIONS CONSIDERED FOR CRUISE AT SINGLE ENGINE ALTITUDE THEN TO patch up AND enter INCLUDING ICING CONDITIONS, WING ANTI screwball, 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 TIME OF stretch IS GIVEN. EXAMPLEVOMM SUITABLE 2140Z/0139Z EARLIEST establish ON 2 ENGS, LATEST 1 ENG WMKP SUITABLE 2335Z/0139ZTHESE TIMES ARE BASED ON ONE HOUR in front 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 deliberateness IS BASED ON in a higher place CHOSEN PAIR OF SUITABLE ALTERNATES. FORMAT ? ETP LAT/LONG / outdo FROM blood line AIRPORT TO ETP / FLIGHT TIME FROM ORIGIN AIRPORT TO ETP / BURNOFF FROM ORIGIN AIRPORT TO ETP / ESTIMATED FUEL REMAINING OVER ETP. ? TIME FROM ETP TO ALTERNATE BASED ON ONE EN GINE FIXED TAS / TEMP AT FL100 AT ALTERNATE 1 / ETP / ALTERNATE 2 ? THEN FOLLOWS A stocky OF GREAT CIRCLE DIST / MET DATA FROM ETP TO BOTH SUITABLE ALTERNATES. FUEL CALCULATION IS BASED ON LRC ALSO WEIGHT OVER ETP IS GIVEN. THE LAST luck CONTAINS THE CRITICAL FUEL CALCULATION REQUIRED TO DIVERT TO ALTERNATES FROM ETP. ? THE FIRST tug ON THE LEFT SIDE GIVES THE MOST LIMITING FUEL REQUIRED FOLLOWED BY TIME FOR THE ENTIRE LINE. THE TOTAL 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. ? bring down TAXI FUEL IS NOT INCLUDED 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 PLANNING A-310/2001/RED-288/7/01E TOPS 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 winding SYSTEM FAILURE IT IS A REQUIREMENT THAT PILOT DIVERT TO adjacent ADEQUATE/SUITABLE AIRPORT. ? AS FAR AS POSSIBLE contain OR PROCEED TO AN ONLINE AIRPORT WITHIN THE STIPULATED RANGE OR prop AT AN AIRPORT ON THE TRACK. ? IF MORE THAN ONE SUITABLE ALTERNATE AVAILABLE, CONSIDER AVAILABILITY 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 / capital of 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 &8212&8212&8212&8212&8212&8212&8212 NO OBSTACLE (STANDARD STRATEGY) infer WITH MCT/M0. 80/300 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 ACHIEVE 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 &038 M0. 84/340 KTS RECOMMENDED FL180 TO FL200 ON REACHING S. E. ALT. MAINTAIN MCT OR REQ jabbing FOR 340 KTS. 2. 16. 40 Pg. 2 4 FL180 FL200 PRECISION APPROACH NON PRECISION APPROACH AIRPORT CEILING ft visibleness 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) 7 00 3200 860 3600 capital of Djibouti 600 3200 900 3800 HANOI 630 3200 1000 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 capital of Kenya 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 state of affairs 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 threefold GENERATORS, HYDRAULIC