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and maintenance programs in place to support ETOPS operations.
The Minimum Equipment List (MEL) and the Dispatch Deviations Guide (DDG)
include dispatch relief levels appropriate to ETOPS.
The operator ensures that the ETOPS airplane is in compliance with the
requirements of the appropriate Boeing Configuration, Maintenance and
Procedures (CMP) documents. The operator's maintenance department must
develop programs which monitor and report reliability of the engines, airframe
and components. The Minimum Equipment List (MEL) and the Dispatch
Deviations Guide (DDG) have been expanded to address the improved
redundancy levels and the additional equipment unique to ETOPS configured
airplanes.
Flight and Performance
Crews undertaking ETOPS flights must be familiar with the suitable enroute
alternates listed in the flight plan. These airports must meet ETOPS weather
minima which require an incremental increase above conventional alternate
minimums, and be located so as to ensure that the airplane can divert and land in
the event of a system failure requiring a diversion.
Planning an ETOPS flight requires an understanding of the area of operations,
critical fuel reserves, altitude capability, cruise performance tables and icing
penalties. The Flight Planning and Performance Manual (FPPM) provides
guidance to compute critical fuel reserves which are essential for the flight crew
to satisfy the requirements of the ETOPS flight profile. The FPPM also provides
single engine altitude capability and cruise and diversion fuel information at
ETOPS planning speeds. This information is not included in the FCOM/QRH.
Fuel reserve corrections must be made for winds, non-standard atmospheric
conditions, performance deterioration caused by engines or airframe, and when
needed, flight through forecast icing conditions.
Note: Critical fuel calculations are part of the ETOPS dispatch process and are
not normally calculated by the flight crew. The crew normally receives
ETOPS critical fuel information in the Computer Flight Plan (CFP).
October 31, 2006
777/787 Flight Crew Training Manual
Climb, Cruise, Descent and
Holding
Copyright © The Boeing Company. See title page for details.
4.16 FCT 777/787 Preliminary (TM)
Procedures
ETOPS engine-out procedures may be different from standard non-normal
procedures. Following an engine failure the crew performs a modified
“driftdown” procedure determined by the ETOPS route requirements. This
procedure typically uses higher descent and cruise speeds, and a lower cruise
altitude following engine failure. This allows the airplane to reach an alternate
airport within the specific time limits authorized for the operator. These cruise
speeds and altitudes are determined by the operator and approved by its regulatory
agency and usually differ from the engine-out speeds provided by the FMC. The
captain, however, has the discretion to modify this speed if actual conditions
following the diversion decision dictate such a change.
Polar Operations
Refer to the FMC Polar Navigation section in Volume 2 of the FCOM for specifics
about operations in polar regions and a description of the boundaries of the polar
regions.
During preflight planning extremely cold air masses should be noted and cold fuel
temperatures should be considered. See the Low Fuel Temperature section in this
chapter for details regarding recommendations and crew actions.
Operators should establish a remote airport diversion plan to include supporting
the airplane, passengers and crew. Airplane equipment and document needs to be
considered:
• cold weather clothing to enable one or more crewmembers to exit the
airplane at a diversion airport with extreme cold conditions
• comprehensive instructions on securing the airplane for cold weather to
include draining water tanks, etc.
• diversion airport data to include airport diagrams, information on nearby
terrain and photographs (if available), emergency equipment availability,
etc.
Due to limited availability of alternate airports relative to other regions, special
attention should be given to diversion planning including airport conditions and
availability of compatible fuel. Crews should be prepared to operate in QFE and
metric altitude where required. Expect changes in assigned cruising levels enroute
since standard cruising levels vary by FIR. Some airports provide QNH upon
request, even if their standard is QFE. Metric wind speed (m/sec) may be all that
is available. A simple approximation: 1 m/sec = 2 knots. A feet to meters
conversion chart may be useful for planning step climbs, converting minima, etc.
　
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