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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).
Procedures
Before entering the ETOPS phase of flight, the APU must be operating.

737 Flight Crew Training  Manual
During the last hour of cruise on all ETOPS flights, a fuel crossfeed valve check is done. This verifies that the crossfeed valve is operating so that on the subsequent flight, if an engine fails, fuel is available from both main tanks through the crossfeed valve.
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 737-600 - 737-900
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.
Copyright . The Boeing Company. See title page for details.
4.16  FCT 737 (TM) October 31, 2006
Use caution when using ADF and/or VOR raw data. ADF orientation (true or magnetic) is determined by the heading reference selected by the crew. VOR radials are displayed according to the orientation of the VOR station.
Communications should be handled according to the applicable enroute charts. Above 82 degrees N, SATCOM is unavailable. HF frequencies and HF SELCAL must be arranged by the flight crew prior to the end of SATCOM coverage. Routine company communications procedures should include flight following to enable immediate assistance during a diversion or other emergency.
Note: To use SATCOM on the ground, the ADIRU must be aligned.
　
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