OMA 08 05 - ETOPS.pdf

OPERATING PROCEDURES ETOPS ALL GENERAL OPERATIONS MANUAL PART A GENERAL Refer to EFB - Aide-Memoire & Checklists - ETOPS CL ETOPS operations are defined as those intended to be, or actually conducted, over a route that contains a point further than 60 minutes flying time (in still air) at the nor...

OPERATING PROCEDURES ETOPS ALL GENERAL OPERATIONS MANUAL PART A GENERAL Refer to EFB - Aide-Memoire & Checklists - ETOPS CL ETOPS operations are defined as those intended to be, or actually conducted, over a route that contains a point further than 60 minutes flying time (in still air) at the normal one-engine inoperative cruise speed from an adequate aerodrome. The approved one-engine inoperative cruising speed for all the fleet is 330 kt IAS. If an aircraft on an ETOPS flight remains within the rule distance from an adequate ETOPS airfield, the reliability of its engines and systems has been proven to be such that it will be able to reach that airfield given any reasonable failure or combination of failures. The factors that must be taken into account when planning flights over such distance include the availability of adequate aerodromes where a landing can be made in the event of an emergency occurring. All ETOPS operations shall be conducted in accordance with the policies and procedures contained in this OMA, the relevant aircraft type FCOM, the OMC / RAIG and any published supplementary procedures, as applicable. All flight crew shall receive training and checking before being qualified for ETOPS operations. The syllabus, training and checking requirements for ETOPS qualification are described in the OMD. FBU ALL FLEET OMA A UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version 08-05-01 P 1/2 17 DEC 21 OPERATING PROCEDURES ETOPS ALL OPERATIONS MANUAL PART A GENERAL Intentionally left blank FBU ALL FLEET OMA 08-05-01 P 2/2 17 DEC 21 UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version OPERATING PROCEDURES ETOPS ALL DEFINITIONS OPERATIONS MANUAL PART A DEFINITIONS 1 In this chapter, the following terminologies are used. Please Refer to 00–04 DEFINITIONS. ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ADEQUATE AERODROME ADEQUATE ETOPS ENROUTE ALTERNATE AERODROME APPROVED ONE-ENGINE INOPERATIVE CRUISE SPEED AREA OF OPERATIONS APPROVED DIVERSION TIME CMP STANDARDS CRITICAL POINT DISPATCH EARLIEST ESTIMATED ARRIVAL TIME ENROUTE ALTERNATE (ERA) AERODROME EQUAL TIME POINT (ETP) ETOPS AREA ETOPS OPERATIONS ETOPS ENTRY POINT (EEP) ETOPS EXIT POINT (EXP) ETOPS THRESHOLD DISTANCE ETOPS THRESHOLD TIME INFLIGHT SHUTDOWN (IFSD) LATEST ESTIMATED ARRIVAL TIME ONE-ENGINE INOPERATIVE SPEED PERIOD OF SUITABILITY TIME LIMITED SYSTEM SUITABLE AERODROME SUITABLE ETOPS ENROUTE AERODROME TIME WINDOW FBU ALL FLEET OMA A UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version 08-05-02 P 1/2 01 SEP 23 OPERATING PROCEDURES ETOPS ALL OPERATIONS MANUAL PART A DEFINITIONS Intentionally left blank FBU ALL FLEET OMA 08-05-02 P 2/2 01 SEP 23 UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version OPERATING PROCEDURES ETOPS ALL OPERATIONS MANUAL PART A ASSESSMENT OF AERODROME FORECAST ASSESSMENT OF AERODROME FORECAST The applicability of forecast changes and trends shall be assessed in accordance with the table hereafter. FBU ALL FLEET OMA A→ UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version 08-05-03 P 1/2 21 OCT 19 OPERATING PROCEDURES ETOPS ALL OPERATIONS MANUAL PART A FBU ALL FLEET OMA ASSESSMENT OF AERODROME FORECAST ←A UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version 08-05-03 P 2/2 21 OCT 19 OPERATING PROCEDURES ETOPS ALL OPERATIONS MANUAL PART A ETOPS FUEL REQUIREMENTS - ETOPS CRITICAL FUEL SCENARIOS CONTINGENCY REQUIREMENTS The ETOPS Critical Fuel Scenario is based on the study of three failure cases, occurring at the Critical ETP, with their respective diversion profiles and consequent fuel requirements: 1. One Engine Failure 2. Aircraft Depressurization 3. Aircraft depressurization and one engine failure Following profiles are considered: ONE ENGINE FAILURE SCENARIO A. Descent at Speed Schedule B. Diversion Cruise phase at 330 kt C. Level off at optimum FL (altitude) at speed 330 kt or, if higher, at the MORA/MOCA/MEA (if on ATS route) or grid MORA (if off ATS route) at alternative speed schedule, taking into account obstacle clearance requirements, and supplementary oxygen availability. The fuel requirements for each of the three failure cases are then compared to the standard fuel requirement, and the highest quantity will be uplifted. This fuel uplift will then assure safe completion of the flight, regardless of flight scenario (normal flight or diversion). FBU ALL FLEET OMA A→ UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version 08-05-04-02 P 1/4 04 JUN 21 OPERATING PROCEDURES ETOPS ALL OPERATIONS MANUAL PART A ETOPS FUEL REQUIREMENTS - ETOPS CRITICAL FUEL SCENARIOS AIRCRAFT DEPRESSURIZATION SCENARIO A. Emergency Descent at MMO/VMO IDLE and with speed brake extended B. Diversion cruise phase at LRC (Long Range Cruise) speed C. Level off FL (altitude), FL100 (10 000 ft) or, if higher, at the MORA/MOCA/MEA (on ATS route) or grid MORA (off ATS route), taking into account obstacle clearance requirements, and supplementary oxygen availability. AIRCRAFT DEPRESSURIZATION + ONE ENGINE FAILURE A. Emergency Descent at MMO/VMO IDLE and with speed brake extended B. Diversion cruise phase at 330 kt speed C. Level off FL (altitude), FL100 (10 000 ft) or, if higher, at the MORA/MOCA/MEA (on ATS route) or grid MORA (if off ATS route), taking into account obstacle clearance requirements, and supplementary oxygen availability. The scenario resulting in the highest amount of fuel will be referred as the ETOPS CRITICAL FUEL SCENARIO and will be considered during determination of fuel planning for the flight. The critical fuel scenario will be applied from the Critical Point to the diversion alternate. Since the engine failure scenario is never fuel limiting, two scenarios in an ETOPS planned flight shall be considered in priority: ‐ Scenario 1: Aircraft depressurization ‐ Scenario 2: Aircraft depressurization and One Engine Failure For the computation of the ETOPS critical fuel reserves and of the complete ETOPS critical fuel planning, the diversion fuel must include the following fuel provisions: ‐ Fuel burn-off from the critical point and descent at the selected speed schedule to the required diversion level, ‐ Cruise at the selected diversion speed ‐ Normal descent to 1 500 ft AAL at the diversion aerodrome ‐ Fuel for 15 min of holding at 1 500 ft AAL at the diversion aerodrome (ISA) ‐ Fuel for an instrument approach and landing. OBSTACLE AND OXYGEN REQUIREMENTS If a planned diversion schedule to an ETOPS enroute alternate requires a deviation from the standard contingency scenario (e.g. VMO speed schedule does not satisfy obstacle clearance requirements during diversion, or direct routing to the airport is obstacle clearance compromised), then the alternative will be specified (e.g. reduced speed for a portion of the flight in order to comply with MORA restrictions, or the diversion route may include a part of a published ATS route, etc.). If during a diversion planning to an ETOPS enroute alternate, obstacle restrictions lead to extra oxygen profile requirements, affecting the planned diversion route, then this will be specified. FBU ALL FLEET OMA ← A to B → UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version 08-05-04-02 P 2/4 04 JUN 21 OPERATING PROCEDURES ETOPS ALL OPERATIONS MANUAL PART A Note: ETOPS FUEL REQUIREMENTS - ETOPS CRITICAL FUEL SCENARIOS A diversion above FL 100 is authorized if the aircraft is equipped with supplemental oxygen. FBU ALL FLEET OMA ←B UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version 08-05-04-02 P 3/4 04 JUN 21 OPERATING PROCEDURES ETOPS ALL OPERATIONS MANUAL PART A ETOPS FUEL REQUIREMENTS - ETOPS CRITICAL FUEL SCENARIOS Intentionally left blank FBU ALL FLEET OMA 08-05-04-02 P 4/4 04 JUN 21 UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version OPERATING PROCEDURES ETOPS ALL OPERATIONS MANUAL PART A ETOPS FUEL REQUIREMENTS - ADDITIONAL FUEL RESERVES GENERAL ETOPS requires that additional fuel be added to the fuel calculated in the three ETOPS Critical Fuel Scenarios to allow for: ‐ Correction for wind errors ‐ Correction for icing ‐ Correction for aircraft performance degradation ‐ Correction for APU fuel consumption (if applicable) ‐ Correction for NAT HLA contingency procedure (if applicable) ‐ Correction for MEL/CDL performance penalties (if applicable) The Company E-OFP calculates the fuel requirements for the two engines and single engine depressurized cases using the actual aircraft weight at the Critical ETP, and automatically selects the higher of the two fuel requirements. Contingency fuel, aircraft performance factor, and APU fuel consumption are automatically calculated by the E-OFP. Icing, MEL/CDL penalties are applied if required. CORRECTION OF WIND ERRORS The fuel to compensate for any error in the wind forecast from the Critical Point to the diversion aerodrome is based on a forecast wind speed increased by 5% (an increment to headwind or a decrement to tailwind). CORRECTION OF ICING Fuel to account for icing is taken into account in determining the ETOPS Critical fuel reserve for any planned flight. For this purpose, an amount of fuel shall be added to the Minimum ETOPS Fuel reserve, taking into account the greater of: 1. The effect of airframe icing during 10% of the time during which icing is forecast (including ice accumulation on unprotected surfaces, and the fuel used by engine and wing anti-ice during this period), or 2. Fuel for engine anti-ice, and if appropriate wing anti-ice for the entire time during which icing is forecast. Note: Unless a reliable icing forecast is available, icing may be presumed to occur when the Outside Air Temperature (OAT) is between 0ºC and -20ºC with a Relative Humidity (RH) of 55% or greater. FBU ALL FLEET OMA A to C UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version 08-05-04-03 P 1/2 09 JUL 20 OPERATING PROCEDURES ETOPS ALL OPERATIONS MANUAL PART A ETOPS FUEL REQUIREMENTS - ADDITIONAL FUEL RESERVES CORRECTION OF AIRCRAFT PERFORMANCE DEGRADATION Fuel to account for aircraft deterioration is taken into account in determining the ETOPS Critical fuel reserve for any planned flight. A programme is established by the OCC to monitor aircraft in-service deterioration in cruise fuel burn performance. CORRECTION OF THE APU FUEL CONSUMPTION Fuel to account for APU use (only for the one-engine-inoperative scenario, if APU is operative) is taken into account in determining the ETOPS Critical fuel reserve for any planned flight. CORRECTION FOR MEL OR CDL Additional fuel consumptions due to any MEL or CDL items are accounted for during the determination of the critical fuel. This will be documented on the E-OFP. FBU ALL FLEET OMA D to F UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version 08-05-04-03 P 2/2 09 JUL 20 OPERATING PROCEDURES ETOPS ALL OPERATIONS MANUAL PART A ETOPS ENROUTE ALTERNATE REQUIREMENTS ETOPS ENROUTE ALTERNATE REQUIREMENTS Refer to OMA 08–05–02 DEFINITIONS for : ‐ Adequate Airports, ‐ ETOPS Enroute Alternate Airport. FBU ALL FLEET OMA A UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version 08-05-05 P 1/2 21 OCT 19 OPERATING PROCEDURES ETOPS ALL OPERATIONS MANUAL PART A ETOPS ENROUTE ALTERNATE REQUIREMENTS Intentionally left blank FBU ALL FLEET OMA 08-05-05 P 2/2 21 OCT 19 UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version OPERATING PROCEDURES ETOPS ALL ETOPS WEATHER REQUIREMENTS OPERATIONS MANUAL PART A ETOPS ENROUTE ALTERNATE WEATHER PLANNING MINIMA 1 An adequate aerodrome shall only be selected as ETOPS ERA when the appropriate weather reports or forecast, or any combination thereof, indicate that, between the anticipated time of landing until one hour after the latest possible time of landing, conditions will exist at or above the planned minima, calculated by adding the additional limits. Type of Approach Precision Approach Non-Precision Approach, APV Approach or Circling Approach Note: Ceiling Required Visibility Required MDA/H + 400 ft RVR/VIS + 1 500 m DA/H + 200 ft RVR/VIS + 800 m 1. The above criteria for precision approaches are only to be applied to Category I approaches. 2. Forecast wind plus any gust shall be within operating limits, and within the maximum crosswind limitations, taking into account the runway condition (dry, wet or contaminated) plus any reduced visibility limits 3. Conditional forecast elements need not to be considered (PROB TEMPO), except that a weather deterioration associated with a TEMPO (alone) or TEMPO FM or TEMPO TL or TEMPO FM.....TL or PROB 30/40 (alone) shall be taken into account and meet the applicable operating minimums. 4. When dispatching under the provisions of the MEL, those MEL limitations affecting instrument approaches must be considered in determining the ETOPS alternate minima. 5. The Planning Minima in the table are valid before dispatch. After dispatch, the forecast or actual weather need only indicate that the weather at the enroute alternates will remain at or above landing minima. 6. Applicable NOTAMs shall indicate that the airport will remain open for the same period as the weather forecast. 7. METARs will be in degrees TRUE and may need to be corrected for magnetic variation. DETERMINATION OF TIME WINDOWS A specific time window for each declared ETOPS enroute alternate is published on the Dispatch Briefing Form : Refer to 08-01-00 DISPATCH BRIEFING FORM and on the E-OFP. The earliest estimated time of arrival is computed considering a 2-engine diversion from the first ETP along the outbound route associated with the considered ETOPS enroute alternate at the normally planned cruise altitude and speed (i.e. assuming a diversion for any reason other than an engine or pressurization failure). FBU ALL FLEET OMA A to B → UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version 08-05-06 P 1/2 01 SEP 23 OPERATING PROCEDURES ETOPS ALL OPERATIONS MANUAL PART A ETOPS WEATHER REQUIREMENTS The latest estimated time of arrival is computed considering a 2-engine diversion from the second Equitime Point (ETP) associated with the considered ETOPS enroute alternate, at FL100 at the LRC speed (assuming pressurization failure only), plus one hour. WEATHER MINIMA IN ACTUAL OPERATIONS After the aircraft has dispatched from the origin aerodrome, the weather conditions at the enroute alternate must be a equal to or better than the normal landing minima applicable for the available instrument approach procedure. FBU ALL FLEET OMA ← B to C UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version 08-05-06 P 2/2 01 SEP 23 OPERATING PROCEDURES ETOPS ALL OPERATIONS MANUAL PART A AIRCRAFT REQUIREMENTS AIRCRAFT REQUIREMENTS MEL/CDL Primary system redundancy levels appropriate to ETOPS is reflected in the MEL. Primary airframe systems are considered to be all those systems which have a fundamental influence on flight safety and include, but are not limited to: ‐ Electrical, including battery ‐ Navigation and communications, including any route specific long range navigation and communication equipment ‐ Hydraulic ‐ Pneumatic ‐ Flight instrumentation, including warning and caution system ‐ Auxiliary power unit (APU) ‐ Air conditioning and pressurization ‐ Fuel ‐ Cargo fire suppression ‐ Flight Control ‐ Emergency equipment ‐ Ice Protection ‐ Engine fire detection and extinguishing systems ‐ Engine Start and ignition ‐ Propulsion system instruments ‐ Any other equipment required for ETOPS ETOPS remains a "dispatch" consideration. An inflight loss of an item that degrades the aircraft status below that required of ETOPS dispatch does not mandate a decision to divert. Nevertheless, the implications regarding continued suitability for ETOPS operation must be considered by the CAPT and the impact of such a degradation assessed. FBU ALL FLEET OMA A UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version 08-05-07 P 1/2 01 FEB 17 OPERATING PROCEDURES ETOPS ALL OPERATIONS MANUAL PART A AIRCRAFT REQUIREMENTS Intentionally left blank FBU ALL FLEET OMA 08-05-07 P 2/2 01 FEB 17 UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version OPERATING PROCEDURES ETOPS ALL ETOPS DISPATCH & FLIGHT MONITORING OPERATIONS MANUAL PART A ETOPS DISPATCH & FLIGHT MONITORING GROUND STAFF COMPETENCY Personnel responsible for the release or dispatch of any French Bee ETOPS flight shall be properly instructed and have demonstrated their abilities in their particular duties and are aware of their responsibilities to the operation as a whole. French Bee subcontracts its ETOPS Planning and Flight Watch to Air Caraïbes Atlantique (ACA) OCC. To this end French Bee regularly audit and feedback issues affecting ETOPS planning. FLIGHT MONITORING The OCC will monitor the French Bee ETOPS flight continuously, commencing at least 60 minutes before a flight departs and till the aircraft end the ETOPS Segment. Particular attention shall be given to: ‐ Enroute weather METAR & TAF for ETOPS enroute alternates; ‐ SIGMET, NOTAM, SNOWTAM & ASHTAM messages; ‐ Any alteration to the status of enroute alternate facilities (navigation and/or communication aids, ETOPS enroute alternate becoming unadequate); ‐ Closed or restricted airpsace. After the aircraft departure and before reaching the EEP, the OCC shall notify at the earliest the flight crew of any situation that could render the ETOPS E-OFP / Flight plan invalid or that could require an inflight replanning. This could include a new E-OFP uplink and/or specific instructions via ACARS, SATCOM or voice communications when required. Refer to 08-03-02 GENERAL DELAYED DISPATCH If the dispatch of a flight is delayed by more than one hour after ETD, the OCC shall monitor weather forecasts and airport status at the nominated en-route alternates to ensure that they stay within the specified planning minima requirements until dispatch. RECALCULATION OF ETOPS WINDOWS The recalculation of the ETOPS windows shall be made by the OCC with the actual takeoff time. A recheck of Inflight Weather minimum is then reviewed by the dispatcher. Should there be any ETOPS Enroute Alternate airport to become at or below weather minimums and/or a new NOTAM to negatively affect one of the retained airports, the flight crew would be contacted immediately. FBU ALL FLEET OMA A→ UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version 08-05-08 P 1/2 04 JUN 21 OPERATING PROCEDURES ETOPS ALL ETOPS DISPATCH & FLIGHT MONITORING OPERATIONS MANUAL PART A DISPATCH COMMUNICATIONS The contact for all communications with the dispatch is: ‐ SITA: ORYOO8X ‐ H24 Telephone: +33 (0)1 74 22 13 12 ‐ H24 Telephone (Urgencies only) : +33 (0)6 79 85 23 59 FBU ALL FLEET OMA ←A UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version 08-05-08 P 2/2 04 JUN 21 OPERATING PROCEDURES ETOPS ALL ETOPS INFLIGHT PROCEDURES OPERATIONS MANUAL PART A ETOPS INFLIGHT PROCEDURES FUEL MANAGEMENT Refer to OMA 08-03-07 Policy and Procedures For Fuel Management During an ETOPS flight the fuel monitoring procedure is the same as for a non ETOPS flight, except that FOB based on FQI and any difference shall be noted for EEPs, ETPs, and EXPs. There are no requirements in the ETOPS rules to reach any of the EEPs, ETPs and EXPs with the FOB being at least equal to the fuel required by any of the critical fuel scenarios. Fuel remaining in flight shall be monitored as per Company rules to ensure that it is not less than the fuel required to proceed to an aerodrome where a safe landing with at least the final reserve fuel. EEP, ETP AND EXP INSERTION In order to display an ETOPS waypoint on the Navigation Displays, the flight crew has to create a "NEW WAYPOINT" in the aircraft FMGS. However, the flight crew must not insert the new waypoint in the active flight plan, due to the following reasons: ‐ The waypoint is not part of the ATC F-PLN, ‐ An error in coordinates may cause a dangerous track deviation, ‐ The waypoint would corrupt position reporting (CPDLC/ADS). The flight crew should select waypoint identification as following: ‐ "EEP" for ETOPS Entry Point, ‐ "EXP" for ETOPS Exit Point ‐ "ETP1, 2, etc" for ETPs The flight crew obtains the latitude and longitude of the ETOPS points from the E-OFP. DECISION MAKING Flight crew shall monitor the forecast weather for any required ETOPS alternates whilst en-route. Whenever the EWAS is operational, it shall be used to obtain the latest weather information along with the latest NOTAMS. If EWAS is not operational, the flight crew shall use ACARS to obtain the latest weather. Once the aircraft has been dispatched, the ETOPS alternates remain suitable if the forecasted weather reports indicate that the weather will remain at or above the Aerodrome Operating Minima. Should the weather at a selected alternate deteriorate below landing minima prior to entering the ETOPS segment (EEP), or whilst in the ETOPS segment, another alternate shall be nominated that satisfies the weather requirements. The flight crew shall liaise at the earliest with the OCC to FBU ALL FLEET OMA A→ UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version 08-05-09 P 1/2 28 OCT 22 OPERATING PROCEDURES ETOPS ALL ETOPS INFLIGHT PROCEDURES OPERATIONS MANUAL PART A help to the selection of a different ETOPSenroute alternate. It must be noted that it is part of the OCC duties to check proactivaley the availability of ETOPS enroute alternates before entering EEP up to the EXP. If the selection of a different ETOPS alternate aerodrome is not possible, the flight must not enter the ETOPS segment and it must be rerouted according to normal flight planning rules. If already in the ETOPS segment, the CAPT shall decide whether to continue or if fuel on board permits, re-route on a non-ETOPS route. Any revised E-OFP with new ETOPS details must be made available at the earliest to the flight crew. The Aircraft status will also be checked and the flight crew will divert for any failure requiring a diversion to the nearest suitable airport (cases leading to a LAND ASAP/ANSA message on the ECAM). ENROUTE FLIGHT MONITORING The flight crew shall: ‐ Monitor aircraft systems as per French bee SOPs and A350 FCOM, ‐ Monitor weather and NOTAMS (using EWAS when operational). Monitor runway conditions and any significant changes in conditions of ETOPS and other enroute alternates from the earliest ETA until the latest ETA + 1hr for diversion decision making purposes, ‐ Monitor all engine parameters including fuel flow and performance related behavior in order to maintain updated of engine fail scenarios and related performance, ‐ Make sure that the aircraft is maintained within the Maximum Diversion Distance from the ETOPS Enroute Alternates at all times. ATC direct routings and weather avoidance must be carefully considered to ensure these remains so. ‐ Monitor Navigation accuracy and ensure that the aircraft remains within the area of operations, as per French bee SOPs and A350 FCOM. FBU ALL FLEET OMA ←A UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version 08-05-09 P 2/2 28 OCT 22 OPERATING PROCEDURES ETOPS ALL ETOPS SEGMENT OPERATIONS MANUAL PART A ETOPS SEGMENT If the weather conditions at the ETOPS Enroute alternate fall below landing minima or its facilities may render the aerodrome status as inadequate, full use of all available communications should be made to assist in the selection of another ETOPS Enroute alternate. The new ETOPS Enroute alternate should be within the maximum diversion distance of the route. The new choice should represent the best option available at the time. In practice, this means that the aircraft may stay on the present route and find an ETOPS En route alternate as close as possible to that route, it may be the previous or next planned ETOPS Enroute Alternate. The flight crew will divert for any failure cases requiring a diversion to the nearest suitable airport (cases leading to a LAND ASAP / LANSA message on the ECAM). NAVIGATION The aircraft must be maintained within the Maximum Diversion Distance from the ETOPS En route Alternates at all times, ATC direct routings must be carefully considered to ensure these remains so. Navigation accuracy must be monitored and checked to ensure that the aircraft remains within the area of operations. FBU ALL FLEET OMA A UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version 08-05-10 P 1/2 21 OCT 19 OPERATING PROCEDURES ETOPS ALL OPERATIONS MANUAL PART A ETOPS SEGMENT Intentionally left blank FBU ALL FLEET OMA 08-05-10 P 2/2 21 OCT 19 UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version OPERATING PROCEDURES ETOPS ALL OPERATIONS MANUAL PART A DIVERSION DECISION MAKING DIVERSION DECISION MAKING A diversion, rerouting or turn back will need to be considered under the following circumstances: 1. Weather conditions at one or more of the selected En route alternate aerodromes falls below the applicable landing minima (planning minima not considered), or becomes unsuitable for any reason during the period of suitability, before reaching the ETOPS Entry point, and no other suitable alternate is available to cover the ETOPS segment. 2. Aircraft or critical system failure/malfunction, requiring a diversion to the nearest suitable aerodrome. 3. Failures resulting in increased fuel consumption and which thereby reduce the fuel reserve below the minimum necessary for the continuation of the flight to be planned destination in accordance with the requirements of the Company Fuel policy. 4. In case of a cargo fire, diversion to the nearest suitable aerodrome is mandatory whatever is the performance in terms of protection time of the fire extinguishing system (refer to the FCOM for more details) 5. If flight crew should fall below minimum legal complement (pilot incapacitation) FBU ALL FLEET OMA A UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version 08-05-11 P 1/2 17 DEC 21 OPERATING PROCEDURES ETOPS ALL OPERATIONS MANUAL PART A DIVERSION DECISION MAKING Intentionally left blank FBU ALL FLEET OMA 08-05-11 P 2/2 17 DEC 21 UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version OPERATING PROCEDURES ETOPS ALL DIVERSION PROCEDURE OPERATIONS MANUAL PART A DIVERSION PROCEDURE A specific single engine speed schedule is selected for each ETOPS approved aircraft type the purpose of defining the ETOPS Area of Operation (Maximum Diversion Distance), and for the determination of ETOPS Fuel requirements. However, there is no requirement to adopt this particular speed schedule for an actual diversion during an ETOPS Flight. The CAPT is free to adopt strategy he considers most appropriate after assessment of the overall situation. Following an engine failure, the selected speed, aircraft gross weight, thrust setting and OAT will determine the altitude capability of the aircraft. All ETOPS routes are evaluated for obstacle clearance based upon the net level off altitude at the single engine speed declared by the Company for the aircraft type concerned, and assuming maximum continuous thrust is set on the operating engine. Obstacle clearance is therefore not expected to be a limiting factor following an engine failure, provided the selected diversion speed is equal or less than the declared Single Engine Speed. Any speed may be used within the normal operating range of the aircraft i.e. between an upper limit of VMO/MMO, and a lower limit of green dot speed or minimum clean speed. ‐ Higher speeds will minimize diversion times, but will result in higher fuel consumption and a lower level off height (terrain clearance). ‐ Lower speeds will increase diversion time, but will result in lower fuel consumption and a higher level off height. FBU ALL FLEET OMA A UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version 08-05-12 P 1/2 01 FEB 17 OPERATING PROCEDURES ETOPS ALL OPERATIONS MANUAL PART A DIVERSION PROCEDURE Intentionally left blank FBU ALL FLEET OMA 08-05-12 P 2/2 01 FEB 17 UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version OPERATING PROCEDURES ETOPS ALL VERIFICATION FLIGHTS OPERATIONS MANUAL PART A VERIFICATION FLIGHTS In certain circumstances, maintenance action carried out since the last arrival and prior to an ETOPS flight must be verified before the aircraft is permitted to enter the ETOPS flight area. A "Verification Flight" shall then be planned in the following circumstances: ‐ There is no effective ground check, or ‐ No AMM exists, or ‐ BITE checks do not adequately verify system operation or effectiveness of the corrective action, and ‐ The system can only be finally “confirmed fixed” during actual operation in the air (i.e. fault cannot be duplicated on ground). This must be accomplished during the first 60 minutes of the flight and before the aircraft enters the ETOPS area. Verification flights are a requirement defined by French Bee Engineering. The Engineering will: ‐ Record in the Aircraft Technical Log Book (TLB) the following statement "ETOPS Verification Flight Required" (the system to be checked including necessary details will be added) in the Defect Column of the Technical Log for the incoming flight. ‐ Contact as soon as possible the French Bee OCC to let them know that an "ETOPS Verification Flight Required" is planned. The OCC will: ‐ Contact the CAPT to inform him/her that a "Verification Flight" will be planned; ‐ Issue 2 distinct E-OFPs in case of the Verification Flight should be planned on an ETOPS flight: a. 1 E-OFP for ETOPS conditions. b. 1 E-OFP for NON-ETOPS conditions. ‐ Ensure that the landing weight at the destination will not be exceeded if the shorter of the two routes is eventually flown. If unable to carry fuel for the Non ETOPS route, a reduced payload or a technical stop will be planned. Should the OCC be not able to issue two distinct E-OFPs (one ETOPS E-OFP and one non-ETOPS E-OFP) and the ETOPS verification flight be not successful too, then the CAPT shall return to the point of departure (or its alternate). After 60 minutes from takeoff (or the minimum duration specified by maintenance), prior to the ETOPS Entry point, the flight crew shall confirm the correct functioning or failure of the system either through an ACARS TEXT message report or SATCOM, or HF contact with OCC. FBU ALL FLEET OMA A→ UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version 08-05-13 P 1/2 09 JUL 20 OPERATING PROCEDURES ETOPS ALL VERIFICATION FLIGHTS OPERATIONS MANUAL PART A An Aircraft Technical Log entry shall be made at that point : ‐ If the verification flight is successful, the flight crew will continue on ETOPS route and the CAPT will record "ETOPS Verification Flight satisfactory", if no defects were apparent that would affect an ETOPS dispatch ‐ If the verification flight is unsuccessful, the flight crew shall reroute on a Non ETOPS route and a re clearance from ATC will be required. Advisory information between the flight crew and OCC / French Bee Engineering should be under taken to determine flight continuation or turn back. The CAPT will determine the final decision. FBU ALL FLEET OMA ←A UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version 08-05-13 P 2/2 09 JUL 20 OPERATING PROCEDURES ETOPS ALL ETOPS SERVICE CHECK OPERATIONS MANUAL PART A ETOPS SERVICE CHECK For a Flight with multiple Sector legs provided the ETOPS service check was completed on the 1st leg, an ETOPS service check will not be required on the subsequent leg. See Note below. DIVERSIONS FOR REASONS UNRELATED TO MAINTENANCE If a diversion occurs due to reasons that are not ETOPS significant systems related (e.g. an ill or disruptive passenger), a Transit Check is required with no additional ETOPS tasks required, provided no defect has occurred during the flight, or as a result of the Transit inspection, that would negate ETOPS capability Note: ‐ The validity of the Daily and Weekly Checks must be verified as these form part of the overall ETOPS Service Check requirements. ‐ It is permissible for an appropriately authorized flight crew member to complete and certify the Transit Check, provided no maintenance actions are required. DIVERSIONS FOR MAINTENANCE REASONS ‐ If a diversion occurs due to reasons that are related to an ETOPS significant system defect, the OCC will coordinate the required rectification by an ETOPS authorized engineer, and which may include Verification, if the next flight includes an ETOPS sector. ‐ If the next leg of the flight can be flown Non-ETOPS, a Non-ETOPS release can be performed. ‐ ETOPS service check is valid for 1 (one) flight only. FBU ALL FLEET OMA A UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version 08-05-14 P 1/2 04 JUL 19 OPERATING PROCEDURES ETOPS ALL OPERATIONS MANUAL PART A ETOPS SERVICE CHECK Intentionally left blank FBU ALL FLEET OMA 08-05-14 P 2/2 04 JUL 19 UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version OPERATING PROCEDURES ETOPS ALL FUEL AND OIL SUPPLY OPERATIONS MANUAL PART A FUEL AND OIL SUPPLY For releasing an aeroplane on an ETOPS flight, it shall be ensured that it carries sufficient fuel and oil to meet the applicable operational requirements and any additional fuel that may be determined in accordance with the provisions laid down in the OMA : Refer to 08–01–07 DETERMINATION OF THE QUANTITIES OF FUEL AND OIL TO BE CARRIED. FBU ALL FLEET OMA A UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version 08-05-15 P 1/2 01 FEB 17 OPERATING PROCEDURES ETOPS ALL OPERATIONS MANUAL PART A FUEL AND OIL SUPPLY Intentionally left blank FBU ALL FLEET OMA 08-05-15 P 2/2 01 FEB 17 UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version OPERATING PROCEDURES ETOPS ALL ETOPS / NAT-HLA CHECKLIST FORM OPERATIONS MANUAL PART A ETOPS CHECKLIST FORM Refer to EFB Aide-Memoire & Checklists. FBU ALL FLEET OMA A UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version 08-05-16 P 1/2 17 DEC 21 OPERATING PROCEDURES ETOPS ALL OPERATIONS MANUAL PART A ETOPS / NAT-HLA CHECKLIST FORM Intentionally left blank FBU ALL FLEET OMA 08-05-16 P 2/2 17 DEC 21 UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version