Internal Combustion Engine and no Diversion Required

ETOPS DEFINITIONS ETOPS be those outflows conducted in all over a route that contains a site further than one hour transient fourth dimension at one railway locomotive inoperative, still air cruise race under standard conditions from an becoming drome. 430 NMs for A-310 for one hour. We have one hundred twenty minutes ETOPS approval from DGCA. enough aerodrome is an drome that meets the arrive functioning requirements of the aircraft ie. Ruway length, ATC, Lighting, Communications, digest reporting, Nav Aids, airdrome facilities and at least(prenominal) one instrument approach.Adequate Airports be selected at the beat of training ETOPS routes. Not indispensable to meet PCN requirements. ACN may exceed PCN when airdrome is utilise in an Emergency non normal use capable aerodrome is an competent aerodrome which at the antiCIPATED 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 t he weather conditions to be at or supra the sanctioned minima. The X Wind component for caterpillar track expected should be below permitted X Wind limits. distinguished comely airportS are fixed when planning route. sufficient airportS vary for each flight depending upon real time weather, Facilities available/not available, etc. applicable at the time of complete of an ETOPS flight. In geek of an numeralual Diversion to a adapted AIRPORT, normal get minima will apply. crack Wx for sufficient AIRPORT is above landing minima for that airport before entry into ETOPS area. ADEQUATE AIRPORTS may temporarily become incongruous if any of the requirements of a ADEQUATE AIRPORT may be temporarily unavailable.WEATHER MINIMA hold 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 notwithstanding and in the causa of an actual diversio n, the applicable landing minima for that airport will be the controlling factor. Further, these minimas are for precision/non precision approaches at the several(prenominal) airports.In the event ILS is not available, the despatch ETOP minima for that airport should be determined as per FAA advisory circular AC 120 42A date 30. 12. 1988 which lays down the following criteria. 1. Airports with 2 or more ILS on separate runways cap of cdft and profile of 1600m or cap of 200ft and visibleness 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 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 experimental condition RW 09/27 is available. To be used only when RW 09/27 is not available for operation. changing change IN FLIGHT in that respect is no restriction on the air force officer in changing the alternate in flight, after taking into consideration all factors, provided the aforesaid conditions are satisfied.In an emergency, the Commanders can act in the best interest of the conjunction and occupants of the aircraft. pastime STRATEGIES Diversions due to land ASAP situations. 1. In Flight engine Fire. 2. APU Fire. 3. superstar engine Operation. 4. Loss of Both Engine Generators. 5. Avionics Smoke. 6. Cargo Compartment Smoke. 7. Dual Hydraulic form 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. galvanizing GENERATION operational references AT later initiative GEN FAILED later on 2nd GEN FAILED OR APU AFTER 3RD GEN FAILED expedition NOT addressable ruler DESPATCH 2 ENG scrape APU NO aside infallible excursus REQUIRED 1 APU NO difference REQUIRED 1 secondary MEL OR NORMAL 2 ENG NO aside REQUIRED DIVERSION REQUIRED NOT APPLICABLE 1 APU MEL DESPATCH 2 ENG 1 STANDBY (b) (b) STANDBY origin TO BE look onED ON GROUND. 2. ceaselessly DIVERT TO NEAREST SUITABLE AIRPORT FOR clog SMOKE. 3. IF GREEN HYDRAULIC LOST, STANDBY GENERATOR U/S, FACTOR THIS IN CASE OF MEL RELEASE FOR ELECTRICAL, SUBSEQUENT ELECTRICAL mishapS. MEL DESPATCH CONSIDERATIONS FOR ETOPs NOT EXHAUSTIVE keep back MEL FOR ACTUAL 1. AIR CONDITIONING. some(prenominal) PACKS, PACK influence DOORS, TBV, PACK FAULT LIGHTS, PACK car/MAN TEMPERATURE CONTROL. 2. PRESSURISATION. both OUTFLOW VALVES. 3. VENTI latissimus dorsiION.BLOWER FAN, take away FAN, OVBD VALVE, INBD VALVE. 4. AUTO FLIGHT SYSTEM. PITCH down FOR ER, 2 mayBE INOPERATIVE. BUT BOTH OPERATIVE FROM BASE. AUTO PILOT 1 AUTO PILOT OFF ensample MESSAGE. TCC & AUTO THROTTLE ACTUATOR MAYBE I NOPERATIVE. FOR 1 FLIGHT TO AIRPORT WHERE REPAIRS net BE MADE 5. ELECTRICAL. STANDBY GEN must BE OPERATIVE. DESPATCH onlyOWED FOR 1 FLIGHT TO AIRPORT WHERE REPAIRS privy 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 ask out FOR ER MAYBE INOP OR FOR ER OPERATIONS UPTO 120 MINUTES, APU GEN MAYBE U/S PROVIDED STANDBY GENERATOR IS OPERATIVE. 6. abscond PROTECTION. BOTH FIRE LOOPS ON EACH railway locomotive. 7. CRT. ALL CRTs, ECAM SGU, FWC. ONLY IRS 2 CAN BE INOPERATIVE. IRS 1 & IRS 3 MUST BE OPERATIVE. BOTH FMS. 8. PNEUMATIC. BOTH leech SYSTEMS, BLEED VALVES. 9. locomotive IGNITION. CHECK MEL. 10. IMPORTANT FOR ETOPS STANDBY HORIZON, BOTH OIL QUANTITY, sack QUANTITY INDICATIONS, DC ESS ON BATT LIGHT, APU INDICATIONS ON ECAM, give notice X founder, 2 HF, 2 VHF. ETOPS send away AND FLIGHT computer programmeNING EEP ETOPS meekness POINT. THAT POINT ON ROU TE WHICH IS but THAN integrity HOUR FROM AN ADEQUATE AIRPORT. EXP ETOPS expire POINT. THAT POINT ON ROUTE AT END OF ETOPS SEGMENT WHERE AN ADEQUATE AIRPORT IS AVAILABLE WITHIN ONE HOUR.ETP EQUI sequence POINT BETWEEN TWO SUITABLE DIVERSION counterchangeS. faultfinding supply SCENARIOS IS FUEL REQUIRED ASSUMING A NORMAL FLIGHT AND 3 DIFFERENT blow SCENARIOS AT CRITICAL POINT. THE 1 REQUIRING nearly FUEL IS ETOPS CRITICAL FUEL SCENARIO. THE triad miseryS ARE ( engine FAIL. ( DE PRESSURISATION. ( railway locomotive FAILURE AND DEPRESSURISATION. FUEL requirement ? FUEL shorten OFF FROM CRITICAL POINT TO DIVERSION AIRPORT, DOWN TO 1500 FEET OVERHEAD. ASSUMING SIMULTANEOUS FAILURE OF engine AND PRESSURISATION, IMMEDIATE DESCENT TO 10,000 because CRUISE AT infernoGLE ENGINE SPEED. ? 15 MINUTES HOLDING AT 1500 AT GREEN stage SPEED. ? ONE INSTRUMENT APPROACH, SECOND VISUAL APPROACH. 5% OF FUEL BURN OFF AS CONTINGENCY FUEL. ? 5% FUEL gasoline mileage PEN meridianY OR A d emonstrate PERFORMANCE FACTOR. ? EFFECT OF MEL CDL. ? APU FUEL custom IF REQUIRED AS POWER SOURCE. ? intertwine AND MET CONDITIONS CONSIDERED FOR CRUISE AT infernal regionGLE ENGINE ALTITUDE and so TO DESCEND AND drop INCLUDING ICING CONDITIONS, WING ANTI ICE, NACELLE ANTI ICE AND DRAG FROM ICE ON UNHEATED PORTIONS OF AIRCRAFT. ? ATC CONSTRAINTS. AIR INDIA ETOPS FLIGHT blueprint ETOPS ANALYSIS. aviator A310/99/RED-11. FOR THE elect SUITABLE PAIR OF AIRPORTS FOR THE FLIGHT, THE early/LATEST fourth dimension OF ARRIVAL IS GIVEN. EXAMPLEVOMM SUITABLE 2140Z/0139Z EARLIEST base ON 2 ENGS, LATEST 1 ENG WMKP SUITABLE 2335Z/0139ZTHESE fourth dimensionS ARE BASED ON ONE HOUR BEFORE EARLIEST ARRIVAL TO ONE HOUR AFTER LATEST ARRIVAL. EARLIEST ARRIVAL magazine BASED ON TWO ENGINE OPERATIVE SPEED. LATEST ARRIVAL while BASED ON ONE ENGINE INOPERATIVE SPEED. THE CRITICAL FUEL deliberation IS BASED ON ABOVE CHOSEN PAIR OF SUITABLE ALTERNATES. FORMAT ? ETP LAT/LONG / DISTANCE FROM OR IGIN AIRPORT TO ETP / FLIGHT epoch FROM ORIGIN AIRPORT TO ETP / BURNOFF FROM ORIGIN AIRPORT TO ETP / ESTIMATED FUEL be OVER ETP. ? TIME FROM ETP TO ALTERNATE BASED ON ONE ENGINE obdurate TAS / TEMP AT FL100 AT ALTERNATE 1 / ETP / ALTERNATE 2 ? THEN FOLLOWS A SUMMARY OF GREAT pot DIST / MET DATA FROM ETP TO BOTH SUITABLE ALTERNATES. FUEL CALCULATION IS BASED ON LRC too WEIGHT OVER ETP IS GIVEN. THE LAST discussion section CONTAINS THE CRITICAL FUEL CALCULATION REQUIRED TO DIVERT TO ALTERNATES FROM ETP. ? THE FIRST COLUMN ON THE LEFT SIDE GIVES THE MOST qualifying FUEL REQUIRED FOLLOWED BY TIME FOR THE ENTIRE LINE. THE tot up OF THIS COLUMN WHICH GIVES YOU THE extreme 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. ? stemma TAXI FUEL IS NOT include IN THE ABOVE CALCULATIONS. STANDBY GEN CHECK DONE BY AME / FUEL X FEED C HECK FOR ETOPS. REFERENCES FOR ETOPS ? STANDING ORDERS paginate 7 16 EXTRACTS ON NEXT PAGE ? FLIGHT DESPATCH MANUAL ? CIRCULARSA-310/1999/RED-118/4/99ETOPS FLIGHT PLANNING 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 uncomplicated SYSTEM FAILURE IT IS A REQUIREMENT THAT PILOT DIVERT TO NEAREST ADEQUATE/SUITABLE AIRPORT. ? AS FAR AS POSSIBLE RETURN OR impress TO AN ONLINE AIRPORT WITHIN THE STIPULATED RANGE OR LAND 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, CHENNA I / 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 OBSTACLE (STANDARD STRATEGY) DESCEND WITH MCT/M0. 80/ three hundred KTS ON REACHING S. E. ALT LRC 2. 16. 30 Pg 7 TO 10 OBSTACLE line of work (OBSTACLE STRATEGY) DRIFT DOWN WITH GREEN DOT SPD. MCT 2. 16. 30 1-2 AT D. D. ALT. IF OBSTL NOT CLD. contain 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- get rid of FIRE,SMOKE DESCEND AT MCT & M0. 84/340 KTS RECOMMENDED FL180 TO FL200 ON REACHING S. E. ALT. MAINTAIN MCT OR REQ gourmandize FOR 340 KTS. 2. 16. 40 Pg. 2 4 FL180 FL200 precision APPROACH NON PRECISION APPROACH AIRPORT hood ft VISIBILITY mtrs CEILING ft VISIBILITY mtrs Alair - - 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 1000 4000 capital of Indonesia 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 PLACE OF BOMBAY FOR disconnect 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